ASIG SSP Manual rev Jan-2009 - Motive Learningmotivelearning.com/asig/ssp_pdfs/SSP400s.pdf · Full...

Failure to comply with the above, shall constitute a violation of company policy.

Printed copies are for reference only.

SECTION 400



No. 401

STANDARD SAFETY PROCEDURES

STANDARD EQUIPMENT LIST FOR FUELING VEHICLES

OBJECTIVE: To ensure the safety of property and personnel, the following minimum operational/equipment list, for each fueling vehicle, shall be met prior to vehicle operation by all ASIG employees.

FILTER/SEPARATOR OR FULL-FLOW MONITOR

1. All aircraft fueling equipment shall have a Filter/Separator or a Full-Flow Fuel Monitor.

Note:

Full Flow Fuel Monitors meeting the requirements of API/ IP 1583 “Specifications and Qualification Procedures – Aviation Fuel Filter Monitors with Absorbent Type Elements”, latest edition, may be used in lieu of Filter/separators with water defense systems.

2. Filter/separators shall meet the specifications of API 1581, Group II, Class C, and latest edition.

3. Filter/separators shall be equipped with an automatic water defense system, which will cause fueling to stop when activated by excessive water. Float or electronic probe systems shall include provisions for an operational test.

4. Full-Flow Fuel Monitors, when used in systems with static fuel pressure in excess of 180 psig, must be equipped with a differential pressure limiting device, which will prevent excessive inlet pressure from rupturing elements in the event of complete blockage.

All hydrant trucks and carts that have had the coalescers replaced with 6 inch water absorbing elements must be equipped with a differential pressure limiting device, which will prevent excessive inlet pressure from rupturing elements in the event of complete blockage.



No. 401 Pg 2

All filtration vessels shall include:

a) Air elimination provisions.

b) Direct reading pressure differential gauges. Piston type pressure differential gauges shall have a scale that can give a reading up to 30 psi differential.

c) Manual sump drains – Valves with handles spring loaded to the closed position are recommended.

d) Upstream and downstream membrane sampling connections, including probes and dust covers.

e) Pressure relief valves or other devices, which will prevent over pressurization due to thermal expansion of fuel.

f) A placard or stencil indicating the completion date (only month and year are required) of the current filter change.

g) All vessel interiors shall be protected with a suitable organic coating (i.e. approved epoxy coating).

PRESSURE CONTROLS

1. All aircraft fueling equipment shall have separate and independent primary and secondary fuel pressure control devices.

a) Primary fuel pressure control is intended to protect the aircraft under conditions of constant flow and also from pressure surge caused during aircraft valve closure.

b) Secondary fuel pressure control is intended to protect the aircraft in the event of primary fuel control failure.

CAUTION: Fueling pressure control systems shall never allow the actual fuel pressure, measured at the fuel nozzle, to exceed the pressure indicated by the fueling panel gauge.



No. 401 Pg 3

Fuel pressure control systems may utilize the following:

i) Pressure controlling hydrant pit valves.

ii) Pressure controlling hydrant pit couplers.

iii) In-line pressure control valves.

iv) Hose End Pressure Control Valves (HEPCV).

v) Pressure switches, which will cause rapid shutdown of fuel, flow in the event of high fueling pressure being sensed.

d) Primary fuel pressure control devices shall limit fuel pressure, at the fuel nozzle, to a maximum of 40 psig or less under conditions of constant flow.

e) Secondary fuel pressure control devices shall limit fuel pressure, at the fuel nozzle, to a maximum of 45 psig or less under conditions of constant flow.

The primary and secondary pressure regulator controls are normally set by GSE Maintenance or Quality Control Technicians during routine maintenance or quality control inspections. These devices are secured by anti-tampering devices or other means and shall only be adjusted by Maintenance personnel or other Authorized employees.

DEADMAN CONTROL SYSTEM

All aircraft fueling equipment shall have a hand held deadman control system, which must completely stop fuel flow within 5 percent of the fuel flow rate at the time the deadman is released.

EXAMPLES: If actual fuel flow rate at the time of deadman control release is 500 gpm, total overrun must not exceed 25 gallons. If actual fuel flow rate at the time of deadman control release is 100 gpm, total overrun must not exceed 5 gallons.



No. 401 Pg 4

EMERGENCY FUEL SHUTOFF SYSTEM

2. Hydrant trucks, hydrant carts and fueling cabinets shall be equipped with an emergency fuel shutoff system in addition to the deadman control.

a) Each unit shall have an emergency fuel shutoff control accessible from the ground.

b) Units equipped with a lift or platform shall have an emergency fuel shutoff control accessible from the lift or platform, in addition to the deadman control.

3. The system should stop the fuel flow by automatically closing the hydrant pit valve upon activation.

Tanker trucks shall be equipped with an emergency fuel shutoff controls accessible from each side of the truck.

a) Units equipped with a lift or platform, shall have an emergency fuel shutoff control accessible from the lift or platform, in addition to the deadman control.

b) The emergency fuel shutoff system should also close the tank outlet (internal) valve(s).

4. Each emergency fuel shutoff control, when activated, shall completely stop fuel flow within a maximum of 5 percent overrun.

EXAMPLES: If actual fuel flow rate at the time of activation of an emergency fuel shutoff control is 500 gpm, total overrun must not exceed 25 gallons. If actual fuel flow rate at the time of activation of an emergency fuel shutoff control is 100 gpm, total overrun must not exceed 5 gallons.



No. 401 Pg 5

FIRE EXTINGUISHERS

1. Hydrant trucks, hydrant carts and fueling cabinets shall be equipped with a minimum of one listed fire extinguisher having a rating of at least 20 BC, securely mounted and readily accessible.

2. Tanker trucks shall be equipped with a minimum of two listed fire extinguishers, each having a rating of at least 20 BC, securely mounted on opposite sides of the truck and readily accessible.

3. Extinguishers shall be kept clear of ice, snow, etc. Extinguishers located in enclosed compartments shall be readily accessible and their location shall be clearly marked in letters at least 2 inches high.

4. Safety pin(s), if applicable, and safety seals shall be intact.

5. Current inspection (monthly & annual), testing and recharging records must be attached.

SAFETY INTERLOCK SYSTEM The interlock system is a safety system that is designed to prevent the accidental movement of a fueling vehicle while conducting fuel transfer. The brake interlock system may be engaged by the removal of a fuel nozzle from its cradle, the PTO on a tanker truck is engaged, raised lift deck/platform rails, or a bottom load port is open. The interlock system may stop the engine on motorized equipment, but should also apply the vehicle brakes.



No. 401 Pg 6

Interlock Over Ride This is a device that will over ride the interlock safety system. This device is designed to allow the movement of the vehicle should an Emergency situation arise.The over ride will also provide a means to allow the movement of the vehicle should a malfunction of the Brake Inter Lock system occur. This control device is normally guarded and always has a sheer wire or plastic break- away associated with it to prevent accidental activation. Placards shall identify normal and override control positions. A light, indicating override activation should be prominently located in the vehicle cab. The Brake override is in place to facilitate the emergency egress of the fueling vehicle in Emergency situation only such as a fire. Only then may the operator activate the brake over ride system. The Brake override system is also in place should a mechanical issue arise with the inter lock system. This is to be activated by Maintenance personnel or Management only. The vehicle must then be driven to GSE immediately for inspection and repair.

AIRCRAFT FUELING HOSES

6. Hoses and couplings shall meet one or more of the following standards:

a) API 1529, Grade 2, Type C, latest edition.

b) API 1529, Grade 2, Type F, latest edition, may be used for “Jac Risor” hoses.

7. Nozzle swivels shall have the collar secured by lock rings or safety wired collar retention screws.

MANUAL ISOLATION VALVES

All fuel hoses, hydrant and dispensing, shall have a manual isolation valve installed upstream of the hose.

DUST COVERS

Dust covers or other protective devices shall be used to prevent debris from accumulating on mating surfaces of hydrant couplers and aircraft fueling nozzles.



No. 401 Pg 7

NOZZLE / NOZZLES STRAINERS

1. Aircraft fueling nozzles shall be equipped with 100 mesh screens.

2. All Jet fuel overwing fueling nozzles shall be equipped with a “Duckbill” or “J” anti-misfueling style spout only.

3. All AvGas overwing fueling nozzles shall be equipped with a round style spout only.

4. All overwing fueling nozzles shall be equipped with a means for bonding the nozzle to an aircraft.

8. Nozzles for underwing (singlepoint) fueling shall be designed to be securely attached to the aircraft adapter before the nozzle can be opened. It shall not be possible to disengage the nozzle from the aircraft adapter until the nozzle is fully closed.

PRESSURE GAUGES

1. Pressure gauges are required for monitoring aircraft fueling pressures on underwing (singlepoint) fueling systems.

2. Gauges shall be located where they will be visible to the fueler during aircraft fueling operations.

9. Gauges should have a minimum face diameter of 4 inches and accuracy of ± 2% of full scale.

FUEL QUANTITY MEASUREMENT METER

1. Meters shall be capable of maintaining accuracy of 1/10 of one percent (0.1%) and repeatability of 1/20 of one percent (0.05%) at flow rates ranging from 100 gpm to the maximum rated flow of the fueling equipment.

2. Meters shall have N.I.S.T.

calibration capabilities. 3.

Calibrator/adjuster shall be sealed.



No. 401 Pg 8

ELECTROSTATIC GROUNDING/BONDING SYSTEM

1. All fueling equipment shall be equipped with an electrostatic grounding/bonding system.

2. Electrostatic grounding/bonding system shall have 10 ohms or less total resistance.

SIGNS, PLACARDS AND LABELS

The following signs, placards or labels shall be placed on the equipment as indicated: 1. Product identification on each side, rear and in cab.

2. “No Defueling” decal posted in cab and near pump controls on trucks

equipped with monitors.

3. “Have you disconnected” placards in cab and adjacent to meters.

4. “Make slow wide turns” decals in tanker truck cabs.

5. “Flammable” on each side and rear.

6. “No Smoking” on each side, rear and in cab.

7. “EMERGENCY FUEL SHUTOFF” placard adjacent to each emergency fuel shutoff control.

8. Mode of operation placards adjacent to each emergency shutoff control (i.e. PUSH, PULL, and TURN).

9. Fire extinguishers located in enclosed compartments shall have their location clearly marked, such as, “Fire Extinguisher Inside”.

10. Aircraft fueling pressure and filter differential pressure gauges shall be identified.

8. Filter and tank drains shall be identified.

9. A placard indicating the date (Month and Year) during which the filter elements were last changed shall be posted on the filter housing.

10. A Conversion Data Tag shall be posted on all filter vessels, noting the current number of and model of elements installed.

11 . A label on the filter differential pressure gauge noting the last filter element change (if equipped).

12. A placard posted on the filter/separator vessel indicating the last test date of the water defense system.



No. 401 Pg 9

1 3. A sign or placard indicating proper procedure for engaging the pumping system shall be prominently displayed adjacent to pump controls.

14. Post “Danger- Confined Space Entry” placards on or near all tank entrance manways.

15. DOT Hazmat placards or signs on all four (4) sides of a tanker truck (i.e. 1863 or 1203).

11. A sign posted on a lift deck assembly noting the maximum lifting capacity, in pounds, of the unit.

Note:

Additional signs and placards may be required by your local governing authorities. Refer to the ASIG Fuel QC manual, for letter size specification

ADDITIONAL REQUIREMENTS FOR TANKER TRUCKS

1. Cargo tanks shall be constructed of stainless steel, aluminum or internally light color epoxy coated carbon steel.

2. Dome covers shall be provided with:

a) A forward mounted hinge and latches that will automatically cause the lid to close with forward motion of the vehicle.

b) Water-tight, fuel resistant seals and gaskets.

3. Each tank compartment shall be equipped with a water drain located at the lowest point. Valves with handles spring loaded to the closed position are recommended.

4. Tank outlets should be equipped with shutoff valves located inside the tank shell.

5. Tanker trucks with bottom loading capability shall be equipped with a high- level shutoff system, including provisions for ensuring the satisfactory operation of the system (Known as a “Pre-Check” system).

6. Recirculation connections are recommended.



No. 401 Pg 10

MISCELLANEOUS ITEMS

All mobile fueling tanker trucks and hydrant trucks shall be equipped with:

1. A set of wheel chocks.

2. A safety cone (and pit flag or cone for hydrants).

3. Panel flags

4. A back up and list deck ascent/descent beeper/alarm system.

5. A spill kit, which includes absorbent pads, portable dikes and/or bags of cob/speedy-dry. Must be able to contain and clean up to a 50 gallon fuel spill.

6. Protective driveshaft shroud.

7. ADDITIONAL FUELING EQUIPMENT

12. Portable fuel stands can be used in conjunction with fuel trucks, hydrant carts and hydrant trucks, when appropriate.



No. 402


TANKER REFUELER PARKING

OBJECTIVE: To ensure safe parking and staging of refueling equipment.

PLACEMENT

Refueler parking, at each facility, shall be designed and arranged to:

1) Facilitate the dispersal of the vehicle in the event of an emergency;

2) Provide at least ten (10) feet of clear space between parked refueler vehicles for accessibility for fire control purposes;

3) Prevent any leakage from draining to an adjacent building, storm water

drain, or any other drainage that leads directly to soil.

4) Provide at least fifty (50) feet of clear space from any airport terminal building, aircraft cargo building, aircraft hangar, or other airport structure housing the public, which has windows or doors in the exposed walls. (source: NFPA 407)

5) Vehicles shall be chocked on the right rear tire front and

back to prevent unplanned movements.

Refuelers shall not be parked or driven on any unpaved surface

WALK-AROUND

Each employee operating the refueler vehicle shall perform a complete walk-around of the vehicle prior to removing the chocks and departing the area. The walk-around is required to ensure that all refueler equipment is properly stowed and that the vehicle is safe to continue operation. Reference ASIG PIT program for more specific requirements. CHOCKS All refueler vehicles will be equipped with a minimum of one set of vehicle chocks (a set includes two chocks) to be placed in front and behind the right rear tires any time the refueler is parked, servicing an aircraft or loading/unloading fuel or any other time an operator is not sitting in the drivers seat. However if airline requests in writing to chock on left rear tire this shall be allowed via the SSP101A deviation process.



No. 403


BONDING AND GROUNDING

OBJECTIVE: To equalize static electrical charges that could cause ignition of the fuel product being handled. Bonding is the connection between the fueling equipment and aircraft. Grounding is accomplished by connecting the 239 valve to the pit. Note: some airports/Airlines may still require a grounding cable to be connected to a grounding lug on the ramp. Please reference your local airport/airline manual for further guidance. Prior to making any fueling connection, to the aircraft, the hydrant vehicle/equipment shall be grounded to the pit via 239 valve and conductive pit hose (if applicable) and then bonded to the bonded to the approved bonding point, on the aircraft, in which it will be dispensing fuel. To prevent accidental trip/fall hazards, the bonding cables used must be visible by the use of fluorescent cables. A Cone or pit flag and fluorescent cable must be appropriately placed by the fuel pit. Some airports/airlines may require grounding via a grounding lug on the ramp.

Note:

The Company adheres to all Local Governing Agencies to include Airport Fire Departments and Air Carrier requirements pertaining to grounding and bonding. In some cases the local Airport Fire Department may require the use of a transparent bonding cable sleeve/covering which ASIG will comply with on a case by case base. If your airport/air carrier requires grounding, then proper grounding and bonding procedures shall be followed (extension cables may be required). For those bases with military contracts, aircraft may be required to be grounded, if ground support equipment is connected to the aircraft. However, if your airport does not provide adequate grounding pins, solely bonding is accepted in this circumstance. In addition to the requirements for bonding the fueling vehicle to the aircraft, when fueling overwing, the nozzle shall be bonded with a nozzle bond cable having a clip or plug to a metallic component of the aircraft that is metallically connected to the tank filler port. The bond connection shall be made before the filler cap is removed. If no plug receptacle or means for attaching a clip is available, the operator shall touch the filler cap with the nozzle spout before removing the cap in order to equalize the potential static between the nozzle and the filler port. The spout shall be kept in contact with the filler neck until the fueling is completed.



No. 403 Pg 2 When loading/unloading the refueler, the fuel vehicle must be bonded to the load rack or fuel farm bonding point. In addition, when top loading, the drop tube must be bonded to the tank, with a bond cable and clamp, to an approved bonding point. Tank to tank transfers are to be conducted only by GSE MTX as necessary or in an emergency under the direct supervision of a member of management. An example of such an emergency would be to minimize fuel spillage from a ruptured tank. Due to potential high risk of spillage during tank to tank transfers; these activities must be closely monitored by a member of management. During this activity it is required that both tankers be bonded to each other prior fuel to transfer. This is accomplished by connecting each tankers bonding cable to the opposing tankers bonding lug. Note:

Tank to tank transfers shall not take place within 200ft of an aircraft.Reference NFPA 407 5.2.7



No. 404


REFUELER LOADING

OBJECTIVE: To ensure safe tank loading and prevent the possibility of fuel spills.

During all tank truck (refueler) bottom loading operations, the following procedures shall be followed: CAUTION: No ASIG employee is allowed on top of a tanker without adequate fall protection, to include the use of an ANSI approved harness (with lanyard) or if tanker guardrails are in the raised position. Reference BBASSI Fall Protection Program for additional requirements. In some circumstances an additional employee will remain on the ground serving as a safety spotter, to monitor the activities of an employee on top of a tanker until that employee climbs down from the top of the tanker. CAUTION: It is not acceptable to receive and dispense fuel from the same tank simultaneously. GSE refueling of a tanker is not allowed at the same time, while tanker is actively reloading fuel at the reload facility. 1) The refueler shall be properly positioned at the bottom loading station with

engine shutoff, right rear wheels chocked and a safety cone placed behind the refueler.

Note:

The placement of a cone behind the refueler is recommended to prevent other vehicles from parking too close, to parked fuel truck. 2) Prior to connecting the bottom loading hose to the refueler, the fueler shall

check the truck log sheet and determine how many gallons have been dispensed from the refueler since the last top off. This will be the predetermined amount for fill.

3) The refueler shall be bonded to an approved connection on the bottom loading system.

4) Open bottom load interlock control on the refueler, remove dust caps, connect the loading coupler to the bottom loading adapter on the refueler.

5) Open the bottom loading manual shutoff valve and loading coupler. 6) Insert fuel ticket in meter register ticket printer or in the absence of a ticket

printer, record the starting meter register number on the fuel ticket. Set meter register for a zero start.

7) Energize hand held deadman assembly to initiate flow.



No. 404 Pg 2 Note:

Only one tanker/refueler at a time shall be loaded by the same ASIG employee. Simultaneous loading of multiple tankers by the same ASIG employee is strictly forbidden. During loading of the refueler, the equipment shall not be left unattended at any time. It is not permissible at any time, to block the deadman in the open or activated position. 6) After the start of flow is initiated, the high level shutoff pre-check shall be

operated within the first 100 gallons reloaded into the tanker, to ensure proper operation of shutoff system. If fuel flow does not come to a complete stop, release the deadman and notify your supervisor and or maintenance personnel immediately.

Note:

Scully systems do not negate the requirement to activate the pre-check system for each loading operation. 7) During the bottom loading operation, the operator must constantly monitor the

amount of gallons being pumped into the refueler. At no time shall any fueling agent enter or sit in the cab of the tanker while the deadman is activated. This includes those individuals not activating the deadman control due to the risk of static charge building from entering and exiting the cab.

8) If the amount of fuel being pumped into the refueler exceeds the pre-determined amount by 20 gallons, and the high level shutoff has not activated, immediately release the deadman to stop flow. Report situation to management and/or maintenance to have cause investigated and repaired ASAP.

9) If high level shutoff activates and stops the flow of fuel, release and stow the deadman assembly.

10) Close the bottom loading shutoff valve on the refueler, close and disconnect the bottom loading coupler and stow.

11) Replace all dust caps. 12) Reset refueler bottom loading interlock control, as applicable. 13) Disconnect bonding wire and/or scully cable. 14) Complete ticket and log sheet to accurately record the inventory loaded in

the tanker. 15) WALK-AROUND Each employee, operating the refueler vehicle, shall

perform a complete walk-around of the vehicle prior to removing the chocks and departing the area. The walk-around is required to ensure that all refueler equipment is properly stowed and that the vehicle is safe to continue operation.

16) Pick up cone, wheel chocks and stow. 17) Depart reload facility at 5 mph or walking speed.



No. 405


REFUELER DISPENSING

OBJECTIVE: To provide a safe aircraft-refueling environment and prevent

possible property damage or personnel injury.

All applicable employees using aircraft refueling vehicles, including but not limited to autogas/kero fuel trucks, defueling carts, and inter-facility transport vehicles, must be operated in accordance with the following requirements: Note:

Prior to performing a refueling operation, the employee will perform a truck inspection, in accordance with the Standard Safety Procedure No.120, and others, as applicable. If the vehicle is unsafe, it must be removed from service and brought to the attention your supervisor/lead. Deficiencies should be noted on a VDR form. All fuel handling operations must be conducted on the airport ramp or within the fuel farm containment area. Operations on grass, earth, gravel or within GSE maintenance shops and hangars, is prohibited without the prior consent of the General Manager. 1) Before approaching aircraft, ensure that the proper product grade is to be

delivered. Do not approach an aircraft until the engines have spooled down, the beacons are off, the wheels have been chocked and passenger egress has been established, via jet bridge, air stairs or aircraft stairs.

Tanker and hydrant trucks must use a guideperson for all positioning within the circle of safety. . 2) Conduct the Circle of Safety 50/10 foot safety stops. CAUTION: When passengers are embarking/disembarking an aircraft that does not have jetway service, position the refueler on the opposite side of the aircraft or wing from the aircraft cabin door. This will prevent a passenger from possibly tripping over a fueling hose or ground wire.



No. 405 Pg 2 Note :

Fueling with passengers onboard.

The following conditions must be verified by the fueling agent prior to fueling with passengers onboard.

1. Aircraft service door must remain open. 2. Passenger egress via jet bridge, air stairs connections or deployed aircraft

stairs.3. An airline crew member must remain on board.

Please reference customer manuals for additional guidance. 3) Position the vehicle in the specified location and in such a way that allows for

emergency egress by turning the wheels away from the aircraft. Use a guide person as mandated.

4) Place the vehicle in park or neutral, as equipped, and engage the parking brake.

5) If using a hydrant truck, turn off engine if feasible. If you are positioning a towable cart, turn off engine for tow vehicle.

6) The refueler shall have the right rear wheels chocked. Note: The placement of a cone behind the refueler is not required but recommended when the right rear tire is chocked.

7) If using a hydrant truck or cart, connect to hydrant pit valve first prior to bonding to the aircraft

8) Bond to the approved bonding point on the aircraft.

9) Open aircraft fuel door (as applicable) and attach panel flag.

10) Connect refueling nozzle to aircraft.

11) Position yourself in a fashion to be able to continuously monitor the aircraft

service point and the vehicle control panel for single point refueling.

12) Initiate flow by operating the overwing nozzle or the deadman switch/handle

13) Test the deadman control to ensure that the fuel flow shuts down, within 5% of

flow rate.

14) Monitor refuel process to Air Carrier, DOD and BBA/ASIG Fuel QC

requirements.\

15) Upon completion, stow deadman device if applicable.



No. 405 Pg 3

16) Disconnect nozzles, rewind hose/s, stow nozzle/s in the vehicle prescribed stowage points

17) Remove panel flag and secure all aircraft service points 18) Disconnect grounding/bonding system and stow. Hold onto clamps during

the ground cable rewind process to prevent unnecessary damage to cables and clamps.

19) Double check aircraft service points for closure. 20) Verify that the customer’s requests have been met. 21) Walk around truck, secure safety chocks, cones and pit flags/cones. 22) Exit parking position under extreme care; use guide person as mandated. CAUTION:

Safety railings on fixed deck tankers provide fall protection to the fueler during refueling of high-wing aircraft; ASIG and OSHA safety standards require raising of these rails during refueling. Connecting bars on these rails rise higher than the rails themselves as the rails are lifted into position and/or lowered out of position. Care must be taken during this movement to prevent contact with the underside of the wing.

Larger tankers such as the 11.5K, 15K, and 17K are a major concern; upper deck rails on these tankers have limited clearance when refueling some aircraft, particularly the B-757. Other aircraft types such as the B-767, Airbus, MD-10, and MD-11 also require special attention. Fuelers must maintain constant awareness to the safe clearance between the safety rails and lower wing surface when refueling with fixed deck tankers.

In extreme cases, the tanker may have to be repositioned to keep the settling wing from coming in contact with the tanker rails. A guide person must be used to reposition the tanker. When refueling proceeds, the fueler and supervisor must watch the settling wing closely to ensure it does not contact the raised rails. If refueling cannot continue due to the wing being hazardously close to the rails, the tanker must be moved, using a guide person, to a position where a fuel stand, approved ladder, or other approved lifting device can be used to access the fuel panel and complete the refueling.



No. 405 Pg 4

NOTES:

When connecting hydrant 239 (moosehead), generally, grounding is accomplished. However, some airlines and airports may still require a grounding cable to be connected to a ramp lug. See your supervisor for guidance.

Some customers have requested in writing that a panel flag shall not be connected to their aircraft. In this situation when a panel flag is not allowed, extreme caution must be taken by the fueling agent to ensure the panel has been secured upon completion of the fueling process.

For those aircraft types that have fuel panel door and singlepoint connection in different locations, it is recommended that a panel flag be connected to the fuel panel door as well as the single point nozzle. This is to remind the fuel agent to ensure that the nozzle is disconnected and that the adapter caps have been replaced. Under no circumstances will a non-approved fuel dispensing head be

allowed to be used during a fueling operation. Over wing fueling operations

will be conducted with the aid of an approved wing mat.

If top-loading/splash-loading when transferring fuel from truck to truck for

maintenance purposes: the process must be conducted at a minimum of 200

ft from an aircraft. The down spout shall be bonded by use of a bonding

cable clamp system to an approved bonding point on the tank prior to placing

the down spout into the tank and positioned into the receiving tank such that

the end of the downspout is in the product. Under no circumstances can a

valve/nozzle be tied off, locked open or disabled in any way.

Knowledge of the customer’s gallonage/poundage requests and additive requirements must be made available before proceeding.

It is prohibited for the deadman control to be jammed, tied down, locked on, blocked, clamped or disabled in any way that would allow for the uncontrolled flow of fuel. During single point refueling of an aircraft, the deadman control will be in the hands of the employee conducting the refueling operation. All fuel truck dispensing operations must only be conducted while under the complete control of an employee. It is against company policy to leave a fuel vehicle unattended during the flow conditions of the dispensing operation.

Anytime an employee must leave the fueling operation, the deadman control shall be released and the fueling nozzle(s) shall be removed from the aircraft.



No. 405 Pg 5

Care must be taken when rewinding hose/s to prevent hose kinking/twisting. Prevent damage to the refueling nozzles by holding onto them during the hose rewind process. Do not drop or drag nozzles during the rewind process.

Each employee operating the refueler vehicle shall perform a complete walk-around of the vehicle prior to removing the chocks and departing the area. The walk-around is required to ensure that all refueler equipment is properly stowed and that the vehicle is safe to continue operation.



No. 406


VOLUMETRIC TOP-OFF (Transport Category Aircraft Only)

OBJECTIVE: To ensure that if a fuel spill occurs, due to an aircraft system malfunction that the spill can be immediately contained and the appropriate response personnel are on site. At any time, when an aircraft operator/owner/flight crew request that the aircraft be fueled to VTO, the fueler is required to inform the aircraft operator/owner/flight crew that the following personnel and authorities must be notified, prior to the VTO procedure being implemented. They are as follows: 1) Contact the Airport Fire Department with a request to position a fire truck at

the location in which the VTO procedure will take place. 2) Contact the ASIG Supervisor/Lead, who then must position the spill cart and

manpower, to handle a spill if it occurs. Note:

If the local fire department requests not to be notified, then the local ASIG station shall attempt to obtain a written statement from the fire department and no further requests to the fire department, are required (unless otherwise stated by the fire department).



No. 407


Waste Stream Control

OBJECTIVE: It is the policy of ASIG, to comply with Federal and State statutes, concerning the environment and the disposal of its hazardous waste products. ASIG will make every effort to control the amount of waste generated and dispose of its waste products in such a way as to pose no threat to the environment. This will be accomplished by recycling waste products, if possible, or by proper disposal methods. Information on products in use, throughout the facility, will be distributed to, and made available for all employees or others to review, in accordance with the company’s Hazard Communication Program or Right-to-Know (RTK) Program. ARRIVING SHIPMENTS: All newly purchased chemical products will be given an inventory number as soon as they are delivered to the company. This number will serve to identify the product, when it was purchased, and by which department. At this time, compliance with company’s Hazardous Communication Program will be met. This will entail the proper labeling of the product, and a check on whether or not an MSDS sheet is on file. If not, one will be sent immediately. Each facility or department, if necessary, will appoint one person who will be responsible for passing on the pertinent purchasing information to the Hazard Communication or RTK Program Coordinator to fulfill the hazard communication requirements. STORAGE FACILITY: Each facility will have a site designated as a Waste Storage Area for the proper segregation of its waste products. It will be fenced in with “Keep Out” and “No Smoking” signs posted on each side as appropriate. There will be a fire extinguisher available within the compound for emergencies, and a supply of absorbent materials in case of a spill or leaking barrel. All barrels will be inventoried and compared with their arrival information. All Storage shall comply with Federal and State regulations regarding waste generation. The entire area will be inspected weekly for leaking containers or new products that have been brought there, without proper notification. All barrels will be stored on pallets or EPA approved storage containment tubs and spaced, in such a manner as to provide unobstructed access, in case of emergencies. Barrels with product will be stored in an area with secondary containment, such as a diked area or containment tub. Empty barrels will be stored on their sides, with both bung holes parallel to the ground.



No. 407 Pg 2 WASTE and used PRODUCTS: In compliance with EPA regulations, all waste products will be separated and not mixed. Used oil products and solvents will each have their own storage tanks. No other wastes will be permitted to be mixed with these used materials. All waste product storage tanks must meet Federal and State Regulations and be labeled in such a way that contents and gallonage is immediately apparent. Certain products, such as used oil, jet fuel and octane fuels, will be recycled. Recycling is the recommended procedure, for waste minimization. The disposal of barrels will be an ongoing process. All barrels will be cross inventoried, numbered, and separated at the Waste Storage Area. Plastic drums will be cut up and steel drums will be crushed. They will then be sent to an EPA approved disposal facility, to be incinerated or land-filled, by an approved hazardous waste hauler. STATE AND LOCAL PERMITS: Each facility that meets the requirements for a Conditionally Exempt Small Quantity Generator, Small Quantity Generator, or Large Quantity Generator permit shall apply and once permitted, maintain the facility and its waste in accordance with the applicable permit. Copies of all Permits or Letters of Authorization must be uploaded to SHEBBA for record keeping purposes.



No.408

CONFINED SPACE

OBJECTIVE: To ensure all ASIG employees and contractor personnel, are protected and have knowledge about the hazards of entering a confined space. Unless specific requirements are first met and approved by Corporate HSE, ASIG employees shall not enter a confined space as defined in OSHA 29 CFR Part 1910.146. This includes, but is not limited to, a space that: is large enough and so configured that an employee can bodily enter and

perform assigned work; and has limited or restricted means for entry or exit (for example, tanks, vessels,

silos, storage bins, hoppers, vaults and pits are spaces that may have limited

means of entry); and

is not designed for continuous employee occupancy; and

has any atmospheric condition that is dangerous to health or life.

When confined space entry is required: The ASIG facility shall establish a written site-specific confined space entry

program according to BBASSI CSP guidelines. The Corporate Safety Manager or ASIG Regional HSE Manager must review

and approve, the ASIG facility’s site-specific confined space program, prior to its implementation.

Applicable ASIG employees shall be trained in confined space entry,

emergency procedures, job task concerning the entry, the requirements of the site-specific confined space program and other applicable HS&E programs and procedures, prior to entering any confined space.

If contractors are selected to perform confined space entry on site, they must meet all requirements identified in the BBASSI Contractor Confined Space Program. The contractor shall produce a signed written contract, before starting the work, stating that their company has a confined space entry program, which is continuously updated and maintained, in accordance with OSHA 29 CFR Part 1910.146. The ASIG base shall coordinate the language in the written statement with the Corporate Legal Department.



No 409

PROACTIVE FUEL SPILL RESPONSE

OBJECTIVE: To ensure ASIG employees are trained and equipped to react appropriately to fuel spills in an effort to protect people, property and the environment.

All fuel spills regardless of size must be reported immediately to the supervisor or lead on duty at the station as per SSP 107. The airport’s fire and operations departments must also be notified immediately per local policy.

The ASIG Emergency Coordinator/s will activate the station Emergency Response Plan if necessary. The Emergency Coordinator and/or the General Manager will follow the Immediate Emergency Response Notification guidelines outlined in Standard Safety Procedure (SSP) #108. All fuel spills are required to be reported in the SHEBBA System.

All applicable ASIG employees will be trained to the HAZWOPER First Responder Operations Level. In addition, each station is required to train its personnel on the specific local procedures and responsibilities contained in its SPCC plan.

Every ASIG base shall have a minimum of one (1) adequately equipped Fuel Spill Response Cart ready at all times. A station may require additional Spill Response Carts depending on the size of the operation and its requirements. At a minimum all mobile fueling equipment shall be outfitted with spill kits capable of responding to and cleaning up a 50 gallon.

Spill response materials and equipment must meet the requirements outlined in the station’s SPCC plan. All used material must be disposed of properly according to applicable regulations and replenished as soon as possible.



No. 410


AIRCRAFT INCIDENT FUEL QC PROCEDURE

OBJECTIVE: To ensure proper investigation into fuel quality, that was used on an aircraft involved in an accident/incident.

FUEL QUALITY CONTROL PROCEDURES General In the event of an accident, involving an aircraft fueled by ASIG, procedures set forth herein, must be carried out by qualified personnel immediately and will be independent of any other investigation. Upon Notification Discontinue any additional fueling utilizing the effected grade, until all outlined procedures have been completed, and/or the preliminary investigation determines the fuel to be the correct type and grade, clean and dry. Procedures 1) Notify General Manager and Operations Manager. 2) Refer to the Crisis Management Plan and Standard Safety Procedure

(SSP#108) on Immediate Emergency Response Notification, for contacting the Corporate Safety Manager and other appropriate parties.

3) Make the appropriate entry into the SHEBBA system. 4) Immediately ensure that the operators of all other aircraft, fueled prior to or

since the suspected fueling, have been notified. This would include the operators fueled by the suspected vehicle(s) and associated fuel storage system.

Note:

Prior to performing fuel QC tests, ensure that all applicable PPE is worn at all times. Reference SSP 112. 5) Perform filter membrane color, free water, as well as API gravity and basic

visual condition tests, on the suspected fuel vehicle and storage system. 6) Obtain two, (one gallon) samples (utilize epoxy coated one gallon shipping

containers, included in your QC Kit) from each fueling vehicle, in the suspected fueling.



No. 410 Pg 2 Tanker Trucks A one gallon sample will be taken from the tanker delivery nozzle and a one gallon sample from the tank, on a refueler tank truck. Hydrant Trucks and Carts

Collect two, (one gallon samples) from the delivery nozzle on a mobile or stationary hydrant cart.

Fuel Farm Collect two, (one gallon samples) from each airport storage tank, serving the

fueling equipment. Notes:

If possible, when taking samples, have a third party present to witness the sample(s) being taken and the sealing of the sample container(s). If witnessing by a third party is not possible, have another ASIG employee witness the procedure. In either instance, you must get a signed and dated statement from the witness verifying the sample collection (how much and from where), and the sealing and labeling of sample container.

Once samples have been collected, identify, tag, record time and retain

these samples, pending further instructions. 7) Perform a complete operational check of the suspect fuel vehicle, to include

surge and pressure controls. Check nozzle screens for contamination. Retain information.

8) Collect and secure all applicable product storage (delivery) receipts, refueler

truck sheets, customer fuel order card, daily QC farm and truck records and all other applicable QC records. Utilize current Post Accident/Incident QC

Materials Release Record form.

9) Record complete detailed notes on reported accident and

investigation findings. Secure all related materials. 10) Obtain written statements from all employees involved. Utilize the ASIG

Accident/Incident Report form and addendum. Utilize current Post Accident/Incident QC Materials Release Record form.

13. Notify fuel supplier/oil company QC representative, if applicable.



No. 411


PRIST RECEIVING AND DISPENSING

OBJECTIVE: To provide a safe environment for the ASIG employees, who are tasked with receiving/transferring Prist and to ensure the delivery of pure fuel system icing inhibitor into aircraft. ASIG will meet the minimum requirement for that airline/General Aviation Customers that require Prist in their fuel. The following procedures and precautions must be adhered to by all ASIG employees when ordering, receiving, storing and handling Prist ‘High-Flash’ anti-icing additive (Diegme). 1) Only purchase Prist ‘High-Flash’ anti-icing additive (Diegme) from ASIG

contracted/ approved suppliers (i.e. Ascent, Aviation Labs). Note:

Request the supplier to send a copy of the current Material Safety Data Sheets, with each delivery. 2) Upon receipt of all deliveries of Prist: (in 5 gallon pails an/or 55 gallon

drums)

Ensure the new containers are sealed and labeled properly,

Number the containers,

Start a log sheet and record the number of the container, the date received and signature of the receiver.

Notes:

Delivery and acceptance of prist cans must be in accordance with the RKP program and stored appropriately.

Store the container(s) in a dry location or cover the containers, to prevent

the possibility of moisture from entering the containers. The Prist containers must be stored in a location away from any and all containers that are being used for any waste product.

At the time of usage:

Break the seal, Open the container and draw a sample, to ensure that the

Prist product is clear in color.

Refer to the container number and document the installation location, date

of installation, and then your signature on the log sheet.



No. 411 Pg 2 Note:

ASIG employees will wear appropriate PPE (i.e. splash goggles, splash apron, rubber gloves, as applicable, etc.) and take precautions handling Prist, as outlined in the Material Safety Data Sheets. 4) When dispensing, if using a pump or setting up a drum to gravity feed into the

tender’s Prist reservoir, utilize only a clear discharge hose, so you can observe the product flowing through it.

5) Upon removal of an empty Prist container, stencil EMPTY-DO NOT USE on

the container. Store the empty container in an appropriate area (away from unused Prist containers) until the can be disposed of properly.

Record the date and signature of the personnel removing the empty Prist container on the log sheet. Aviation fuel, containing the fuel system icing inhibitor (Prist), shall contain a minimum concentration of (0.1) percent and not more than (0.15) percent by volume, of Fuel System Icing Inhibitor (FSII). If the inhibitor is injected into or contained in bulk stocks, the concentration shall be determined monthly, from a sample taken from an aircraft-servicing unit. If the inhibitor is added by other means, the concentration of the inhibitor shall be verified monthly, from each aircraft-servicing unit. This is to be accomplished by an approved refractometer test. When cans are used refer to manufacturers instructions for correct concentrations. The analysis for FSII content shall be performed using Federal Standard 791 Method 5327 or either of the methods contained in ASTM D 5006.



No. 412


FUEL QUALITY CONTROL

OBJECTIVE: To ensure clean and dry, high quality aviation fuel.

ASIG (Aircraft Service International Group) Fuel Quality Control procedures are outlined in the BBA Aviation, Shared Services, Inc., Aviation Fuel Quality Control Manual. The Aviation Fuel Quality Control Program will allow ASIG to continue to provide high quality, clean and dry aviation fuels. The Aviation Quality Control Manual is superseded only by individual Air Carrier Quality Control Manual requirements and applicable Military specifications (MIL STD 1548 E & F).



No. 413


FUELING VEHICLE SPEED CONTROL

OBJECTIVE: To prevent the possibility of tanker rollover, due to excessive

speed.

The following operational check must be performed on all tanker fueling equipment, on a daily basis and during the normal driving operation of the unit, by the driver. During the normal driving operation of the tanker vehicle, the vehicle speed control shall limit the top speed, of the unit, to 20 MPH. Although the refueling truck can exceed 20 MPH, on a downhill slope, a properly operating speed control will remove accelerator pedal control from the operator (i.e. pushing the pedal will have no effect). Drivers shall apply the brake as appropriate to maintain a safe speed. Tanker refuelers will not be operated over 20 MPH and under no circumstances is it allowable to exceed the local ramp speed limits, at any time. Larger tankers may have a reduced limit. CAUTION: REDUCE SPEED BEFORE ENTERING A CURVE, LIQUID IN TANKS WILL CREATE MOMENTUM, WHICH WILL ALTER HANDLING CHARACTERISTICS. INADVERTENT CONTACT WITH ROADWAY SHOULDERS/CURBS AND CHOCKS WILL INCREASE THE POTENTIAL FOR ROLLOVER. All fuel tankers will have a cab mounted warning placard stating Make Slow and Wide Turns. Once the speed control is discovered to be disabled:

The driver shall immediately notify his/her direct Supervisor.

The Supervisor/GSE shall remove the vehicle from service and apply

Lockout Tagout.

The vehicle must be repaired prior to returning to service. In addition, all GSE equipment deficiencies shall be recorded on the

Vehicle Discrepancy Report (VDR) by the reporting employee.



No. 414

STANDARD SAFETY PROCEDURES FUELING OF

GSE EQUIPMENT

OBJECTIVE: To ensure the safe transfer of auto gas and diesel fuel, to

Ground Support Equipment.

All employees, with the assigned task of fueling GSE equipment, shall be trained in the proper operation of the fuel dispensing vehicle/unit, Fire Safety (FAR 139.321), and applicable ASIG training programs. Receiving ground support equipment shall:

Be shut down, prior to receipt of fuel product. (Shut down will be performed by an authorized person, familiar with the unit’s operation and handling characteristics.)

Be allowed a suitable cool-down period. Be positioned a minimum of 10 feet from any aircraft or potential source of

ignition, and a minimum of 25 feet from any building. Notes:

It is recommended that GSE requiring fuel be moved 50 feet from any building in order to minimize the amount of hose that is pulled and exposed to possible crossing traffic.

Receiving ground equipment must only be serviced on asphalt or

concrete surfaces. Fuel dispensing vehicles shall maintain a minimum of 50 feet from any

building when parked. Hydraulic tanks and reservoirs shall be identified by means of labeling

and color coded filler caps: yellow cap for hydraulic fluids In addition all ASIG GSE will have the proper fuel source/type identified,

on the receiving fuel tank, by means of labeling and color coded fuel caps. This does not apply to passenger vehicles:

o red cap for auto fuel (gasoline) o green cap for diesel fuel

CAUTION: GSE refueling of a fuel tanker is not allowed at the same time, while tanker is actively reloading fuel at the reload facility. Those ASIG facilities, which have contractual agreements for the fueling of GSE equipment, shall ensure compliance with the above stated requirements, with exception. Some airport authorities and airlines may have additional requirements.



No. 415


DEADMAN CONTROL OPERATION

OBJECTIVE: To ensure positive control of fuel transfers and reduce the risk of spills. DEFINITION: Deadman Control – A hand held control device, that needs a positive, continuing action, (by a person) to allow the flow of fuel. The control device must be physically held open, (by a person) to allow fuel to flow. When the deadman control is released, fuel flow must shutdown within 5% of flow rate. The handheld deadman control may consist of an electrical, pneumatic, hydraulic or manual (rope), actuated device. A handheld deadman control device, must be utilized whenever: An aircraft is being fueled by a Hydrant Truck, Hydrant Cart, Tanker or a

Fueling Cabinet,

An aircraft is being defueled utilizing de-fueling equipment (Hydrant

Truck, Hydrant Cart, Tanker,

A Tanker Truck is being loaded or unloaded,

Maintenance and/or fuel quality control checks and tests are being performed on a piece of fueling equipment and the unit is either pressurized and/or fuel is flowing.

Fueling of GSE equipment.

Fuelers will not be allowed to sit in the cab of fueling vehicles, while the dead man is activated.

Note:

When over wing fueling is being performed, the overwing fueling nozzle now becomes the handheld deadman control. In all cases, the handheld deadman control device will never be blocked, jammed or otherwise disabled, in the open or activated position. GSE fueling nozzles shall not be equipped with auto-hold open devices.



No. 400-A1


AIRLINE CUSTOMER NOTIFICATION

Objective: To ensure proper notifications are made to airline customers

as related to fuel quality control issues and changes in fueling

equipment/systems.

Notification List – Each Base shall establish a Location Specific Customer Notification List. This list shall include the following information:

Aircraft Operator (Company Name)

Contact (Name and/or position of the contact) Telephone Number (Telephone # for contact. Include secondary contact

number if available). For specific notification list requirements reference AFQCM section 040. Notification Requirements – Airline customers shall be notified when they are affected by any of the following issues:

1. When new, additional, replacement, or modified equipment is placed into operation.

Note: Prior to new (additional)ASIG fuel equipment being added to the station, affected airlines shall receive notice in advance of the changes. The affected airlines have the option to inspect and approve, all fueling equipment and ASIG procedures for use, prior to servicing the airline’s aircraft. Note: When new or replacement equipment is received or existing equipment has undergone major modifications to the fueling system, all required quality control checks and tests shall be complete and up to date, i.e., Daily, Monthly, Quarterly, Semi-Annual and Annual prior to placing the equipment in service.

2. When contaminated fuel is detected or any fueling system becomes inoperative which may affect airline operations.

Note: Internal notifications procedures shall be completed before contacting airline customers. The Base shall notify their Regional HS&E/Fuel QC Manager or the Director of Fuel QC with all pertinent information regarding fuel contamination. Note: In the event that visible fuel contamination is observed or found, aircraft fueling shall be discontinued from that source. The cause of contamination shall be immediately investigated. Corrective measures shall be initiated to ensure the removal of the contaminants.



No. 400-A2


DEFUELING PROCEDURES

OBJETIVE: To ensure the proper processing of fuel, that has been removed from an aircraft, due to maintenance activities, load adjustments or contamination. General – Any operation that involves removing fuel from an aircraft, either for load adjustments or for maintenance purposes, is defined as de-fueling. De-fueling operations require special consideration to include the direct supervision by a member of management. When requested to do any de-fuels for load adjustment, maintenance or contamination, the carrier, aircraft owner, etc., shall be responsible for the disposition of the fuel, that was removed from their aircraft. Whether it was pumped back into their aircraft, over a specified agreed time, or disposed of through a waste hauler, etc. This includes the product de-fueled and any product it comes in contact with, i.e., if there is any product in the tanker truck used for the de-fuel. Note:

Defueling aircraft directly into joint use fueling systems, is not authorized, unless all system users have unanimously approved a procedure. It is forbidden to perform defueling operations with tanker trucks equipped with full flow monitor filter elements. Prepare defuel worksheet Defueling Procedures for Load Adjustment/Maintenance – The following procedures shall be complied with when defueling for load adjustments or maintenance purposes: Note:

Complete a White Bucket Test on sump samples from the filter vessel sump (under pressure) and all tank compartments on the defuel truck. This will be a base line start for the defuel. Record results. It is recommended, but not mandatory, to draw sump samples from each aircraft tank that will be de-fueled. Perform a White Bucket Test, looking for visible contamination such as water, particulate and microbial growth. Record results. If results of checks outlined above, give, without any doubt, no reason to suspect the quality of the fuel, begin defueling.



No. 400-A2 Pg 2 Upon completion of defueling, re-circulate through a re-circulation connection, (preferably not the bottom loading connection unless it connects directly into the tank) and not through the tank internal valve, the capacity rating of the refueler, then perform the following: 1. Clear and bright test from all tank compartments and filter sump 2. API gravity corrected to 60° F. (Range must be between 37° to 51° API) 3. Filter vessel differential pressure. Caution: If defueled product is found to be contaminated, the fuel shall be held in quarantine until selected fuel quality, purity or specification tests have determined its acceptability. Then and only then, can the fuel be returned to aircraft use. Selected product tests and expected acceptance criteria are to be determined and mutually agreed upon, by the Air Carrier Quality Assurance Department and your Director of Fuel QC, Regional HS&E/Fuel QC Manager or their Designee. If it is determined that the fuel has to be disposed of, the carrier representative or aircraft owner, shall be notified that they will bear the costs incurred in the disposal of the product, as well as costs for cleaning the refueler tank and filter change. Defueled product shall not be returned to airport storage except when product can be completely re-certified by lab tests to confirm compliance with current ASTM D-1655 specifications. If the defueled product passes the tests outlined above, the fuel may then be pumped back into the same or other aircraft, owned by the same carrier. Defueled product shall not be returned to storage or pumped into another carrier, or owner’s aircraft, without the explicit written permission of their Fuel Quality Assurance Department or in the instance of a private aircraft, the owner.



No. 400-A2 Pg 3

Defueling Procedures for Possible Contamination – The following procedures shall be complied with when defueling an aircraft that is suspected of having contamination: Receive fuel into an empty vehicle whenever possible or other vehicle equipped for this purpose. Samples shall be taken from all of the aircraft fuel tanks. The following checks shall be done on the samples and results recorded: 1. Visual condition – clear and bright. 2. API gravity-corrected to 60° F. 3. Free Water Test, utilizing one of the following test kits:

Shell Free Water Test Kit

Metrocator Free Water Test Kit Velcon Hydro-kit Aqua glow

Defuel the product according to the airline specific defueling procedures. After defueling has been completed, the vehicle that received the product shall be quarantined and tagged out of service. (Note: location specific lock out tag out procedures shall be followed). The defueled product shall be held in quarantine until selected fuel quality, purity or specification tests have been determined it’s acceptability and can be returned to aircraft use. Selected product tests and expected acceptance criteria are to be determined and mutually agreed upon, by the Air Carrier Quality Assurance Department and your Director of Fuel QC, Regional HS&E/Fuel QC Manager or their Designee. If it is determined that the fuel has to be disposed of, the carrier representative or aircraft owner shall be notified that they will bear the costs incurred in the disposal of the product as well as costs for cleaning the refueler tank and filter change.



No. 400-A3


TOOL CALIBRATION

Objective: To ensure equipment/tools are maintained within their specifications as outlined in the AFQCM. Location specific procedures shall be developed to ensure the accuracy of equipment used for fuel quality control. The local procedures shall include the calibration requirements for the following tooling:

Continuity Tester IN2-CT (Ray-O-Vac) (or equivalent) or Simpson Model 260 Multi-meter (or equivalent).

Torque Wrench (es)

Fuel Pressure Master Test Gauge(s)

Fuel Quantity Master Meter or Prover Tank

PROCEDURE 14. Multi-meters, Torque Wrenches, and Fuel Pressure Master Test Gauges, shall

be calibrated annually, by an authorized calibration agency or service company.

15. Master Meter / Prover Tank, shall be calibrated as required, by the state government in which the equipment is operated.

16. All calibration certificates shall be maintained on file for 5 years.

Note:

A placard identifying the date of calibration, the personnel who performed the calibration and the next due date, shall be affixed to the tooling.

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