EI Recommended Practice 1597 Procedures for overwing fuelling to ensure delivery of the correct fuel grade to an aircraft

aviation
  • Published: January 2017
  • REF/ISBN: 9780852939574
  • Edition: 2nd
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Foreword

This Recommended Practice has been prepared by the EI’s Aviation Committee. It is intended to provide recommendations to assist those involved in overwing fuelling of civil aircraft to ensure that the correct fuel grade is always delivered to an aircraft, thereby preventing aircraft misfuelling (e.g. delivery of the incorrect fuel grade to an aircraft during overwing fuelling).

This publication is intended to provide recommendations for safe practice, rather than rigid guidelines. Users of this publication shall be aware that due consideration shall be given to the effect of any unusual or abnormal circumstance, on which it is not possible to generalise within the scope of this publication. Specialist advice shall be sought in these cases.

The guidance contained in this publication is primarily intended for overwing fuelling operations of civil aircraft.

In addition, in some areas local or national statutory regulations also apply. This publication is intended to be complementary to these established controls and practices.

The EI is not undertaking to meet the duties of employers to warn and equip their employees, and others exposed, concerning health and safety risks and precautions, nor undertaking their obligations under local and regional laws and regulations.

Nothing contained in any EI publication is to be construed as granting any right, by implication or otherwise, for the manufacture, sale, or use of any method, apparatus, or product covered by letters patent. Neither shall anything contained in the publication be construed as insuring anyone against liability for infringement of letters patent.

Every effort has been made by the Energy Institute to assure the accuracy and reliability of the data contained in this publication; however, the EI makes no representation, warranty, or guarantee in connection with this publication and hereby expressly disclaims any liability or responsibility for loss or damage resulting from its use or for the violation of any local or regional laws or regulations with which this publication may conflict.

Suggested revisions are invited and should be submitted to the:

Technical Department
Energy Institute
61 New Cavendish Street
London
W1G 7AR
e: technical@energyinst.org

1. Introduction - All misfuelling incidents are preventable

1.1 Delivering the correct grade of fuel to an aircraft

For the safe operation of aircraft IT IS CRITICAL that a system of procedures and specific equipment is implemented to ensure the correct fuel grade is always delivered to an aircraft during overwing fuelling.

The system depends on clear, well-defined communication between the into-plane fuel service operator and the customer regarding the fuel grade to be delivered by overwing fuelling on every occasion that an aircraft is fuelled.

The delivery of an incorrect grade of fuel to an aircraft can have severe consequences that may result in engine failure.

This publication provides a system for use by aircraft fuelling ground staff to assist with the delivery of the correct aviation fuel grade to an aircraft during overwing fuelling.

Misfuelling incidents have occurred at single fuel locations when aircraft have landed and requested fuel unaware that the grade they require is unavailable. Therefore, this publication is applicable equally to locations that supply only jet fuel or only avgas, as well as those locations that supply both grades.

1.2 The need for a misfuelling prevention programme

Delivering the incorrect type or grade of fuel into an aircraft is termed a ‘misfuelling’. For piston engine aircraft, this includes:

  • delivery of jet fuel to a spark ignition piston (e.g. avgas) engine aircraft, or
  • delivery of avgas fuel into a compression ignition (e.g. diesel) piston engine, or
  • delivery of avgas into a spark ignition piston engine where the octane level of the delivered avgas is lower than the required octane level for the engine.

For jet turbine-powered aircraft, this includes:

  • delivery of avgas to a turbine-powered aircraft.

The risk of delivering the wrong grade of fuel exists because many General Aviation (GA) aircraft and some schedule, commuter, and charter airline-type aircraft air fuelled by an overwing procedure and can therefore be potentially fuelled with avgas or jet fuel as the fuelling nozzles used may be non-selective (e.g. can fuel aircraft requiring either type of aviation fuel).

The serious consequences of misfuelling include:

  • Total engine failure due to knock damage if jet fuel is delivered into a spark ignition piston engine-powered aircraft that requires avgas.
  • Ignition failure if avgas is delivered into a compression ignition (diesel) piston engine-powered aircraft that requires jet fuel.
  • Vapour lock and engine failure due to fuel starvation if avgas is delivered into a turbine engine-powered aircraft that requires jet fuel. Many turbine engines are capable of operating on avgas, but such operation is strictly controlled as described in the Pilot’s Operating Handbook.
  • Potential engine failure or power loss if an avgas grade is delivered that is below the minimum specified octane level for that engine type.
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Figure 1: Example of two similar aircraft requiring different grades of fuel

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Figure 1: Example of two similar aircraft requiring different grades of fuel

Investigations into past misfuelling incidents have identified a variety of causes. These include;

  • Lack of confirmation between the customer and the fuel supplier over the grade of fuel required for a specific aircraft.
  • The grade of fuel required not being clearly identified on the aircraft at the fuelling point.
  • The grade of fuel being supplied not being clearly identified on refuelling equipment.
  • Refuelling operators not systematically following misfuelling prevention procedures during aircraft refuelling.
  • The similarity in appearance between aircraft even when they require different grades of fuel. Examples include the Piper Mirage (avgas) and Piper Meridian (jet fuel), and the Cessna 404 Titan (avgas) and 441 Conquest (jet fuel), where visual appearance of the aircraft alone cannot be relied on to identify which grade of fuel the aircraft requires (see also example in Figure 1).

It should also be noted that the mandatory use of jet fuel containing Fuel System Icing Inhibitor (FSII) is required by some aircraft. The lack of FSII, improper dosage rate or improper FSII injection into the jet fuel can be a risk to those types of aircraft. Visual appearance of the aircraft alone cannot be relied on to identify if an aircraft requires fuel containing FSII. Recommended guidelines for the handling and delivery of jet fuel containing FSII are provided in EI 1538 Handling of fuel system icing inhibitor and aviation fuel containing fuel system icing inhibitor (currently in preparation).

The history of aircraft misfuelling incidents demonstrates there is a need to implement at every location a comprehensive system of procedures and equipment to prevent the many possible causes of misfuelling.

2. Procedures and equipment

2.1 Summary

Refuelling staff shall obtain verbal confirmation of the fuel grade from the pilot for all overwing fuellings. In certain situations (see 2.3 to 2.5), written confirmation is required. Under no circumstances shall refuelling staff assume what grade of fuel is required. Instructions to or between refuelling staff relating to overwing fuelling shall always include a reference to the grade of fuel required. This shall apply at all stages: receipt of orders, transferring orders onto notice boards and in all verbal communications. Before fuelling can start the operator SHALL ensure at least two (2) out of the following three (3) controls are in place:

  • The aircraft is marked with a fuel grade decal that clearly and without doubt corresponds to the grade of fuel marked on the fuelling vehicle, trailer or fixed (kerbside) delivery equipment.
  • The fuelling nozzle spout and the aircraft fuel tank orifice correspond to the norm for the fuel grade.
  • A Fuel Grade Confirmation Form completed, signed and dated by the aircraft pilot or agent, has been received by the fuelling operator.

For full details of these procedures, refer to 2.2 to 2.10.

Refuelling staff shall not attempt to fuel an aircraft purely on their knowledge of the aircraft type. It is critically important that all refuelling staff shall comply with the fuel grade confirmation procedures and not assume the grade required.

2.2 Fuel grade confirmation

2.2.1 Verbal orders

Orders received verbally shall be repeated back to the customer for confirmation. However, in all circumstances the grade of fuel required shall be confirmed. The essential information is:

  • fuel grade;
  • quantity of fuel to be delivered into each fuel tank, and
  • aircraft registration.

Any orders received without the fuel grade being specified, e.g. where a pilot/authorised person places an order for '200 US gallons/litres a side' or 'fill it up', shall be clarified to confirm the fuel grade required and then repeated back to the customer for confirmation

Orders for overwing fuellings that are provided verbally or by unrecorded electronic transmissions (e.g. telephone, text) shall only be accepted if the refuelling is to be completed immediately following the order. All other instances shall require the verbal receipt of a fuel order from the pilot/authorised person to be written down immediately upon receipt.

2.2.2 Written records

If the fuelling is not going to be completed immediately (see 2.2.1) following a verbal order by the pilot/authorised person then the verbal order shall be recorded on a customer fuel order confirmation record form which shall include the:

  • fuel grade;
  • aircraft registration, and
  • quantity of fuel to be delivered into each aircraft fuel tank.

The written recording of verbal orders and their transmission within refuelling and associated site staff is critical in ensuring that the correct fuel grade and quantity are delivered.

2.2.3 Grade/product names

Standard product names shall be used by all site staff to avoid confusion. It is common for customers to use unusual or abbreviated product names which can lead to confusion. This is particularly apparent where customers have operated internationally1 or may only use one grade of fuel in their fleet and may not be aware of the importance of grade confirmation.

Orders received from customers (or from instructions relayed via other members of staff) which do not use the standard product names used at that location shall be clarified. Orders such as 'aviation fuel' or 'gasoline', etc., have the potential to cause the delivery of the incorrect fuel grade.

Refuelling staff shall only accept verbal fuel grade notification from the customer when there are wing decals fitted adjacent to the fuelling point of each aircraft fuel tank to be filled that are identical to the verbal notification and the fuelling nozzle spout and the aircraft fuel tank port correspond to the norm for the fuel grade. If either is not available then a fuel grade requested on the Fuel Grade Confirmation Form shall be required (see 2.6).

2.3 Wing decals

The use of aircraft marking, placards or wing decals which identify the grade of fuel required by an aircraft are one control in overwing fuelling procedures (see 2.6 Control 1).

There are regulatory requirements (e.g. FAA, EASA under 'Miscellaneous markings and placards') for fuel filler (ports) markings or placards at or near the filler (port) cover. These markings/placards are required to show the type of fuel used by the aircraft (avgas, jet fuel) and the permissible fuel grade(s) designations, or reference the Airplane Flight Manual (AFM) for permissible fuel designations. The provision of these markings and placards is the responsibility of the original equipment manufacturer (OEM) and owner/operator of the aircraft to meet and maintain.

If such regulatory markings and placards are present and clearly without doubt show the type and grade of fuel the aircraft requires they may be used as part of Control 1 in 2.6.

If such regulatory markings and placards are not present, nor clearly without a doubt show the type and grade of fuel the aircraft requires, then wing decals that show the type of fuel required by the aircraft that have been previously applied may be used as part of Control 1 in 2.6.

These wing decals are additional safeguards to address misfuelling prevention as described in this publication and are not intended to fulfil the OEM and owner/operator legal obligation, nor should they be used as such.

Wing decals shall be readily available at all airport locations. Both avgas and jet fuel decals should be available (even when only one grade of fuel is available at the location) so that the customer can select and apply the correct decal to their aircraft.

If wing grade markings, placards or decals are not present at each fuelling port, wing decals may be offered for application by the customer. Refuelling staff shall not apply decals because this could compromise the grade confirmation step.

Where wing decals are applied by the aircraft owner/operator during the refuelling operation controls 2 and 3 of 2.6 shall also be completed.

Wing decals may be obtained from commercial sources (e.g. General Aviation Manufacturing Association (GAMA)) or fuel suppliers.

Wing decals may be colour-coded and may have the same colour-coding used for overwing nozzles (see 2.9). Colours used for wing decals differ, but may include:

  • Red background with white lettering for avgas.
  • Black background with white lettering for jet fuel.

Wing decals should be designed as shown in Annex A.

2.4 Fuel Grade Confirmation Forms

A Fuel Grade Confirmation Form is used to obtain from the pilot/aircraft representative written confirmation of the grade of fuel and quantity of fuel to be delivered into each aircraft fuel tank. It shall be used where a verbal fuel order has been placed (see 2.2.1). A Fuel Grade Confirmation Form shall also be used during air shows.

Fuel Grade Confirmation Forms should be designed so they cannot be confused due to any loss of colour-coding when photocopied.

An example of a Fuel Grade Confirmation Form is provided in Annex B.

A customer provided written advice of fuel grade requirements on their own order documentation shall not be used as a replacement for the site Fuel Grade Confirmation Form.

The use of customer confirmation records (i.e. meter tickets and other documentation that are used routinely to initiate normal fuelling or billing processes) shall not be confused with the use of the Fuel Grade Confirmation Form. The Fuel Grade Confirmation Form is used only in the circumstances described in this sub-clause.

2.5 Selective nozzle spouts (overwing fuelling)

Fuel grade selective nozzles use different sized spouts for avgas and jet fuel. Jet fuel nozzles utilise a large (selective) diameter spout while avgas nozzles utilise a smaller diameter spout. See SAE Aerospace Standard AS 1852 Nozzles and ports – Gravity fuelling interface standard for civil aircraft for details on both fuelling nozzle spout and aircraft filler port design requirements.

Fuel grade selective nozzle spout dimensions are as follows:

Avgas – Maximum nozzle spout diameter is 50 mm or 1,97 in (in accordance with SAE AS 1852).

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Figure 2: Avgas nozzle with small diameter spout

Jet fuel – Spout with a major axis of at least 67 mm or 2,66 in (in accordance with SAE AS 1852).

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Figure 3: Wide (selective) jet fuel nozzle spout

Using the wide (selective) jet fuel nozzle spout creates a physical barrier to prevent its insertion into an avgas fuelling port: this is only the case if the correct airframe fuelling port per SAE AS 1852 is installed. However, some aircraft requiring avgas still have large diameter fuel ports which can accommodate the wider jet fuel nozzle spout. Pilots and aircraft owners should be encouraged to fit the selective fuel port modification kits which are available for most avgas powered aircraft.

Some aircraft requiring jet fuel and helicopters have fuelling ports that are too small to accept the wider jet fuel nozzle spout. In these cases the wide (selective) jet fuel nozzle spout has to be removed and a smaller nozzle (non-selective) spout fitted.

When aircraft fuelling takes place where the wide (selective) jet fuel nozzle spout is replaced by a smaller spout the following steps shall be taken:

  • Written procedures shall be prepared and in place to ensure that after fuelling such aircraft or helicopters, the smaller spout is removed and replaced by the larger (selective) jet fuel nozzle spout. Suggested methods include:
    • Where it is necessary to store a small jet fuel nozzle spout on a fuelling vehicle, the nozzle stowage arrangements should be modified such that the brake interlock system prevents the vehicle from driving away unless both spouts are stowed. The larger selective jet fuel nozzle spout should be attached to the fuelling nozzle and the smaller diameter (non-selective) jet fuel spout should also be in an interlocked stowage elsewhere on the vehicle. A site risk assessment of installing such equipment on existing vehicles should be performed by the fuelling operator.
    • Keeping small jet fuel nozzle spouts in a secure place away from the vehicle (e.g. line supervisor’s office) and returning them after each individual or consecutive aircraft fuellings requiring the small jet nozzle spout use. It is recommended that the small jet fuel nozzle spouts are signed out when used and their return is recorded. The reattachment of the wide (selective) jet fuel nozzle spout after fuelling shall be documented (see Annex B).
  • A Fuel Grade Confirmation Form shall be used to obtain written confirmation of the grade of fuel required from the pilot.

2.6 Overwing fuelling procedures

Fuelling personnel shall never make an assumption about the grade of fuel required. Grade confirmation between the customer and into-plane service provider shall always take place.

Fuel Request: Misfuelling prevention begins with the fuel request process when the fuel grade and associated aircraft registration shall be clearly established and communicated, ensuring the vehicle with the correct grade of fuel is dispatched.

Before fuelling commences the Fuelling Operator SHALL ensure that at least two of the following three controls are in place (listed in order of preference):

Control 1
The aircraft is marked with a fuel decal at each fill point that clearly and without doubt corresponds to the grade of fuel marked on the fuelling vehicle, trailer or fixed (kerbside) delivery equipment.

Control 2
The fuelling nozzle spout and the aircraft fuel tank port (fill point) correspond to the norm for the fuel grade, i.e. for jet fuel, a wide selective nozzle spout and large aircraft port, and for avgas, a small circular spout and a narrow aircraft port.

Control 3
A Fuel Grade Confirmation Form, completed, signed and dated by the aircraft pilot or agent, has been received by the Fuelling Operator.

If only one of controls 1, 2 and 3 is met the fuelling SHALL NOT proceed and the Fuelling Operator shall immediately inform their Fuelling Service Manager or Supervisor or other designated management personnel. In these circumstances the following are required before the fuelling may proceed:

  • an acceptable written explanation from the aircraft operator, or
  • approval in writing from the fuelling service management that the fuelling may take place.

Post Delivery Fuel Grade Confirmation: Before leaving the aircraft at the completion of fuelling the Fuelling Operator shall make a final check of the accepted controls (two out of three) as shown above. If an anomaly is discovered after completion of fuelling, the aircraft pilot and fuelling service supervisor shall be informed immediately.

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Figure 4: Examples of tags for use in unattended fuelling

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Figure 4: Examples of tags for use in unattended fuelling

2.7 Control of unattended fuellings

Unattended delivery (i.e. when the aircraft pilot or representative is not present) of fuel overwing is discouraged. Where unattended fuelling is unavoidable then controls 1 and 2 in section 2.6 shall both be satisfied before fuelling can start.

On completion of the fuelling, the fuelling operator shall attach a colour-coded fuel tag to a suitable position on the aircraft; the position to be agreed with the aircraft operator. The tag shall be visible to the pilot upon return to the aircraft and shall clearly state the fuel type and quantity of fuel delivered to the aircraft.

Examples of suitable tags are shown in Figure 4.

2.8 Control of self-service fuellings

Self-service fuellings are situations where the fuelling is performed by the pilot or customer without a representative of the fuelling company being present. The 2 out of 3 controls in 2.6 cannot be enforced for such types of fuelling for a number of reasons.

In view of these circumstances, at self-service fuelling locations a different set of controls is required to manage the risks related to the correct fuel grade delivery. The requirement in such circumstances is that either 2.8 (a) or 2.8 (b) shall be in place together with two of 2.8 (c), 2.8 (d) and 2.8 (e):

(a) A fuel grade-dedicated customer fuelling card, achieved by either having the grade coded into the magnetic strip of the fuelling card (checked by the payment terminal software, thus preventing the wrong grade selection) or the grade would be checked at the payment terminal (via the internet) against the customer account details. For payment by credit card this check would be made via the PIN verification and system check on the credit card.

(b) At the payment terminal the pilot/customer is asked by the system to select the grade of fuel required, followed by a second question to confirm the grade just selected.

(c) A fuelling card is used with the fuel grade written on the front of the card.

(d) A large sign is displayed at the self-service unit showing a large EI grade identification decal(s) along with a clear set of instructions for use of the self-service unit, with emphasis on the requirements for selecting the fuel grade.

(e) A warning to the customer explaining the risks of incorrect fuel grade delivery. This may be by means of a flyer/letter sent to the customer when issuing the fuel card or invoice, or a fixed sign (based on the flyer/letter) at an obvious location near the selfservice unit. For credit card payments the latter requirement in (e), of a sign, shall be applied.

All locations shall have emergency protocols in place for operating the pump to allow fuel to be dispensed if the outside payment terminal fails.

2.9 Grade identification markings for refuelling equipment

Airports may have similar looking fuelling vehicles or kerbside fuelling equipment supplying jet fuel or avgas. While fuel grade confirmation procedures ensure identification of the correct fuel grade, it is still possible to incorrectly identify the equipment and hence deliver the wrong fuel grade into aircraft.

The use of large and clearly visible colour-coded grade identification markings (see EI Standard 1542 Identification markings for dedicated aviation fuel manufacturing and distribution facilities, airport storage and mobile fuelling equipment) on all fuelling storage and handling equipment shall be applied to assist in grade recognition.

As a minimum the requirements of 2.9.1 to 2.9.3 shall be adhered to.

2.9.1 Aviation fuel dispensing vehicles

The identifying fuel grade identification marking labels (see EI 1542) shall be applied to the front, back, sides, of the vehicle and prominently displayed inside the driving compartment. In addition the fuel grade identification markings should be visible from each fuelling hose reel and fueller bottom loading adapter.

2.9.2 Stationary/fuelling trailer or kerbside fuelling cabinets

Fuelling cabinets, which cover piping, filters, pumps, valves and hose reels, shall bear fuel grade identification labels (see EI 1542). Labels for the specific fuel grade shall be installed on all sides, tops, and inside main access doors to stationary fuelling equipment.

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Figure 5: Example of coloured grade decal sleeve on overwing delivery hose and coloured grade decal tag on overwing nozzle bonding cable

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Figure 5: Example of coloured grade decal sleeve on overwing delivery hose and coloured grade decal tag on overwing nozzle bonding cable

2.9.3 Dispensing nozzles

The overwing nozzle handle or body shall be colour-coded by locally applied paint or coating or parts supplied by a manufacturer; black for jet fuel or red for avgas. Components of the nozzle, such as the spout, which come in contact with fuel or aircraft connectors, shall not be painted.

The use of small grade decals and coloured grade decal sleeves on overwing delivery hoses and coloured grade decal tags on overwing nozzle bonding cables can be an additional safeguard (see Figure 5).

2.10 Fuelling procedures/training

It is essential that all personnel involved in overwing fuelling understand the consequences of any lapse in maintaining correct procedures. It is therefore essential that personnel are fully trained to undertake overwing fuelling of aircraft to prevent misfuelling.

Local staff shall develop a comprehensive site-specific training programme to address site training needs. This site training programme shall also address health/safety issues, airport and national and local regulations and requirements. It shall also include any legal personal protective equipment requirements when performing such work.

Local staff shall develop a written, risk assessed, Job Task, which contains a step by step procedure on how to overwing fuel an aircraft or helicopter. Annex C contains an example of such a Job Task. This example shall be assessed by the site to include aircraft, customer and regulatory requirements before use.

Training aides, such as posters or bulletins describing the requirements contained in this Recommended Practice, which can be located on wall/doors/bulletin boards, are useful reminders to refuelling staff of the need for vigilance in preventing misfuelling.

Additional information on developing a site training programme can be found in:

  • Joint Inspection Group (JIG) Health, Safety, Security & Environmental Management System (HSSEMS);
  • Airlines for America ATA Airport Fuel Facility Operations and Maintenance Guidance Manual, and
  • National Air Transportation Association Safety 1st Program

FOOTNOTES

1 CAUTION – Confusion can be caused by language differences. The local name for jet fuel in one country may be similar to the name for avgas in another. e.g:

  • Spain: The local name for jet kerosene can be 'petroleo'- very similar to petrol as used for gasoline (more like avgas), in many countries.
  • Greece: Kerosene is called by a derivative of the word for benzene, which is usually associated with gasoline.

Annex A
Overwing fuel grade decals

A.1 Introduction

Wing decals are additional safeguards to address misfuelling prevention as described in this publication and are not intended to fulfil the OEMs, and owners/operators' legal obligations addressing markings and placards, nor should they be used as such.

In addition to other measures adopted to reduce the risk of misfuelling general aviation aircraft, wing decals have been designed to clearly indicate the correct fuel type for use in the aircraft. The correct decal, when used, should be placed adjacent to all fuel filler ports on civil aircraft by the pilot or aircraft owner such that it is clearly visible, but should not interfere with existing markings and placards or aircraft operation.

Three decals are described in this annex. Decals #1 and #2 are for use on aircraft approved to use avgas. Decal #3 is for use on aircraft approved to use jet fuel.

WARNING: The pilot/aircraft owner is usually very knowledgeable regarding the approved fuel for the aircraft. However, if there is any doubt, the decal should only be placed on the aircraft after the pilot/aircraft owner has contacted the original equipment manufacturer to confirm the correct fuel grade.

A.2 Design

The preferred design/size for the recommended wing decals are shown as follows. Other designs/sizes may be acceptable. The avgas wing decals are typically colour-coded with the same colour-coding used for overwing nozzles (see 2.9). Colours used for wing decals differ, but may include:

  • Red background with white lettering for avgas.
  • Black background with white lettering for jet fuel.

Recommended font is Univers 45 Light and text size is 54 point.

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A.2.1 Decal #1

To be used on aircraft fitted with engines approved to use avgas with no grade identification displayed:

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A.2.2 Decal #2

To be used on aircraft fitted with engines approved to use avgas, grade 100LL. Depending on aircraft fuel grade requirements other grades or multiple grades may be substituted (e.g. avgas 100):

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A.2.3 Decal #3

To be used on aircraft fitted with engines approved to use jet fuel:

A.3 Material specification

A.3.1 Overview

Decals should conform to the detailed requirements of General Aviation Manufacturers Association (GAMA) Specification #3 to ensure satisfactory performance. Decals meeting that specification were developed to withstand the extreme conditions aircraft are exposed to such as temperature, moisture, ultra-violet radiation and fuel spillage without excessive deterioration to provide years of functional service.

A.3.2 Composition

The material shall consist of a smooth, uniform, pigmented polyester plastic film without pinholes or other defects in the film surface. A pressure sensitive adhesive shall be applied to the unmarked side of the film.

A.3.3 Colour

The colour of the pigmented plastic marking material shall be either inherent in the basic film or overlaid on the base film. The decal background shall be red for avgas and black for jet fuel. All text is white. PMS #200 is the preferred red colour; however, equivalent colours may be used. No PMS number is available for black or white.

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A.3.4 Configuration

A protective transfer sheet shall be applied to the marked side of the polyester film. The transfer sheet shall be paper suitably treated with a low tack, pressure sensitive adhesive on the surface in contact with the face side of the decal. The adhesive backing shall be protected by a suitable liner, treated paper or other material, which shall be easily removed without the use of water or other solvents for fast, distortion-free application of the decal.

A.3.5 Film thickness

Finished markings, including adhesive but not including backing paper, shall not be thicker than 0,0125 cm/0,005 in.

A.4 Decal storage

The shelf-life of decals is not known. Therefore, to preserve the decals in good condition during long-term storage, they should be kept in a clean, dry location away from extreme heat or cold and direct sunlight. Every decal should be inspected carefully for any sign of deterioration or manufacturing flaw before being given to a customer, especially if the decals have been in storage for an extended period.

Annex B
Example fuel grade confirmation form

This form shall be completed before each fuelling when one of the following applies (tick the box that applies):

☐ The aircraft is not marked with a fuel grade decal which clearly and without doubt corresponds with the grade of fuel marked on the fuelling vehicle or kerbside delivery equipment.
☐ The fuelling nozzle spout or the aircraft fuel tank port do not correspond to the norm for the particular fuel grade, i.e. for jet fuel a wide selective nozzle spout and large aircraft port, and for avgas a small circular spout and narrow aircraft port.
☐ For overwing fuelling during air-shows.

TO BE COMPLETED BY AIRLINE/AIRCRAFT AUTHORISED REPRESENTATIVE

To: ............................................................................................. (Into-plane service)
At: .............................................................................................. (Airport)
Aircraft Registration Number: ......................................

The aviation fuel requirements for this aircraft are as follows:

FUEL GRADE (*) QUANTITY
JET FUEL
Jet A-1 or Jet A*
AVGAS
(AVGAS 100LL)*
(*) Write either Jet A-1, Jet A or AVGAS 100LL or AVGAS 100 in the appropriate box.

Note: Where unleaded avgas (UL91) is available, the fuel grade confirmation forms shall be modified to include unleaded avgas as a separate grade.

Note: Different grades of avgas may be available on the airport (e.g. avgas 100, avgas UL 91) and the fuel grade confirmation form shall be modified to include these.

I confirm that the above fuel grade is suitable for use in the aircraft referred to above.

Name ................................................ Signature............................................
Position ............................................. Date........................................... Time.............................

TO BE COMPLETED BY FUELLING OPERATOR IF JET FUEL WAS DELIVERED BY NON-SELECTIVE SPOUT

I confirm that the grade-selective spout was reattached to the nozzle after completion of fuelling

Name ................................................ Signature……………………………

Annex C
Task breakdown sheet

C.1 Aircraft fuelling using a refueller - overwing

Note: This example shall be assessed by the site to include aircraft, customer and regulatory requirements before use.

PURPOSE

Essential precautionary procedures are required to prevent the incorrect grade of fuel being delivered to aircraft.

FREQUENCY

Every overwing fuelling.

PERSONAL PROTECTIVE EQUIPMENT (The trainer should describe the PPE required for this task, why it is needed and its correct use and maintenance)

Gloves, safety boots, safety glasses, protective uniform, hearing protection and bump cap.

Stages

Key points

1. Verbal or written orders from customers should state the grade of fuel required and the amount of fuel requested.

2. For orders that do state grade of fuel required – repeat the details of the order back to the customer to confirm that they are correct.

3. For orders that do not state the grade of fuel required, ask the customer 'what fuel grade do you require?' and then repeat the fuel grade back to the customer.

4. Notes:
a) This process is mandatory for all overwing fuellings. Grade confirmation is required regardless of how well fuelling operators know the customer or the aircraft type.

b) Also confirm the quantity of fuel required and if relevant the quantity required in particular aircraft tanks.

5. Orders received verbally should be written down onto a suitable form (the Fuel Grade Confirmation Form should not be used for this purpose), which captures key information – including the grade of fuel required.

6. Include the grade required when passing on fuel orders to other fuelling personnel. Include the grade required when recording fuel orders onto daily work schedules

Other information

It is essential that extra precautions are carried out to ensure that correct grade of fuel is delivered to light aircraft. These aircraft can be powered by turbine, diesel or piston engines and many serious accidents have resulted because the wrong grade of fuel has been supplied.

Key points

1. Walk around the vehicle to check that the fueller is operational and ready for use.

2. Check that fire extinguishers are correctly stowed.

3. Carry hearing protection.

4. Check all of the sampling equipment carried on the vehicle.

5. Check the unit for leaks, defects, obstructions and that hoses are correctly stowed away.

6. Check that there is a sufficient quantity of fuel in the fueller to meet the requirements of the expected fuelling.

7. Confirm that the vehicle is water free (tank has been sumped and is free of water and particulate) and ready for use.

8. Check that the vehicle has the correct grade for the expected fuelling.

9. Check that the larger diameter spout is attached to the nozzle for jet fuel fuelling (67 mm diameter). If the larger jet nozzle is not in place contact supervisor and have it installed prior to using the vehicle.

10. Check that you have the following:

  • Fuel Grade Confirmation Forms.
  • Grade decals for the grade carried by the specific vehicle
  • Wing mat
  • Calculator
  • Posted airfield prices
  • Delivery certificate
  • Forms showing various wording for jet and avgas in different languages (if applicable)
  • Fuelling ladders/stairs

Other information

Note colour coding on the nozzle:

Jet Fuel BLACK
Avgas RED

Key points

1. Move the battery master switch to the 'on' position.

2. Start the vehicle.

3. Check the air pressure prior to moving.

4. Check that brake interlock override seals, if fitted, are locked in the normal operating position.

Other information

Do not drive the vehicle with the interlocks unsealed. If the interlocks are not sealed report the matter to the Supervisor.

Key points

1. Test the brakes as soon as possible and before leaving the depot.

2. Observe and obey the depot and airport speed limits.

Other information

If the first time you use the brakes is when you are approaching the aircraft, it may be too late to avoid an accident. Even at low speeds, seat belts are compulsory and can save lives.

Vehicles shall not be driven faster than 25 km/h (15 mph) on the apron. Where airport or local authorities specify a lower limit this shall be obeyed. Driving at 10/15 mph in a head-on collision can result in a higher combined speed.

Beware of vehicle and road characteristics and risk of rollover during ALL cornering manoeuvres.

Key points

1. A second brake check shall be made some 15 m (50 feet) before reaching the aircraft.

2. Check that the aircraft engines have stopped, that the anti-collision lights are switched off and that you can see the aircraft wheels have been chocked before you approach.

3. Approach the aircraft and park in standoff position from the aircraft.

4. Standoff fuellings must be made with no part of the fueller under aircraft tank vents and the vehicle engines and exhausts shall be at least 3 m (10 ft) away from the aircraft vents.

5. Reversing to or from aircraft shall be avoided unless no other alternative is available. If reversing has to be undertaken a guide man shall be present during vehicle manoeuvring.

6. Park the fueller ensuring that there are no obstructions in front of the vehicle, which may prevent it from being driven away in the event of an emergency.

7. Apply the vehicle handbrake.

Other information

Perform brake check in such a manner as not to cause danger to other apron traffic.

Venting from aircraft tanks can be potentially hazardous if the fuel spray comes into contact with hot surfaces. Always avoid creating the fire triangle (fuel, oxygen, ignition source) by keeping a good clearance from the vents and hot surfaces of the fueller.

Key points

1. Fuelling shall not commence on the assumption that a particular grade of fuel is required.

2. Confirmation, by the methods noted here, shall always be obtained from the pilot or representative of the airline/ operator. Fuel grade confirmation immediately prior to fuelling shall be achieved by either:

  • Sighting the aircraft’s grade decals
    Walk around the aircraft and look carefully at each fuelling port to check to see if there is at least one decal signifying the fuel grade, before you get ready to refuel the aircraft. If a decal is present, check that it is the same fuel grade as in the refuelling vehicle to be used for the refuelling. Note: If the decal is different from the grade of fuel in the refuelling vehicle, STOP what you are doing until the correct grade of fuel to be delivered is confirmed with the pilot. Fill out a Near Miss Report.

OR

  • If there is no grade decal, a Fuel Grade Confirmation Form shall be completed by, and then signed by, the pilot or an airline representative.
    Request the pilot to complete a Fuel Grade Confirmation Form stating the correct fuel grade required before starting the fuelling operation. See Annex B for an example form.
  • Then
    Offer the correct fuel grade decals to the pilot if none are seen on the aircraft.

Note: Airport site staff shall not apply decals to aircraft.

Note: Always ensure sufficient stocks of decals (avgas and jet fuel) are held at airfield depots for distribution to pilots free of charge.

If there is no decal and no signed Fuel Grade Confirmation Form, you must not put fuel on the aircraft.

3. Confirm the quantity of fuel required and if relevant the quantity required in particular aircraft tanks.

Other information

JET
FUEL

AVGAS

Jet Fuel
Black background with grade lettering marked in white.

Avgas
Red background with grade lettering marked in white.

Diesel aircraft engines: Several companies are now producing aircraft engines that are powered by jet fuel or diesel. These engines are being installed on aircraft that typically had previously been fitted with engines that used avgas.

These aircraft represent a serious risk of misfuelling by the delivery of avgas to an engine designed for diesel fuel. Also, because these aircraft were originally designed for use with avgas, most will have filling ports that are too small for the normal 67 mm jet fuel nozzle.

Although the engines fitted to certain aircraft types may be certified for use with jet fuel and diesel, DIESEL FUEL SHALL NOT be supplied to aircraft.

Key points

1. Particular care is also required whenever:

  • There are language difficulties between the pilot and the fuelling staff. Use only standard product names to avoid additional confusion. Show the form of wording for avgas and jet fuel in various languages to assist in this process.
  • The aircraft is transiting and is not well known at the airport.
  • It is known that the customer operates both piston and turbine engined aircraft of similar size and type.

2. If doubt still exists draw a sample from the fuelling vehicle and show it to the pilot for examination and acceptance

Key points

If the aircraft will not accept the larger diameter jet fuel nozzle, a smaller jet fuel nozzle shall be available. These small jet fuel nozzle spouts should be kept in a secure place and returned after each individual use. It is recommended that the small jet nozzle spouts be signed out when used and their return recorded.

Where it is necessary to use a small jet fuel nozzle spout, the nozzle stowage arrangements on the fuelling vehicle should be modified such that the brake interlock system prevents the vehicle from driving away unless both spouts are stowed.

Whenever it is necessary to remove the selective spout and fit the smaller diameter spout, the operator shall complete a Fuel Grade Confirmation Form.

If the spout has to be changed see the following procedures:

1. Ensure the meter valve is closed.

2. Remove the large diameter spout.

3. Ensure the spout and quick connect surfaces are clean before fitting the replacement spout.

4. Fit the small diameter spout. 5. Place the large diameter spout in the secure container.

6. Continue with the fuelling procedure.

7. After fuelling is complete ensure the large diameter spout is refitted to the hose, first repeating step 3 above.

8. Replace the small diameter spout in the secure container.

9. Complete the bottom section of the Fuel Grade Confirmation Form to confirm that the selective spout has been replaced.

Note: If the aircraft is not fitted with wing decals and If the aircraft will not accept the larger diameter jet fuel nozzle the fuelling shall not proceed and the Fuelling Operator shall immediately inform their Fuelling Service Manager or Supervisor. A written explanation from the aircraft pilot or agent and fuelling service management verification in writing is required before the fuelling may proceed.

Note: At some locations it may be considered impractical to have the jet fuel selective spout fitted because of the large number of aircraft unable to use them. In this case, a site-specific JOB Task shall be developed in compliance with 2.8 of this publication.

Key points

1. Always bond to a designated point on the aircraft (usually located on the undercarriage). The clip shall not be attached to propellers, radio antennae, pilot tubes, the exhaust of a piston engine or turbine engine tail pipes.

2. Ensure that the bonding point is located on an unpainted metal surface.

Other information

Painted surfaces may not provide electrical continuity. Poor electrical continuity may lead to static electricity build-up which may provide an ignition source and could result in an aircraft fire.

Key points

1. If a ladder is necessary, it shall be positioned such that the fuelling port can be accessed and the fuel grade decal is visible whilst ensuring there is no risk of damage to the aircraft. Note: Ladders shall never be placed against the leading edge of a wing fitted with a de-icing boot.

2. Unwind the hose. Position the hose so as to minimise the potential of a trip hazard when using steps/ladders.

3. Place wing mat.

4. If the filler caps have been removed prior to the fuelling operation, they should be replaced and vapour in the vicinity allowed to disperse before continuing the operation.

Other information

During windy conditions the hose should be run out before setting up the steps to prevent them being blown away or into an aircraft.

Key points

1. Exercise extreme care in order to prevent damage to wing surfaces. Note: Whenever possible the fuelling nozzle should be supported to prevent damage to wing surfaces.

2. Hoses shall not be routed over the wing trailing edge.

3. Hose trigger nozzles shall be held open manually and shall never be wedged open.

4. The weight of the nozzle and hose shall be supported at all times in order to prevent damage and distortion to the tank filler neck.

5. The nozzle spout diameter shall be small enough to enter the aircraft tank filler port whilst leaving sufficient space to allow displaced air to escape to prevent pressurisation of the tank.

6. Care should be taken to stand upwind of the tank filler if possible in order to avoid inhaling fumes and to protect the tank opening during rain.

7. Care shall be taken not to step on areas marked 'No Step'.

8. Loose articles shall not be carried in caps, shirts or jackets as they might fall into aircraft tanks.

9. Bonding clips, dust caps etc. should be examined to ensure that they are securely attached and cannot fall into the aircraft tanks.

10. Should any article be dropped into an aircraft tank this shall be reported to the customer immediately.

Key points

1. Engage vehicle power take-off (PTO).

2. Open the fuelling vehicle’s foot valve(s).

3. Ensure that the vehicle meter reads zero, also ensure that the totaliser meter figure matches the figure on the flight delivery ticket.

4. Open the vehicle meter valve. Note: Be aware that if using 'pre-set meters' fuelling may not start if they are not set correctly. The use of pre-set meters can be of great assistance when carrying out single operator fuellings.

5. Equalise electrical potential by touching nozzle to metal wing surface.

6. Open filler cap.

7. Where possible, bond the nozzle bonding clip to the bonding lug (or use a 'Jack Plug' if fitted). On some light aircraft, bonding of the nozzle may not be possible and in this case the nozzle should be kept in continuous contact with the aircraft filling port.

8. Open the trigger nozzle slowly and regulate the flow rate in order to limit splash back.

9. Release the trigger nozzle when the desired quantity of fuel has been delivered to each tank and ensure that the filler cap is replaced correctly before the bonding clip is removed.

10. Repeat from step 5 for any other aircraft tanks to be filled.

Key points

1. Close the delivery meter valve.

2. Close the foot valve to the vehicle tank.

Key points

1. The nozzle may be laid on the ground next to the vehicle during rewind until the hose is nearly fully rewound (at which time it should be lifted and held).

2. Slowly activate the hose rewind system of the fueller to pull in hoses, ensuring the rewind is carried out in a safe and controlled manner. Stand clear of the hoses during rewind.

3. At the point when the hose is fully rewound, stop the rewind system and ensure that the large diameter nozzle spout is fitted to the hose nozzle and the small diameter nozzle spout is in the secure container then place the nozzle in its stowage point.

4. Place the coupling in its stowage point.

Key points

1. Remove and stow auxiliary equipment such as sample bottles, portable ladders etc.

2. Remove the bonding cable and stow.

3. Complete the Delivery Certificate, aircraft registration, quantities and grade of fuel, and obtain the pilot’s/ airline representative’s signature.

4. Walk completely around the vehicle in order to check for obstructions and to ensure that all auxiliary equipment has been correctly stowed away.

5. Disengage the power take-off, release the handbrake and drive the vehicle away.

Other information

The walk around must be a conscious, deliberate step at the completion of every refuelling. A complete circuit must be made around the vehicle to ensure all hoses are stowed and no obstacles impede egress.

Ensure seat belts are worn at all times vehicle is in motion.

Annex D
References

The following publications are referenced in this publication:

Airframe Manufacturer2

Pilot’s Operating Handbook

EI3

EI 1538 Handling of fuel system icing inhibitor and aviation fuel containing fuel system icing inhibitor (currently in preparation)

EI 1540 Design, construction, commissioning, maintenance and testing of aviation fuelling facilities

EI 1542 Identification markings for dedicated aviation fuel manufacturing and distribution facilities, airport storage and mobile fuelling equipment

EI/JIG Standard 1530 Quality assurance requirements for the manufacture, storage and distribution of aviation fuels to airports

General Aviation Manufacturers Association (GAMA)4

Specification #3

Society of Automotive Engineers (SAE)5

Aerospace Standard AS 1852 Nozzles and ports – Gravity fuelling interface standard for civil aircraft

FOOTNOTES

2 Available from each individual airframe manufacturer.
3 Available from www.energypublishing.org.
4 Available from General Aviation Manufacturers Association, 1400 K Street NW, Suite 801, Washington, DC 20005, Telephone: +1 (202) 393-1500
5 Available from www.sae.org

This publication has been prepared by the Energy Institute (EI) Aviation Committee.

The information contained in this publication is provided as guidance only, and although every effort has been made by the EI to assure the accuracy and reliability of its contents, THE EI MAKES NO GUARANTEE THAT THE INFORMATION HEREIN IS COMPLETE OR ERROR-FREE. ANY PERSON OR ENTITY MAKING ANY USE OF THE INFORMATION HEREIN DOES SO AT HIS/ HER/ITS OWN RISK. TO THE MAXIMUM EXTENT PERMITTED BY APPLICABLE LAW, THE INFORMATION HEREIN IS PROVIDED WITHOUT, AND THE EI HEREBY EXPRESSLY DISCLAIMS, ANY REPRESENTATION OR WARRANTY OF ANY KIND, WHETHER EXPRESS, IMPLIED OR STATUTORY, INCLUDING, WITHOUT LIMITATION, WARRANTIES OF MERCHANTABILITY, FITNESS FOR A PARTICULAR PURPOSE, TITLE AND NON-INFRINGEMENT. IN NO EVENT SHALL THE EI BE LIABLE TO ANY PERSON, OR ENTITY USING OR RECEIVING THE INFORMATION HEREIN FOR ANY CONSEQUENTIAL, INCIDENTAL, PUNITIVE, INDIRECT OR SPECIAL DAMAGES (INCLUDING, WITHOUT LIMITATION, LOST PROFITS), REGARDLESS OF THE BASIS OF SUCH LIABILITY, AND REGARDLESS OF WHETHER OR NOT THE EI HAS BEEN ADVISED OF THE POSSIBILITY OF SUCH DAMAGES OR IF SUCH DAMAGES COULD HAVE BEEN FORESEEN.

The contents of this publication are not intended or designed to define or create legal rights or obligations, or set a legal standard of care.

The EI is not undertaking to meet the duties of manufacturers, purchasers, users and/or employers to warn and equip their employees and others concerning safety risks and precautions, nor is the EI undertaking any of the duties of manufacturers, purchasers, users and/or employers under local and regional laws and regulations. This information should not be used without first securing competent advice with respect to its suitability for any general or specific application, and all entities have an independent obligation to ascertain that their actions and practices are appropriate and suitable for each particular situation and to consult all applicable federal, state and local laws.

THE EI HEREBY EXPRESSLY DISCLAIMS ANY LIABILITY OR RESPONSIBILITY FOR LOSS OR DAMAGE RESULTING FROM THE VIOLATION OF ANY LOCAL OR REGIONAL LAWS OR REGULATIONS WITH WHICH THIS PUBLICATION MAY CONFLICT.

Nothing contained in any EI publication is to be construed as granting any right, by implication or otherwise, for the manufacture, sale, or use of any method, apparatus, or product covered by letters patent. Neither should anything contained in the publication be construed as insuring anyone against liability for infringement of letters patent.

No reference made in this publication to any specific product or service constitutes or implies an endorsement, recommendation, or warranty thereof by the EI.

THE EI, AND ITS AFFILIATES, REPRESENTATIVES, CONSULTANTS, AND CONTRACTORS AND THEIR RESPECTIVE PARENTS, SUBSIDIARIES, AFFILIATES, CONSULTANTS, OFFICERS, DIRECTORS, EMPLOYEES, REPRESENTATIVES, AND MEMBERS SHALL HAVE NO LIABILITY WHATSOEVER FOR, AND SHALL BE HELD HARMLESS AGAINST, ANY LIABILITY FOR ANY INJURIES, LOSSES OR DAMAGES OF ANY KIND, INCLUDING DIRECT, INDIRECT, INCIDENTAL, CONSEQUENTIAL, OR PUNITIVE DAMAGES, TO PERSONS, INCLUDING PERSONAL INJURY OR DEATH, OR PROPERTY RESULTING IN WHOLE OR IN PART, DIRECTLY OR INDIRECTLY, FROM ACCEPTANCE, USE OR COMPLIANCE WITH THIS PUBLICATION.

Acknowledgements

The preparation of this publication was undertaken by Mr J. Thurston (World Fuel Services, Inc.) and Mr D. Freeman (Consultant) on behalf of the EI’s Aviation Committee. The following companies and organisations are thanked for their participation and contribution to the preparation of this publication:

Air BP Limited
Air TOTAL
Airlines for America
Chevron
Compañía Logística de Hidrocarburos (CLH)
ExxonMobil
International Air Transport Association
Joint Inspection Group
Kuwait Petroleum International Aviation Company Ltd.
Phillips 66
Shell Aviation Ltd.
Shell Global Solutions
Tesoro
Vitol Aviation
World Fuel Services

A draft version of this publication was distributed to industry stakeholders for technical review. The following (in addition to representatives from the above companies/organisations) generously gave of their time to provide feedback, which is greatly appreciated:

Jack Buffin
Kyriakos Gennadis
Ross Gregson  
Richmond Hannah
Luc Maes
Stewart Proctor

US Navy  
ofc Aviation Fuel Services S.A.
Phillips 66
Aviation Refuelling Compliance Solutions
Skytanking
Z Energy

Figures 2 and 3 were kindly supplied by Ryan Manor, Phillips 66. Figure 4 was kindly supplied by Ger O’Donnell, Shell Aviation.

Project coordination and editing was undertaken by Martin Hunnybun (EI).

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