Aviation Manual Chevron-Texaco

Global Aviation Equipment Specifications Manual

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Global Aviation –Equipment Specifications Manual RECORD OF REVISIONS On receipt of revisions, insert and remove pages as required IMMEDIATELY. Enter the date the revision is inserted and initial opposite the number corresponding to the revision entered. If any revision is missing, contact ChevronTexaco Global Aviation Operations. Revision No.

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Date of Issue: June 2004 Revision Number: Original Issue

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Table of Contents Page 1

Global Aviation –Equipment Specifications Manual

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TABLE OF CONTENTS Introduction Terminal Applications Intermediate Depot Applications Airport Depot Applications 1.0

STORAGE TANKS

2.0

TANK APPURTENANCES

3.0

4.0

5.0

2.1

VALVES

2.2

TANK VENTS

2.3

TANK FLOATING SUCTIONS

2.4

FAST FLUSH FACILITIES

2.5

INTERNAL COATINGS

PIPEWORK 3.1

DESIGN AND INSTALLATION STANDARDS

3.2

EQUIPMENT MARKING FOR PRODUCT IDENTIFICATION

3.3

TRUCK/REFUELER LOADING & UNLOADING FACILITIES

3.4

REFUELING EQUIPMENT FLOW TEST RIGS

FILTERS 4.1

STRAINERS

4.2

MICRONIC FILTERS

4.3

FILTER/SEPARATOR INSTALLATIONS

4.4

FILTER/MONITORS

HYDRANT SYSTEMS 5.1

HYDRANT SYSTEM DESIGN PRINCIPLES

5.2

HYDRANT PITS AND PIT VALVES

5.3

HYDRANT PUMP CONTROL SYSTEMS

5.4

FLUSHING PROCEDURES



Global Aviation –Equipment Specifications Manual 5.5

6.0

7.0

HYDRANT SYSTEM LOW POINTS

ANCILLARY EQUIPMENT 6.1

AIRCRAFT REFUELING HOSE ASSEMBLIES

6.2

BONDING AND GROUNDING EQUIPMENT

6.3

METERS AND METERING SYSTEMS

6.4

PRESSURE GAUGE INSTALLATIONS

6.5

PAINTING AND SIGNWRITING, AIRPORT DEPOT FACILITIES

6.6

SAMPLING APPARATUS

AIRCRAFT REFUELLING EQUIPMENT




INTRODUCTION 1.0 PURPOSE This manual provides specifications and general design guidelines for facilities and equipment to be used in handling aviation fuels. The Aviation Equipment Specifications Manual is a companion volume to the Aviation Operations and Quality Control Procedures Manuals, and has been developed to ensure that equipment used in handling aviation products meets the stringent performance requirements of ChevronTexaco Global Aviation Operations and its Quality Control Procedures.

2.0 SCOPE This manual is intended to cover those aspects of the design of fuel handling systems which specifically apply to, or are modified by the requirements of the aviation industry, and which are not included in other ChevronTexaco or oil industry specifications for refined petroleum product handling. This introductory section outlines the application of the specifications to terminal, intermediate depot, and airport depot design. This manual contains guideline specifications for the design, installation and application of equipment and facilities for aviation product handling in fixed installations and mobile refuelling equipment.

3.0 TERMINAL DESIGN APPLICATIONS ChevronTexaco Global Aviation quality control procedures, as they apply to terminals, require that aviation fuel handling facilities be positively segregated from other refined products, and that all facilities downstream of storage tanks shall be dedicated to one grade of aviation fuel. These requirements are essential in avoiding contamination of the aviation fuel by other products and are necessitated because generally, specification tests to detect contamination are not carried out downstream of terminal installations. Figure 1 illustrates the typical application of the aviation equipment specifications applicable to terminals. In determining the number and size of aviation fuel tanks to be installed at terminals, in addition to the normal supply and marketing considerations, the following quality control requirements must be taken into account: a)

product settling time,

b)

routine tank cleaning


Introduction Page 1

Global Aviation –Equipment Specifications Manual These restrictions on tank usage may necessitate the installation of multiple tanks in order to ensure continuity of supply, unless downstream storage is adequate to meet demand during these periods. Where refineries supply direct to airport depots, either by pipeline, tanker, barge, rail tank car or road tanker, the requirements for terminals shall apply to all facilities downstream of, and including, the distribution storage tanks.

4.0 INTERMEDIATE DEPOT APPLICATIONS Figure 2 illustrates the typical application of the aviation equipment specifications within multi-product intermediate depots, which supply airports. The requirements for depots are generally similar to terminals, except that all facilities must be fully segregated by aviation product grade and that both incoming and outgoing product must pass through a filter separator (jet fuels) or a micronic filter (avgas).

5.0 AIRPORT DEPOT APPLICATIONS Figure 3 illustrates the typical application of the aviation specifications applicable to airport depots. The number and size of tanks to be installed will be dependant on marketing, supply, and regulatory considerations. Generally, to ensure continuity of supply at major airports at least three tanks are necessary, i.e., one settling, one filling, and one on line for withdrawals. All facilities, pipework, etc. must be fully segregated between grades. Fuel must pass through filter separators (jet fuels) or micro-filters (avgas) both on receipt into storage and when being delivered to hydrant or refueler loading facilities.


Introduction Page 2



Introduction Page 3



Introduction Page 4



Introduction Page 5


CTGA SPECIFICATION 1.0 – STORAGE TANKS 1.0 GENERAL 1.1

This specification covers the fuel tanks used in the supply chain from the refinery to the airport destination. The general design and construction of storage tanks for refined petroleum products is adequately covered in various industry and ChevronTexaco standards. This specification therefore covers only those aspects of design and installation related to the handling of aviation fuels. This specification provides guidelines for the design, construction, installation and appurtenances to be fitted to horizontal and vertical tanks in aviation fuel service. This specification applies to tanks when they are new, opened for maintenance, or tank cleaning.

1.2

Aviation systems are designed with reliability and redundancy (2 pilots,2 engines, 2 navigation systems etc.) built into the aircraft. The fuel that is supplied to the aviation industry (since it is potentially a single point of failure) must have redundancy designed into the supply system before the fuel reaches the wingtip of the aircraft. ChevronTexaco’s supply chain must have rigorous quality control and have multiple redundant systems (hardware, procedures and testing) in place to make sure that the fuel meets or exceeds the customers requirements before the fuel goes in the aircraft. The CTGA customers require Clean, Dry, On-specification and Fit for purpose fuel each time they purchase aviation products.

1.3

ChevronTexaco has developed and implemented a proactive Product Integrity Process that ensures that all of our customers get Clean, Dry and “Onspecification” aviation fuel. ChevronTexaco has also developed and implemented policy 530 that requires our employees to systematically minimize risks of having safety and environmental incidents To this end we have adopted many “best practices” in our tank design. This design when implemented allows water and particulate to be easily removed from the storage tank. Each element of the design has been proven to improve product quality, safety and environmental performance. The design (when all elements are implemented together) provides the lowest risk of incidents from fire, spills, contamination, and off-specification products.

1.4

Floating suctions withdraw the cleanest product from the product surface. Contaminants such as rust, dirt and water settle to the lowest level in the tank. The floating suction also gives an extra element of protection against a large water contamination problem. The swivel on the floating suction allows the inlet to pivot on the surface and the pontoons to keep the floating suction close to the surface at all times. An external floating suction indicator is provided to allow easy verification from ground level that the floating suction is working properly. Installing the longest floating suctions possible in our storage tanks allows the minimum settling times for our aviation products with no compromise in product quality.


Storage Tanks CTGA 1.0 Page 1


Tank internal coating is provided to minimize corrosion inside the storage tank. Full coating extends the tank life, reduces the risk of premature roof replacement, bottom pitting and keeps the rust that forms in these areas from contaminating the product. Coating helps protect the environment from internal tank leaks. Internal condensation from humidity and tank hot cold cycling are to be expected. Condensation will form and cause rust and particulate in an uncoated tank and only water in a coated tank. The coating helps the water migrate to the tank low points faster. The white coating increases visibility inside the tank for visual inspections. It also makes tank cleaning faster and less costly. Properly coated tanks will last 20+ years without recoating. Once the tank is coated, particulate levels from internal tank corrosion are eliminated.

1.6

Cone roof tanks are preferred. Any floating roof tanks in aviation service should be covered; for example a geodesic dome. Covered tanks eliminate the chance for water to enter the tank from rain, snow, and other external events. The covers eliminate the need for roof drains that have been a source of spill incidents in the past. The cover also acts as a Faraday cage that reduces the chance of a fire created by Lightning.

1.7

Sloped bottoms with deep sumps allow water and particulate to migrate to a low point sump. The water and particulate is easily removed on a regular basis. Water and particulate must be flushed out of the tank bottom after each receipt and at least weekly

1.8

Overfill protection systems are required to prevent spills due to overfilling of the tanks.

1.9

Inlet diffusers are provided to slow the fuel flow velocity down to less than 1 m/sec. This is required to eliminate static electricity build up inside the storage tank and to allow particulate and water to begin the settling process much more quickly.

1.10

Double bottoms or Release Prevention Barriers (RPB) are provided to enable early detection and to prevent leaks to the ground from under the storage tank. The double bottom or RPB also extends the storage tank life and reduces risk from corrosion leaks due to bottom side corrosion.

1.11

Section 2.0 lists recommended standards for the design, construction and installation of tanks and, in the absence of more stringent local codes or regulations, these standards shall apply.

2.0 REFERENCE PUBLICATIONS 2.1

EXTERNAL PUBLICATIONS 2.1.1

API Standard 650, Welded Steel Tanks for Oil Storage




2.2

2.1.2

Underwriters Laboratories, Inc., Standard for Steel Underground Tanks for Flammable and Combustible Liquids, U.L. 58

2.1.3

Underwriters Laboratories, Inc., Standard for Steel Aboveground Tanks for Flammable and Combustible Liquids, U.L. 142/UL 2085

2.1.4

U.S. National Fire Protection Association, Flammable and Combustible Liquids Code, NFPA 30

2.1.5

API Bulletin 1615, Installation of Underground Petroleum Storage Tanks

2.1.6

API Standard 2000, Venting Atmospheric and Low Pressure Storage Tanks Non-refrigerated and Refrigerated

CHEVRONTEXACO REFERENCE SPECIFICATIONS 2.2.1

TAM-MS-967-K- Oil storage tanks of welded construction with fixed roof or open top with wind girder http://techstds.ric100.chevrontexaco.net/tech_standards/gray/TAM/specs/ta m-ms-967-k.pdf

2.2.2

TAM-MS-5018-A- Inspection of above ground storage tanks per API 653 http://techstds.ric100.chevrontexaco.net/tech_standards/gray/TAM/specs/ta m-ms-5018-a.pdf

2.2.3

TAM-MS -968-K -Floating roof and internal floating roof covers for oil storage tanks http://techstds.ric100.chevrontexaco.net/tech_standards/gray/TAM/specs/ta m-ms-968-k.pdf

2.2.4

TAM-SC-970 - Aluminum Dome Roof Installation

2.2.5

TAM-EF-887 - Tank Data Sheet

2.2.6

TAM 200- Bottom Selection and Design http://techstds.ric100.chevrontexaco.net/tech_standards/gray/TAM/tam200_ _.pdf

2.2.7

TAM 800- Fire and safety design http://techstds.ric100.chevrontexaco.net/tech_standards/gray/TAM/tam800_ _.pdf




3.0 TANK SIZE SELECTION 3.1

The following factors shall be considered in selecting the number and size of tanks to be installed: (a)

the cost of tankage;

(b)

provision of adequate working capacity taking into account the peak period requirements and supply replenishment pattern;

(c)

product settling time and routine tank cleaning which will entail periods when product cannot be withdrawn from a tank; (typically 3hr/ meter of product rise)

(d)

Tank dead stock due to the minimum withdrawal height by floating suction;

(e)

Future growth trends;

(f)

Codes and regulations which may restrict size and type of tanks.

Note: Item (c) will generally dictate the provision of at least two tanks or in the case of horizontal tanks, one twin compartment tank. Major airport locations will require at least three tanks so that, at any one time, one can be filling, one settling and one on line for withdrawals. 3.2

Tanks have a considerable useful life (50-100yrs). Most tanks are replaced because of size obsolescence, not mechanical failure. The incremental cost of larger tanks is small at the time of initial construction when compared to replacing an undersized tank. In aviation fuel tanks, the additional cost of lining, deflectors or diffusers, floating suctions, etc., usually makes it undesirable to commit such expenditures in small tanks.

4.0 TANK TYPES 4.1

Aviation fuels shall be stored in horizontal, above or below ground tanks or fixed roof vertical tanks. The type to be used will generally be dictated by local regulations, location and tank capacity required. Underground tanks are suited to small airport depots and airside locations. As tank size and flow rates increase, aboveground tanks are preferred. Generally, tank sizes over 25,000 U.S. gallons should be of the vertical cone-roof type. Above ground tanks are the preferred method of storing aviation fuels.

4.2

Other considerations for the use of above or below ground storage at smaller airport depots are as outlined below.



Global Aviation –Equipment Specifications Manual 4.2.1

Underground tanks have the advantage of being out-of-sight, having the ground space above the tanks usable, requiring no ladders, walks, maintenance painting, dikes, generally fewer valves, have minimum breathing (minimized condensation) and can accommodate vapor recovery easily.

4.2.2

Conversely, underground tanks require burial, hold-downs if water table is high, corrosion protection, pumps for water drains, are more difficult to clean and make leak detection difficult. It is also increasingly difficult to meet current and anticipated environmental legislation with underground tanks. Double wall underground tanks with leak detection are preferred.

4.2.3

Above ground tanks have the advantage of no surface or ground water intrusion, simple foundations, easy leak detection, gravity waterdraws and are readily salvaged.

4.2.4

Conversely, aboveground tanks require stairs and walks, dikes, more valves, occupy surface space, require maintenance painting and are generally less attractive for retail outlets; they are also more prone to generate water from condensation and temperature changes.

4.2.5

Semi-buried (mounded) tanks avoid the condensation problems of above ground tanks but, in other respects, share the worst features of both underground and above ground tanks plus the problem of maintaining the covering. These tanks are not recommended

5.0 TANK CONSTRUCTION 5.1

VERTICAL TANKS 5.1.1

Vertical tanks shall be constructed in accordance with API Standard 650, “Welded Steel Tanks for Oil Storage”, and shall include the features outlined below:

5.1.2

Tanks shall be covered (with either a cone-roof or dome roof, external floating roof tanks not allowed), single slope or cone-down bottom design. The bottom slope to a sump should not be less than 1 in 30. The maximum slope (up to 1 in 15) should be used, consistent with good structural design practice.

5.1.3

Tank bottoms shall be constructed so that lap joints shall not form pockets where dirt or water could accumulate. The Lap joints shall be placed such that they slope to the low point of the tank. Welds should be ground flush as necessary to maintain a continuous fall to the sump.

5.1.4

The sump shall be provided with a sampling line of the size and type specified in CTGA 2.4 Fast Flush Systems for Aviation Facilities.




5.1.5

Separate product inlet and outlet nozzle connections, as well as fast flush connection to the tank low point shall be installed.

5.1.6

Inlet diffuser pipes shall discharge near the bottom of the tank and shall be of the low velocity type designed to minimize turbulence (refer Appendix B).

5.1.7

Floating suction in accordance with CTGA 2.3 shall be fitted to the discharge connections on all aviation tanks. Floating suction indicators are also required

5.1.8

Tank roof hatches shall be provided to allow gauging, sampling, checking of floating suction buoyancy and internal inspection.

5.1.9

Tanks shall be provided with at least one hinged shell manhole of at least 24 inches (600mm) in diameter, constructed in accordance with API 650, to facilitate entry for cleaning. Tanks over 20 feet diameter shall be fitted with two such manholes.

5.1.10 Pressure/Vacuum vents shall be installed on all Avgas and Jet B tanks and free vent devices shall be installed on Jet A-1 tanks (refer to CTGA 2.2 for details). 5.1.11 All tanks shall include slotted gauge wells. Avgas tanks shall use a non ferrous (aluminum ,stainless steel) gauge well. 5.1.12 Automatic gauging equipment shall be installed on all tanks. 5.1.13 All Airport Depot tanks shall be fully internally lined with an approved epoxy coating in accordance with CTGA 2.5. Refinery and terminal tanks shall be coated on the bottom and sides up to the first strake (Minimum Standard); however, where they supply directly to airport depots they shall be fully lined. In situation where tank corrosion or humidity are a problem then the tanks shall be fully coated. Consideration should be given to providing a full lining for all tanks since this should be very beneficial to product quality, reduction of particulate, reduced tank maintenance, ease of cleaning, and overall tank life. Avgas Tanks shall be fully internally coated. 5.2

HORIZONTAL ABOVE GROUND TANKS 5.2.1

Horizontal aboveground tanks shall be constructed in accordance with Underwriters Laboratories, Inc. Standard U.L. 142/ 2085 for “Steel Aboveground Tanks” and shall include the features listed below.

5.2.2

Tanks shall be constructed not requiring any internal bracing or stiffening.




At least one 24 inch shell manhole shall be installed on top of all tanks. Two compartment tanks or tanks in excess of 24 feet overall length shall have two manholes fitted.

5.2.4

Tanks shall be installed on steel or concrete cradles at an angle to give a minimum bottom slope of 1 in 30 to a sump at one end. A reinforcing plate twice the width of the cradle shall be installed at each cradle point.

5.2.5

A low point sump approximately 10 inches (250mm) in diameter and 8 inches (200mm) deep with a cone down or dished bottom shall be installed at one end of the tank. A one inch (25mm) pipe nipple shall be welded to the sump bottom at the lowest point for connection of a sample line.

5.2.6

Separate inlet and outlet connections shall be installed.

5.2.7

The inlet line shall be at the high end, positioned parallel to and on the tank bottom, directed toward the low end sump to provide a washing action.

5.2.8

The discharge line for floating suction attachment shall be located such that the suction is near the high end of the tank.

5.2.9

Tanks shall be built so that plate joints shall not provide pockets for retention of water and dirt. Welding beads on the internal bottom seams protruding above the tank plate shall be ground smooth over an area extending 30 cm on either side of the center line of the tank bottom.

5.2.10 Reinforcing rings, if required, shall be installed on the outside of the tank. 5.2.11 Tanks shall be fitted with floating suction assemblies in accordance with CTGA 2.3. 5.2.12 Tanks shall be fully lined with an epoxy coating in accordance with CTGA 2.5. 5.2.13 Normal and emergency venting shall be in accordance with API Specification 2000 and CTGA 2.2. 5.2.14 All tanks used for Avgas/Jet B storage shall include slotted gauge wells. 5.2.15 An easily opened hatch of approximately 8 inches (200mm) diameter shall be provided in each top manway of each tank for tank sighting. The manway skirt should be as short as possible to facilitate tank inspection through the hatch.

5.3

HORIZONTAL BELOW GROUND TANKS




5.3.1

Horizontal underground tanks may be of steel or fiberglass construction. Steel tanks shall be constructed in accordance with Underwriters Laboratories Inc. Standard U.L. 58. Fiberglass tanks shall meet the requirements of NFPA 30 and bear the applicable U.L. label.

5.3.2

Tanks shall be installed in accordance with the requirements of API Bulletin 1615 "Installation of Underground Petroleum Storage Tanks" and NFPA 30.

5.3.3

Tanks shall be constructed with dished convex heads not requiring any internal bracing or stiffening.

5.3.4

At least one 24 inch (600mm) shell manhole shall be installed on the top of all tanks. Two compartment tanks or tanks in excess of 24 feet overall length shall have two manholes fitted.

5.3.5

A low point sump approximately 10 inches in (250mm) diameter and 8 inches (200mm) deep with a cone down or dished bottom shall be installed at one end of the tank. The tank shall be installed with a minimum bottom slope to the sump of 1 in 30.

5.3.6

Separate inlet and outlet connections shall be installed.

5.3.7

The inlet line shall be at the high end, positioned parallel to and on the tank bottom, directed toward the low end sump to provide a washing action.

5.3.8

The discharge line for floating suction attachment shall be located such that the suction is near the high end of the tank.

5.3.9

Tanks shall be built so that plate joints shall not provide pockets for retention of water and dirt. Welding beads on the internal bottom seams protruding above the tank plate shall be ground smooth over an area extending 30 cm on either side of the center line of the tank bottom.

5.3.10 Reinforcing rings, if required, shall be installed on the outside of the tank. 5.3.11 Tanks shall be fitted with floating suction assemblies in accordance with CTGA 2.3. Steel tanks shall be fully lined with an epoxy coating in accordance with CTGA 2.5 5.3.12 Normal and emergency venting shall be in accordance with API Specification 2000 and CTGA 2.2. 5.3.13 All tanks used for Avgas/Jet B storage shall include slotted gauge wells. 5.3.14 An easily opened hatch of approximately 8 inches (200mm) diameter shall be provided in each top manway of each tank, for tank sighting. The Date of Issue: June 2004 Revision Number: Original Issue


Global Aviation –Equipment Specifications Manual manway skirt should be as short as possible to facilitate tank inspection through the hatch. 5.3.15 A one inch (25mm) nominal bore stainless steel sample line shall be installed in the tank sump approximately one inch (25mm) above the sump floor and extend to a pipe flange on the tank top. A semi-rotary or diaphragm pump shall be installed above ground level for drawing sump samples. 5.3.16 All buried steel tanks shall be coated externally with a suitable protective coating system. The primary function of a coating system is to establish a permanent barrier between the tank and its environment. The more common protective coatings for buried tanks are coal tar enamels, hot applied mastics and cold applied mastics. Experience has shown that coal tar coatings meet the requirements for most environments normally encountered. The ability of a coating to perform is a function of application, chemical, electrical and physical properties; accordingly a coating should have: (a)

Good dielectric strength to assure high electrical resistance;

(b)

Resistance to moisture absorption;

(c)

Resistance to water vapor transmission;

(d)

The ability to withstand physical damage from impact and abrasion during installation;

(e)

The ability to resist deformation from soil stresses generated during expansion and contraction of soil;

(f)

Ease of application;

(g)

Resistance to environmental contaminants;

(h)

Strong and permanent adhesion to the tank surface.

The coating shall be compatible with the alkaline environment associated with cathodic protection. Several protective coatings have been formulated, each of which may not exhibit all of the desired properties required for optimum service in a specific environment. To assist in the evaluation of coating materials, standardized procedures have been provided by ASTM and NACE which Date of Issue: June 2004 Revision Number: Original Issue


Global Aviation –Equipment Specifications Manual provide criteria for qualifying coating material. All factors that influence the effectiveness and performance of a coating shall be evaluated fully before making a final decision.

6.0 STAIRS, LADDERS AND WALKWAYS 6.1

Access to the tops of tanks may be provided by circular stairs, straight stairs and ladders, or crosswalks from existing tanks. Where distances and the types of tanks permit, a crosswalk from one tank to the other is the preferred means of access. Construction details shall conform to Safety In Design requirements. See attached link. http://techstds.ric100.chevrontexaco.net/Tech_standards/Specialt/Sid/TOCfwrd.pdf Note: There must be at least two sets of stairs (one on each end tank) when two or more tanks are connected by crosswalks.

6.2

Stair treads shall be of steel grating or proprietary tread-safe plate. Design and construction shall be in accordance with standard practice.

6.3

Railings must be provided wherever it is necessary for people to walk on tanks in the course of ordinary operation.

7.0 TANK LOCATION AND SPACING The location of tanks with relation to other tanks, buildings, property lines, etc. shall be in accordance with NFPA 30 or local regulations, whichever are more stringent.

8.0 CONTROL SPILLAGE Dikes for retention of spillage from tanks shall be in accordance with the requirements of NFPA 30 or local regulations, whichever are more stringent.

9.0 TANK CALIBRATION All tanks shall be calibrated in accordance with API Standard MPMS (Manual of Petroleum Measurement Standard) 2.2A (tank strapping method) or 2.2B (optical reference line method).

10.0 SUB-SURFACE FOAM INJECTION 10.1

Foam injection system, where required, shall comply with current ChevronTexaco standards and any local statutory regulations.




10.2

No galvanized pipework shall be permitted downstream of the check valve; such pipework shall be lined internally with an approved epoxy coating in accordance with CTGA 2.5.

10.3

A test point is required between the Rupture Disk and non-return valve (NRV) to permit periodic checks to ensure that there is no fuel passing the NRV and no water or foam passing the rupture disk.

10.4

The spectacle blind or other positive isolation (twin seal valve) is necessary to ensure there will be no contamination of product during testing; a gate valve at the tank shell is not adequate for this purpose.




APPENDIX A TANKS FOR HAZARDOUS PRODUCTS (JET B AND AVGAS) At normal storage temperatures, certain products will emit vapors to create an air-vapor mixture in the tank vapor space that can be in the explosive range. Products generally in this classification have a flash point of 100oF (38oC) and less and a Reid vapor pressure of 4.5 psi and less; Jet B falls within this category. Products having a flash point above 100oF (38oC) and Reid vapor pressure of less than 4.5 psi are normally handled at temperatures well below their flash point where the vapors emitted are too lean to ignite. Jet A and Jet A-1 fall within this category. Products having a flash point below 100oF (38oC) and a Reid vapor pressure of above 4.5 psi, such as aviation gasoline’s generally emit vapors too rich to ignite. In the event of any question regarding any product, ChevronTexaco Global Aviation Operations is to be consulted. If an explosive mixture in the tank vapor space should ignite, a violent explosion would result. The chief source of ignition is static electricity. Agitation of product in a tank generates an electrostatic charge which accumulates on the surface of the product. Depending on the conductivity of the product and the degree of agitation, the surface charge can bleed off to the tank shell as fast as it is generated. Under some conditions, however, the charge can build up faster than it can bleed off and, when the potential becomes sufficient, a spark will jump from the surface of the product to the metal of the tank. Conditions are frequently at a critical point where a spark will jump to a hand gauge tape, thieving device or any other object admitted into the vapor space. Such sparks can be of sufficient intensity to ignite an explosive vapor mixture. Avgas/Jet B can be handled with safety by (1) eliminating tank vapor space and (2) eliminating all sources of ignition. In addition, a safety measure to be strictly enforced is that no person is to be permitted on a tank containing a hazardous product until filling or withdrawal of product has been stopped and product is quiescent (at least 30 minutes). Tanks with internal Floating roofs are to be used generally for Avgas/Jet B. Internal floating roofs shall be double deck or annular pontoon roofs (see Appendix D) Standard vertical tanks with cone roofs and horizontal tanks may be used but each instance must have approval from Aviation Operations and each tank must be equipped with the appurtenances discussed below.




Appurtenances for tanks with hazardous products Each tank used for Avgas/Jet B must have the following equipment: Inlet Nozzle Diffuser: To minimize agitation, the velocity of product entering the tank must be limited to 3 feet per second or less. This may be accomplished by properly sizing the tank inlet nozzle but it is generally more economical to install a diffuser funnel as shown in Appendix B. Tank Vents: Air admitted into a tank through the inlet nozzle, in advance of or with the incoming product, will bubble up through the product and generate an electrostatic charge. Normal operations will generally not require use of air eliminators but, if conditions prevail that admit amounts of air into the system, a properly sized air eliminator is to be installed. Automatic Tank Gauge: Each tank is to be equipped with an automatic tank gauge to minimize the need for hand gauging. Slotted Gauge Well: Facilities for hand gauging or thieving from the top of tanks shall include (nonferrous aluminum/stainless steel for Avgas) slotted gauge wells. Thermal Relief: No piping is to be permitted that will form an "overshot line" (permit product to fall freely from top of tank to liquid surface). A thermal relief line that discharges into the shell nozzle is the only type that will be used. See Appendix F. Tank Stairs and Crosswalks: Access to the tops of tanks used for hazardous products should be limited to the minimum needed for periodic inspection of breather valves and other appurtenances. To the degree practical, stairs and crosswalks for adjacent tanks for other products should be arranged in such a manner that the operator does not have to go onto or across the tanks used for hazardous products. Internal floating roof or Pressure safety vacuum fittings- this will control the vapors from leaving the tank. Floating suction and floating suction indicator Deep sump Sloped bottom to tank low point.




APPENDIX B INLET NOZZLE DIFFUSER FOR JET FUEL AND AVGAS










APPENDIX C - Jet Tank Design –Vertical Tanks




APPENDIX C - Jet Tank Design –Vertical Tanks (Continued)




APPENDIX D AVGAS- Tank Design - Vertical tanks -External floating roof with dome




APPENDIX D AVGAS- Tank Design - Vertical tanks-Cone roof with internal floating roof




APPENDIX D AVGAS- Tank Design - Vertical tanks- Nozzle orientation




APPENDIX D AVGAS-small tank design Vertical




APPENDIX E - Avgas Internal Floating roof




APPENDIX F - Thermal relief for tanks




SECTION 2 TABLE OF CONTENTS

2.0

TANK APPURTENANCES 2.1

VALVES

2.2

TANK VENTS

2.3

TANK FLOATING SUCTIONS

2.4

FAST FLUSH FACILITIES

2.5

INTERNAL COATINGS


Table of Contents Section 2 Page 1

Global Aviation – Equipment Specifications Manual

CTGA SPECIFICATION 2.1 – SELECTION OF VALVES 1.0 GENERAL 1.1

This specification provides guidelines for the selection of valves in aviation service fuelling systems.

1.2

All valves used shall comply with the requirements of the relevant API Specification.

1.3

The class of valves used by ChevronTexaco in their aviation fuelling systems and equipment are generally (a) class 150 which have a maximum working pressure rating of 275 psi and (b) class 300 which have a maximum working pressure rating of 720 psi. The class designations are the same rating designations for ANSI B16.5. Class 600 valves, under special circumstances, may be used underground in hydrant systems.

1.4

Hardened 12% chromium steel is the most widely available and acceptable material for stems, seats and discs and should be specified when ordering valves.

1.5

Packing material should be compatible with the service of aviation fuel. Teflon packing should not be used because it is not fire resistant; however, in some applications, Teflon may be used as a valve seat for soft seat valves.

1.6

Valve seals and “O” rings should either be of Viton A or Buna N.

1.7

Bronze or brass material shall not be used for sleeves, drive nuts, sleeve nuts and gland followers.

1.8

Reference should be made to manufacturer’s recommended practice when overhauling valves.

2.0 REFERENCE PUBLICATIONS API STD. 599 − Steel and Ductile Iron Plug Valves API STD. 600 − Steel Gate Valves API STD. 609 − Butterfly Valves API SPEC. 6D − Pipeline Valves ANSI/ASME B-16.5 - Pipe Flanges and Flanged Fittings

3.0 TYPES OF VALVES


Selection of Valves CTGA 2.1 Page 1

Global Aviation – Equipment Specifications Manual There are many types of valves in common use. The general use and broad description of various types of valves used by ChevronTexaco in its aviation fuel systems and equipment are discussed below. 3.1

GATE VALVES Gate valves are available as rising stem or non-rising stem. Only rising stem cast steel body gate valves with an outside screw and yoke (OS&Y) are to be used in aviation service. These valves have the advantage of being self-indicating as the stem, when the valve is open, projects above the stationary hand-wheel and one can readily see whether the valve is open or closed. Further, the design isolates the thread from the fluid, reducing galling and thread corrosion. Non-rising stem gate valves are not self-indicating and should not be used. Gate valves are preferred for open and shut applications. The valves, however, are more prone to leak than other shut-off type valves. They are not suitable for throttling service. Gate valves offer considerably lower resistance to flow than other type valves and are preferred for general use because of their low-pressure drop characteristics, general ruggedness and simplicity. Steel valves shall be used on storage tanks and where the valve location is exposed to mechanical hazards.

3.2

BUTTERFLY VALVES Butterfly valves are economically attractive in flanged piping compared to gate valves. Wafer-type butterfly valves which have only a short cylindrical body with no separate flange ends are normally installed between two (2) piping flanges. Wafer-type butterfly valves have been extensively used in dispensing equipment and experience with these valves has been most satisfactory in spite of their limitations which include:

3.3

(a)

overbolting can be a problem on butterfly valves which have an elastomer liner extending over both faces and the body to act as both gasket and seat. If overbolted or subject to line movement, the liner can bulge into the valve cavity, making the valve disc difficult or impossible to operate;

(b)

leakage can be caused if the flanges become misaligned.

DOUBLE BLOCK AND BLEED VALVES These valves are used where effective, positive product isolation is required. Most of these valves make use of elastomer seals backing up the metal-to-metal seal on both faces of the gate. The block and bleed valve provides an upstream seal, downstream seal and a bleed point between them thus it can replace the typical “Jack Spool” arrangement of two (2) valves plus a removable spool piece and a drain. When the valve is closed, the



Global Aviation – Equipment Specifications Manual sealing segments are wedged tightly between plug and body bore, metal-to-metal. The resilient seal material is compressed safely into a recessed groove. The bleed should be automatic in all aviation applications to eliminate the possibility of human error in forgetting to open (and close) the bleed; automatic operations also prevents thermal pressure from building up and damaging seals. However, given that a bleed can block, there should be a visual or electronic alerting system for pressure build up which may be caused by a valve leak. Some valve manufacturers may also require a thermal pressure relief valve in the valve body to protect valve seals. Note: Environmental considerations will usually require some form of collection system for any product lost from the bleed. 3.4

GLOBE VALVES These valves are primarily used for throttling or flow control service.

3.5

LUBRICATED PLUG VALVES These valves are used in rapid open and shut operations. Although these valves provide a more positive shut-off than gate valves, they are not recommended for aviation fuel service, since the lubricant required for their effective operation may contaminate the fuel. Where tightness is essential and lubricated plug valves must be installed temporarily, an approved non-soluble (in aviation fuel) lubricant should be used and applied sparingly.

3.6

BALL VALVES These valves are used in open and shut applications. These valves are easy to operate and are preferred when rapid operation is desirable. They are not to be used for throttling because of potential stem leakage.




CTGA SPECIFICATION 2.2 – TANK VENTS 1.0 GENERAL 1.1

This specification provides guidelines for selection and installation of venting devices for aviation fuel storage tanks.

1.2

Storage tanks must be fitted with adequate venting devices to protect the tank from excess pressure and vacuum buildup under the following conditions: (a)

inbreathing due to outflow of product from the tank, atmospheric temperature decreases and rapid cooling of the tank air space due to rain showers;

(b)

outbreathing due to both inflow of product to the tank and atmospheric temperature increases;

(c)

outbreathing due to fire exposure (emergency venting).


API Standard 2000, “Venting Atmospheric and Low Pressure Storage Tanks”.

2.2

API Standard 650, “Welded Steel Tank for Oil Storage”.

2.3

NFPA 30, “Flammable and Combustible Liquids Code”.

3.0 VENT CAPACITY 3.1

API Standard 2000 “Venting of Atmospheric and Low Pressure Storage Tanks” shall be used as the minimum standard for calculating required normal and emergency venting capacity. API 2000 Section 1 covers the following: (a)

determination of venting requirements;

(b)

normal venting capacity requirements: − inbreathing − outbreathing,

(c)

emergency venting capacity requirements;


Tank Vents CTGA 2.2 Page 1

Global Aviation – Equipment Specifications Manual (d)

means of venting: − normal vents, − emergency vents, − vent discharge and

(e) 3.2

testing of venting devices.

Vent manufacturers’ data sheets should be consulted to choose vent devices matching the required capacity calculated in accordance with API 2000; however in no case should vents or vent lines be smaller than three inches (3″) (150mm).

4.0 NORMAL VENTING 4.1

Pressure/Vacuum vents shall be used for Jet B and Avgas storage tanks. Free vent devices are preferred for Jet A-1 tanks. Note: Free vents should be used for Jet A-1 for quality control reasons; free vents allow water which may be coming out of solution to go to the atmosphere rather than accumulate in the tank.

4.2

Pressure/Vacuum (P/V) Vents: The prime purpose of P/V vents is conservation of product. By keeping volatile products under pressure, evaporation losses are reduced. The pressure which may be applied to the product will depend on tank design. Small tanks can generally withstand higher internal pressures than large tanks. Conversely, smaller tanks with unsupported cone roofs can withstand less vacuum than large tanks with roofs supported on rafters.

4.3

Recommended pressure settings to allow the pallets to start to open are as follows: PRESSURE

4.4

VACUUM

SMALL TANKS (Under 16’ feet Diameter)

1.75 oz./sq. in. (3″ water)

½ oz./sq. in. (.865″ water)

LARGE TANKS (16’ feet Diameter and Over)

½ oz./sq. in. (.865″ water)

7/8 oz./sq. in. (1-½″ water)

The above denotes the actual total loading in psi (including weight of pallet) desired and it is intended the pallets start to open when internal tank pressures reach these values. The pressure at which a pallet will be wide open will vary from one and one-half to two (1½ to 2) times the pressure setting depending on the make and design of the valve. Due to the different operating characteristics of the different makes and types of valves, it is therefore necessary that the manufacturers determine the actual weight or loading to be placed on the pallets to comply.




4.5

Free Vents: The simplest form of free vent comprises a U-shaped pipe section inverted with a wire screen to exclude insects, etc. Proprietary free vents with rain hoods and gauze screens are available for larger vertical tanks. Adequate attention must be given to exclusion of rain water from the tank. The wire screen should have four (4) holes per inch.

4.6

Vent Filters: Due to the quality requirements to minimize the amount of particulate matter entering aviation tanks, filters may be required on vents. Cartridge air filters have been installed successfully in locally prefabricated housings. On smaller tanks, large automotive air filters have also proved to be successful. Care must be taken in selecting filters to ensure that the breathing capacity in CFM is compatible with the breathing capacity with the vent used, assuming negligible differential pressure across the filter. If not inherent in the design of the filter, emergency relief should be provided to safeguard against filter blockage causing excessive pressure or vacuum in the tank.

5.0 EMERGENCY VENTING 5.1

API Standard 650 for new welded tanks specifies details of a weak roof attachment for cone roof tanks which is intended to fail preferentially to any other joint and relieve any excessive internal pressure.

5.2

All other above ground tanks shall be fitted with emergency vents. An economical means of providing emergency venting is the installation of emergency vent manhole covers. These are available to fit standard API 20″ inch and 24″ inch roof manholes and are adjustable to relieve pressure from approximately 0.6 oz./sq.in. to 6.0 ozs./sq.in. Preferably, they should be set at ½ oz./sq.in. above the normal vent pressure setting. In the case of freely vented tanks the lowest pressure setting available shall be used. Other emergency vents available include hinged hatches which are spring loaded to open and held in the closed position by a light pin which shears in an over-pressure condition. Others are held closed by magnetic latches.

6.0 VENT DISCHARGE 6.1

Vent discharge pipes for underground tanks shall be sized, located and arranged in accordance with NFPA 30.




CTGA SPECIFICATION 2.3 – TANK FLOATING SUCTIONS 1.0 GENERAL DESCRIPTION 1.1

This specification provides guidelines for selection and installation of Floating Suctions for use in aviation fuel storage tanks.

1.2

Floating suction assemblies basically consist of a hinged suction arm suspended from floats so that withdrawal is made from near the top surface of product, thereby reducing the possibility of contamination of the fuel by water and particulate matter. A mechanical stop is provided to limit downward travel of the suction arm so that any sediment or water on the tank floor cannot be drawn into the suction line.

1.3

Twin floating suctions are sometimes used when flow rate from older tanks needs to be increased; twin suctions can be inserted into the tank via existing manways whereas a larger single suction may be too big.

2.0 REQUIREMENT 2.1

Floating suctions shall be installed on all aviation fuel storage tanks at airport depots and at refineries and terminals which supply directly to airport depots. The use of floating suctions is highly desirable on all tanks in aviation fuel service.

3.0 GENERAL DESIGN FEATURES 3.1

Floating suctions are available as complete assemblies from approved suppliers. When specifying floating suctions, the following design features should be included: (a)

floats should be of aluminum or stainless steel and shall be injection filled with urethane foam. Floats shall be pressure tested after sealing;

(b)

suction pipe shall be aluminum or fully epoxy coated carbon steel. Epoxy coatings shall conform to MIL. SPEC. C-4556E latest issue;

(c)

swivel joints shall be double row ball bearing type incorporating twin VITON seals. The ball races shall be permanently pre-lubricated with a grease which is not soluble in aviation fuel and which shall be retained between the seals to prevent contamination of the fuel. Teflon lubricant is preferred;

(d)

the suction nozzle shall be of a conical, bellmouth design to reduce inlet velocity and shall incorporate an anti-vortex plate. The nozzle shall be connected to the suction arm with a 90° downward facing elbow;


Tank Floating Suctions CTGA 2.3 Page 1


(e) (f)

Appendices A & B illustrate the preferred suction installation for vertical and horizontal tanks; a rest shall be installed in order to limit downward travel of the arm and break suction at a specified height above the floor level of the tank. The rest may consist of a U-shaped foot attached to the suction bellmouth or a tubular steel support arch, welded to the tank floor. The height of the suction break point should be approximately 9 inches (225mm) above the tank floor for horizontal tanks, and 18 inches (450mm) above the tank floor for vertical tanks and design should be such that the suction arm is close to horizontal in the rest position with a slight fall towards the nozzle.

4.0 FLOTATION INDICATOR 4.1

Each floating suction shall be fitted with a means to check buoyancy.

4.2

The simplest method is the connection of a stainless steel check cable between the floating arm and a roof top hatch. The drawbacks with this system are that to check buoyancy a hatch must be opened with the possibility of contamination entering the tank and there is the possibility of the slack check cable becoming snagged on the suction arm or floats thus restricting downward travel of the arm. The latter can be overcome by running the cable through a pulley block at the hatch and suspending a weight from the free end to maintain a light tension on the cable.

4.3

The preferred method for vertical tanks is to specify an external indicator. These are commercially available for small tank installations and can be fabricated for larger tanks using cable drive accessories designed for automatic tank gauging.

4.4

Indicators for floating suctions installed under floating pans, shall be of the external indicating type. The indicator cable shall be attached to the suction arm close to the swivel to minimize lateral movement of the cable. The cable shall pass through a seal plate in the floating pan of the type used for anti-rotational cables. The indicator cable must be externally weighted or spring retained so as to be under slight tension at all times.

5.0 BONDING 5.1

All parts of floating suctions shall be bonded together and to the tank shell such that electrical resistance between any part of the assembly and the tank shell shall not exceed 10,000 ohms. Particular attention should be paid to flotation indicator cables and to floats which may come into contact with the tank roof or floating pan.

6.0 THEORETICAL HEAD LOSS Date of Issue: June 2004 Revision Number: Original Issue


Global Aviation – Equipment Specifications Manual 6.1

The theoretical suction head loss for floating suctions will depend on the product type, size of the bellmouth, size and length of suction arm pipework and number and type of swivels. Potential suppliers should be requested to supply head loss data. The total head loss from bellmouth through to tank nozzle should be limited to two feet (2’) of product at system design flow rate.




FLOATING SUCTIONS FOR HORIZONTAL ABOVE & BELOW GROUND TANKS

Legend Key No. 1 2 3 4 5

Description Bellmouth and Baffle Float, Stainless Steel Flanged Swing Joint Vertical Drop Tube Inspection Cable







CTGA SPECIFICATION 2.4 – FAST FLUSH FACILITIES 1.0 GENERAL 1.1

Aviation tanks are considered in critical service and must maintain a high quality of product in order to meet stringent safety requirements prior to fuel loading on the aircraft. Contaminated fuel, water and particulate must not be allowed to progress downstream from each storage tank in the supply chain and reach the aircraft! Although procedures are in place that provide for proper filtration and product sampling prior to aircraft fueling, the accumulation of a sludge/sediment/water layer on the tank bottom can compromise the integrity of the product and, potentially, the downstream filtration systems. First, tank integrity is affected due to the corrosive nature of the water/sludge material. Second, downstream filtration efficiency can be affected by the potential transfer of the layer of corrosive products, water, solids and microorganisms.

Implementing a proper water draw program greatly reduces the likelihood of this contamination. Under most circumstances, water, and particulate can be removed through the water draw-off sump valve. This procedure works well as long as the sump is located at the lowest level of the tank bottom and the water draw equipment operates properly. Another critical element of the process is to rigorously follow the water draw procedures (frequency, duration) and have well trained personnel. Bottom sediment and water that cannot be removed from the sump during normal water draw-offs must be removed during regular cleaning cycles with the tank out of service This specification details the guidelines for construction and installation of fastflush sampling systems on vertical above ground tanks used for storing aviation fuel. 1.2

Fast-flush sampling systems shall be installed on large vertical storage tanks to enable bottom samples to be drawn from the tank in sufficient quantity and at sufficient velocity to flush the maximum amount of water and particulate matter from the tank floor and to concentrate these contaminants in a receiving vessel for examination and disposal. Fast-flush systems also allow the complete draining of tank bottom water without any loss of product. The system basically consists of sampling pipework leading from the centre sump of a cone down tank bottom or other low points within a storage tank to an appropriately sized receiving vessel where the samples can be examined and contaminated product subsequently withdrawn. A return pump and line are provided to return clean product to the storage tank inlet.

1.3

Appendix A illustrates typical installation of fast-flush system.


Fast-Flush Facilities CTGA 2.4 Page 1


2.0 REQUIREMENT 2.1

Fast-flush facilities are not required on small vertical storage tanks which meet all of the following criteria: (a)

capacity less than 30,000 USG (113,500/litres);

(b)

diameter less than 20 feet (six (6) meters);

(c)

cone roof, cone down bottom with a floor slope to the water drawoff sump of at least one (1) in 30;

(d)

fully lined internally with an approved epoxy coating;

however, an effective sampling connection to the sump is required. 2.2

All other vertical storage tanks shall have fast-flush facilities installed.

2.3

Fast-flush facilities are not required for horizontal tanks. If they meet all of the following conditions: (a) They are sloped to a low point drain (b) The tank is fully internally epoxy lined (c) An effective sampling connection to the sump is required. The sampling line needs to be at least 1” (25 mm) diameter. The sampling line needs to be installed coming from the bottom of the sump reservoir.

3.0 RECEIVING VESSEL SIZE SELECTION 3.1

The basic size of sample receiving vessel (fast-flush tank) shall be 200 litres. This size is sufficient for airport tanks up to 5,000 barrels capacity with a bottom slope to the sampling point of at least one (1) in 30 and which are supplied via a filter separator.

3.2

The chart below is a guide for sizing fast-flush tanks for different sized and shaped terminal storage tanks supplied by other methods. The multiplication factors may be used to calculate the recommended size of fast-flush tank. 200 litres is usually sufficient for an airport tank of any size. CRITERIA Tank Capacity


CONDITION

FACTOR

800-5,000 bbl. 5,000-20,000 bbl. Over 20,000 bbl.

:X1 :X1.5 :X2 Fast-Flush Facilities CTGA 2.4 Page 2

Global Aviation – Equipment Specifications Manual CRITERIA Supply Method

Bottom Slope To Main Tank Sample Point:-

3.3

CONDITION Dedicated Pipeline with Filter Separator Dedicated Pipeline, Unfiltered Marine Delivery, Dedicated Pipeline Marine Delivery, White Products Line Marine Delivery, White Products Line (water interface) Refinery Run-Down Tank

FACTOR :X1 :X1.5 :X3 :X4

1 in 30 or Greater

:X1

1 in 30 to 1 in 60

:X1.5

Less Than 1 in 60

:X2.0

:X6 :X3

Example: A 25,000 bbl. storage tank with a flat bottom supplied by marine transport through a dedicated Jet A-1 line: Basic X tank size factor X supply factor X floor factor 200 X 2 X 3 X 2 = 2,400 litre fast-flush tank required

3.4

The above is only a guide. Local experience may indicate that fast-flush tanks should be larger or smaller. For example, at airport depots where experience has shown that very little water or sediment is present in tank sumps, 200 litres is nearly always sufficient regardless of tank size. Conversely, at marine terminals where water interfaces are taken into the tanks, larger flush tanks may be required.

3.5

When retrofitting fast-flush systems on flat bottom tanks in service, the tank floor must be checked and, where more than one low point is evident, sample lines should be installed at each of these points. In such cases, it may be more practical to install two (2) fast-flush tanks of smaller size, being supplied from separate low points.

4.0 SAMPLE LINE 4.1

The sample line shall extend from a central point in the storage tank sump approximately one (1) pipe diameter above the sump floor, through the tank wall, via an isolation gate valve and throttling ball valve to the fast-flush tank. Where possible, the sample line should be continuously sloped towards the sample tank to improve drainage.

4.2

The sample line shall enter the flush tank on the side immediately above the Vcone bottom, and terminate in an elbow angled to direct the product stream around the vessel wall and slightly downwards in order to create a swirl and concentrate the heavier contaminants in the central sump of the vessel.




Sample lines to fast-flush tank systems shall be stainless steel or internally epoxy coated carbon steel.

4.4

Recommended nominal internal diameters of sample lines shall be as follows: Fast-Flush Tank Size 200-2,000/litres Above 2,000/litres

4.5

Pipe Diameter 2″ (50mm) 3″ (75mm)

It is essential that the sample line is of constant diameter from the main tank sump to the fast flush inlet; otherwise, although there may be an impressive velocity and swirl at the fast flush tank inlet, movement of product in the sump will be sluggish and not pick up much water or sediment.

5.0 SAMPLE TANK CONSTRUCTION 5.1

Sampling tanks shall be constructed in accordance with the requirements of CTGA 1 and feature a cone down bottom with a slope towards the center sump of at least one (1) in 30; much steeper angles (as much as 45 degrees) are preferred.

5.2

Tanks shall be fully internally lined with an approved epoxy coating or constructed of aluminum or stainless steel.

5.3

The following tank appurtenances shall be fitted: (a)

a visual level indicator / sight glass tube;

(b)

a hinged roof manway for access to inspect and clean the tank. On smaller tanks the complete top cover should be removable. All tanks should be easy to inspect; those with very heavy or bolted down covers should include an eight inch (8”) inspection hatch in the lid;

(c)

A stainless steel drain line of one inch (1″) (25mm) diameter from the tank center sump, terminating in a spring loaded ball valve (Apollo Type), which acts as a deadman, and cap (there must be sufficient space below the drain valve to allow placing a five (5) gallon pail under it for drawing samples);

(d)

a sample point for obtaining running samples from the fast-flush line;

(e)

a return line from the lowest point in the tank.

6.0 PRODUCT RETURN PUMP 6.1

An electric or air-driven product pump shall be installed to return clean, sampled product to the storage tank inlet line. The pump should be of sufficient capacity to enable return of the complete contents of the sampling tank within approximately 10 minutes.




6.2

On larger fast-flush systems, there may not always be sufficient storage tank head pressure to create a high velocity sample rate or the product level may sometimes be below the sample tank height and gravity sampling cannot be used. In these cases, the return pump should be installed with pipework allowing it to also be used to pump product from the storage tank sump into the fast-flush tank.

7.0 RETURN LINE 7.1

Clean product must not be returned to storage via the sample line. It should be returned to the storage tank inlet line or a separate tank inlet installed for this purpose.

7.2

A check valve shall be installed in the return line.

7.3

Isolation blind shall be installed in the supply and return lines. This will allow proper isolation of equipment prior to performing maintenance work.

8.0 RETURN FILTER MONITOR 8.1

A filter monitor should be installed in the return line to prevent any water or particulates from re-entering the storage tanks.

9.0 WATER AND OTHER CONTAMINANTS 9.1

Water and other containments must be drained to the oily water separator and discharged in an approved manner acceptable with local and company regulations.

10.0 TIMING FOR IMPLEMENTATION 10.1

Timing for compliance should be within the next aviation inspection cycle. If a facility does not currently have a fast flush system or does not qualify for the exemptions currently outlined in this document then the operator needs to propose an installation time frame to CTGA Manager of Product Quality and Manager of Airport Operations to gain agreement on the installation date of the fast flush system.

11.0 EXEMPTIONS 11.1

Exemptions need to be requested in writing and need to follow a documented Management of Change process. Exemptions can only be approved by the Manager of Product Quality and Manager of Airport Operations.



Global Aviation – Equipment Specifications Manual APPENDIX – A




CTGA SPECIFICATION 2.5 – INTERNAL COATINGS 1.0 GENERAL 1.1

This specification outlines the requirements for selection, surface preparation and application of internal coatings for tanks, pipelines and ancillary equipment in aviation fuel service.

1.2

Internal corrosion makes the use of unlined carbon steel pipes and tanks unsatisfactory for storage and transportation of aviation gasolines, turbine fuels or water/methanol mixtures. Corrosion inside a tank or along the walls of a pipeline is caused by the action of moisture suspended in the fuels being stored or transported. Since there is the danger of discolouration and contamination of the product due to particulate matter formed from metal corrosion, organic epoxy coatings shall be applied. These coatings prevent steel from corroding and consequently contamination of product.

1.3

However, unlined transportation pipelines of "pickled" black steel may have benefits provided they are expected to be used frequently (at least every two days) and with product velocity of at least 7 feet per second (2.1 metres per second). Benefits include substantially lower initial cost and no concerns with lining deterioration. Experience has shown that such lines do not generate excessive particulate matter.

1.4

The following information should be reviewed with potential suppliers and contractors prior to commencement of work.

1.5

Regardless of the coating (or use of pickled black steel), thorough flushing of the line is required as part of the commissioning process (refer CTGA 3.1).


Steel Structures Painting Council Surface Preparation Specifications (SSPC No. 5)

2.2

U.S. Military Specification MIL-C-4556E (or later issue) and its associated Qualified Products List.

3.0 SURFACE PREPARATION 3.1

Proper surface preparation is essential to a successful, long lasting coating job. This requires abrasive blasting to white metal. The surface to which the organic epoxy coating is to be applied shall not be less than Steel Structures Painting Counsel Specification SSPC No. 5 (white metal blast). The anchor pattern shall be as called for by the coating manufacturer or approximately 20% of the final dry


Internal Coatings CTGA 2.5 Page 1

Global Aviation –Equipment Specifications Manual film thickness of the coating system. Anything less than this could lead to early coating failure. 3.2

Alternate specifications for blasting to white metal are U.S. National Association of Corrosion Engineers NACE No. 1 or British Standard BS 7079.

3.3

Pickled steel requires especially careful preparation; therefore full material specifications are essential in determining procedures to be followed. Commercial pickling is sometimes used to facilitate forming prior to fabrication and to remove mill scale. Often times this process leaves a contaminant of sulfates on the steel and, unless careful blasting to white metal is done, some contaminants could remain and ruin the coating application. A check should be made after blasting to see if any contamination remains.

3.4

After blasting, all surfaces shall be cleared of foreign material and blown free of dust before coating. After coating solvent in pipes or tanks has evaporated from the applied area, end caps shall be fitted on to pipes and manholes on tanks in order to keep out dust and dirt.

4.0 CAUSES OF FAILURES 4.1

Often, a contractor will use local sand because of the expense or time involved in obtaining proper abrasives which have to be shipped into the area. Some contractors may try to use common “river bottom” type sand that does not have the correct sharpness and may contain clay inclusions. Another common error is to reuse abrasive material when a contaminated surface is blasted. The surface may appear clean; however, under microscopic examination small inclusions will be detected which will not allow proper bonding of the coating. Timing is also critical. Steel begins to corrode as soon as it is exposed to air. Therefore specified times between completion of blasting of each piece of a surface and application of the first coat of paint to that surface must observed.

4.2

Air pressure of 80 psi or less will not produce proper patterns on the steel. When a pitted surface is to be coated, unless the blast hits pits from all angles, the corrosion will remain causing subsequent blistering of the coating. Many surfaces can be contaminated after proper blasting by foreign material - even a fingerprint, for example. The fingerprint will not be noticed until the coating has been applied and seen service. Coating failures can also be caused after application by improper cleaning of the surface such as the application of a solvent to which the organic epoxy coating is not resistant. Finally, most coating failures are caused by improper application of the materials, use of the wrong primer, improper dilution for spraying, use of wrong spray technique or excessive time between blasting and coating. Contractors experienced in this type of coating application should be used.

5.0 COATING SPECIFICATIONS 5.1

Internal coatings shall be shop or field applied and should be of a generic type consisting of a two (2) component glossy amine (organic) cured epoxy resin



Global Aviation –Equipment Specifications Manual coating system. The coating system should be of the bisphenol type, comprising a pigment primer and finish coat of contrasting colours and shall meet the requirements of U.S. Military Specification MIL-C-4556E (or later issue). Other coatings may be approved – refer paragraph 7.0. The welding burnback area for the recommended API grade 5L pipe with beveled ends shall be approximately one inch (1”) from ends with any coating used.

6.0 APPLICATION 6.1

Coatings shall be applied in accordance with the manufacturer’s specifications. Important general criteria to note are: (a)

time between sand blasting and application of prime coat must be limited to avoid the possibility of rust bloom forming. In tank lining, only that area which can be coated in one (1) working day shall be sand blasted;

(b)

most coating systems specify a maximum interval between application of the prime and top coats to ensure a good bond;

(c)

sufficient air curing time must be allowed before the tank or pipe is placed in service;

(d)

after the initial fill of a lined tank, the commissioning product should be quarantined and remain dormant for five (5) days after which product samples should be drawn and subjected to a recertification test to ensure that no contamination has occurred from the coating. If these tests are satisfactory the product may be released and the tank placed in normal service.

7.0 APPROVED COATINGS 7.1

All coating systems included in the Qualified Products List attached to U.S. Military Specification MIL-C-4556E (or later issue), (included in Volume II of this manual) are approved for use. Selection of the approved system to use shall be based on field experience, local availability and economy.

7.2

Coatings additional to those in the QPL may be approved from time to time by ChevronTexaco Aviation Operations. Those currently approved are included in Appendix A. Factors influencing choice of supplier include: - local availability and price, - local technical back up and - local conditions (some systems are easier to manage than others in very hot conditions).




8.0 COATING DATA The following data under the heading “Internal Coating” shall be signwritten on the tank in letters 25mm high adjacent to the manway: (a)

paints used,

(b)

number of coats and order in which applied,

(c)

contractor’s name and

(d)

date of painting.




APPENDIX A APPROVED EPOXY COATING SYSTEMS The following are approved for use as internal epoxy linings in filter vessels, storage tanks and similar applications. Manufacturer Ameron International

Product Code Primer 3670900 Finish 3623700

QPL reference Q1542

Colours Ivory/white

Ameron International

Primer 3671000 Finish 3623700

Q1543

Ivory/white

Ameron International

10056.01 10056.12

Q1621

Buff/White

Ameron (was Devoe Coatings Company)

Primer 744K8994 Finish 744K3978

Q1429

Yellow/white

Hempel

Primer 85210-21240 Finish 85210-11630

Q1549

Yellow/white

Hempel

Hempadur 1540 (3 coat system)

---------

Light red/red/white

International/Courtaulds Coatings

Primer EPA5058H Finish EPA5059H

Q1618

Buff/White

Sherwin Williams

Primer 920-Y-264 Finish 920-Y-A18

Q1556

Yellow/white

Sigma Coatings

7315-3012-00 7915-7001-00

Q1606

Cream/White

Southern Coatings

Primer 37-2190 Finish 37-2191

Q1500

Yellow/white

Valspar Corporation

Primer 578-D-3K Finish 578-W-3K

Q1554

Buff/White

British Paints

Luxepoxy 4 (4 coat system)

---------

White finish

Copon System 12A

Primer Copon EA9 Middle Copon EA5 Finish Copon EA5

---------

Red/light grey/ off white



Global Aviation –Equipment Specifications Manual Product Code QPL reference Colours

Manufacturer Taubman

System 944

----------

Jotun

Naviguard

----------

Jotun 'Sovapon"

Primer 264D2 Middle 264F2 Finish 264W2

(Mil-P-23236)

Buff/grey/white

The paints tabled above are either on the QPL-4556 Issue 27 list or are paints with which we have had considerable experience. Other paints claim to meet the requirements of Mil-C-4556E but, at least in some cases, have not been subjected to the full test - mostly with respect to time; they have not yet appeared in the QPL-4556 list. These and other paints may be capable of passing the full test but using such paints requires caution; it is preferred to use paints which are on the QPL or with which we have experience or positive knowledge of their suitability. Prior to using coatings other than those listed above, approval must be obtained from Manager Design & Engineering, COE. COATING SUPPLIER ADDRESS LISTING Ameron International 201 N. Berry Street P.O. Box 1020 Brea, CA 92622-1020 714-529-1951

Devoe Coatings Company 4000 Dupont Circle Louisville, KY 40207 502-897-9861

Hempel Coatings 6901 Cavalcade Houston, TX 77028 713-672-6641

International/Courtaulds Coatings 5808 Martin Glen Road Midlothian, VA 23112 804-739-9839


Sherwin Williams 101 Prospect Avenue Cleveland, OH 44115 216-566-2000

Sigma Coatings Amsterdamseweg 14 1422 AD Uithoorn, Netherlands (31) 297-541911

Southern Coatings P.O. Box 160 Sumter, SC 29151 803-775-6351

Valspar Corporation 1401 Severn Street Baltimore, MD 21230 410-625-7200




3.0

PIPEWORK 3.1

DESIGN AND INSTALLATION STANDARDS

3.2

EQUIPMENT MARKING FOR PRODUCT IDENTIFICATION

3.3

TRUCK/REFUELER LOADING & UNLOADING FACILITIES

3.4

REFUELING EQUIPMENT FLOW TEST RIGS




CTGA SPECIFICATION 3.1 – PIPEWORK – DESIGN AND INSTALLATION STANDARDS 1.0

GENERAL 1.1

1.2

2.0

3.0

This Specification provides guidelines for the selection and installation of pipe and fittings for aviation fuel service at airport depots, supply terminals and refineries which supply direct to an airport. Quality control considerations in handling aviation fuels require that pipework be designed and installed to eliminate the possibility of product contamination from the pipework itself or from other products and that any accumulation of free water or particulate matter in the system can be readily removed.

REFERENCE PUBLICATION 2.1

ANSI B31.4 Liquid Petroleum Transportation Piping Systems

2.2

API Standard 1104 for Welding Pipelines and Related Facilities

2.3

API Specification 5L, Specification for Line Pipe

PIPING LAYOUT - DESIGN CRITERIA 3.1

Each grade of aviation fuel shall be handled in a completely segregated and dedicated system on both the receiving and discharge sides of the storage tank. Locations which receive product via non dedicated or unsegregated systems require approved isolation (double black and bleed valves, jack spools, removable spools, hammer blinds) on both the inlet and outlet of each tank if there are two (2) or more tanks; isolation on only the inlet is sufficient if there is only one (1) tank in a grade.

3.2

Pipelines used for product discharge into hydrant systems and for loading fuellers shall not be used for receiving product into storage.

3.3

Long pipelines within an installation should be sloped at 0.5% towards a low point. Water drainage facilities (usually a plug) shall be provided at all low points to facilitate drainage for maintenance. A further benefit of providing a deliberate slope is that unintentional droops in the line are avoided thus helping to prevent accumulations of water with its attendant problems.

3.4

Inter-connecting lines shall not be installed between pipelines that handle different grades of aviation fuel. If they must be provided they shall include removable spool pieces so that the different aviation grade systems are completely segregated during operations.


Pipework – Design and Installation Standards CTGA 3.1 Page 1


3.5

Copper alloys, cadmium plating, galvanized steel or plastic materials shall not be used for piping or fittings in aviation service.

3.6

Pipelines should be grouped as much as possible and laid out in parallel above ground so far as this can be done without unduly increasing the length of lines.

3.7

Complicated manifolding and dead legs should be avoided as far as is possible; a dead leg may be defined as a dead end pipe with a length greater than the pipe diameter.

3.8

All inlet and outlet piping shall be fitted with Millipore testing points (refer CTGA 4.3).

3.9

Low point sampling lines shall be three-fourths (¾”) inch (19mm) stainless steel with ball valves and quick disconnect couplings with dustcaps and shall have product identification tags attached.

3.10

All new carbon steel pipe which is downstream of a Filter Water Separator shall be internally coated in accordance with CTGA 2.5. Where existing lines are not internally coated, these may continue in service provided monthly Colorimetric and quarterly Gravimetric membrane tests are satisfactory. Note: Pickled black steel may be used unlined in certain circumstances for supply pipelines - refer CTGA 2.5.

4.0

3.11

Airport piping systems shall include a test rig in accordance with CTGA 3.4.

3.12

All pipelines shall be clearly grade marked and color coded in accordance with CTGA 3.2.

SELECTION OF PIPE 4.1

The pipe material shall be standard black carbon steel pipe conforming to API 5L Grade B or better.

4.2

The pipe shall be schedule 40 with a preference for seamless pipes. All hydrant pipes shall be seamless. Butt welded pipe shall not be used.

4.3

The pipe shall be flawless and should be free from inclusions, pits, folds, etc.

4.4

Each length of pipe shall be identified as to the manufacturer, size, weight, grade and process of manufacture.

4.5

Only new pipe shall be used in aviation fuel service.

4.6

Pipelines should be sized for a normal flow velocity of 7 ft./sec. (2.1m/sec.) to provide a self-cleaning action. Prolonged use of pipelines at velocities much below 7 ft./sec



Global Aviation – Equipment Specifications Manual will result in accumulation of water, rust scale, microbial growth, etc. at low points. The flow velocity must not exceed 15 ft./sec. (4.5 m/sec) to avoid hazardous build-up of static electricity charges. The following chart provides approximate pipe sizes and flow rates corresponding to velocities of 3, 7 and 15 feet/sec.

VELOCITIES IN PIPELINES SCHEDULE 40 PIPE Nominal Diameter 2” 3” 4” 6” 8” 10” 12” 14” 16” 18” 20” 24”

Inside Diameter 2.067” 3.068” 4.026” 6.065” 7.981” 10.020” 11.938” 13.124” 15.000” 16.876” 18.812” 22.624”

FLOW RATES IN U.S.G.P.M. 3 ft/sec Velocity

7 ft/sec Velocity

30 70 120 270 470 740 1,050 1,260 1,650 2,090 2,600 3,760

75 160 280 630 1,090 1,720 2,440 2,950 3,860 4,880 6,060 8,770

15 ft/sec Velocity 160 340 600 1,350 2,340 3,690 5,230 6,320 8,270 10,460 12,990 18,800

Notes: (1) 3 ft/second is the maximum allowed velocity for splash loading, i.e. initial filling of a tank before the fill line is submerged. (2) 7 ft/second is the recommended velocity for pipelines to provide a selfcleaning action. (3) 15 ft/second is the maximum allowed velocity in any pipeline to avoid the build-up of hazardous static charges. 4.7

Micronic filters and filter separators increase the static electrical charge in the body of fuel passing through it and, in order to avoid the possibility of a spark discharge, sufficient time must be allowed downstream of a filter for the static charge to dissipate to a safe level before the product enters a tank or other vented vessel. The time required for the charge to dissipate is relaxation time. A 30 second relaxation time is required and pipework downstream of jet fuel filter separators should be designed to achieve this. Two (2) exceptions to the requirement above are: (a)

if the jet fuel contains an anti-static additive, a 30 second relaxation time is not required;

Note: A minimum conductivity of 50 pS/m must be maintained at all times if relaxation time is not available. Date of Issue: June 2004 Revision Number: Original Issue



(b)

synthetic and teflon-coated screen separator elements do not generate sufficient static charge to be dangerous and jet fuel filter separators fitted with this type of separator element do not require downstream relaxation.

To achieve 30 seconds relaxation time, system design may require increasing the pipe diameter to reduce velocity downstream of filter separators. The following chart shows the number of feet of various pipe sizes required per 100 U.S. gallons per minute of flow rate in order to achieve 30 seconds relaxation time. 30 SECOND RELAXATION Normal Pipe Diameter In Inches 3” 4” 6” 8” 10” 12” 14” 16” 18” 20” 24” 30”

5.0

Feet of Pipe Per 100 U.S.G.P.M. 112.4 75.4 33.4 19.2 12.2 8.6 7.1 5.4 4.3 3.5 2.4 1.4

PIPE JOINTS 5.1

5.2

FLANGED JOINTS 5.1.1

Flanged connections should be used in pipe sizes 3 inches (75mm) diameter or larger between valves and fittings and between valves or fittings to pumps or meters. The principal advantage of flanged connections is the ease of taking them apart for maintenance. Flanged connections also permit tighter and more satisfactory joints than screwed connections.

5.1.2

Flanges used shall be forged steel welding neck type, faced and drilled.

5.1.3

Flanges used shall conform to ASA B16.5 or ASTM A-181 Grade I.

5.1.4

All flanges shall be stamped with the name of the manufacturer, size and class.

5.1.5

Flange gaskets may be fibre or Buna N impregnated cork.

WELDED JOINTS




5.3

5.4

5.2.1

A welded pipeline is recommended for any system of piping in sizes 2½ inches (63mm) diameter and over. It provides a continuous line which when properly assembled, will not develop leaks and could be expected to provide satisfactory service for an extended period.

5.2.2

API Standard 1104 and ASME/ANSI B 31.4 shall be followed for welding pipelines.

5.2.3

Welded lines shall terminate in welding flanges for connection to valves, fittings and equipment.

5.2.4

Welding shall be performed by the shielded arc method. Procedures used and the qualification of welders employed shall meet API or ANSI standards.

5.2.5

All welds in underground pipelines shall be radio-graphed for satisfactory completion.

SCREWED CONNECTIONS 5.3.1

Screwed pipe may be used for pipe sizes under 2½ inches (63mm) in diameter provided the pipe is not underground.

5.3.2

The advantages of screwed pipe are the ease of jointing and that extensive tooling is not required nor are specialists such as welders needed.

5.3.3

The disadvantages of screwed connections are the possibility of leakage at the connections and the structural weakening of the pipe at the threading.

5.3.4

Screwed joints shall be made carefully using teflon tape. The tape shall not overlap the end thread of the male piece and only sufficient tape to make the joint tight shall be used.

5.3.5

Stag, litharge, glycerine and other similar jointing compounds shall not be used on pipelines in aviation fuel service.

FLEXIBLE JOINTS 5.4.1

6.0

Flanged flexible metal pipe lengths shall be used where a degree of movement is required, such as to allow for settling on new tanks. Victaulic joints shall not be used in fixed installations.

CORROSION 6.1

INTERNAL CORROSION 6.1.1

To mitigate internal corrosion in aviation fuel systems, epoxy coating shall be factory applied to the pipes in accordance with CTGA 2.5.




6.2

7.0

6.1.2

The benefits of internal coatings are less particulate contamination of the product due rusting and, in long pipelines, the reduced frictional losses significantly reduce operating costs. Maintenance cleaning of short lengths of pipeline can be eliminated and the frequency of pigging long distribution pipelines can be considerably reduced.

6.1.3

Note that, in some circumstances, unlined pipe may be used - refer CTGA 2.5.

EXTERNAL CORROSION 6.2.1

Underground pipelines laid in moderately corrosive soil or soil saturated with water shall be provided with an external protective coating.

6.2.2

The protective coating selected should be evaluated for suitability in the environment encountered. ASTM and NACE provide criteria for qualifying coating material.

6.2.3

The more common protective coatings are enamels, hot applied mastics, cold applied mastics and extruded plastics. ChevronTexaco experience is that coal tar wrapped coatings meets the requirements for most environments encountered in its area of operation.

6.2.4

Coatings shall always be factory applied to ensure trouble-free service. Field wrapped coated pipe shall not be used.

6.2.5

Since coatings can never be perfect insulators due to material deficiencies, poor handling and improper back filling practices, a cathodic protection system should be used to prevent the corrosion of buried or submerged pipelines. The type of protection shall be in accordance with ChevronTexaco marketing operations standards and recommended practices for the conditions in which the pipeline is laid.

PIPE INSTALLATIONS 7.1

Pipe trenches shall have the necessary width for the proper laying of the pipe.

7.2

Whenever unstable soil is encountered in the trench, such soil shall be replaced with coarse dry sand.

7.3

Trench size shall permit a six inch (6”) shield of dry sand all around the pipe.

7.4

Depth of excavation shall permit a slope of 0.5 % towards the low points within airport and supply locations; transport pipeline profiles are dictated by terrain, location of other services, etc.




8.0

9.0

7.5

Trench excavation shall be done so that the laying of the fuel lines does not interfere with underground utility cables and other existing utilities.

7.6

Backfilling of trenches shall be done only after the fuel lines have been pressure tested.

7.7

Backfilling and compaction shall be performed in a careful manner so as not to damage the external coating.

7.8

The pipe shall be installed only after the trench has been provided with a six inch (6") layer of dry sand bedding or after all concrete or metal supports have been erected.

7.9

The cutting of pipe, when necessary, shall be done without damage to the external coating.

PIPE FITTINGS, BOLTS AND GASKETS 8.1

Fittings shall be seamless conforming to ASA B 16.9-ASTM A-234 of standard manufacture and standard wall thickness.

8.2

Bolts shall be carbon steel, ASTM A-307 Grade A, hexhead machine bolts with heavy steel hexnuts. Bolt sizes and lengths shall conform to ASA B16.5 for ASA 150 lbs. or ASA 300 lbs. as applicable for class joints with one-sixteenth inch (1/16”) raised faces.

8.3

Gaskets shall be factory cut, U.L. approved for use on hazardous liquids. Size shall conform to ASA B16.21 for 150 or 300 lbs. class joints as applicable.

8.4

Pressure relief valves shall be installed in systems where thermal expansion of product could cause build-up of pressure in excess of the system design pressure. Pressure relief valves may be fitted across storage tank inlet and outlet valves or be piped to a separate expansion tank or a sample drain tank. Pressure relief valves shall nominally be set at 1.2 times the system design pressure.

8.5

Pressure relief shall not be provided around tank isolation (double block and bleed valves, jack spools, etc); instead, pressure relief in such circumstances shall be to expansion tanks, underground slop tanks or similar. Note that any relief should be to a tank in the same grade of service from which product can be transferred back to a storage tank after the storage tank has been emptied and before the next Recertification Test samples are drawn. If relief is to a multi product slop tank, the aviation relief line shall enter the tank via a tun dish to avoid the possibility of contamination of the aviation fuel.

PIPELINE TESTING




Pipeline integrity is essential to ensure product quality is not compromised by the entry of ground water and other matter in addition to other reasons such as preventing hazards, pollution and product loss.

9.2

Underground hydrant lines shall have all welds 100% inspected by radiographic or equivalent means (refer ASME B 31.4); it is recommended all underground aviation product lines be inspected thus.

9.3

Underground hydrant lines should be pressure tested for 24 hours to 90% of specified minimum yield strength unless installed equipment dictates a lower pressure.

9.4

ASME B 31.4 and API 1110 are two (2) sources of material for general pipeline testing.

10.0 COMMISSIONING 10.1

After installation and testing, all pipework shall be thoroughly flushed with the grade of product for which it is intended. Flushing shall be carried out at the maximum safe velocity attainable; this should be a minimum of 10 ft/sec (3 m/sec).

10.2

Product flushed shall be downgraded.

10.3

Long distribution pipelines shall be pigged with foam pigs. Scraper pigs or so called "go-devils" shall not be used.

10.4

Pipeline flushing and/or pigging shall continue until product at the pipeline end consistently shows a water content of less than 15 parts per million, a millipore gravimetric rating of no more than 0.1 mg/liter and with no change in colorimetric rating from inlet to outlet.

10.5

Meters and filter elements shall be removed during flushing.




CTGA SPECIFICATION 3.2 – EQUIPMENT MARKING FOR PRODUCT IDENTIFICATION, SELECTIVE COUPLING 1.0

2.0

GENERAL DESCRIPTION 1.1

This specification defines the requirements for product identification markings to be applied to pipework, tanks, loading facilities and dispensing equipment used in aviation fuel handling. Requirements for selective couplings are also discussed.

1.2

The requirement for a standard international product identification system is based on the need to prevent mixing of aviation fuel grades and to prevent delivery of the incorrect grade into an aircraft. It is important that the system used be universally recognized, not only by oil company personnel, but also by aircrews and airline personnel who are involved with aviation fuels.

1.3

In areas where local industry standards or government regulations differ from this system, the local standards will apply.

REFERENCE PUBLICATIONS 2.1

3.0

API Bulletin 1542, Airport Equipment Marking for Fuel Identification.

MARKING AND COLOUR CODING 3.1

Product identification in all phases of aviation fuel handling shall follow the system described in API Bulletin 1542 contained in Volume II of this manual.

3.2

The marking system provides three (3) ways of identifying the product in the handling system, viz: (a)

a naming system,

(b)

a colour code and

(c)

banding system.

All these markings shall be used to identify the respective grade on all equipment from receiving terminal through to into-plane delivery.

4.0

PIPELINE MARKING 4.1

Pipeline markings of the colour and type indicated in API Bulletin 1542 for specific products should be applied at the following locations:


Equipment Marking For Product Identification, Selective Couplings CTGA 3.2 Page 1


(a) on all pipelines leading into and away from a manifold system;

5.0

within one (1) meter of pipelines passing through a barrier or entering the ground;

(c)

on all pipelines entering loading racks, adjacent to the main control valve for each pipeline;

(d)

on long runs of pipelines at intervals not exceeding 50 meters;

(e)

on the suction and discharge piping adjacent to any pump;

(f)

at other locations appropriate to normal operation of a particular installation (e.g., at connections to tanks and bulk loading arms).

4.2

All valves on product pipeline systems should be painted in similar colours to those used in the corresponding pipeline markers. Colour combinations for valve bodies and bonnets are given in the same charts as those for pipeline markers for the various products named. Any valve located in a manifold and not specific to any particular product should be painted the same colour as the pipeline.

4.3

In facilities where only one (1) grade of product is handled, such as some airport depots, the requirements of Paragraph 4.1 may be relaxed, however, sufficient markers must be applied to provide easy recognition of grade at each area of operations. Marking must be applied adjacent to each loading and unloading point.

TANK MARKING 5.1

6.0

(b)

Each above ground storage tank shall be marked with the API colour code in lettering of minimum six inches (6") (150mm) high in a position readily visible at approximately eye height.

HYDRANT SYSTEM MARKING AND SELECTIVITY 6.1

All hydrant pit covers shall be clearly marked with the API colour code and have a firmly attached product identification sign. On the surface surrounding each hydrant pit, there shall be a 15cm wide colour coded band and a number to permit ready identification of the hydrant pit.

6.2

The hydrant pit adapter dust cover shall be colour coded or a colour coded grade identification tag shall be firmly attached to the inside of the pit in a position where it is readily visible when the pit cover is removed.

6.3

At airports where more than one (1) grade of aviation fuel is dispensed by hydrant systems, the mechanical coding for product selection described in API 1542 shall be used. Selective couplings are not required at airports where only one (1) grade is dispensed by hydrant system.




7.0

MOBILE EQUIPMENT MARKING 7.1

All mobile equipment employed in handling aviation fuels, i.e. tank trucks, rail tank cars, fuellers and hydrant servicers, shall display the API code in a prominent position visible from the loading, unloading, or dispensing positions.

7.2

On tank trucks and fuellers, a colour coded grade identification sign, with letters of four inches (4″) (100mm) height, shall be provided in a position clearly visible from each compartment manhole and the filling line and in the immediate vicinity of the discharge connection.

7.3

Where a tank truck must be used interchangeably in more than one (1) product service, grade identification signs on manholes, fill and discharge points may be of the interchangeable type. The grade sign for the product to be loaded shall be installed immediately before the vehicle is loaded and removed immediately after it has discharged.

7.4

The discharge connections of all tank trucks and tank cars should be fitted with selective type couplings; these may simply be a coupling of different type or style than those used for other products.




CTGA SPECIFICATION 3.3 – TRUCK/FUELLER LOADING AND UNLOADING FACILITIES 1.0

GENERAL 1.1

This specification provides guidelines for the design and installation of equipment for unloading tank trucks and loading and unloading fuellers at airport depots.

1.2

ChevronTexaco Aviation Terminals Quality Control Manual also outlines certain specific design considerations and requirements for loading of aviation fuels into tank trucks at terminals.

2.0 TANK TRUCK AND RAIL CAR LOADING FACILITIES 2.1

Each grade of aviation fuel shall have positive means of selective loading. Acceptable means of selectivity include ¾ Selective bottom or tight fill top loading couplings; these may be indexed couplings or couplings of a different type or style from those of other products ¾ Dedicated loading rack ¾ A standard loading coupling with a lug which mates only with aviation trucks or rail cars having a corresponding slot ¾ Computerised loading which can be demonstrated to be incapable of loading an aviation truck or rail car with the wrong grade. In all cases, the loading facility must be clearly marked regarding the aviation grade of product.

2.2

3.0

All truck loading should be via either bottom loading or tight top fill couplings; open hatch filling is not acceptable for both quality control and fuel cleanliness reasons. Rail cars should also be filled via means other than open hatch for similar reasons but this may not always be possible for reasons of ownership of the cars and loading facilities; nevertheless every effort should be made to achieve selectivity.

TANK TRUCK UNLOADING FACILITIES 3.1

DESIGN PRINCIPLES 3.1.1

The number of offloading points to be installed and the unloading flow rate shall be based on the following factors: (a) peak period airport depot throughput and future growth; (b) available reserve working storage;


Truck/Fueller Loading and Unloading Facilities CTGA 3.3 Page 1

Global Aviation – Equipment Specifications Manual (c) available hours per day for receiving product; (d) bridging truck or rail car capability; (e) optimum discharge time and truck or rail car standing costs; (f) maximum flow rates of available equipment; (g) safe flow rates to allow relief of static charges; (h) incremental costs of equipment for higher flow rates. 3.1.2

The location of unloading facilities shall allow free unidirectional traffic flow of bridging vehicles without the necessity to reverse vehicles. Truck lane markings with directional arrows and stop lines may be advantageous in establishing a free uncongested traffic flow.

3.1.3

The mandated safety separation distances stipulated by Government or established by other recognized regulatory bodies shall be observed; however, unloading points shall not be installed within 25 feet (7.5m) of aboveground tanks, plant buildings or the nearest line of adjoining property that can be built upon.

3.1.4

Separate unloading facilities shall be provided for each grade of aviation fuel and these should be physically segregated within the depot to avoid the possibility of unloading the wrong product. Selective couplings shall be used for each grade of fuel handled.

3.1.5

Aviation fuels shall not be discharged through a filter by gravity. They shall always be pumped into storage via a filter separator for jet fuels or a micronic filter for Avgas. Installations with underground tanks shall be designed so that during unloading, there is always positive pressure within the receiving filter to ensure correct operation of the air elimination system.

3.1.6

One receiving filter shall have a rated flow at least equivalent to the maximum output flow rate of the fuelling equipment in use at the airport. This is necessary to allow the receiving filter to be used for return of product to storage from the test rig. Pipework and valves downstream of the filter should be sized accordingly.

3.2

GENERAL DESIGN REQUIREMENTS 3.2.1

Figure 1 illustrates the basic equipment to be installed at a single point unloading facility.

3.2.2

Couplings shall be dry break types, preferably of the API RP-1004 4 inch style. Where delivery trucks are fitted with camlock or other types of



Global Aviation – Equipment Specifications Manual unloading adaptors, the receiving facilities must be compatible; however, the use of API couplings should be encouraged. 3.2.3

Hoses shall be standard tank truck suction and discharge types suitable for service with aviation fuels containing 30% aromatics. Hose couplings may be of the reattachable, R-style, or permanent swaged-on types. “Band it” style couplings shall not be used.

3.2.4

Valves shall be in accordance with CTGA 2.1.

3.2.5

Pipework shall be installed in accordance with CTGA 3.1.

3.2.6

Strainers shall be in accordance with CTGA 4.1. As the purpose of the strainer is primarily to protect the pump and to preclude large foreign matter from entering the filter separator, 40 to 80 mesh gauze is adequate.

3.2.7

Static dissipator additive injection equipment shall be installed when required. Meter installation is only recommended where required for injection of additives. An air eliminator shall be installed upstream of each meter.

3.2.8

Pumps shall be standard self-priming centrifugal types of appropriate rating.

3.2.9

Filter separators for jet fuels and micronic filters for Avgas shall be installed in accordance with CTGA 4.3 and 4.2 respectively. Filters shall be fitted with a downstream flow control valve which will operate to stop flow when water is sensed in the filter sump by an activating water slug pilot. The flow control valve shall also act as a non-return valve.

3.2.10

Product identification signs and pipeline markings shall be applied in accordance with CTGA 3.2.

3.2.11

A sample disposal tank shall be installed adjacent to the unloading area. The tank shall be an epoxy lined steel or stainless steel horizontal type of between 100 and 200 USG (380-760 litre) capacity. The tank shall be installed with a bottom slope of at least 1 in 15 with a 1 inch (25mm) drain line at the low end. The tank discharge line shall be nominally 2 inches (50mm) in diameter and connect into the main product receiving line upstream of the strainer. The tank shall have a manway fitted for access for cleaning, and a wide mouth receiving funnel fitted with a gauze strainer and hinged lid. An acceptable alternative is to use closed circuit samplers which can be drained by the receiving pump and filter. One sampler can be provided for each bridger discharge connection. Each sampler should have a capacity of at least 20 litres and provision for draining off any water or particulates.




4.0

3.2.12

An emergency pump stop button shall be installed in an easily accessible position adjacent to the unloading point. The control shall be identified with a sign with minimum 3 inch (75mm) high white letters "EMERGENCY STOP" on a red background.

3.2.13

A heavy duty bonding cable in accordance with CTGA 6.2 shall be permanently attached to the pipework.

3.2.14

Electrical installations shall be in accordance with NFPA 30 and NFPA 70 regulations for Class 1, Division 1 locations or equivalent local code.

FUELLER LOADING FACILITIES 4.1

4.2

GENERAL DESIGN REQUIREMENTS 4.1.1

Fuellers shall be loaded via sealed dry break bottom loading connections. This method necessitates the installation of overfill protection systems on all fuellers.

4.1.2

Product supply may be from a separate fueller loading pump or, where hydrant systems are installed, from the hydrant manifold in the depot.

4.1.3

Loading rates shall be established based on the following considerations: (a)

fueller usage pattern;

(b)

incremental cost of equipment for higher flow rates;

(c)

relaxation time downstream of filter-separators (if paper separators are used and there is no static dissipator in the fuel);

(d)

product velocity maximum limit of 15 feet per second.

4.1.4

Bottom loading systems with flow rates in excess of 500 U.S.G.P.M (1900 1.p.m.) shall be fitted with a deadman control.

4.1.5

Separate loading facilities shall be provided for each grade of aviation fuel and these shall be physically segregated within the depot to avoid the possibility of loading the wrong product. Selective couplings shall also be used for each grade if more than one grade is handled at a location.

4.1.6

The mandated safety separation distances stipulated by Government or recognized regulatory body shall be observed; however, in no case shall loading points be installed within 25 feet (7.5m) of above ground tanks, plant buildings or the nearest line of adjoining property that can be built upon.

PUMP LOADING




4.2.1

Figure 2 illustrates the basic equipment requirements for dedicated pump loading systems.

4.2.2

Valves shall be in accordance with CTGA 2.1.

4.2.3 Pipework shall be installed in accordance with CTGA 3.1. 4.2.4

Strainers shall be in accordance with CTGA 4.1. As the purpose of the strainer is primarily to protect the pump and to preclude large foreign matter from entering the filter separator, 50 to 80 mesh gauge is adequate.

4.2.5

Pumps shall be self-priming centrifugal types of appropriate rating.

4.2.6

Filter separators for jet fuels and micronic filters for Avgas shall be installed in accordance with CTGA 4.3 and 4.2, respectively. Filters shall be fitted with a downstream flow control valve which will interrupt flow when water is sensed in the filter sump by activating a water slug pilot. The flow control valve shall also act as a non-return valve.

4.2.7

Where justified for stock control purposes or where fuellers are loaded for third parties, a meter shall be installed in the loading line. The meter shall be in accordance with CTGA 6.3 and feature a set-stop device. A ticket printer shall be fitted to meters used for third party loading.

4.2.8

A pneumatic or intrinsically safe electrical deadman control system shall be installed, (optional on facilities with maximum flow rates less than 500 USGPM), and shall operate to close the filter flow control valve and interrupt flow. Deadman control hose or cable shall be housed on a spring rewind reel or be of the coiled cable type.

4.2.9

Loading may be by hoses or articulated metal bottom loading arms. Proprietary spring balanced loading arms are preferred. They should be of aluminum construction and swivel joints shall be prelubricated and grease nipples removed. Hoses, where used, shall be hydrant pickup type with permanent non-reattachable couplings in accordance with CTGA 6.1.

4.2.10 Couplings shall be dry-break 4 inch API type. 4.2.11 A heavy duty bonding cable in accordance with CTGA 6.2 shall be permanently attached to the pipework. 4.2.12 Electrical installations shall be in accordance with NFPA 30 and NFPA 70 regulations for Class 1, Division 1 locations. 4.2.13 An emergency pump stop button shall be installed in an easily accessible position adjacent to the loading point. The control shall be identified with a



Global Aviation – Equipment Specifications Manual sign with minimum 3 inch (75mm) high white letters "EMERGENCY STOP" on a red background. 4.3

HYDRANT SYSTEM LOADING 4.3.1

5.0

The basic equipment requirements for loading fuellers from a hydrant system manifold are identical downstream of the filter to that for pump loading except that a separate flow control/pressure reducing valve is installed to limit flow rate.

FUELLER UNLOADING 5.1

Separate Fueller unloading facilities are not required as use is to be made of the flow test rig described in CTGA 3.4.










CTGA SPECIFICATION 3.4 – FUELLING EQUIPMENT TEST RIGS 1.0

GENERAL This specification provides guidelines for design and construction of aviation fuelling equipment flow and pressure control test rigs to be installed at airport depots. The design covers the requirements for functional tests of units incorporating both dual deck and twin reel delivery hose systems for underwing aircraft fuelling at flow rates up to 1,200 USGPM. The design may be suitably modified where either deck hose or reel hose test functions are not required. Facilities for meter proving if using a master meter are also included.

2.0

DESIGN CONSIDERATIONS 2.1

PRESSURE CONTROL The test rig shall be capable of monitoring the output pressures and flows of both tank truck fuellers and hydrant dispensers to ensure that on board control equipment is operating properly and is capable of protecting the aircraft systems during fuelling. The rig shall be capable of simulating fuelling conditions including rapid shutdown of aircraft valves during maximum flow. It is therefore necessary for the rig to be able to supply fuel at up to 1,200 USGPM consistently and at steady inlet pressures. Factors which may influence rig design include maximum receiving tank head and the capabilities of the hydrant pumps and their control system. An ideal alternative in terms of consistent flow and pressure for both pressure control testing and meter proving is for the test rig to have a dedicated pump.

2.2

METER PROVING The master meter should be in a by-pass line to prevent its use during pressure control testing; excessive use and rapid changes in flow which are inherent in pressure control tests are likely to compromise the calibration curve of the master meter. During meter proving, the main line should be isolated by a ball valve or double block and bleed valve to ensure that there is no product by passing the master meter.

3.0

CONSTRUCTION 3.1

GENERAL The rig shall consist of a hydrant pit valve, deck and reel hose connections, interconnecting pipework with monitoring points and control valves and optional master meter and meter test points. Fuel supply options to the rig include:


Fuelling Equipment Test Rigs CTGA 3.4 Page 1

Global Aviation – Equipment Specifications Manual -

from downstream of the hydrant system filters; this option often results in frustration from varying rig inlet pressures and flows;

-

from downstream of the hydrant system filters and with a boost pump to assure sufficient flow and steady rig inlet pressure;

-

a separate pump and filter supplied from an on-line service tank (this is the preferred alternative).

Product should be returned to a receiving tank unless the delivery tank can be resettled for two hours (vertical tank) or one hour (horizontal tank). 3.2

HYDRANT PIT VALVE For testing hydrant dispensers, a hydrant pit valve similar to the airport installation shall be installed adjacent to the test rig. The valve may be installed above ground for convenience, but should not be at such height which requires excessive effort to connect the intake coupler.

3.3

DECK AND REEL HOSE CONNECTIONS Standard aircraft dry break three (3) lug adaptors shall be provided for simultaneous testing of two (2) deck or two (2) reel hoses. The connections for the deck hoses may be either oriented vertically at a height similar to the underwing connections for wide bodied aircraft or oriented horizontally at a height convenient for connection from a lowered platform.

3.4

PIPEWORK Interconnecting pipework upstream of the millipore test point shall be of corrosion resistant aluminum, stainless steel or internally coated carbon steel construction. Pipework downstream of the millipore sampling point may be carbon steel. All pipework fittings shall be ANSI 150 lb. rating. The test product shall be returned to depot storage via the depot receiving filter separator; recirculating fuel around pipework is likely to result in unacceptable product temperatures unless the pipework is very long and of large diameter. Six inch (150mm) pipework is needed to allow full flow rates of 1,000 USGPM or more to be achieved. Deck hose nozzle connections should each be into four inch (4″) (100mm) pipes which join to a six inch (6″) (150mm) tee.

3.5

MILLIPORE TEST POINT A single dry break quick disconnect millipore sampling point shall be installed in a straight section of pipe downstream of all drybreak couplings – refer to schematic. The sampling adaptor shall incorporate a spear so that product is sampled from the middle of the flow stream. (Gammon Technical Products sampler kit No. 7 is recommended).




3.6

PRESSURE GAUGE A single high quality 0-150 psi, 6 inch diameter pressure gauge shall be installed upstream of the quick action valve. The gauge shall be graduated in units of 2 psi and be accurate to ± 2 psi. The gauge shall not be fluid damped or incorporate snubbers or restrictors. The gauge should incorporate a resettable maximum reading pointer.

3.7

VALVES A 90o rotation ball valve shall be installed to adjust flow rates and carry out fast closure tests. The valve shall be a high quality unit with as linear a response as possible with this type of valve. It may be found that such a valve generates excessive vibration when partially closed for low flow simulation; use of a globe or gate valve for low flow rate control will avoid any valve induced vibration problems.

3.8

MASTER METER TEST POINTS (OPTIONAL) Test points shall be installed if there is no permanent master meter (refer paragraph 2.2). Two (2) test points and a flow diverting gate valve may be installed downstream of the rig for connection of a portable or permanently installed master flow meter to test on board equipment meters for accuracy.



Global Aviation – Equipment Specifications Manual FILTER MEMBRANE AND FLOW TEST RIG





4.0

FILTERS 4.1

STRAINERS

4.2

MICRONIC FILTERS

4.3

FILTER/SEPARATOR INSTALLATIONS

4.4

FILTER/MONITORS




CTGA SPECIFICATION 4.1 - STRAINERS 1.0 GENERAL 1.1

This specification provides guidelines for the selection and installation of line strainers in aviation fuel handling systems.

2.0 APPLICATIONS 2.1

Line strainers shall be installed in pipelines upstream of pumps and meters to protect these items of equipment from the intrusion of pipe scale, weld splatter and other foreign bodies which, if carried in the fuel flow, could damage their mechanisms.

2.2

Line strainers may also be installed as required upstream of filter separators and micronic filters to prevent gross contaminants from entering the cartridge elements and consequently reducing the useful life of the elements.

2.3

When it is expected that comparatively large amounts of particulate matter, such as lint and fine rust scale, will be present in the fuel supplied, a strainer with a large surface area should be installed as this material tends to clog basket screens rapidly. In most jet fuel handling systems, however, the fuel is sufficiently clean that strainers are only necessary to remove gross particles.

3.0 STRAINER SELECTION 3.1

Standard line strainers are available for pipe sizes 11/2 inch (37 mm) through to 12 inch (300mm) with flanged connections in various ANSI ratings. Manufacturer’s literature should be reviewed prior to specifying strainers for particular applications.

3.2

Manufacturers’ pressure drop curves are available for various sizes of mesh screen, these curves relate to clean, unclogged screens.

3.3

Line strainers shall be constructed for flow from inside the basket to out, so that all foreign matter is contained within the basket. The mesh screen shall be adequately supported against rupture or deformation by an external screen of large wire mesh or expanded metal.

3.4

Strainers are available with in-built air eliminators and when available in the required flow range and size should be used for installations upstream of meters.

3.5

All strainer housings shall be fitted with a drain cock at the lowest point to allow routine sampling and draining of any accumulated water from the unit. Quick release clamp covers are preferred to allow easy removal of the basket.


Strainers CTGA 4.1 Page 1


4.0 MATERIALS OF CONSTRUCTION 4.1

Strainer housings shall be of cast steel construction.

4.2

All metal parts in contact with the fuel must be free of zinc, cadmium, copper and their alloys. Metal components of elements shall be non-corrosive. All materials shall be chemically compatible with the fuel. All seals to be Viton A or Buna N or equivalent. The screen mesh shall be stainless steel.

5.0 SCREEN MESH SIZE 5.1

Standard screen mesh sizes available are 20, 40, 60 and 80. Other screen meshes can be ordered at extra cost. Generally, for protection of pumps and meters in jet fuel service, 10 or 20 mesh screens are more than adequate. Finer mesh will clog sooner and increase the required maintenance.

5.2

For retaining particulates prior to micronic filters or filter separators, finer screens up to 150 mesh may be used; however, the surface area of the screen must be as large as possible to reduce the cleaning frequency to an acceptable level.

5.3

If significant quantities of fine particulates are expected, prefiltration by a micronic filter (of larger than five (5) micron nominal rating in the case of Avgas prefilters) is likely to be more effective.


Strainers CTGA 4.1 Page 2


CTGA SPECIFICATION 4.2 – MICRONIC FILTERS 1.0 GENERAL 1.1

This specification defines the requirements for the design, construction and installation of micronic filters for aviation fuel handling systems.

1.2

A micronic filter shall consist of a pressure vessel containing replaceable cartridge elements which will remove dirt continuously from aviation fuels down to an acceptable level. These filters shall be used in Avgas installations and to provide effective protection to filter coalescers in jet fuel systems.

1.3

In addition to the requirements of this specification, the design, construction and performance of micronic filters shall comply with the requirements of the latest edition of the IP Microfilter Specification.

2.0 APPLICATIONS 2.1

Micronic filters shall be installed in Avgas distribution systems at the following points: (a)

terminal and intermediate depot loading racks which supply directly to airports;

(b)

drum filling racks;

(c)

airport depot fueller loading points;

(d)

all fixed and mobile equipment which dispense Avgas into aircraft. Note: Filter monitors are an acceptable alternative.

2.2

Micronic filters shall be installed in jet fuel distribution systems only at points where operating experience has shown that their use upstream of filter separators would be economically justifiable on the basis of protecting the filter coalescer cartridges from excessive particulate contamination; micronic filter cartridges generally are less expensive than coalescer cartridges.

3.0 VESSEL DESIGN AND CONSTRUCTION 3.1

DESIGN CODES Filter vessels shall be designed and constructed to conform to the latest issue of the ASME code for Unfired Pressure Vessels Section VIII and other such codes that are applicable in the country of intended use.


Micronic Filters CTGA 4.2 Page 1


3.2

MATERIALS OF CONSTRUCTION All metal parts in contact with the fuel must be free of zinc, copper, cadmium and their alloys. Vessels shall be either of stainless steel, aluminum or carbon steel. Carbon steel vessels shall be coated internally with an approved epoxy coating in accordance with MIL-C-4556E latest issue.

3.3

PIPING CONNECTIONS All main fuel piping connections shall be flanged with a rating equal to or greater than the pressure rating of the vessel.

3.4

VENT AND PRESSURE RELIEF TAPS The vessel shall be provided with vent taps at the highest fuel flow point for connecting an air eliminator and a pressure relief valve.

3.5

SAMPLE TAPS Sample taps shall be provided to permit the taking of influent and effluent fuel samples under flow conditions. The sample taps shall be large enough to accept as a minimum a one-fourth inch (¼”) NPT probe assembly.

3.6

PRESSURE TAPS Pressure taps shall be provided for connecting appropriate pressure gauges to the filter to read system pressure and differential pressure.

3.7

CLEANOUT CONNECTION An acceptable method, such as a 4 inch (100 mm) victaulic or flanged cleanout connection, shall be provided to clean out all inaccessible chambers of the vessel.

3.8

DRAIN AND SAMPLE CONNECTIONS A water and/or sample drain shall be provided at the low point of the vessel. A welded ¾ inch diameter coupling will satisfy this requirement.

3.9

NAMEPLATE A stainless steel or nonferrous metal nameplate shall be attached securely to the vessel proper. This nameplate shall include as a minimum the manufacturers’ name and address, serial number, model number, rated capacity for intended service, date of manufacture, element/model numbers, manufacturer's recommended element change pressure differential and any other pertinent data.




DESIGN PRESSURE (MAXIMUM WORKING PRESSURE) The design pressure shall be a minimum of 150 psi or as required for the system of intended use. Note: Some hydrant systems and product transfer pipelines may operate at higher pressures, requiring that the design pressure be suitably specified by purchaser.

3.11

HYDROSTATIC TEST PRESSURE Each vessel shall be hydrostatically tested to the requirements of the applicable code.

3.12

INLET-OUTLET MARKING All inlet and outlet connections are to be permanently marked.

3.13

ELEMENT SPIDERS 3.13.1

3.14

The free ends of all elements, regardless of mounting assembly, shall be supported firmly against vibration. This can be accomplished through the use of an element spider joining elements together and stabilizing the spider against the vessel wall. The method of stabilization shall assure an electrical bond between the spider and the vessel.

ACCESS TO ELEMENTS Access to the elements shall be provided by a hinged, pivoted or removable vessel cover. “Swing” type bolts for quick access to the interior of the vessel are recommended.

3.15

ELEMENT SPACING Touching of elements to each other or to the vessel wall must be avoided. The design layout of elements in the vessel is to provide a minimum clearance of 1/4 inch (6.5 mm) between elements and between the elements and the vessel wall.

3.16

GASKETS All gaskets must be of Viton A or Buna N or equivalent. Under no circumstances will cork or rubber impregnated cork be an acceptable substitute.

3.17

EXTERIOR Prior to shipment, the exterior of the vessel shall be cleaned of all dirt, grease, rust and loose mill scale and one (1) coat of an approved metal primer applied, unless otherwise specified. All nameplates, gauges, etc. shall be masked prior to painting.




4.0 ACCESSORIES Vessels shall be fitted with the following accessories: (a)

piston-type direct reading differential pressure gauge,

(b)

pressure relief valve,

(c)

automatic air eliminator and

(d)

drain valve.

For details of the above accessories and approved suppliers refer to CTGA 4.3.

5.0 ELEMENT DESIGN AND CONSTRUCTION 5.1

ELEMENT SIZE All elements shall be of a standard size, 6 inch (150mm) outside diameter and preferred as a single length. Element lengths in multiples of 14½ inches may be used if single elements of the required length are not available.

5.2

ELEMENT SEALING Element sealing is to be accomplished by flat gaskets seating against a blunted “Vee” type “knife” edge. Height of “Vee” section to be 0.06 inches (1.5 mm) ± 10%.

5.3

MATERIALS OF CONSTRUCTION All metal parts in contact with the fuel must be free of zinc, cadmium, copper and their alloys. Metal components of elements shall be non-corrosive. All materials shall be chemically compatible with the fuel. All seals to be Viton A or Buna N or equivalent.

5.4

ELEMENT IDENTIFICATION Each individual element will be identified permanently as to model number and date of manufacture. Materials used to identify the elements shall not cause fuel contamination, nor shall they be obliterated by the fuel.

5.5

ELEMENT PACKAGING Elements shall be so packaged for shipment to guard against damage by crushing and individually protected against contamination by dirt and/or moisture with a polyethylene bag or similar wrapping.




5.6

ELEMENT END CAPS Element end caps and related hardware shall be designed in a manner that precludes entrapment of water.

6.0 ELEMENT RATING 6.1

Filter elements shall be either of the pleated paper or fiberglass depth filtration types, dependent upon application. The nominal micron rating to be used shall be dependent on the operating circumstances such as type, quantity and size of particulate to be retained and shall be specified at time of order.

6.2

For Avgas installations, final filtration shall be with pleated paper elements of five micron nominal rating.

6.3

For jet fuel installations, the type and micron rating of elements employed shall be established in conjunction with filter manufacturers in order to establish the most economically effective filtration system.

7.0 PRESSURE DIFFERENTIAL The differential pressure across a vessel having new elements operating at rated flow with clean and dry fuel shall not exceed 5 psi.

8.0 SAMPLING There should be provision for millipore sampling both upstream and downstream of the filter (refer CTGA 4.3 for details).




CTGA SPECIFICATION 4.3 – FILTER/SEPARATOR INSTALLATIONS 1.0 GENERAL 1.1

This specification defines the requirements for the design, construction and installation of filter separators and associated equipment for use in aviation turbine fuel handling systems.

1.2

Filtering of aviation turbine fuels is essential to ensure that levels of solids and undissolved water are maintained within acceptable limits. It is ChevronTexaco policy that aviation turbine fuels are filtered at each stage of transportation and storage from delivery from the importing terminal through to delivery into aircraft. There are no exceptions to this requirement (but note that into plane filtration may be by filter monitor).

2.0 CONSTRUCTION 2.1

All new filter separators shall meet the design, construction and performance requirements of API Bulletin 1581, latest edition. All existing filter separators shall be upgraded to meet the performance requirements of the latest edition of API 1581.

2.2

The vessel design pressure shall not be less than the maximum working pressure of the system or 150 psi (1050 KPA) whichever is the greater.

2.3

Separator elements may be either of the disposable pleated paper or reusable synthetic or teflon-coated screen type. Teflon-coated screen elements are preferred for intermediate filtration where minimum downstream relaxation times cannot be met (refer paragraph 4.6).

2.4

The choice between teflon and synthetic elements in a matter of economics: in very good systems, synthetic elements are cheaper and can last as long as teflon elements. However, if experience shows that separators need to be cleaned frequently, teflon elements may be more economical in the long run.

3.0 FLOW RATING Filter separators installed shall have a design flow rating of approximately 110% of the maximum system flow rate. Where there is any possibility that the rated flow of a filter separator may be exceeded in service, a flow control valve shall be installed downstream of the filter separator to limit flow to 100% of its rating.


Filter/Separator Installations CTGA 4.3 Page 1


4.0 INSTALLATION 4.1 Filter separators shall be installed at the following points in Jet A-1 and Jet B distribution systems and shall be of the API class designated: INSTALLATION OF FILTER SEPARATORS CHART Location and Function Entry Of Pipeline Directly To Airport Depot And Tank Truck, Barge Or Rail Car Filling Rack Tank Truck, Barge Or Rail Car Unloading Rack

Facility Refinery Terminal Intermediate Depot Intermediate Depot Airport Depot Intermediate Depot Airport Depot

Category C C C C C C C

Hydrant Line Inlet

Airport Depot

C

Type S S S S-LD S-LD S-LD S-LD S-LD

Fueller Loading Rack

Airport Depot

C

S-LD

Fuellers and Hydrant Dispensers

Airport Depot

C

S-LD

Pipeline Receiving Point

#

Note: Category M100 filter/separators should be used in locations which handle military aviation turbine fuels that contain dispersant additives such as those used to enhance thermal stability. Category M filter/separators should be used in locations which handle military aviation turbine fuels that contain static dissipater additive, metal deactivator additive, antioxidant, corrosion inhibitor and anti-icing additive. Locations which experience high levels of dirt should change the receiving filter type from S-LD to S. 4.2

Filter separators shall be installed on the downstream side of the associated pump. On high volume and continuously operated systems, at least two filter separators shall be installed in parallel at each point. Each should be capable of passing the maximum rated flow of the system and should be placed on line alternately so that each filter is subjected to approximately the same volume of product. Gate valves shall be installed upstream and downstream of each filter separator in order to provide two valve isolation for the vessel when required.

4.3

Where two or more filter vessels are manifolded to meet flow requirements, such as on some hydrant installations, an automatic flow controller shall be installed immediately downstream of each vessel to limit flow through it to its maximum rating. This is not required on direct pump to filter installations provided the maximum pump output cannot exceed the rated flow of the vessel; however, on all multiple filter installations, a non-return valve must be installed downstream of



Global Aviation – Equipment Specifications Manual each filter to prevent reverse flow through the filter. Proprietary flow control valves, generally available, act as effective non-return valves and also can be controlled to interrupt flow when water is detected in the filter sump by the water slug pilot. 4.4

4.5

4.6

A filter separator increases the static electrical charge in the body of fuel passing through it and, in order to avoid the possibility of a spark discharge, sufficient time must be allowed downstream of a filter for the static charge to dissipate to a safe level before the product enters a tank or other vented vessel. The time required for the charge to dissipate is referred to as relaxation time. A 30 second relaxation time is required and pipework downstream of filter separators should be designed to achieve this. Two exceptions to the above apply: (a)

product which contains an anti-static additive and exhibits a conductivity above the lower specification limits of 50 C.U. (conductivity units or picoSiemens per metre) has sufficient conductivity to dissipate static charges rapidly and no relaxation time is required;

(b)

with Jet A-1, synthetic and teflon-coated screen separator elements do not generate sufficient static charge to be dangerous and filter separators fitted with this type of separator do not require downstream relaxation.

To achieve 30 seconds relaxation time, system design may require increasing the pipe diameter to reduce velocity downstream of filter separators. The following chart shows the number of feet of various pipe sizes required per 100 U.S. gallon per minute of flow rate in order to achieve 30 seconds relaxation time.

Nominal Pipe Diameter in Inches 3” 4” 6” 8” 10” 12” 14” 16” 18” 20” 24” 30”


Actual I.D. in Inches 3.07” 4.03” 6.06” 7.98” 10.02” 11.90” 12.12” 15.00” 16.88” 18.81” 22.12” 28.75”

Feet of Pipe Per 100 USGPM 112.4’ 75.4’ 33.4’ 19.2’ 12.2’ 8.6’ 7.1’ 5.4’ 4.3’ 3.5’ 2.4’ 1.4’



Increased pipe diameter relaxation chambers shall be internally lined and fitted with a drain valve at the lowest point.

5.0 ACCESSORIES 5.1

Air Eliminator: Each filter separator shall be fitted with an automatic air eliminator installed at the highest point of the vessel. A sight flow indicator and check valve shall be installed in the air eliminator discharge line. Any isolation valve fitted under the air eliminator shall be wire sealed normally open.

5.2

Pressure Relief Valve: A pressure relief valve set at 1.1 times the vessel design pressure shall be installed on each filter separator.

5.3

Differential Pressure Gauge: A direct reading, piston type, differential pressure gauge shall be installed on each vessel (refer CTGA 6.4). The gauge shall be mounted in a readily visible position. Pressure Sense lines shall be of stainless steel with a minimum bore of one- fourth (inch 6mm). Shut off valves shall be installed in each sense line adjacent to the gauge. On fixed installations, the low pressure side shut off valve shall be substituted with a three-way valve as shown in Appendix 2.

5.4

Water Slug Shutdown Pilot: A float operated or electrical probe type of automatic water slug shutdown pilot shall be installed in the sump of each filter separator. The pilot shall incorporate a manual testing device. The pilot shall operate to close a downstream flow control valve or stop the associated pump and interrupt flow when free water accumulated in the sump represents approximately 50% of that quantity of water necessary to reach the lowest point of the element stack. The manual testing device of float operated pilots shall check both the buoyancy of the float and the shutdown system.

5.5

Sump Drain: A stainless steel drain line of at least three-fourths inch (18mm) bore shall be installed in the vessel sump at the lowest point and incorporate a threefourths inch (18mm) ball valve for sampling purposes. The drain line shall be brought out to an accessible position and angled downwards to allow convenient sampling into a two gallon pail or similar vessel. A screw cap with chain shall be installed at the sample line end.

5.6

Millipore Sampling Points: Quick disconnect dry break sampling adaptors are to be provided in the inlet and outlet lines of each filter separator. The sampling adaptors shall feature an internal stainless steel spear so that samples are taken centrally within the pipe from the main body of flowing product. Flow at the sampling point should be substantially stable thus sampling points should be located as far as possible (preferably at least 10 pipe diameters) downstream of any disturbance (valves, elbows, etc.).




6.0 API QUALIFICATION Vendor shall supply with each filter separator, one copy of the API Bulletin 1581 Qualification Test Report for that vessel or a Similarity Data sheet as per API 1582 for the vessel and the test report for that vessel upon which the similarity data has been based.

7.0 REPLACEMENT ELEMENTS 7.1

To ensure continued performance to the requirements of API Bulletin 1581, it is essential that replacement elements meet the criteria for qualification as described in the bulletin. All major manufacturers make elements which are physically interchangeable with their competitors’ products; however, to ensure performance in accordance with API 1581, the element manufacturer must have tested these elements in a vessel which meets the API similarity criteria for each vessel in which the elements are to be used.

7.2

All filter separators in aviation service (old and new) shall have two data plates attached to them with the items listed below. 7.2.1

The original manufacturers’ name plate shall show at least:

-

Manufacturers’ name and address,

-

vessel serial number,

-

model number,

-

type and quantity of filter coalescer elements,

-

type and quantity of separator elements,

-

rated flow for intended service,

-

maximum working pressure,

-

maximum differential pressure and

-

date of manufacture and shall be attached permanently to the body of the vessel. The name plate shall be made of stainless steel or nonferrous material.

7.2.2

An API 1581 compliance plate; this may be a separate plate hinged to and on top of the name plate or a second plate attached to the vessel in the vicinity of the name plate. A new vessel need show only the following data (additional to that on the name plate) on the compliance plate:



Global Aviation – Equipment Specifications Manual -

the edition of API 1581 with which it complies,

-

similarity or qualification test number.

Any subsequent changes, whether to the API performance for the original vessel and element combination or to the elements fitted (whether or not performance is affected), require a new compliance plate to be fitted in place of or over the original; all compliance plates subsequent to the one supplied with a new vessel must show at least the following information: API 1581 5TH* EDITION COMPLIANCE DATA -

Vessel Manufacturer,

-

Vessel Model Number,

-

Element Manufacturer,

-

Conversion Kit Number,

-

Filter Coalescer Model Number,

-

Filter Coalescer Quantity,

-

Separator Model Number,

-

Separator Quantity,

-

Duty Category and Type,

-

Maximum Flow Rate,

-

Similarity Data Sheet and

-

Qualifying Test Number

(* or latest edition as applicable). Note: The original name plate (paragraph 7.2.1) must remain attached to the vessel for the life of the vessel.

8.0 APPROVED SUPPLIERS 8.1

FILTER/SEPARATORS AND ELEMENTS Facet International 9910 East 56th Street North Tulsa, OK 74117, USA Phone: +1 800-223-9910 or +1 918-272-8700 Fax: +1 918-272-8787 E-Mail: [email protected] Website: www.facetusa.com/f_aviation_index.htm



Global Aviation – Equipment Specifications Manual FAUDI Aviation Fuel Filtration GmbH Scharnhorststraße 7 D-35260 Stadtallendorf, Germany Tel : +49(64 28) 7 02-0 Fax : +49(6428) 7 02-131 E-Mail: [email protected] Website : www.faudi.de/engl/faudiaviation/favia.htm

Velcon Filters Inc. 4525 Centennial Boulevard Colorado Springs CO 80919, USA Tel: +1 719 531 5855 Fax: +1 719 531 5690 E-Mail: [email protected] Website : www.velcon.com Racor Filters Parker Hannifin Corporation P.O.Box 3208, 3400 Finch Road Modesto, CA 95353, USA Tel: +1 209 521 7860 Fax: +1 209 529 3278 E-Mail: [email protected] Website: www.parker.com/racor 8.2

AIR ELIMINATORS Manufacturer Armstrong Machine Works 816 Maple St Three Rivers, Michigan 49093-2300 USA Phone: +1 616-273-1415 Liquid Controls A Unit of IDEX Corporation 105 Albrecht Drive Lake Bluff, IL 60044, U.S.A. Phone: +1 847 295 1050 Fax: +1 803 295 1057 E-Mail: [email protected] Web: www.lcmeter.com

Model Numbers

21-AR

4008-5

or as supplied by the filter vessel manufacturer. Date of Issue: June 2004 Revision Number: Original Issue



DIFFERENTIAL PRESSURE GAUGES Manufacturer Gammon Technical Products, Inc. 2300 Highway 34 Manasquan, NJ 08736, U.S.A. Phone: +1 732-223-4600 Fax: +1 732-223-5778 E-Mail: [email protected] Website: www.gammontech.com/ Alfons Haar Maschinenbau GmbH & Co Fangdieckstrasse 67 D-22547 Hamburg Germany Phone : +4940833910 Fax: +4940844910 E-Mail: [email protected] Website : www.alfons-haar.de Schultz Engineered Products Inc. Box 928 Oakhurst, New Jersey 07755 Tel: +1 (732) 922-4334 E-Mail: [email protected] Website: http://www.schultzproducts.com/

8.4

Model Numbers

GTP-534-15A

0-15 psi Range

WATER SLUG PILOTS Manufacturer Whittaker Controls 12838 Saticoy Street North Hollywood, CA 91605, USA Tel: +1 (818) 765-8160 Fax: +1 (818) 759-2190 E-mail: Website: http://www.whittakercontrols.com/# Brooks Instruments Division Emerson Process Management 407 West Vine Street Hatfield, PA 19440-0903 USA Phone +1 (888) 554-3569 Fax +1 (215) 362-3745 Website : www.emersonprocess.com/brooks/


Model Numbers

F532 (superceded by F599) F528 (superceded by F599A) F756 (probe)

All


Global Aviation – Equipment Specifications Manual CLA-VAL Automatic Control Valves 1701 Placentia Avenue Costa Mesa, CA 92627-4475, USA Phone: +1 (949) 722-4800 Fax: +1 (949) 548-5441 Email: [email protected] Website : www.cla-val.com/

8.5

MILLIPORE SAMPLING ADAPTORS Manufacturer

Model Numbers

Gammon Technical Products, Inc. 2300 Highway 34 Manasquan, NJ 08736, U.S.A. Phone: +1 732-223-4600 Fax: +1 732-223-5778 E-Mail: [email protected] Website: www.gammontech.com/

Kit #1 with 144 Probe



Global Aviation – Equipment Specifications Manual APPENDIX 1 – SAMPLE SIMILARITY DATA SHEET SIMILARITY SHEET ID:

PARAMETER

UNITS

QUALIFIED SYSTEM

CANDIDATE SYSTEM

PASS/ FAIL

NOTES

VESSEL MANUFACTURER VESSEL MODEL NUMBER API CATEGORY API TYPE NO OF STAGES

EA

CONFIGURATION ORIENTATION VESSEL INSIDE DIAMETER

IN

ELEMENT LAYOUT/FLOW PATTERN SUMP LOCATION VOLUME

CU IN

INLET CONNECTION POSITION OUTLET CONNECTION POSITION WATER DEFENSE SYSTEM PRESENT?

GPM

RATED FLOW 1ST STAGE MODEL NUMBER

EA

QUANTITY

EA

# OF CARTRIDGES IN STACK

IN

CARTRIDGE OVERALL LENGTH

IN

OUTSIDE DIAMETER

IN

SPACING BETWEEN 1ST STAGE ELEMENTS

IN

BETWEEN 1ST & 2ND STAGE ELEMENTS

IN

BETWEEN 1ST STAGE ELEMENTS & VESSEL

IN

MEAN LINEAR FLOW RATE

GPM/IN

VOLUME

CU IN

2ND STAGE MODEL NUMBER QUANTITY

EA

# OF CARTRIDGES IN STACK

EA

CARTRIDGE OVERALL LENGTH

IN

CARTRDIGE EFFECTIVE MEDIA LENGTH

IN

OUTSIDE DIAMETER

IN

SPACING BETWEEN 2ND STAGE ELEMENTS

IN

BETWEEN 2ND STAGE ELEMENTS & VESSEL

IN

LENGTH/DIAMETER (L/D) RATIO

IN

LIQUID ENTRANCE VELOCITY

FT/SEC

VOLUME

CU IN

3RD STAGE MODEL NUMBER QUANTITY

EA

QUANTITY PER 2ND STAGE SEPERATOR

EA

VESSEL LENGTH OF VESSEL

IN

VESSEL VOLUME

CU IN

VESSEL VOID VOLUME

CU IN

AREA RATIO VOID VOLUME RATIO ∑

SAe/ACV

∑

Ae/ACV 1ST STAGE TO VESSEL)

∑

Ae/ACV 2ND STAGE TO VESSEL)

∑

Ae/ACV ALL ELEMENTS TO VESSEL) COMMENTS:

PREPARED BY: DATE:



Global Aviation – Equipment Specifications Manual APPENDIX 2 – INSTALLATION OF 3 WAY VALVE




APPENDIX 3 - SAMPLE API 1581 5TH EDITION COMPLIANCE PLATE

Vessel Model No.

Serial No.

Vessel Manufacturer

Rated Flow

Complies with API Standard 1581, 5th Ed. Category Cartridge Model No.

Type

First Stage

Quantity Install Torque ft-lbs

Second Stage

ft-lbs

Third Stage

ft-lbs

Lid Gasket

Notes:

USGPM

Similarity Certificate No.

1. The data shown above is required; the layout may vary. 2. The original vessel nameplate should always remain attached to the vessel. 3. The compliance plate should be discarded and replaced with a new one whenever the data changes.




CTGA SPECIFICATION 4.4 – FILTER MONITORS 1.0 GENERAL 1.1

This specification provides guidelines for selection and usage of filter/monitors in Aviation Fuel dispensing equipment.

2.0 SPECIFICATION SUMMARY 2.1

The American Petroleum Institute (API) and Institute of Petroleum (IP) have jointly published “Specifications and Qualification Procedures for Aviation Fuel Filter Monitors with Absorbent Type Elements”, API/IP 1583.

2.2

Any filter/monitors used in ChevronTexaco fuelling equipment, or in a joint fuelling operation in which ChevronTexaco participates, shall comply with the latest version of API/IP 1583.

3.0 IDENTIFICATION 3.1

3.2

New filter/monitors and older ones which still have the same model and quantity of elements as when originally supplied shall be identified with a name plate showing at least: -

manufacturers’ name and address,

-

vessel model number,

-

model number and quantity of elements,

-

rated flow and

-

edition of API/IP code with which it complies.

Filter/monitors which are fitted with elements of a different model number or quantity from those supplied originally require, in addition to the original name plate, a compliance plate showing at least: -

vessel model number and manufacturer,

-

model number and quantity of elements now fitted,

-

conversion kit number (if applicable),

-

rated flow and

-

edition of API/IP code with which it complies*.


Filter Monitors CTGA 4.4 Page 1

Global Aviation – Equipment Specifications Manual *Note: The l987 edition “is no longer applicable”; therefore all pre-1995 filter/monitors require name plates confirming compliance with the 1995 or later edition. 3.3

All filter/monitors should have documentation at the operating location to back up the data on the name plate and, if applicable, compliance plate.

4.0 MANUFACTURERS 4.1

Acceptable manufacturers are: a) Facet Enterprises Inc. b) Velcon Filters Inc. c) Racor Division, Parker Hannifin Corporation d) Faudi Aviation Filters


Filter Monitors CTGA 4.4 Page 2



5.0

HYDRANT SYSTEMS 5.1

HYDRANT SYSTEM DESIGN PRINCIPLES

5.2

HYDRANT PITS AND PIT VALVES

5.3

HYDRANT PUMP CONTROL SYSTEMS

5.4

FLUSHING PROCEDURES

5.5

HYDRANT SYSTEM LOW POINTS




CTGA SPECIFICATION 5.1 – HYDRANT SYSTEM DESIGN PRINCIPLES 1.0 GENERAL 1.1

There are two methods of fuelling aircraft. Fuel can either be taken to the aircraft in truck fuellers or it can be pumped through a network of pipelines to hydrant pits located at defined aircraft parking positions and delivered by hydrant dispensers into aircraft.

1.2

This specification provides guidelines for the design of hydrant fuelling systems. It is expected that the design of major international airport hydrant systems, for which ChevronTexaco is responsible, will be a jointly engineered project with COE and affiliate company involvement. Where jointly-owned international aviation facilities in which ChevronTexaco is a participant are being designed by a third party, all design specifications and drawings shall be submitted to ChevronTexaco Global Aviation Centre of Operational Excellence for review prior to affiliate company approval.

2.0 REFERENCE PUBLICATIONS 1. 2. 3. 4.

IATA - Airport Terminals Reference Manual IP - Model Code of Safe Practices - Airports (Part 7) NFPA - 407 - Aircraft Fuelling Service ChevronTexaco Global Aviation Equipment Specifications CTGA 3.1, CTGA 3.2 and CTGA 6.2

3.0 SYSTEM OPERATIONAL REQUIREMENTS

AND

EQUIPMENT

3.1

To develop design criteria for an aircraft fuelling system, a review shall be made with the aviation authorities on the studies prepared by consultants, IATA or similar bodies and airlines on forecasts of passenger traffic, cargo movement and general aviation.

3.2

The need for aircraft gate positions and cargo apron positions is usually determined by the Airport Authority from the peak movements of aircraft by type and mix, turnaround time and delay factors. A thorough analysis is required to convert forecasts of aviation activity to levels of fuel demand. The results of this analysis constitute the basis for system design and the phasing in of additional facilities in the future. The sizing of manifolds and feeder mains must balance initial minimum flow velocities against future volume requirements, including when future volume requirements require extensions to the initial hydrant system. If a


Hydrant System Design Principles CTGA 5.1 Page 1

Global Aviation – Equipment Specifications Manual satisfactory balance cannot be achieved, consideration should be given to allowing for the future duplication of feeder mains. 3.3

To relate the aircraft fuelling system to the requirements of the airport, various alternatives need to be considered to ensure an efficient and economical system. The alternatives should consider different concepts with respect to accessibility of fuelling vehicles to aprons, separate operating and storage facility sites, bulk storage location, requirements for administration and operating buildings. The studies should encompass functions, operations, site utilization and estimated construction costs.

3.4

Operating experience is likely to show that the system will need to be pigged occasionally. This should be considered in the design of valve pits (especially where the line diameter changes) and low points (refer CTGA 5.5).

4.0 PIPELINE DESIGN 4.1

The hydrant system feeder mains shall be designed to handle flow rates consistent with the number of aircraft parking positions and peak fuel demand for the year of airport saturation.

4.2

A low pressure system is preferred. Normally the pumps and pipes should be sized for the peak flow rate and: -

maximum pumping pressure of 160 psi (11 bar);

-

a maximum pump shut off pressure of 180 psi (12 bar);

-

the pressure at the coupler end of hydrant pit valve around 100 psi (7 bar) for the sections of hydrant remote from the pumps.

4.3

Flow velocities shall not be greater than 12 feet (4 meters) per second to preclude a buildup of electrostatic charge as well as to minimize the use of surge suppressors and power usage.

4.4

Flow velocities in the hydrant mains should not be less than 7 feet (2 meters) per second during periods of high uplift (i.e. at least likely to occur weekly - preferably daily); this is to ensure a cleaning action of the line by the product during flow thus avoiding a buildup of condensed water or particulates within the pipe.

4.5

The shortest and most direct route should be selected for the hydrant mains and the route should be marked where possible.

4.6

The hydrant main between the airport depot and the apron should, if possible, avoid crossing other servicing lines leading to the apron.

4.7

A ring main is the preferred system as it provides favorable conditions for minimizing hydraulic shocks and avoids sections with dormant product which



Global Aviation – Equipment Specifications Manual could promote possible bacterial growth. This configuration also allows complete flushing of the hydrant line back to the depot. 4.8

Pipe and fittings shall be fabricated and installed in accordance with CTGA 3.1.

4.9

Isolating double block and bleed valves shall be provided at strategic points on the hydrant system to permit partial operation when maintenance or repair work becomes necessary. Such valves must be readily accessible (in suitably sized vaults) for maintenance.

4.10

Because of the nature of aircraft fuelling operations and the distance between the pumps at the airport depot and the fuelling location on the apron, an emergency pump shutdown control system shall be installed and conveniently located so as to enable the operators to quickly shut down all flow during an emergency (refer CTGA 5.3).

4.11

A minimum of 0.5% (noting the need to allow for curvature of standard pipes) slope shall be provided for all hydrant lines; low points shall be incorporated to accumulate and facilitate the flushing of any water and particulates. Vents shall be provided at the high points to permit purging of air following maintenance and repair work.

4.12

All hydrant line low points shall incorporate a sump for the collection of water and particulates and means of flushing these out of the system (refer CTGA 5.5).

4.13

Hydrant pits and pit valves shall be installed at locations and in accordance with the requirements of CTGA 5.2.

5.0 PRESSURE DROP/FLOW CALCULATIONS In designing hydrant systems, extreme care shall be taken in ensuring that the pumping capacity is adequate to meet the maximum flow demands while maintaining system pressures within the recommended values in paragraph 4.2. Particular parameters to be taken into account are: -

floating suction losses, refer CTGA 2.3;

-

filter-separator differential pressure losses, (up to 15 psi).

Generally on large systems, pump and filter separator combinations should be limited to 1200 USGPM to accommodate the range of hydrant demands and allow smooth sequencing of pump operation.

6.0 PUMP-FILTER ARRANGEMENTS The preferred method of arranging multiple hydrant pumps and filter separators is to employ a common pump inlet manifold, a single pump to filter connection and a common outlet manifold downstream of the filter bank leading to the hydrant line. Date of Issue: June 2004 Revision Number: Original Issue



7.0 PUMP SELECTION 7.1

Pumps used in aviation fuel hydrant systems should be self-priming centrifugal types with cast steel cases with stainless steel impellers. The use of copper alloys, cast iron, etc. is not permitted.

7.2

Maximum pump sizes shall also be limited by filter separator design flow rate.

7.3

A diesel standby pump or generator should be installed, as appropriate, dependent upon the reliability of local power supplies and the ability to refuel by other methods in the event of a power failure. Airport depots which are connected to an airport emergency electrical system do not need independent standby equipment.

8.0 FILTER SEPARATORS A filter separator conforming to CTGA 4.3 shall be installed downstream of each hydrant pump. Each filter separator shall be fitted with a downstream valve incorporating nonreturn valve and water slug shutdown features. If the system might permit flows through filters in excess of their rated capacities, the downstream valve shall also function as a flow controller.

9.0 SURGE SUPPRESSOR 9.1

Dependent upon various system design criteria, there may be a need to install surge suppressors at the extremities of a hydrant line to alleviate shock pressures caused by rapid closure of aircraft fuelling valves and to maintain the system pressure within acceptable limits. Empirical formulae are used to determine the need and size of surge suppressors required for a system. Since interactive procedures are involved, computer programs have been developed to perform these calculations and they should be used when required. If this service is not available locally, ChevronTexaco Aviation Operations will arrange for the calculations to be performed upon receipt of full information on system design and projected fuellings by aircraft and type.

9.2

Where it is necessary to include surge suppressors in hydrant systems, they shall be installed above ground, wherever possible, and not in underground pits.

10.0 PITS When it is necessary to incorporate deep pits, service items in them (e.g., low point flushing connections, shock alleviator gauges and charge points) shall be brought to a point accessible from ground level. Date of Issue: June 2004 Revision Number: Original Issue



CTGA SPECIFICATION 5.2 – HYDRANT PITS AND PIT VALVES 1.0 GENERAL 1.1

This specification provides guidelines for the arrangement and installation of hydrant pits. It provides a uniform configuration which will facilitate the fuelling of different aircraft with the shortest intake hose.


API Bulletin 1584 - API Standard for four inch (4”) hydrant system components and arrangements

2.2

IP - Aviation Hydrant Pit Systems

2.3

ChevronTexaco Global Aviation Equipment Specifications CTGA 3.1, CTGA 3.2 and CTGA 6.2

3.0 PIT LOCATIONS 3.1

Location of hydrant pits shall be determined using a process of consultation with airlines, into plane service providers and airport authorities. The requirement shall be drawn up using properly scaled survey layouts, aircraft overlays and fuelling vehicle overlays to ensure optimum position.

3.2

Where fixed bridges are used, the hydrant pits should be so located that the aircraft designated for fuelling at that fixed bridge can be serviced using a 35 feet (10 meter) long intake hose. If it is not possible to fuel all aircraft designated for fuelling at that fixed bridge, then every effort shall be made to have additional hydrant pit installations provided. The use of longer intake hoses shall be a last resort requiring concurrence of ChevronTexaco Global Aviation Centre of Operational Excellence.

4.0 PIT SPECIFICATIONS AND INSTALLATION 4.1

Metallic pits shall be either of carbon steel or molded cast iron with very high strength characteristics.

4.2

Fiberglass pits are acceptable from approved suppliers.

4.3

The pit should be so designed that when installed it is held firmly in the parking apron.


Hydrant Pits and Pit Valves CTGA 5.2 Page 1


4.4

Pits shall be provided with carbon steel covers which shall assure complete waterproof closure and be capable of withstanding the maximum size aircraft wheel load.

4.5

Pit covers shall be hinged or chained to the pit shell to preclude being lifted by the vortex or hurled by the jet blast of an aircraft engine. Alternative designs, such as self-locking, may be considered but their use will require the concurrence of ChevronTexaco Aviation Operations.

4.6

Pit covers shall be colour coded and have a firmly attached product identification sign. On the surface surrounding each hydrant pit there shall be a six inch (6”) (15cm) wide colour coded band and a number to permit ready identification.

4.7

To prevent undue stresses being imposed on the hydrant pipe work due to any settlement of the apron and hydrant pit, the base of the hydrant pit shall be fitted with a flexible gasket so as to permit differential settlement.

4.8

Pits should be installed so that they project approximately 3 inches (76mm) above the apron surface to prevent the entry of surface water. The concrete surround should be ramped up at an easy gradient of approximately 3° to 5° to the top of the pit.

5.0 PIT VALVE COMPONENTS 5.1

The 4 inch API 1584 standard hydrant pit adaptor with or without the grade selectivity feature shall be used. A grade selectivity feature is only required where hydrant systems for more than one grade of product are installed.

5.2

Hydrant pits fitted with selectivity-type adaptors should be keyed for the product in the line as follows: Position 1 Position 2 Position 3 Position 4 Position 5

5.3

Avgas 100LL Avgas 100 Avgas 115 Jet A-1 Jet B

A manually-operated, slow opening/slow closing isolating valve shall be located upstream of the API pit adaptor. In addition to providing an open/close function, the configuration should permit the maintenance of the API adaptor or strainer under no-pressure conditions. The isolating valve opening time should be even and progressive from zero flow to fully open position with limits between 5 to 10 seconds.



Global Aviation – Equipment Specifications Manual The isolating valve closing time should also be even and progressive from its fully open to shut position with limits between two 2 and 5 seconds. The overshoot of product for a flow rate of 4500/litres per minute after the manual actuation of the closure mechanism must not exceed 200/litres. A preferred alternative to manual operation is air operation which may be actuated by the hydrant servicer’s dead-man control. Dual operation (manual and air) is also acceptable. 5.4

A detachable lanyard shall be provided for closure under flow conditions if a manually-operated isolating valve is used. The lanyard material, covering or attachment method shall be such that electrical insulation between the hydrant servicer and hydrant pit is assured. The lanyard shall be of either plastic covered steel cable or rope with a steel cable core.

5.5

A removable 20 mesh strainer shall be located between the isolating valve and the API self-sealing adaptor.

5.6

A 5mm mesh stone-guard strainer of robust construction shall be located upstream of the isolating valve. The pressure loss across the hydrant pit valve, including all of the foregoing components, when pumping Jet A-1 at 4500 litres per minute should not exceed 19 psi (1.3 bar).

5.7

A colour-coded grade identification tag shall be firmly attached to the inside of the pit in a position where it is readily visible when the cover is removed.

5.8

The hydrant valve shall be braced to the shell of the hydrant pit for strength and support in the event of any lateral load being imposed on the hydrant coupling when a dispenser is coupled to the hydrant valve.







CTGA SPECIFICATION 5.3 – HYDRANT PUMP CONTROL SYSTEMS 1.0 GENERAL 1.1

This specification provides guidelines for the design and installation of electrical systems for the automatic control and sequencing of multiple pumps supplying airport hydrant fuelling systems.

1.2

The purpose of automatic pump sequence control systems is to regulate the number of pumps operating and the order in which they operate to ensure that pumping capacity is sufficient to meet the demands on the hydrant, to maintain predetermined minimum and maximum hydrant system pressures and to ensure even wear for all pumps.

2.0 SYSTEM DESIGN 2.1

From the analysis described in CTGA 5.1, the peak demand flow rates and number and size of pumps to meet immediate and long-term hydrant demand shall be determined. An automatic pump control system should be designed with adequate capacity and add-on capability to meet the projected future system demand.

2.2

A basic demand control system shall consist of the sub-systems outlined below. 2.2.1 Pressure sensing devices to detect predetermined minimum and maximum desired hydrant system pressures to control the lead pump. 2.2.2 Flow sensing devices to detect the total hydrant system flow rate, or individual pump flow rates, to bring subsequent pumps on stream. 2.2.3

Control equipment to translate the output signals of the sensors into control signals to start and stop pumps in sequence.

2.2.4

Pump motor controllers of the auto transformer type equipped with adjustable time delay settings.

2.2.5

Manual override systems, emergency stop systems, etc.

3.0 PRESSURE SENSORS 3.1

Pressure sensors with settings at the maximum and minimum desired hydrant system pressures shall be installed. For a hydrant system designed in accordance with CTGA 5.1 with a nominal pressure of 120 psi (8 bar) at the hydrant pit, pressure sensor settings of 160 psi (11 bar) and 120 psi (8 bar), respectively would be appropriate; however, these figures will vary dependent upon hydrant line head


Hydrant Pump Control Systems CTGA 5.3 Page 1

Global Aviation – Equipment Specifications Manual losses and position of the pressure sensors relative to the pumps. The pressure sensors may be simple diaphragm-operated switches, resistive or inductive transducers or more sophisticated sold state transmitters dependent on design principles employed. All pressure sensors shall be installed in explosion-proof housings meeting the appropriate local flammable liquids code unless they are of intrinsically safe design. 3.2

The sensed pressure shall be used to control the lead pump or “jockey” pump if used. For hydrant systems which will be used frequently at low flow rates such as during overwing fuelling, a “jockey” pump of lower flow rating than the main pumps shall be used as the lead pump. Once started, the lead pump shall run for a predetermined period or until maximum system pressure is sensed (whichever is the longer period) or, for a lower flow jockey pump where subsequent pumps are brought into operation by flow demand, for two (2) minutes maximum. The above requirement is to avoid nuisance cycling of the pump for minor pressure changes.

3.3

For systems which will normally operate at higher flow rates, a small jockey pump is not required and a selected main pump shall be used as the lead pump.

4.0 FLOW SENSORS 4.1

The basic demand control system shall be capable of maintaining flow demand on the hydrant system and controlling the number of pumps operating to meet the flow demand.

4.2

The flow sensors may be of the following type: (a)

orifice plate,

(b)

venturi,

(c)

pitot-static sensor,

(d)

full stream turbine meter and

(e)

insertion-type miniature turbine meter.

Of the above, insertion-type miniature turbine meters are preferred for accuracy and maintainability. 4.3

Each main pump shall be set to start and stop at approximately 90% of the maximum flow rate of the previous pump/pumps on line. Once started each pump shall remain in operation for at least a predetermined period to avoid nuisance cycling.




5.0 CONTROL CABINET All control equipment shall be housed in a freestanding cabinet. Power supplies, control and logic circuits shall be contained on standard plug-in printed circuit boards or modules.

6.0 CABLES Interconnecting cables between pressure and flow transmitters and the control module shall be multi-core shielded cables of data transmission quality.

7.0 PUMP SEQUENCE SELECTION Lead pump sequence selection shall be by a multi-position rotary selector switch mounted in the control module or by moveable pegs as used in the Quadrina system.

8.0 EMERGENCY STOP 8.1

System remote emergency stop features shall be included so that by closing any of several remote switches, all pump motor control relays shall be de-energized. Pumps shall not be able to be restarted until the remote switch which stopped the pumps has been reset.

8.2

Most installations (i.e. those in which the storage tanks are partially or entirely above the level of the hydrant system) will require the emergency stop system to prevent gravitation of fuel from the tank on line to the hydrant. This can be accomplished in various ways such as operation of the emergency stop causing all tank outlet valves to close. A preferred option is to have a fail-safe hydrant isolation valve which closes automatically if electrical power to the emergency stop system is lost.

8.3

An alternative to hard wired emergency stop systems is for each fuelling vehicle to be equipped with an emergency stop radio transmitter; transmission of the emergency stop radio signal causes the system to shut down. These systems have merit in so far as the emergency shutdown is right at each hydrant servicer; however, there can be problems in achieving and retaining reliable radio contact.

9.0 OPTIONS The following options are available on most proprietary systems and they should be specified as required. (1)

Individual pump operating hour meters,

(2)

fault enunciator,

(3)

fault warning system (audible alarm and visual indication),



Global Aviation – Equipment Specifications Manual (4)

“Emergency Stop” audible alarm,

(5)

key lock “Emergency Stop” reset switch,

(6)

chart recorder to record system flow and operating pressure,

(7)

adjustable preset flow demand controls for each pump.




CTGA SPECIFICATION 5.4 – FLUSHING PROCEDURES 1.0 GENERAL 1.1

These procedures cover the flushing of new hydrant lines and spurs or hydrant systems that have been altered.

1.2

All new or altered hydrant systems must be adequately flushed with the grade of fuel they are to supply. Product used in flushing shall be checked prior to flushing to ensure that it is free from water and particulates and that it is released.

1.3

All accessible parts of the system, including equipment such as pumps, valves, strainers and filter water separators should be manually cleaned and should be free of debris and rust scale prior to filling the system with product. Similarly, pipelines should be cleaned progressively, to the extent possible, while being laid.

1.4

The pipeline should be filled with product at a slow rate to avoid any static buildup.

1.5

Flushing must be carried out at the maximum possible flow rate of the system. 1.5.1

In larger systems, extraordinary measures may be necessary to ensure adequate fuel velocities are achieved to clean the system effectively; a minimum velocity of 10 ft/sec (3 m/sec) is required for effective flushing. One method is to have a return line to permit circulation back to storage; where this is not practicable, two or more bridging trucks can be placed at the furthest hydrant pits with temporary manifolds to permit flows of about 4000 lpm into each truck.

1.5.2

Flushing shall be performed initially until a sample of at least one (1) litre, taken during full product flow at the farthest hydrant pit downstream of the new or altered system or spur is free from water, sediment or discolouration when examined in a wide-mouth, clean, clear-glass container.

1.6

Flushing should continue until colorimetric Millipore test, using dual membranes, yields a colour change between the first and second membrane of less than 2 and gravimetric millipore tests of samples taken from the farthermost hydrant pit does not exceed 0.22 mg/litre; results substantially lower than this should be expected from a properly cleaned system.

1.7

If the system or alteration contains sections which are newly epoxy coated internally, product shall remain dormant in the system or alteration (after completion of flushing) for five (5) days. One (1) or more representative samples (depending on the size and configuration of the new work) shall then be subjected to a Full Specification Test to ensure there is no contamination from the coating.

1.8

If the new system or alteration is not newly epoxy lined, the representative samples shall be subjected to a Recertification Test (including that any variations from


Flushing Procedures CTGA 5.4 Page 1

Global Aviation – Equipment Specifications Manual previous results are within the allowed tolerances) to ensure there is no contamination from other sources. 1.9

The system may be commissioned if the sample(s) pass the tests required in paragraph 1.7 or 1.8 as applicable.

2.0 FLUSHING RING MAIN SYSTEMS For ring main systems in which product can flow either way through the hydrant: (i)

flush product at the maximum flow rate of the system until a gravimetric millipore sample taken at one extreme end of the hydrant does not exceed 0.22 mg/litre;

(ii)

flush product, reversing the direction of flow by drawing product from the other extreme end of the hydrant system, at the maximum flow rate of the system, until a gravimetric millipore sample does not exceed 0.22 mg/litre.

3.0 FLUSHING HYDRANT LINES OR SPURS When flushing hydrant lines or spurs, it may be necessary to install specially fabricated Ypiece or T-piece adaptors at two (2) or more hydrant pits in order to attain the maximum flow rate of the system. If there is no permanent or temporary means of flushing back to storage, it may be necessary to flush into several trucks simultaneously.

4.0 PIGGING 4.1.

Some hydrant systems are designed for the use of pigs as cleaning devices. Internally coated pipelines should only be cleaned using a soft pig such as a flexible open cell polyurethane foam pig so that the internal line coating is not damaged during the cleaning process.

4.2

Where hydrant systems are installed for internal coating “in situ”, a hard scale pig should be used for heavy scraping of rust. Hydraulic and pneumatic procedures and controls should be established with site contractors to attain uniform results.

4.3

Where compressed air is used to drive the pig, it should be filtered and dehydrated to ensure that only clean, dry air enters the pipeline.


Flushing Procedures CTGA 5.4 Page 2


CTGA SPECIFICATION 5.5 – HYDRANT SYSTEM LOW POINTS 1.0 GENERAL 1.1

This specification provides guidelines for the general arrangement and performance of hydrant low points.

1.2

While hydrant lines are the most common application for low points covered by this specification, similar principles apply to low points in underground aviation fuel pipelines in terminals and refineries where such underground lines connect storage to tank truck and rail tank car loading facilities.

2.0 REFERENCE PUBLICATIONS ChevronTexaco Global Aviation Equipment Specifications Manual CTGA 5.2.

3.0 LOW POINT LOCATIONS 3.1

Low point pits are required at all low points in hydrant systems. If a dead leg of a hydrant system extends beyond the last usable hydrant pit and there is a fall to the end of the leg, the leg requires both a means to flush the whole leg periodically and a low point to facilitate removal of any water and particulates which may accumulate as a result of flushing the dead leg. In many situations the low point flushing flow rate will not be sufficiently large to flush the whole dead leg.

3.2

Many low points will be on aircraft movement areas; others may be in a variety of locations including grassed areas.

4.0 PIT SPECIFICATIONS AND INSTALLATION 4.1

Pits located on aircraft movement areas shall incorporate all the features required for hydrant pits (refer CTGA 5.2).

4.2

Pits located in other areas shall be suitable for those areas and shall be designed and constructed to be water tight and easily accessible to flushing equipment and personnel.

4.3

Pits incorporated in large valve pits shall have the flushing connection accessible such that there is no need for personnel to enter the valve pit to connect the flushing equipment for routine weekly flushing.


Hydrant System Low Points CTGA 5.5 Page 1


5.0 LOW POINT DESIGN 5.1

The low points shall be a short drop of the pipe from the bottom of the hydrant line and shall terminate in an inverted hemispherical dome.

5.2

The diameter of the drop pipe depends upon the hydrant line diameter. Table 1 provides a guide of suitable diameters.

5.3

The diameter of the flushing pipe depends upon the diameter of the low point (refer Table 1).

5.4

The low point should not obstruct the occasional use of a pig in systems capable of being pigged. If the flushing pipe passes through the main pipe, it should be possible to withdraw the flushing pipe without too much effort.

5.5

Flush pipes which pass through the main pipe should terminate about one-half (½) the flush pipe diameter above the lowest point of the sump (refer Table 1).

5.6

The low point pit should incorporate a dry break coupling of the same or larger size as the flushing pipe to the low point; the coupling (and any flushing equipment which is connected to it) should not in any way restrict flow through the flushing pipe.

5.7

Since full hydrant pressure is available at the low point, new systems should include a lanyard or air operated quick release valve to provide a safe means of shutting off the low point in the event of a hose or coupling failure. Consideration should be given to retro fitting existing systems similarly.

5.7

There are several benefits in using a “J” style flushing pipe from the bottom of the low point and passing up the outside of the main pipe rather than through it. The benefits include: -

avoids the potential for leakage of a withdrawable flushing pipe;

-

requires only one discontinuity in the main pipe wrapping instead of two;

-

provides a marginally better flushing action. TABLE 1

Main Pipe Diameter in Inches

6-12”

12-18”

18-24”

24-36”

Maximum Sump Diameter in Inches

4”

6”

8”

12”

Flushing Pipe Diameter in Inches

1”

2”

3”

4”

Gap-Flush Pipe to Bottom of Sump in Inches

½”

1”

1½”

2”


Hydrant System Low Points CTGA 5.5 Page 2



6.0

ANCILLARY EQUIPMENT 6.1

AIRCRAFT REFUELING HOSE ASSEMBLIES

6.2

BONDING AND GROUNDING EQUIPMENT

6.3

METERS AND METERING SYSTEMS

6.4


6.5

PAINTING AND SIGNWRITING, AIRPORT DEPOT FACILITIES

6.6

SAMPLING APPARATUS




CTGA SPECIFICATION 6.1 – AIRCRAFT FUELLING HOSE ASSEMBLIES 1.0 GENERAL 1.1

This specification defines the requirements for assembly, inspection and test of hose assemblies for use on mobile aircraft fuelling equipment, fueller loading hose and low point flushing vehicles.


API Bulletin 1529 Revision 5 (1998) Aviation Fuelling Hose - or later edition

2.2

BS EN 1361 (1997) or later edition

2.3

BS 3492 Road and Rail Tanker Hoses and Hose Assemblies for Petroleum Products, Including Aviation Fuels

Note: British Standard BS 3158 is no longer current and has no relevance.

3.0 HOSE CONSTRUCTION 3.1

3.2

To differentiate between the various hose types available, the following will apply: (a)

Type A, non-electrically bonded (non-conductive);

(b)

Type B, electrically bonded; (not approved for aviation use);

(c)

Type C, non-electrically bonded but incorporating a semi-conductive cover compound with an electrical resistance between 1x103 and 1x106 ohms/meter;

(d)

Type D, non-electrically bonded but incorporating an anti-static cover compound and a low fuel contaminating inner lining;

(e)

Type E, with enhanced defuelling capability (electrically conducting and incorporating a wire helix reinforcement);

(f)

Type F, with enhanced defuelling capability (non-electrically conducting and incorporating a non-metallic helix reinforcement with a semiconductive cover compound with an electrical resistance between 1x103 and 1x106 ohms/meter).

All fuelling and fueller loading hose shall comply with the requirements of the latest issue of API Bulletin 1529 and shall be one continuous length of heavy duty grade 2, type C. Defuelling hoses shall be Type F for use on dedicated defuelling equipment.


Aircraft Fuelling Hose Assemblies CTGA 6.1 Page 1


3.3

Bridger and rail car discharge applications may use hose complying with BS 3492 Type BX Class 1.

4.0 COUPLINGS 4.1

All new hose assemblies supplied shall be fitted with new couplings of an approved type. Couplings shall be fitted to hoses in a suitably equipped workshop by experienced personnel (refer paragraph 5.0) in accordance with the hose and coupling manufacturers’ recommended procedures.

4.2

Hydrant intake hoses shall, wherever possible, be fitted with permanent, nonreattachable couplings. Intake hose couplings (whether non-reattachable or reattachable) shall be fitted by the hose manufacturer or by a distributor who is approved by the manufacturer as trained and competent to assemble hoses. Delivery hoses, platform riser hoses and low point flushing hoses may be fitted with either permanent, non-reattachable couplings or reattachable couplings. Nonreattachable couplings are preferred. Approved couplings are listed in paragraph 13.0. Coupling thread and style will be specified at the time of order. Under no circumstances should hoses using “banded” connections be used in aviation service.

5.0 HOSE AND COUPLING ASSEMBLY QUALIFICATION 5.1

Recognizing that the assembly of hose and couplings demands certain specific skills and knowledge, ChevronTexaco requires that the supplier shall ensure that persons assigned to this function are properly qualified. “Properly qualified” means the individuals have been trained by the manufacturer or the manufacturer's authorized representative and there should be a certificate or other appropriate documentation to this effect.

5.2

Suppliers shall provide, at all times, free access to ChevronTexaco inspectors to all places of work where materials and hoses are being manufactured and/or assembled. ChevronTexaco reserves the right to witness all tests on hoses and coupled assemblies and to witness all assembling and testing of hose and couplings.

6.0 HOSE INSPECTION PROCEDURES 6.1

&

COUPLING

INSTALLATION

GENERAL The following procedures are intended as a guide for ChevronTexaco inspectors witnessing the fitting of couplings to hoses by hose suppliers in accordance with paragraph 4.1. In exceptional cases, a ChevronTexaco or joint operation employee might be trained and certificated as in paragraph 5.1 to apply reattachable couplings to hoses




6.2

6.3

INSPECTION BEFORE ATTACHING COUPLINGS (a)

Lay hose out straight in a clean, dry, well-lighted area;

(b)

walk entire length of the hose two times, inspecting one-half of the outer cover each time. Inspect for cuts, punctures, bumps, blisters, softness or any other indications of damage;

(c)

illuminate the bore of the hose to the extent practicable and inspect for blisters, cuts, excessive surface roughness or foreign material;

(d)

measure the hose for proper length;

(e)

inspect coupling threads for damage;

(f)

make sure hose ends are square within three thirty-seconds inch (3/32″) (2.25mm) before installing couplings.

SELECTION OF COUPLINGS (a)

Unless specific approval to do otherwise is given, European couplings shall be used with European hoses and American couplings with American hoses. Note: The reason for this requirement is that, in most cases, European hoses have thinner wall thicknesses than American hoses and require the correct coupling to ensure the correct grip. An exception is Gammon's Jetcraft which is similar in wall thickness to European hoses.

6.4

(b)

Reattachable couplings may be reused on their original hose (e.g. if hose shortening is required). Only new couplings shall be used on new hoses.

(c)

Only couplings which are certified to comply with requirements of API 1529 or BS EN 1361 shall be used.

ATTACHING COUPLINGS (a)

Couplings shall be attached in accordance with the manufacturers’ recommended practice using the specified tools and installation equipment.

(b)

Non-reattachable coupling ferrules shall be selected so that the ferrule is a snug slip-on fit over the hose, with an internal diameter between zero (0) and three thirty-seconds inch (3/32″) (2.25mm) larger than the hose outside diameter.




INSPECTION AFTER ATTACHING COUPLINGS (a)

Inspect internally (with a flashlight) for evidence of split or cracked shanks on the couplings, bulging of the liner where the couplings attach and improper seating of the coupling shank into the hose tube.

(b)

Inspect externally for split or cracked couplings, thread damage and misalignment of the couplings.

7.0 PROOF PRESSURE TEST 7.1

GENERAL Each completed hose assembly shall be subjected to hydrostatic test at a proof pressure of 600 psi (40 bar). The test medium shall only be clean kerosene. The test shall not be performed while the hose is attached to fuelling equipment or while intake or delivery nozzles are attached.

7.2

SAFETY PRECAUTIONS Before conducting proof pressure tests on hose assemblies, provision must be made to ensure the safety of the personnel performing the tests and to prevent any possible damage to property. Only trained personnel using proper tools and procedures should conduct pressure tests. (a)

Air or any other compressible gas must never be used as the test media because of the explosive action of the hose should a failure occur. Such a failure might result in damage to property and serious bodily injury.

(b)

All air should be removed from the hose by bleeding it through an outlet valve while the hose is being filled with the test medium.

(c)

Hose to be pressure tested must be restrained by placing steel straps or equivalent restraining devices close to each end and at approximate 10’ feet (3m) intervals along its length to keep the hose from “whipping” if failure occurs; the restraining devices are to be anchored firmly to the test structure but in such a manner that they do not contact the hose which must be free to move.

(d)

The outlet end of the hose is to be bulwarked so that a blown-out fitting will be stopped.

(e)

Provisions must be made to protect testing personnel from the forces of the pressure media if a failure occurs.

(f)

Testing personnel must never stand in front of or in back of the ends of a hose being pressure tested.



Global Aviation – Equipment Specifications Manual (g)

7.3

Precautions must be taken to protect against fire or other damage should a hose fail and the test liquid be sprayed over the surrounding area.

PROCEDURE (a)

Lay hose out straight in a clean, dry, well-lighted area. With a ballpoint pen, mark the hose at each coupling to check for slippage during test.

(b)

Fill the hose with the test medium while bleeding all air from the hose through an outlet valve.

(c)

Gradually apply the proof pressure and maintain for three (3) minutes. At the end of this time, inspect the full length of the hose for signs of leakage, bulging, blistering or any other deformation. Inspect the couplings for slippage or misalignment.

(d)

Release the pressure and repressurize to 25% of the proof pressure.

(e)

Release pressure and drain hose.

Note:

If slight coupling slippage is noted during the proof pressure test, the test shall be repeated as many times as necessary until no further slippage occurs. The total allowable slippage shall be 0.031” (0.8 mm) maximum.

8.0 CERTIFICATION Each hose assembly shall be furnished with a certificate stating that the hose has been inspected, couplings attached and hydrostatically tested in accordance with this specification (refer Appendix 1). The certificate shall include the hydrostatic test pressure and the dates of hose manufacture and hose assembly.

9.0 SHIPMENT After testing, the hose shall be carefully cleaned, drained, dried and sealed with corrosion resistant end caps prior to shipment. Hoses shall be packed for shipment in suitable commercial containers of a type and size so as to adequately protect the hose from kinking, abrasion and other damage and not cause deformation of the hose or couplings. The test certificate referred to in paragraph 8.0 will be shipped with the hose.

10.0 STORAGE Hoses and hose assemblies shall be stored in accordance with the recommendations contained in API 1529, Appendix A.




11.0 RECOUPLING OF HOSES 11.1

With the specific concurrence of ChevronTexaco Aviation Operations, hoses removed from service as a result of visual inspection may be recoupled and returned to aviation service after damaged or weakened sections have been removed, provided: (a)

the undamaged portion is in a single, usable length;

(b)

recoupling is carried out in a properly equipped workshop by competent personnel using the tools, procedures and equipment recommended by the coupling manufacturer; the coupling installation procedures in paragraphs 5.1 and 6.0 are fully complied with; the completed hose assembly is pressure tested in accordance with paragraph 7.0.

(c) (d)

11.2

Each recoupled hose assembly shall be issued with a certificate of test and the letter R (for recoupled) shall be stamped on the coupling ferrule. Hose records shall be endorsed accordingly.

12.0 APPROVED AVIATION HOSE MANUFACTURERS & SUPPLIERS (1) (2) (3) (4) (5)

Goodyear (to include Gammon Jetcraft) (USA) Continental (to include Gossler and Elaflex brand hoses) (Europe) Semperit (Austria) Dayco (USA) Hewitt (USA only) Note: Leyland & Birmingham Rubber Co. (Hewitt-UK), hoses have been removed from the approved manufacturers list, and any hose currently in service from this manufacturer should be removed immediately.

(6) (7) (8) (9)

Titan (Goodall Rubber) (USA) Durodyne (USA) Gates (USA) Thermoid (USA) Note: In each case, only hoses and assemblies certified to comply with the requirements of the current editions of API 1529 or BS EN1361 shall be used




13.0 APPROVED HOSE COUPLING MANUFACTURERS & SUPPLIERS It is recommended that hoses are supplied with factory fitted couplings either of the nonreattachable (permanent) or of the reattachable clamp type (banded or similar type clamps shall not be used).

Hose Manufacturer

Approved Couplings

Former Name of Manufacturer or Supplier

Elaflex – Spannloc Type All hoses

Spannfix couplings are not approved

For hoses manufactured in Gossler Europe For European and Roman Soliger Gammon Jetcraft hoses For hoses manufactured in Dixon USA/Canada All hoses

Mulconroy

For hoses supplied by Gammon For USA hoses (Dayco, Hewitt) sizes 1" to 3"

Gammon (Dixon 520H, Civacon, Roman Soliger) UMI (United Metal Industries)

also Kombilok

Rostra, Century Brass and Scovill

Civacon was OPW

14. HOSES FOR OTHER PRODUCTS 14.1

WATER METHANOL MIXTURE Normal aviation hoses as defined above should be used for water methanol (W/M) mixture. It is essential that each hose to be used in W/M service be dedicated from new.

14.2

FUEL SYSTEM ICING INHIBITOR This product requires a chemically resistant hose. A suitable hose is Goodall "Kemflex 2000" chemical hose part number N-2700.



Global Aviation – Equipment Specifications Manual APPENDIX 1 HOSE / HOSE ASSEMBLY CERTIFICATE Date: ______________________

ChevronTexaco Purchase Order No. _________________________________

A. HOSE DETAILS

B. COUPLER DETAILS

1) Manufacturer __________________________ 2) Country of Origin ______________________ 3) Date of Manufacture ___________________ 4) Batch Number _________________________ 5) Specification __________________________ 6) Serial Number _________________________

1) Manufacturer __________________________ 2) Country of Origin _______________________ 3) Type (R or NR) _________________________ 4) Material _______________________________ 5) Date Pressure Tested ___________________ 6) Test Pressure __________________________

7) Diameter __________ Length ___________ 8) Working Pressure ______________________ (Name of Company) We ____________________________ certify that this hose/hose assembly has been inspected and, with the couplings attached, has been tested in accordance with the requirements of API 1529 } (delete not Edition__________________ and that no known defects exist. BS EN 1361 } applicable)

________________________________________ Signature of Authorized Hose Inspector

Note: This certificate to be shipped with each hose.



Global Aviation – Equipment Specifications Manual APPENDIX 2 AIRCRAFT FUELLING HOSE Flow Rate vs. Pressure Loss (Typical Grade II Hose) Fuelling Rate:

Pressure loss in hose is dependent on many factors; rate of flow, viscosity, hose length, temperature, etc. Since pressure loss is directly proportional to length, data on the graph below can be extended on a proportional basis to accommodate any length of hose. The table is approximate for Jet A-1. For hose fitted with shank–type couplings, add 20% loss per 50’ feet of hose. Pressure drop increases logarithmically with flow rate. FLOW THROUGH NOSE (1 ¼” to 4” Inside Diameter) 20oC/68o F Inside Diameter in Inches 1 ¼” 2” 2" 2 1/2" 2 ½” 3” 3" 4”

PSI at USGPM 55 @ 100 4 @ 100 15 @ 200 5 @ 200 30 @ 500 13 @ 500 44 @ 1000 9 @ 1000

Pressure loss, psi per 50’ feet of hose, without couplings. Defuelling Rates:

Exact calculations of flow rates for defuelling require consideration of many variables including the construction, age, condition and stiffness of the hose and viscosity of the fuel. Flow rates are generally limited by the hose collapsing due to applied suction. The chart below shows maximum recommended fuelling rates for Grade II hose. Inside Diameter in Inches 1 ¼” 2” 2 ½” 3”


USGPM 40 80 100 160



CTGA SPECIFICATION 6.2 – BONDING AND GROUNDING EQUIPMENT 1.0 GENERAL 1.1

This specification provides guidelines for installation of bonding and grounding equipment on aviation fuel handling facilities and equipment.

1.2

Bonding is the process of connecting two (2) or more conductive objects together by means of a conductor. Grounding (earthing) is the process of connecting one (1) or more conductive objects to ground.

1.3

The equipment described in these guidelines is designed to bond together and/or ground the various conductive components of fuel handling systems and thus prevent the accumulation of static electricity which could lead to a spark discharge and subsequent explosion or fire.

1.4

It must be understood that bonding and grounding during fuel handling operations only prevents external electrical discharges which could be hazardous in the presence of fuel vapour. Fuel which does not contain static dissipator additive (SDA) will, by moving through filters, pipes, hose, etc., build up an internal charge which can lead to receiving tank fires and explosions. While fuel containing SDA will dissipate the internal charge as it is generated, the movement of fuel will still generate charges in the receiving vessel which are not dissipated by SDA; these charges, together with others generated by, for example, the movement of wind over aircraft surfaces, can be substantial. Thus, even with SDA in the fuel, bonding between the fuelling equipment and aircraft or other receiving vessel is necessary to minimize the possibility of sparking when disconnecting hoses. CTGA 3.1 contains recommended maximum product velocities and charge relaxation times to be followed in design of depot facilities to reduce the hazards caused by bulk charges generated in the fuel.

2.0 BOND RESISTANCE 2.1

The currents generally encountered in the bond connections used in the protection against the accumulation of static electricity are in the order of microamperes. Since these leakage currents are so small, a resistance to ground of up to 1 meg ohm is adequate for static grounding. For practical purposes, in testing new installations, it is recommended that a resistance of 10 ohms be considered the maximum to allow for increases in resistance during service due to corrosion, etc.

3.0 CABLES AND CLAMPS 3.1

GENERAL


Bonding and Grounding Equipment CTGA 6.2 Page 1

Global Aviation – Equipment Specifications Manual In most bonding and grounding applications, the currents which flow are very small and, for purely electrical considerations, light gauge cables are entirely adequate; however, the durability and mechanical strength required to ensure prolonged service dictates the use of much heavier gauge cables. For most purposes, the cable and clamp sizes specified in paragraphs 3.2 and 3.3 will provide adequate service life. 3.2

HEAVY DUTY BONDING CABLES Flexible multi-strand copper cable, rubber insulated of 50 to 100 amp. rating (as used in small welding sets), is recommended. End connections should be soldered or crimped terminals. Clamps should be of rugged construction with solid copper jaws which apply a jaw pressure of at least 20 lbs. when applied to a one-fourth inch (¼″) diameter rod. When clamped to a one-half inch (½″) diameter test rod, overall resistance between the rod and the cable end shall not exceed 10 ohm at time of installation.

3.3

LIGHT DUTY BONDING CABLES On fuelling vehicles and portable sampling equipment, light duty bonding and grounding cables shall be provided. Recommended cables are flexible multi-strand galvanized or stainless steel types with a clear or green plastic outer cover. Overall diameters between one-eighth inch and one-fourth inch are available. End connections should be soldered or crimped terminals. Preferred clamps are the US Military style since these are very durable thus minimising the risk of foreign object damage to aircraft engines. Otherwise, clamps should be copper plated steel alligator clips of 25 to 100 amp. rating depending on the type of service. Overall resistance between clamp surfaces and cable end shall not exceed 10 ohms when installed.

3.4

HYDRANT VALVE LANYARDS These are often plastic covered multi strand steel cable similar in appearance to bonding cables. To avoid confusion in an emergency, lanyards should have a red plastic covering (and there should be NO electrical continuity between the lanyard clip and any part of the hydrant servicer).

4.0 EQUIPMENT TO BE USED 4.1

RECEIVING FACILITIES 4.1.1

Tanker and Barge: The preferred procedure when discharging tankers or barges is for the craft to be completely electrically isolated from the receiving dockline by means of an insulating flange; however, in the absence of an insulating flange, a heavy duty bonding cable as described in paragraph 3.2 shall be used to prevent stray currents.




4.2

4.3

4.1.2

Tank Truck: A heavy duty bonding cable and clamp as described in paragraph 3.2 shall be permanently attached to the receiving pipework and be of sufficient length to attach to the delivery vehicle.

4.1.3

Rail Tank Car: In addition to the above requirements for tank trucks, unloading facilities for rail tank cars shall include a heavy duty bonding strap between both rails and the receiving pipeline. On electrified railways, the spur line shall be insulated from the main line to eliminate stray currents.

DEPOT FACILITIES 4.2.1

Pumps, Pipelines, Filters, etc.: All depot above ground pipelines, pumps, filters, valves and associated equipment through which product flows shall be electrically bonded together and grounded at a suitable point. Generally bonding straps across flanges, etc. are not necessary as the connecting bolts provide sufficiently low resistance to equalize electrical charges.

4.2.2

Tanks: No grounding or additional bonding is required on above ground vertical tanks on earth foundations or on underground tanks. Above ground horizontal tanks on insulating cradles shall be grounded by means of a heavy duty braid or cable connected between a suitable flange bolt and an earth point. All internal tank components, floating suctions, gauge floats, etc. shall be bonded to the tank structure.

4.2.3

Electrical Equipment: All electrical equipment must be grounded in order that, in the event of the breakdown of internal insulation, current will flow to ground through a low resistance path at a rate sufficient to operate the circuit protection devices (fuses, circuit breakers) and isolate the equipment.

LOADING FACILITIES 4.3.1

Marine Loading: Bonding facilities for barge loading shall be as described in 4.1.1 for receiving facilities.

4.3.2

Rail Tank Cars and Tank Trucks: The bonding and grounding facilities provided for bottom loading of rail tank cars and tank trucks shall be identical to the receiving facilities described in paragraphs 4.1.2 and 4.1.3. Top loading arms which include swivel joints generally do not require additional bonding other than that provided by a heavy duty cable and clamp connected between the cargo tank and the fill pipework.

4.3.3

Fueller Loading: The preferred bonding arrangement is one that is integrated with the filling system such as the Scully system.




4.5

HYDRANT FACILITIES 4.4.1

Hydrant Lines: Where impressed current cathodic protection systems are installed, insulating flanges shall be installed between the main hydrant inlet valve and the hydrant line and between the hydrant line and each dispensing pit valve.

4.4.2

Pit Valves: Where impressed current cathodic protection systems as above are installed, each pit valve shall be separately grounded by means of a heavy duty braided flexible steel strap to a suitable connection in the hydrant pit.

4.4.3

Apron Grounding Points: The provision of grounding points for fuelling equipment on the apron is generally dependent upon the airport authority’s policy. When required, a suitable installation consists of a five-eighths inch (15.9mm) or larger diameter steel rod driven at least five feet (1.5m) into the ground. Connection receptacles shall be designed to provide an adequate surface for clamping the grounding cable and should not protrude above the tarmac surface.

FUELLING EQUIPMENT 4.5.1

4.6

Hydrant Dispensers and Fuellers: Each fuelling vehicle shall be fitted with the means to bond the vehicle to aircraft and, where grounding points are required to be used, to ground the vehicle. The recommended installation is a spring rewind reel fitted with 50 to 100 feet of light duty bonding cable and clamp. Where grounding points are available, two separate reels, each containing a single cable, shall be used; the reels shall be bonded together effectively in addition to any inherent bonding via the vehicle chassis.

SAMPLING EQUIPMENT 4.6.1

Sampling Containers: Field sampling containers shall be either stainless steel, aluminum or glass. Metallic sampling containers shall be fitted with a light duty bonding cable and clamp, securely attached. Buckets which have internal coatings for ‘White Bucket’ test should have a metal rod on the inside of the bucket which reaches the bottom. This rod should be connected to the bonding cable and clamp.

4.6.2

Millipore Equipment: Millipore equipment shall include bonding of all metallic parts to the pipeline being sampled, including the metal sample receiving container. The recommended bonding method is the installation of metal braid internally in the sample tubing, connected to all metal parts and terminating in a light duty clip for connection to the sample receiver.




CTGA SPECIFICATION 6.3 – METERS AND METERING SYSTEMS 1.0 GENERAL 1.1

This specification provides guidelines for selection and installation of metering systems and accessories for use in aviation fuel handling systems. The contents are limited to the discussion of positive displacement and turbine meters and their application in fixed facilities and mobile dispensing equipment where highly accurate metering is required. Other flow measurement devices such as rotameters, orifice plates, venturis and pitot tubes are not covered.

1.2

Meter design and application is a continually developing science, particularly in the use of electronic devices and automatic control of metering functions. When specifying metering systems, the latest literature from competing manufacturers should be reviewed.

2.0 REFERENCE PUBLICATIONS API Manual of Petroleum Measurements Standards Chapter 5, Section II, covering positive displacement meters Chapter 5, Section III, covering turbine meters

3.0 REQUIREMENTS 3.1

Product meters are expensive, precision instruments requiring routine calibration and maintenance. Their use in a system should therefore be restricted to those points where it is commercially or legally required that they be installed or their installation can be economically justified as a stock control measure.

3.2

All new meters on into-aircraft delivery equipment (except at some minor country locations) shall have or be capable of having electronic meter heads and be compatible with electronic meter proving equipment.

4.0 SELECTION OF METERS 4.1

In recent years, developments in turbine meter design have made them more reliable and suitable for a wider range of applications. Turbine meters are being successfully employed on mobile fuelling equipment and at loading racks, etc. As a guide to selection of the type of meter to be installed, the following general advantages and disadvantages of turbine meters should be considered.

4.2

TURBINE METER FEATURES (a)

Smaller and lighter in weight than P.D. meters,

(b)

less expensive,


Meters and Metering Systems CTGA 6.3 Page 1

Global Aviation – Equipment Specifications Manual (c)

less susceptible to calibration drift,

(d)

better repeatability and more accurate over long periods,

(e) (f)

can be installed at any angle between vertical and horizontal, without loss of accuracy, do not require separate mounting pads (economy of installation),

(g)

higher flow rates per comparable connection size,

(h)

less seals, less moving parts, hence reduced maintenance costs,

(i)

more susceptible to damage from any foreign objects in the flow stream,

(j)

require upstream flow straightening tubes,

(k)

less accurate at low flow rates,

(l)

pressure drop may be higher than P.D. meters.

4.3

All the above features may not be true of all models of turbine meter and manufacturer’s literature should be reviewed in each case.

4.4

The following application guideline to be used in selecting meters: P.D. Meters Turbine Meters

Mobile refuelling equipment, Master meters Pipelines, loading racks, unloading racks etc.

5.0 INSTALLATION 5.1

The subject of design, construction, installation and adjustment of metering systems for general petroleum products is comprehensively covered in the API Manual of Petroleum Measurement Standards (paragraph 2.1). This information is generally applicable to meters for use in aviation fueling facilities. There are, however, certain unique features in design and operating procedures to be considered in specifying meters for aviation service, especially for mobile dispensing equipment.

5.2

The following paragraphs outline the major considerations in specifying meter installations for aviation fuel service. 5.2.1

System Operating Flow Range: Meters generally are excessively inaccurate at below 10% of their rated flow; therefore, if it is required to measure flow at rates below 10% of the maximum system flow rate accurately and frequently, an additional parallel low-flow meter shall be installed. If mobile dispensing equipment basically intended for servicing at flow rates in excess of 500 USGPM (1,550 lpm) is to be used for dispensing via an overwing nozzle, a separate low-flow (200 USGPM) meter and flow control valve shall be installed.

5.2.2

Accuracy: Meters shall be inherently accurate to within 0.2% of reading at flow rates between 10% and 110% of rate flow and the readout must be



Global Aviation – Equipment Specifications Manual capable of being adjusted to within 0.1% of reading throughout the same flow range by means of a calibrator in the drive train. 5.2.3

Size and Weight: Often, available space for meter installation is limited, particularly on mobile equipment. Installation must be such that the meter head (register) is clearly visible from the normal operating position. Turbine meters are considerably smaller and up to 90% lighter than P.D. meters of equivalent flow rate and lend themselves to such installations.

5.2.4

Maintenance: Local availability of spare parts, calibration and maintenance services is an important factor in meter selection. Generally, meters in continuous operation, being subjected to dirty product or operating at or near maximum flow will require additional maintenance.

5.2.5

Corrosion and Product Contamination: Only aluminum or epoxy coated steel bodied meters shall be used in aviation fuel service to reduce the possibility of corrosion. Pressure lubricated meters shall not be used. Installation should ensure that the meter is always maintained full of product.

5.2.6

Proving: At each meter installation, there must be means provided to prove and adjust the meter accurately under conditions of flow and pressure, and using the same product, as the meter is normally subjected to in service. Meter proving is covered in paragraph 6.0.

5.2.7

Air Elimination: Meters will measure and register not only the liquid but air and vapour entrained in the liquid. To ensure accurate measurement, air must be eliminated from the system upstream of the meter. Air elimination tanks which reduce the velocity of flow and allow entrained air to rise and be discharged automatically should be installed on all installations where a filter separator is not included upstream of the meter. Filter separators and microfilters are fitted with automatic eliminators and no other air elimination device is generally necessary. Air eliminator discharge lines may be routed to connect into the mainstream pipework downstream of the meter.

5.2.7

Product Contaminants: Large particles of foreign matter in the flow stream can cause catastrophic damage to the measurement components of meters. Smaller particulate matter will cause erosion of components and impair long-term accuracy. Suitable means must be employed to remove foreign matter upstream of meters. Generally, installation of strainers of approximately 40 mesh will protect most meters from damage by foreign matter. Where meters are installed downstream of filter separators or microfilters an additional strainer is not required. On new systems, meters should not be installed until adequate flushing has removed all weld slag, rust, etc., from upstream pipework.



Global Aviation – Equipment Specifications Manual 5.2.9

Pressure Drop: System design should take into account the pressure drop across the meter. Manufacturers’ Pressure Drop vs. Flow Curves should be consulted.

5.2.10 Working Pressure: The maximum operating pressure rating of the meter should be at least equal to the system design pressure. 5.2.11 Shock Pressure (water hammer): Permanent damage can be done to measuring components and seals by excessive shock pressure in the system. Soft closing valves or surge suppressors provide effective protection. 5.2.12 Expansion Pressures: Seal leakage and damage may occur if the meter (when idle) is blocked between two (2) valves; therefore a thermal relief valve should be provided in such situations. On mobile dispensing equipment, this is generally not a problem because surge suppressors, hose expansion and thermal relief valves limit thermal expansion pressures to safe levels. 5.2.13 Shut-off Valves: On fixed facilities, shut-off valves should be appropriately located upstream and downstream of meters to enable their removal for maintenance with minimum loss of product. This requirement must be considered in regard to the expected maintenance product loss, additional system downtime and manpower costs as opposed to the cost of additional valves.

6.0 METER PROVING 6.1

There are three (3) methods generally employed for proving the accuracy of meters in aviation service: proving loops, proving tanks and master meters. Of these, proving by using a master meter is generally more economical and of sufficient accuracy for the purpose. All three (3) methods are discussed at length in the API Measurement Manual. A fourth method, electronic proving, is gaining acceptance and should be given favourable consideration when viable economically. All meter proving shall be carried out under conditions as close as possible to actual operating conditions of flow, pressure and temperature, using the same product grade.

6.2

LOOP PROVING This method employs a calibrated length of pipeline or “loop” through which a calibrated scraper or plug is forced by the flowing stream. A counter is started and stopped as the plug passes the beginning and end of the calibrated section. Knowing the capacity of the loop and the time taken for the plug to traverse it, flow rate can also be calculated. High degrees of accuracy and repeatability can be obtained. This method lends itself to automation and is recommended for installation on long pipelines to provide automatic meter calibration and leak detection.




6.3

6.4

VOLUMETRIC PROVING TANKS 6.3.1

This method employs a calibrated tank of known capacity which is filled with product having passed through the meter under test. By noting the readings of the meter before and after the tank is filled, the meter accuracy can be checked. Volumetric provers can be highly accurate, however corrections must be applied to the volume measured to make allowance for changes in dimensions of the tank shell due to temperature and weight of the liquid and changes in volume of the liquid due to pressure and temperature changes.

6.3.2

Use of volumetric proving tanks at aviation depots should be restricted to proving the master meter which in turn is used to prove the depot and dispensing equipment meters. The capacity of the prover should be sufficient to allow a test run of at least one minute in duration at the maximum flow rate of the meter under test.

6.3.3

All volumetric proving tanks used shall be calibrated and certified by the local regulatory authority concerned. Generally, there is insufficient justification for the permanent installation of proving tanks at aviation depots as the services of specialist calibration firms can usually be employed for master meter proving.

MASTER METER PROVING 6.4.1

This method consists of temporarily installing a master meter in series with the meter to be proved. Proving runs are then carried out under close to operating conditions. The master meter may be any reliable, consistent meter which is maintained specifically for proving other meters and may be portable or permanently installed. The master meter must itself be frequently proved and records maintained of its errors so that these may be applied as corrections to meters proved against it.

6.4.2

Electronic proving requires a master meter with an electronic head which stores data including master meter correction factors. The meter to be tested must also have an electronic head which, during the proving run, will be “adjusted” electronically by the master.

6.4.3

At major airport depots, a master meter should be permanently installed in the mobile equipment flow test rig (refer CTGA 3.4); however, valving must allow the meter to be bypassed when performing other work such as testing pressure control systems. At other locations, where meters are installed, flanged tees either side of a gate valve in the main product pipework should be provided to allow installation of a portable master meter when required.

7.0 ACCESSORIES Date of Issue: June 2004 Revision Number: Original Issue



7.1

Large Numeral Counter: The basic meter head for use in aviation service shall be a large numeral five-digit resettable counter with a totalizer and having a resolution of 0.1 U.S. gallon or one liter or as required by local regulations.

7.2

Calibrator: Each meter must be fitted with a mechanical calibrator in the output register drive train or be capable of and set for electronic calibration. On some fueller installations where product flows in reverse through the meter during defuelling, the calibrator must be suitable for reverse rotation. Preset Counter: A counter preset device which controls a downstream shutoff valve to interrupt flow at a set volume should be considered for installation at loading racks and for equipment often used for low volume aircraft fuelling where the aircraft operator is likely to ask for a specific volume of fuel to be supplied rather than topping up an aircraft to a predetermined total.

7.3

7.4

Rate of Flow Indicator: On installations where it is required to continuously monitor approximate flow rate, such as on dispensing equipment, a rate of flow indicator shall be installed.

7.5

Pulse Transmitter: For remote registration of metered quantities, pulse transmitters supply appropriate signals which can be translated and amplified by receiving equipment to provide remote electronic or electro-mechanical readout of measured quantity and rated flow.

7.6

Automatic Temperature Compensator: Where it is required for stock control, customs or custody transfer purposes, an automatic temperature compensator shall be installed in the register drive train to provide a net volume readout referenced to a particular standard temperature. Meters employed for leak detection purposes in long pipeline systems must also be temperature compensated; however, electronic compensation may be more suitable in such applications than mechanical compensators.

7.7

Ticket Printer: At point-of-sale and product custody transfer locations, a ticket printing accessory should be included which records “before” and “after” totalizer readings, provides effective proof of delivery and eliminates stock control problems associated with the incorrect reading of metered quantities. Meter tickets can also be preprinted as delivery receipts, avoiding duplication of documents.

8.0 APPROVED SUPPLIERS MANUFACTURER Cobham Fluid Systems Holland Way, Blandford Forum, Dorset, UK DT11 7BJ Tel: +44 (0) 1258 486600 Fax: +44 (0) 1258 486601 E-Mail: [email protected] Date of Issue: June 2004 Revision Number: Original Issue

MODEL NUMBERS

BM Series (positive displacement) (preferred for master meters)



MANUFACTURER Website : www.cobhamfluidsystems.com Brooks Instruments Division Emerson Process Management 407 West Vine Street Hatfield, PA 19440-0903 USA Phone +1 (888) 554-3569 Fax +1 (215) 362-3745 Website : www.emersonprocess.com/brooks/ FMC Measurement Solutions Smith Meter Division 1803 Gears Road Houston, Texas 77067, USA Tel: +1 281-260-2190 Fax: +1 281-260-2191 E-Mail: [email protected] Website: www.fmcmeasurementsolutions.com Liquid Controls A Unit of IDEX Corporation 105 Albrecht Drive Lake Bluff, IL 60044, U.S.A. Phone: +1 847 295 1050 Fax: +1 803 295 1057 E-Mail: [email protected] Web: www.lcmeter.com Total Control Systems 2515 Charleston Place Fort Wayne, Indiana 46808 USA Tel: +1 (800) 348-4753 or +1 (260) 484-0382 Fax: +1 (260) 484-9230 E-Mail: [email protected] Website: www.tcsmeters.com/


MODEL NUMBERS

B-“X”-C-AL Series (positive displacement) “PARITY” Series (turbine for fixed facilities) MARK VI (turbine for dispensing equipment)

E3, E4, F4, G6 Series (positive displacement) G Series (turbine for fixed facilities)



CTGA

SPECIFICATION

6.4

–


1.0 GENERAL 1.1

This specification provides guidelines for selection and installation of pressure gauges and associated equipment for use in aviation fuel handling facilities and dispensing equipment.

1.2

Fixed facilities and mobile fuelling equipment should be designed to include sufficient pressure gauges, or pressure gauge tap connections, to allow the correct operation of the system to be accurately determined. Permanently installed pressure gauges should be limited to those points in the system where routine inservice monitoring of pressure is required. At other system locations where it may be necessary to measure pressure at infrequent intervals for trouble shooting or system adjustment purposes, suitable plugged tap connections should be installed for connection of a portable test gauge when required.

1.3

Gauges may be calibrated in either Imperial or SI units (using “bar” rather than kPa), according to national practice. Preferably, gauges shall have dual scales reading bar and psi.

2.0 GAUGE SELECTION GUIDE 2.1

CATEGORIES OF PRESSURE GAUGE Three categories of pressure gauge are commonly used in aviation fuel handling:

2.2

1)

Dial Pressure and Vacuum Gauges,

2)

Differential Pressure Gauges and

3)

Master Test Gauges.

CONSTRUCTION CRITERIA The information below describes the required construction criteria for each category of gauge.

2.3

DIAL-TYPE PRESSURE AND VACUUM GAUGES (a)

Type: High quality general purpose industrial grade gauges designed for air, water and steam service are acceptable for aviation fuel service.

(b)

Size: The size (nominal diameter) of gauge specified will be dependent on the required degree of determination of indicated pressure; the larger the diameter of the gauge, the longer is the dial scale and hence the amount of


Pressure Gauge Installations CTGA 6.4 Page 1

Global Aviation – Equipment Specifications Manual pointer movement per increment of pressure increase. As a general rule, gauges of two inches (50mm) diameter are satisfactory for indicating noncritical pressures, such as air supplies, etc., whereas for monitoring critical operating parameters, gauges of four inches (100mm) diameter are recommended. Another factor to be considered in gauge size selection is the distance from which it must be read. Where gauges are installed in locations where they cannot be observed at close proximity, a larger diameter gauge is required.

2.4

(c)

Range: Pressure gauges shall be selected with a range of 150% of the normal system operating pressure or 110% of the maximum working pressure, whichever is the greater. The range of vacuum gauges shall normally be 0-30 Hg (0-1 bar).

(d)

Movement: Gauges should be constructed with a bourdon tube of phosphor bronze hard soldered into a brass mounting block with integral pressure inlet connection, all metal non-ferrous gearing and a pointer of non-ferrous metal painted black.

(e)

Dial: The gauge dial should be aluminum painted white with black markings.

(f)

Graduations: Dial graduations should be marked at increments not exceeding 2% of full scale indication.

(g)

Accuracy: General purpose gauges should be accurate to within ±2% of reading throughout their range.

(h)

Case: An all metal case is required, of waterproof construction, with a glass dial cover. Plastic cased gauges shall not be used.

DIFFERENTIAL PRESSURE GAUGES (a)

Type: These gauges are available especially designed for aviation fuel service with Viton A seals.

(b)

Range: Gauges are available in ranges of 0-15 psi (0-1 bar) and 0-30 psi (0-2 bar). As the maximum allowable differential pressure across most filter separators and micro filters is 15 psi (1 bar), the former range should be installed on these equipment. The higher range gauge should be specified for installation on filter monitors and various strainers where a higher maximum differential pressure is allowed.

(c)

Accuracy: Gauges should be accurate to within plus or minus 1 psi (0.7 bar).

(d)

Case: Anodized aluminum case gauges are preferred.




2.5

MASTER TEST GAUGES (a)

Type: Master test gauges are portable dial pressure indicators of superior construction and accuracy for use in checking the calibration of other pressure measuring devices (Master test gauges are sometimes referred to as standard test gauges).

(b)

Service: Master test gauges should be ordered for a particular type of service as they are initially calibrated for that density of fluid.

(c)

Size: To facilitate readability, master test gauges should be between six inches (150mm) and eight inches (200 mm) nominal diameter.

(d)

Range: The indication range of master test gauges is dependent on the range of the gauges to be tested. A master test gauge must be selected to correspond to the maximum reading of the highest range gauge to be checked by it. For adequate precision a master gauge should not be used to check a gauge with a full scale indication of less than 50% its range. In some cases, more than one (1) master test gauge may be required at an installation.

(e)

Movement: Test gauges should be constructed with a phosphor bronze bourdon tube, hard soldered into a solid brass mounting block with integral pressure inlet connection, all non-ferrous metal precision gearing and a pointer of non-ferrous metal painted black. The width of the pointer where it traverses the dial graduations shall be as narrow as practicable for precise readability.

(f)

Dial: Test gauge dials shall be aluminum painted white with black markings. Incremental pressure graduations shall be as narrow as possible and correspond to the thickness of the pointer where it traverses the scale. (Some test gauges may feature a mirror surface inside the dial scale to enable readings to be taken with minimum parallax error.)

(g)

Graduations: Dial graduations shall be marked at intervals not exceeding 1% of full scale deflection, or 1 psi (0.07 bar) whichever is the greater.

(h)

Accuracy: Master test gauges shall be accurate to within 0.25% of full scale deflection at all points on the scale, both on increasing and decreasing pressure.

Note: All master test gauges shall be supplied with a test certificate issued by an approved laboratory stating accuracy and details of calibration on equipment traceable to a national standards laboratory. Test gauges should be recertified or checked on a deadweight tester at 12 monthly intervals.




3.0 INSTALLATION 3.1

GENERAL Dial pressure gauges come in five (5) standard mounting patterns: a) directly mounted, rear pressure connection, b) directly mounted, bottom pressure connection, c) rear flange mounted, d) front flange mounted and e) bezel mounted with rear clamp. Types a) and b) shall be used where the gauge mounts directly into a component or pipework. Type c) shall be used where the gauge can be mounted onto a flat metal surface sensing a remote pressure source. Types d) and e) shall be used on instrument and control panels where several gauges are grouped together to monitor the function of various components or points in a system. Bezel mounted gauges with rear retaining clamps present a neater appearance and occupy less space than front flange mounted gauges.

3.2

PRESSURE SENSE LINES On fixed facilities, pressure sense lines used shall be of stainless steel. One-fourth inch (6mm) outside diameter tube of appropriate pressure rating is preferred for aviation fuel service. Wall thickness should be increased where the sense line must support the weight of the gauge. Sense lines shall be routed to avoid placing strain upon the gauge connection. Where required, the sense line should be coiled to isolate vibration from the gauge and relieve stress on the line connections.

3.3

DAMPING In many cases, it may be necessary to isolate a gauge from hydraulic pulsations to avoid pointer fluctuations. The two recommended methods of damping pulsations is to install proprietary “snubbers” in the gauge sense line or to use fluid (usually glycerine) filled gauges. Gauges fitted with snubbers will record the average of a high frequency pulsating pressure source and this method of damping is recommended. Where a gauge is also subjected to mechanical vibration, the use of fluid filled gauges will reduce pointer fluctuations caused both by pressure pulsations and mechanical vibration.

3.4

OVERRANGE PROTECTION DEVICES Protection against excess pressure can be provided by installing adjustable overrange protection valves on the inlet connection to hydraulic gauges. A typical



Global Aviation – Equipment Specifications Manual application is where low pressure gauges installed in a system may be subjected to higher pressures, accidentally or otherwise. 3.5

GAUGE TEST ADAPTORS It is good design practice to install a test adaptor adjacent to each gauge for connection of a portable master test gauge to facilitate routine accuracy checks as required in the ChevronTexaco Aviation Fuelling Operations Manual. Checking gauges in situ allows them to be checked during operation while subjected to their normal operating pressure and is generally sufficient on most aviation equipment. The test adaptor may be simply a plugged tee connection in the gauge sense line, however dry break quick disconnect adaptors are recommended because of their simplicity in operation especially on mobile equipment. Gauges showing excessive errors under in-situ test should be removed and tested throughout their full range on a dead weight tester.

3.6

PARALLAX ERROR Reading errors can occur unless a gauge is read with the eye directly in front of the pointer, i.e. at 90° to the dial face. These reading errors (called parallax errors) can be quite large depending on the gauge construction and the distance between the pointer and the dial face. When installing gauges, consideration must be given to placing them at a suitable height or on a suitable angle so that readings may be taken from normal viewing positions with the minimum of parallax error.




CTGA SPECIFICATION 6.5 – PAINTING AND SIGNWRITING, AIRPORT DEPOT FACILITIES 1.0 GENERAL 1.1

This specification outlines the guidelines for painting of plant, equipment and buildings at airport depots and the safety, company and product identification signs to be applied.

1.2

The initial application of suitable paint finishes over properly prepared surfaces will result in reduced maintenance costs. High quality paints, applied in accordance with the manufacturers’ recommendations, shall always be used. Airport depot facilities are regularly visited by airline customer representatives and should be clean and well maintained to present a good public image consistent with ChevronTexaco’s reputation for safe and efficient service to the aviation industry.

2.0 PLANT AND EQUIPMENT PAINTING 2.1

All tanks, pipework, pumps and other exposed metalwork shall be painted for: (a)

protection from corrosion,

(b)

identification,

(c)

safety of operations,

(d)

appearance and aesthetic compatibility with the surroundings.

2.2

Generally, mechanical equipment housed within buildings, which is supplied painted to its manufacturers’ standard, need not be repainted except for product identification.

2.3

Painting systems employed should make maximum use of locally available materials. Local paint suppliers should be consulted and a guarantee of suitability for the specific applications shall be procured.

2.4

Surface preparation and application of paints shall be in accordance with the manufacturers’ recommendations and should be guaranteed to provide adequate corrosion protection for a minimum period of five years.

3.0 COLOUR SCHEME 3.1

Product pipelines and general depot steelwork shall be painted in an aluminum finish. The top handrail of walkways and stairways and any protruding structures which could cause personal injury should be painted “equipment yellow.”


Painting and Signwriting, Airport Deport Facilities CTGA 6.5 Page 1


Fire water, foam and air lines and electrical conduits shall be painted in accordance with local regulations. In the absence of local regulations, this equipment should be painted in accordance with ChevronTexaco General Engineering Specifications, Fire Protection and Safety Systems (GPS-S3).

3.3

Tanks shall preferably be painted white or alternatively aluminium. White is a better reflector of heat from the sunlight and in general is a more environmentally acceptable colour, however it stains easier and touch-up painting is difficult to match. Where it is expected that heavy local air pollution may cause excessive soiling, aluminum paint should be specified.

3.4

Buildings shall be painted internally and externally with locally available architectural finishes in suitable aesthetically acceptable colours. Office and administration buildings should be externally painted in accordance with the current ChevronTexaco Corporate Image for service stations.

4.0 SIGNAGE 4.1

Company identification signs shall be applied as required in accordance with the current Corporate Image. Depending on public visibility of the main building and main entrance gate, ChevronTexaco identification signs may include a lighted sign at the main entrance and/or a lighted CHEVRONTEXACO wordmark sign above the main office building

4.2

Product identification signs on pipeworks, and at loading and unloading points, etc., shall be in accordance with CTGA 3.2.

4.3

Safety signs shall be provided as required by local authorities. As a minimum requirement the following shall apply: (a)

“No Smoking” and “Flammable Liquid” signs at all entrance gates;

(b)

designation of safe areas, where smoking is allowed, with “No Smoking” signs applied at the exits of these areas;

(c)

a large depot layout sign prominently identifying the location of pumps, valves, fire fighting appliances and the main electrical isolation switch should be displayed adjacent to the main entrance;

(d)

other signs as required by local authorities or ChevronTexaco Occupational Health and Safety Officers.

5.0 SURFACE PREPARATION AND APPLICATION The key to ALL surface treatments and finishes is proper and careful preparation of the surface to be painted; there are no short cuts that do not compromise the durability and quality of the finished job. Date of Issue: June 2004 Revision Number: Original Issue


Global Aviation – Equipment Specifications Manual An important part of the preparation is the question of time between preparation and first coat and the time between the first and subsequent coats. Too long between surface preparation and the first coat is likely to permit corrosion (which may not be visible to the naked eye) which will cause premature failure of the finish. Too short a time between coats may not permit all the first coat solvents to dry whereas too long may permit too much drying. Some surfaces, such as galvanising, require etching or other special treatment prior to the first coat of paint. Ensure that painting is performed by the contractor strictly in accordance with the paint manufacturer's recommendations for the surface being treated. Note: These comments apply to all paint finishes - not just to epoxy linings.




CTGA SPECIFICATION 6.6 – SAMPLING APPARATUS 1.0 GENERAL 1.1

This specification provides details of various sampling equipment, assemblies for sampling, accessories and sampling containers required by ChevronTexaco sampling procedures

1.2

Sampling procedures are covered in Appendix I of the ChevronTexaco Global Aviation Quality Control Manual.

2.0 REFERENCE PUBLICATIONS ASTM D4057 - Manual Sampling of Petroleum and Petroleum Products ASTM D4177 - Automatic Sampling of Petroleum and Petroleum Products

3.0 SAMPLE CONTAINERS 3.1

Sample containers may be clear or brown glass bottles or epoxy lined cans. The clear glass bottle is advantageous because in it, the fuel may be examined visually for cleanliness and allows visual inspection of the sample for free water or solid impurities. The brown glass bottle affords some protection from light which can change some properties of the fuel quite quickly.

3.2

Container closure corks, glass stoppers or screw metal caps may be used for glass bottles; screw caps only shall be used for cans to provide a vapour-tight seal. Corks must be of good quality, clean and free from holes and loose bits of cork. Glass stoppers must be a perfect fit. Screw cap gaskets must be of material that will not affect aviation fuels.

3.3

Containers to be used for samples for laboratory testing or to retain samples shall be new or provided by the laboratory in a clean condition. Containers shall be metal and of an approved design including being lined with an approved material (CTGA 2.6). Approved, lined containers are available from Central Can Co., Chicago, Illinois, Gammon Technical Products, Inc., Mannasquan, N.J., and other suppliers.

Note:

Containers used for taking samples to be tested by a laboratory must be scrupulously clean; the slightest traces of a contaminant in the container can lead to erroneous test results.

3.4

Brown glass bottles shall be used for samples taken for copper and, if ever required, silver strip corrosion tests.


Sampling Apparatus CTGA 6.6 Page 1


Clear, clean glass jars with wide necks and screw caps shall be used for visual and control checks.

3.6

Where buckets are used these should be manufactured from good quality stainless steel. They shall be equipped with bonding cable and clip. Where plastic and enameled (“white”) buckets are used, they shall have a conducting road on the inside of the bucket reaching the bottom of the bucket. The bonding cable and clip shall be attached to his conducting rod.

3.7

Epoxy lined fuel sample shipping containers described in Figure 1 should be used for transporting jet fuel for laboratory testing. IATA guidelines shall be followed in transporting containers.

4.0 SAMPLING APPARATUS 4.1

Bottle or Beaker Sampling: Details of the assembly required for bottle or beaker sampling are given in Figure 2. Lower the weighted, stoppered bottle or beaker to the level at which the sample is required. Pull out the stopper with a sharp jerk of the cord or chain and allow the bottle or beaker to fill completely at the selected level, as evidenced by the cessation of air bubbles. When full, raise the bottle or beaker, pour off a small amount and stopper immediately.

4.2

Tank Taps: The tank should be equipped with at least three sampling taps placed equidistant through the tank height and extending at least three feet (1m) inside the tank shell. A standard, stainless steel one-fourth inch pipe with suitable valve is satisfactory. This arrangement of tank taps is suitable for top, middle and bottom samples only when the tank is full. Where floating suctions are used, as is normally the case with tanks in aviation fuel service, the tank taps need only to be located on the bottom strake in the vicinity of the tank offtake (delivery) pipe flange. The top and middle one-fourth inch diameter sampling lines should be attached to the floating suction pipe and to the designated tank tap through suitable length stainless steel flexible connections.

4.3

Probes for Continuous Sampling: The function of a sampling probe is to withdraw from the flow stream a sample that will be representative of the entire stream. The probe design and assembly for continuous sampling is shown in Figure 3. Probe designs commonly used are also pictured in Figure 3.

4.4

Tube Sampling: Either a glass or metal tube may be used. It shall be designed so that it will reach to within one-eighth inch (3.2mm) of the drum or can bottom and have a capacity of approximately one pint (0.5 litres) or one quart (1 litre). A metal tube suitable for sampling 50 U.S. gallon (190 litre) drums is shown in Figure. 5. Two rings soldered to opposite sides of the tube at the upper end are convenient for holding it by slipping two fingers through the rings, thus leaving the thumb free to close the opening.




Sampling Thiefs - The thief sampling procedure is essentially for obtaining bottom samples. It may be used for taking samples at different levels as well. The thief shall be designed so that a sample can be obtained within one-half inch (13mm) of the bottom of the tank or tank car. Two types of thief are illustrated in Figure 6. One type is lowered into the tank with valves open to permit the fuel to flush through the container. When the thief strikes the bottom of the tank, the valves shut automatically to trap a bottom sample. The other type has a projective stem on the valve rod which opens the valve automatically as the stem strikes the bottom of the tank. The Bacon Bomb Sampler illustrated in Figure 7 is designed to take average samples or bottom samples as needed; average samples are no longer required but this sampler can be used for bottom samples. Specifications of this sampler and performance capabilities are given in Figure 7. To obtain a sample of fuel from an underground tank or from a specific level in any tank, the assembly described in Figure 8 may also be used.

4.6

EPOXY LINED FUEL SAMPLE SHIPPING CONTAINERS These containers are made especially for transporting samples of jet fuel for laboratory testing and have been tested in accordance with the approval procedure defined in ASTM Standard Practice D-4306. This practice recommends the use of epoxy-lined containers when performing any of the following ASTM Standard tests: a) Thermal Stability of Aviation Fuels; b) Water Separation Characteristics of Aviation Turbine Fuels; c) Electrical Conductivity of Petroleum Fuels Containing a Static Dissipater Additive; d) DC Electrical Conductivity of Hydrocarbon Fuels; e) Thermal Oxidation Stability of Aviation Turbine Fuels (JFTOT Procedure); f) Lubricity.

4.7

FUEL SAMPLING EQUIPMENT The kits illustrated below have become standard in the industry for obtaining test samples of jet fuel. The probe penetrates through the pipe coupling that is welded to the pipe thus eliminating the possibility of rust and dirt (that collects in stagnant pockets) reaching the test membrane. The kits use non-ferrous materials and all passages are small (one-fourth inch, 6mm) to ensure that there will be enough velocity during the flushing cycle to carry away any sediment that may have collected.




FIGURE 1 – EPOXY LINED CANS Included with permission from Gammon Technical Products (Bulletin 99)




Included with permission from Gammon Technical Products (Bulletin 99)










Included with permission from Gammon Technical Products (Bulletin 3)




Sampling Probe Date of Issue: June 2004 Revision Number: Original Issue









Figure 7 BACON BOMB SAMPLER




Included with Permission from Gamon Technical Products (Bulletin 115)




Figure 8 Included with Permission from Gamon Technical Products (Bulletin 154)





7.0

MOBILE REFUELLING EQUIPMENT




CTGA

SPECIFICATION

7.0

–

MOBILE REFUELLING EQUIPMENT

INTRODUCTION The purpose of this section of the manual is to outline the general design requirements for construction of aircraft refueling units for use by ChevronTexaco and/or its affiliated companies. The specification is subdivided into the following Chapters and Appendices: CHAPTER 1.0 2.0 3.0 4.0 5.0 6.0 7.0 8.0

GENERAL CONSTRUCTION REFUELING SYSTEM COMPONENTS FUEL CONTROL SYSTEM BODY COMPONENTS CHASSIS COMPONENTS INSPECTION & TESTING MANUALS

APPENDIX A. B. C. D.

GENERAL PIPING SCHEMATICS & COMPONENTS CHASSIS SPECIFICATION STANDARDS PAINT & PAINTING STANDARDS DECAL & IDENTIFICATION STANDARDS

It is mandatory that any proposed departure from the principles detailed in this ChevronTexaco manual, whether arising out of non-agreement by participants in joint operations or because of local conditions, shall be immediately reported to ChevronTexaco Global Aviation for prior review. No change shall be made without their concurrence.

Date of Issue: June 2004 Revision Number: 1

Aircraft Refuelling Equipment CTGA 7.0 Page 1

Global Aviation –Equipment Specifications Manual CONTENTS CHAPTER 1.0 - GENERAL 1.1 SCOPE 1.2 DESIGN AND DEVELOPMENT 1.3 PERFORMANCE 1.4 BIDDING INSTRUCTION 1.5 REFERENCED PUBLICATIONS 1.6 SCHEDULING 1.7 WARRANTIES 1.8 SHIPPING CHAPTER 2.0 - CONSTRUCTION 2.1 GENERAL 2.2 TANK CONSTRUCTION 2.3 TANK MOUNTING 2.4 TANK ACCESSORIES 2.5 SKIRTING AND CABINETS 2.6 PIPING AND COMPONENTS 2.7 TUBING CHAPTER 3.0 - REFUELING SYSTEM COMPONENTS 3.1 GENERAL 3.2 EMERGENCY VALVE 3.3 EMERGENCY FUEL SHUT-OFF 3.4 PUMP DRIVE 3.5 PRODUCT PUMP 3.6 CONTROL VALVES 3.7 FILTRATION UNITS 3.8 RECIRCULATION 3.9 METERS 3.10 VENTURI 3.11 HOSES 3.12 REELS 3.12.1 Hydrant Hose Reels 3.12.2 All Other Hose Reels 3.12.3 Static Grounding Cable Reels 3.12.4 Sensing Hose Reels 3.13 NOZZLES 3.13.1 General 3.13.2 Overwing 3.13.3 Underwing 3.14 BOTTOM LOADING 3.15 VAPOUR RECOVERY 3.16 MILLIPORE SAMPLE TAPS 3.17 PRESSURE GAUGE TAPS 3.18 FUEL SERVICING PLATFORMS 3.18.1 General Date of Issue: June 2004 Revision Number: 1



3.19 3.20 3.21 3.22

3.23 3.24 3.25

3.18.2 Fixed 3.18.3 Mobile INLET STRAINER INTERLOCKS FUEL SAMPLING SYSTEM LADDERS 3.22.1 General 3.22.2 Location RECOVERY TANKS DEFUELLING PRIST INJECTOR SYSTEM

CHAPTER 4.0 - FUEL CONTROL SYSTEM 4.1 DEADMAN 4.2 PRESSURE CONTROL VALVES (PCV) 4.3 AIR REFERENCE PRESSURE CONTROL (if equipped) 4.4 SURGE SUPPRESSORS 4.5 ENGINE SPEED CONTROL 4.6 CONTROL PANELS CHAPTER 5.0 - BODY COMPONENTS 5.1 REAR BUMPER 5.2 WIRING 5.3 LIGHTS 5.4 REFLECTORS 5.5 GROUNDING 5.6 FIRE EXTINGUISHERS 5.7 CHOCK BLOCK HOLDERS CHAPTER 6.0 - CHASSIS COMPONENTS 6.1 EXHAUST SYSTEM 6.2 AIR INTAKE SYSTEM 6.3 BACK-UP ALARM 6.4 DRIVE SHAFT LOOPS 6.5 CAMERA/MONITOR 6.6 ROOF PANEL 6.7 BEACON LIGHT 6.8 AIR SUPPLY SYSTEM 6.9 SPEED LIMITERS CHAPTER 7.0 - INSPECTION & TESTING 7.1 CHASSIS INSPECTION 7.2 REFUELLER INSPECTION 7.3 TEST SPECIFICATIONS CHAPTER 8.0 - MANUALS 8.1 DISTRIBUTION 8.2 CONTENTS Date of Issue: June 2004 Revision Number: 1





Global Aviation –Equipment Specifications Manual 1.0 GENERAL CONTENTS 1.1 1.2 1.3 1.4 1.5 1.6 1.7 1.8

SCOPE DESIGN AND DEVELOPMENT PERFORMANCE BIDDING INSTRUCTIONS REFERENCED PUBLICATIONS SCHEDULING WARRANTIES SHIPPING




1.2

SCOPE 1.1.1

This manual covers the specifications for the design and construction of airport refueling equipment and for the materials and components used thereon. References to other publications that cover specific areas shall become part of this specification. In all cases, the latest editions shall apply unless otherwise specified.

1.1.2

"Manufacturer" and "Contractor" where used herein are to be considered interchangeable and shall denote that person, company, fabricator or other organization, exclusive of the chassis manufacturer, contracted to manufacture, fabricate, or assemble an aircraft refueling unit in accordance with these standards and any other supplemental instructions.

DESIGN AND DEVELOPMENT 1.2.1

The manufacturer may recommend and submit modifications to these specifications in all cases where such modifications would result in a better overall functional unit. The maximum use of “off the shelf” components shall be used.

1.2.2

ChevronTexaco shall have the right to reject for any reason whatsoever, any materials, items of equipment, mechanical or electrical devices, and piping arrangements considered for installation or fabrication into this unit by the Manufacturer.

1.2.3

All units shall be designed for maximum safety, reliability, serviceability, and ease of operation. Every effort shall be taken by the manufacturer to assure that the principles of engineering and ergonomics are designed into the functional controls and that workmanship in building the unit is of good quality. Systems on the unit shall incorporate the use of fail-safe design.

1.2.4

Where as much as possible, the fueling system and auxiliary equipment shall be mounted or attached to the tank and/or separate sub-frame with the piping, sense lines, conduit, air lines etc. passing through between the chassis frame and the tank frame and/or sub-frame capable of being easily dismounted and mounted on future chassis.

1.2.5

All components, piping and auxiliary equipment shall be easily accessible and readily removable for inspection or periodic maintenance without requiring cutting or welding.

1.2.6

Major components shall be easy to disconnect and remove without disassembly of other components.




Units shall be designed and constructed as indicated below: Avgas Refueller Std Opt

1000 USG 1500 USG

Mid-module S/S or Al tank, piping & sub frames Mid-module S/S or Al tank, piping & sub frames

Note: 1000 USG is standard offering for Avgas but 1500 USG is optional since on same chassis. Jet Refueller

1.2.8

Std Std Std Std Std

3000 USG 5000 USG 7000 USG 8000 USG 10000 USG

Mid-module, S/S or Al tank, piping & sub frames Mid-module, S/S or Al tank, piping & sub frames Mid-module, Stainless tank, piping & sub frames Mid-module, Stainless tank, piping & sub frames Mid-module, Stainless tank, piping & sub frames

Std

Hydrant Servicers

Mid-module

The maximum width and height of vehicles shall be as indicated below: Width 96 inches

Height 90 inches

Hydrant Servicers Refuellers of 5000 gallon 102 inches capacity or less Refuellers of greater than 5000 120 inches gallon capacity Refueller tractor trailers/ combinations 102 inches

115 inches 115 inches To be determined by user and manufacturer

Note: Vehicle width and height should be minimized whenever possible. 1.2.9

In calculating weights, use one of the following, as applicable, for the weight of the product: Avgas Jet

1.3

5.9 lbs. per gallon 6.9 lbs. per gallon

PERFORMANCE 1.3.1

Units shall be capable of delivering the following: Vehicle Size (USG) 1000


Hose Size 1¼”

No. of Hoses 1

Flow Rate (USGPM) 50


Global Aviation –Equipment Specifications Manual Vehicle Size (USG) 3000 5000 7000 10000 12000 Hydrant Dispenser 1.3.2

Hose Size 2” 2” 2” 2½” 2½” 2½”

No. of Hoses 1 1 2 2 2 2

Flow Rate (USGPM) 300 300 600 800 800 1000

Underwing fueling equipment shall incorporate the following: 1.3.2.1 Maximum flow rate shall be obtained at a nozzle pressure between 35 and 40 psi. Note: Maximum flow rates at lower pressures shall be within the flow ratings of all components in the system. 1.3.2.2 Pressure control systems shall be installed and shall be adjustable to any nozzle pressure between 25 psi and 55 psi and shall maintain this pressure within ± 2 psi at all flow rates. 1.3.2.3 With maximum rated flow through each nozzle, the control system shall limit maximum surge pressure measured at the nozzle to 120 psi when flow is terminated downstream of the nozzle in 2.0 seconds. All single point nozzles shall be tested.

1.4

1.3.3

Maximum differential pressure at rated flow between pump discharge or hydrant coupler inlet, as applicable, and nozzle outlet shall be 80 psi.

1.3.4

All product piping and components shall be designed for 150 psi working and 225 psi test pressures up to the flow meter and, 300 psi downstream of the flow meter.

BIDDING INSTRUCTIONS 1.4.1

Prior to submitting a bid proposal, the manufacturer shall become conversant with this specification in it’s entirety. It is not sufficient to simply state that the offered unit complies with the specification. Sufficient detail shall be provided in the proposal to demonstrate that the specification has been read and fully understood. The proposal shall cover the cost of all items required by the manufacturer to complete each unit within the prescribed time. Note: Any errors, discrepancies, omissions or ambiguities must be indicated by the manufacturer in his/her bid proposal.




1.5

1.4.2

Materials to be furnished by ChevronTexaco will be listed in the Request For Quotation (RFQ) and subsequent Purchase Order and made a part thereof. All materials listed therein will be delivered to the manufacturer’s place of work within a time frame agreed upon by both parties. Delays in deliveries that are beyond ChevronTexaco’s control shall not constitute any additional costs.

1.4.3

A completion date, based on date of order, shall be provided with the bid proposal.

REFERENCED PUBLICATIONS 1.5.1

Reference publications include but are not limited to the following: API STD 1529: Aviation Fueling Hose, API/IP STD 1542: Identification Markings For Dedicated Aviation Fuel Manufacturing And Distribution Facilities, Airport Storage And Mobile Fueling Equipment, API/IP SPEC 1581: Specifications And Qualification Procedures For Aviation Jet Fuel Filter/Separators, API/IP SPEC 1582: Similarity For API/IP 1581 Aviaton Jet Fuel Filter/Separators, API/IP SPEC 1583: Specification And Qualification Procedures For Aviation Fuel Filter Monitors With Absorbent Type Elements, API/IP SPEC 1584: Four-Inch Hydrant System Components And Arrangements. ASTM Standard D 910: Standard Specification for Aviation Gasolines, ASTM Standard D 1655: Standard Specification for Aviation Jet fuels, ASTM Standard D 4865: Standard Guide for Generation and Dissipation of Static Electricity in Petroleum Fuel Systems, ASTM Standard D 6615: Standard Specification for Jet B Wide-Cut Aviation Jet fuels. ATA Specification 103: Standards for Jet Fuel Quality Control at Airports JIG 1: Guidelines for Aviation Fuel Quality and Operating Procedures for Joint into Plane Fueling Services NFPA 10: Standard for Portable Fire Extinguishers, NFPA 70: National Electrical Code, NFPA 385: Tank Vehicles for Flammable and Combustible Liquids, NFPA 407: Standards for Aircraft Fuel Servicing. AIR 1375: General Requirements for Aerospace Special Purpose Airline Ground Support Equipment, AIR 4782: Hydrant Valve and Coupler Historical Background, AIR 4783: Glossary of Terms - Aircraft Refueling, AIR 4929: Aircraft Refueling Pressure Surge Creation and Limitation, AIR 4974: Guidelines for Aircraft Hydrant Servicers, ARP 1247: General Requirements for Aerospace Ground Support Equipment, Motorized and Non-motorized, ARP 1328: Aircraft Ground Support Equipment Vehicle Stability Analysis, ARP 1330: Welding of Structures for Ground Support Equipment, ARP 5918: Standardized Test Criteria For Aircraft Refueling, AS5877: Detailed Specification for Aircraft Pressure Refueling Nozzle, SAE Handbook.



Global Aviation –Equipment Specifications Manual TTMA Recommended Practice RP #98-99: Cargo Tank To Truck Chassis Attachment, TTMA Recommended Practice RP #59-99: Tank Trailer Ladders and Walkways. Other regulations that apply to local operations area. 1.5.2 1.6

Construction materials employed shall conform to ASTM, ASME, SAE and applicable industry standards.

SCHEDULING 1.6.1

Following receipt of Purchase Order, manufacturer shall submit to ChevronTexaco the following: 1.6.1.1 Any request for changes shall be submitted by e-mail to [email protected] detailing the change and reasons therefore, and shall include an itemization of the charges and/or credits so resulting. Upon approval by ChevronTexaco, a revision shall be issued to the purchase order reflecting the change. 1.6.1.2 WEIGHT AND DIMENSION DRAWINGS. 1.6.1.2.1 Shall be submitted by e-mail to [email protected] within ten working days from the receipt of Purchase Order. 1.6.1.2.2 Drawings shall include the following information: maximum width and height; dimensions of typical tank cross section including radii of top, sides, and corner; net weight, gross weight, axle ratings and axle weights of completed unit including tank, equipment, and chassis. 1.6.1.2.3 If vendor has supplied similar equipment to the ordering location within six (6) months of the Purchase Order, these drawings need not be submitted. 1.6.1.2.4 One copy of the approved drawing shall be returned to manufacturer by ChevronTexaco. 1.6.1.3 CONSTRUCTION DRAWINGS 1.6.1.3.1 Within 30 days after approval of Weight and Dimension drawings and prior to any production or fabrication of the unit, the manufacturer shall submit by email at [email protected] a complete set of construction drawings. 1.6.1.3.2 Drawings shall include a general arrangement, fuel piping, fuel/air/electrical control system, electrical drawings,



Global Aviation –Equipment Specifications Manual and bill of materials with the relevant reference number to componenets from this specification. 1.6.1.3.3 All drawings must have the ChevronTexaco refueller serial number of the units being constructed and Purchase Order Number. 1.6.1.3.4 One copy of approved construction drawings shall be returned to the Manufacturer by ChevronTexaco. Note: ChevronTexaco's approval of drawings covers the general layout, dimensions and weight of the unit. This approval shall not imply that ChevronTexaco has verified stress calculations, construction detail, compliance with applicable regulations, etc. Such items are the Manufacturer's sole responsibility. 1.6.1.4 Within 7 days of a Purchase Order a completion schedule by date shall be provided for each unit and shall include the Manufacturer's construction work order number and ChevronTexaco unit number. 1.6.1.5 A status report shall be submitted to ChevronTexaco every 30 days detailing progress, actions taken to overcome delays and shall include those changes with associated reasons. 1.6.1.6 Delivery instructions and destination address(es) will be furnished to the Manufacturer by ChevronTexaco prior to scheduled completion date. 1.6.1.7 Upon completion of unit(s), Manufacturer shall notify ChevronTexaco of expected delivery date and destination of shipped unit(s). Note: The ChevronTexaco unit number, tank and chassis serial number, and destination for each unit shipped must be clearly identified. 1.6.1.8 The Manufacturer shall maintain accurate records pertaining to all work performed and all transactions related thereto and shall retain all such records for not less than two years after completion of the work performed herein. 1.6.1.9 All drawings and communications regarding construction scheduling or other manufacturing details shall be forwarded to: [email protected] . 1.7

WARRANTIES 1.7.1


Work performed and materials supplied by the Manufacturer shall be guaranteed against all defects for a period of one (1) year and shall include all labor costs necessary to remedy such defect. Aircraft Refuelling Equipment CTGA 7.0 Page 11


1.8

1.7.2

Refueller product tanks shall be guaranteed against all defects for a period of five (5) years and shall include all labor costs necessary to remedy such defect.

1.7.3

Warranty shall be extended on all units identified as having an inherent defect during the normal warranty period but which was not repaired or modified within the normal warranty period. Such extension shall apply only to that defect until such repair or modification has been completed.

1.7.4

Warranty shall commence on the date each unit is delivered to its assigned destination.

1.7.5

Manufacturer shall make all necessary arrangements to assure that a defected unit is returned to service in the most expeditious manner including, but not limited to, shipment of materials.

SHIPPING 1.8.1 The Manufacturer shall arrange for the shipping of the unit(s) outside the USA, either by Manufacturer’s equipment or by Common Carrier to the destination specified by ChevronTexaco and ensure carrier has appropriate level of insurance for property damage and liability. All shipping instructions will assume, in all cases, that unloading dock facilities are not available at the final destination. 1.8.2

Shipping of units within the USA shall be arranged by ChevronTexaco.

1.8.3

Shipping invoices for refueling equipment shall be submitted separately from all other invoices prepared. Each invoice shall include the following information: * * * * *


Pickup and delivery locations Refueller unit number assigned by CTGA Chassis and tank serial number Mileage and rate Delivery date


Global Aviation –Equipment Specifications Manual 2.0 CONSTRUCTION CONTENTS

2.1 2.2 2.3 2.4 2.5 2.6 2.7 2.8

GENERAL TANK CONSTRUCTION TANK MOUNTING TANK ACCESSORIES SKIRTING AND CABINETS PIPING AND COMPONENTS TUBING LABELS AND SIGNS




GENERAL 2.1.1

The unit shall be constructed of the highest quality commercially available new and unused materials obtainable for the use intended, which shall be those specified herein or an approved equivalent. Note: Approval for the use of an equivalent must be specifically granted in each instance by ChevronTexaco.

2.1.2

All work shall be of a professional quality. 2.1.2.1 Welds shall exhibit good penetration and shall be clean and free from slag. All burrs and sharp edges shall be ground smooth with proper attention given to fits, clearances, appearance, etc. All joints shall be tight and leak-proof. 2.1.2.2 All welds shall be continuous where practical. Where stitch welding on exterior components is used, epoxy sealant shall be applied to unwelded areas to prevent water entrapment. 2.1.2.3 All pop rivets shall be stainless steel or aluminium.

2.2

2.1.3

All controls and components required for normal operation shall be located and labeled so as to permit their easy and efficient operations.

2.1.4

All air vessels installed on a fueling vehicle capable of being charged by external air sources shall be fitted with appropriate pressure relief valves.

TANK CONSTRUCTION 2.2.1

Where specified in Chapters 1.2.7 and 1.2.8, tank shell, compartment bulkheads, internal baffles, rollover rails, bolsters or cradles, framing, and skirting construction material shall be ASTM Code 304 Stainless Steel No. 2B finish, cold rolled, annealed and pickled and Mill Certified. All clips, brackets and components of the tank construction shall be stainless steel.

2.2.2

Where specified in Chapters 1.2.7 and 1.2.8, tank shell, compartment bulkheads, internal baffles, rollover rails, bolsters or cradles, framing, and skirting construction material shall be ASTM Code 5454 Aluminium, mill finish, cold rolled, annealed and pickled and Mill Certified. All clips, brackets and components of the tank construction shall be aluminium.

2.2.3

All product tanks shall be constructed and shall have a name plate conforming to DOT 406 specifications.

2.2.4

Internal tank bracing and baffles shall be designed and installed with sufficient openings in the lowermost arc to permit unimpeded flow of the last few gallons into the drain and pump suction lines.




All baffles shall have 3" diameter holes at the 3 and 9 o'clock positions to facilitate emergency pumping of product if the tank is upset.

2.2.6

Bulkheads must be made rigid to prevent deflection, change of compartment capacity, or accidental reversal of curvature.

2.2.7

Tanks shall be baffled in accordance with NFPA and DOT regulations.

2.2.8

Tank capacities noted for units are the nominal capacity and a 5% overage (expansion space) measured to lower edge of manhole ring shall be provided.

2.2.9

Weld beads on tank shall be cleaned and smoothed. Bead concealment bands will not be accepted. Note: All weight-supporting appendages, welded to the tank shell at other than bulkhead or baffle locations, must be suspended from reinforcing plates welded to the tank shell with continuous weld beads.

2.2.10 Tanks shall be of "squared oval" or "semi-elliptical" cross section; large radii top and bottom. 2.2.11 Front and rear tank heads shall be smooth convex dished, a minimum of 1" per foot of height. 2.2.12 The overall height to the top roll-over rail shall be approximately cab height, but shall not exceed maximum height requirements noted in 1.2.8. 2.2.13 The general design and layout shall be for a unit of shortest possible length at the height and width specified. 2.2.14 All piping passing through tank void spaces shall be of the same material as the tank. Reinforcing plates welded to the tank must be used wherever this piping enters or leaves the tank. 2.2.15 No pressurized lines shall pass through the tank. 2.3

TANK MOUNTING 2.3.1

Tanks shall be installed such that it does not pitch more than 1" in 10 feet of tank length when fully loaded.

2.3.2

Tanks 2000 gallons and greater shall be mounted on a stainless steel cradle, or bolster type design, with adequate support pads to carry its intended payloads. Note:


If otherwise specified, a polymer compound material of continuous length, shall be installed between frame flanges and tank sills as a bedding member with the prior written approval of ChevronTexaco. Aircraft Refuelling Equipment CTGA 7.0 Page 15


2.4

2.3.3

Chassis frames shall not be drilled, nor shall any attachments be welded to the frame, unless specifically approved by and in accordance with chassis manufacturer’s instructions. Under no circumstance should any work on the chassis affect the chassis warranty.

2.3.4

Pumps or accessories attached to the frame shall be mounted with high tensile steel SAE bolts and self-locking nuts over and under or through the frame to a backing plate.

2.3.5

Chassis frames shall be filled with a tight-fitting filler where U-bolts, hold down bolts, clamps, or backing plates are used.

2.3.6

Tanks shall be electrically bonded to chassis frames in at least two locations.

TANK ACCESSORIES 2.4.1

A stainless steel 20" round manhole shall be located on the tank center line and centered between the two bulkheads. Manhole shall include a 10" stainless steel fill opening (of self latching hinged cover type). Note: The hinges on the fill opening shall be located to the front of the tank.

2.4.2

Location of the manholes shall be such that all key components inside the tank are visible for inspection.

2.4.3

Tanks of 7000 gallon capacity and greater shall be equipped with two stainless steel 20" round inspection manholes. Manholes shall be located front and rear of the tank (centered between baffles).

2.4.4

Prominently displayed at the far most top and centered between ladder grips, a decal reading “Danger - Confined Space Entry - Do Not Enter Permit Required” or other similar language shall be installed.

2.4.5

Rollover protection shall be provided as follows: 2.4.5.1 Rails shall be the full length of the tank and be fully closed, to incorporate vapour recovery of semi-box or box type construction having a 5 psi rating. 2.4.5.2 Rails shall be constructed of stainless steel or aluminium, depending on the tank construction, permitting venting and cleaning of any internal surfaces. Note: The space between the ends (end caps) of the rails shall be closed.



Global Aviation –Equipment Specifications Manual 2.4.5.3 Rails shall be welded, on inside and outside edges, the full length of the tank, including the end caps. Note: Rails must be water tight in order that rain or spill will be carried down drains and not run down sides of tank. 2.4.5.4 Area between rails shall be covered with anti slip surface, which is impervious to petroleum fuels. 2.4.6

Drain tubes shall be provided from tank top as follows: 2.4.6.1 Two drain tubes shall be provided from inside the rollover rails at the right and left front corners. A 1-½" minimum diameter pipe of the same material as the tank shall extend through the rail. An appropriate arc must be fitted into the piping which connects to the clear flexible tubing so that the tubing can easily follow the entire bulkhead contour. Tubing should also extend below chassis frame. Note: The inside connection of the drain pipe shall be located and attached so as to maximize water draining. 2.4.6.2 Drain tubes must not discharge onto any part of the body, suspension, brake, drive or pump mechanism. 2.4.6.3 Two 1-½" minimum diameter drain tubes of the same material as the tank shall be provided through the rollover rails at the right and left rear corners, so as to match ladder installation points (ladder hand rails to act as drain tubes). Note: The inside connection of the drain pipe shall be located and attached so as to maximize water draining. Refer to 3.22 for ladder specifications.

2.4.7

All tank sump drains shall be equipped as follows: 2.4.7.1 All tanks shall be fitted with two (2) sumps and associated drainage equipment. 2.4.7.2 Drains shall be manually operated from the right hand (curb) side of the unit. 2.4.7.3 Drains shall discharge to the right hand (curb) side of the unit with drain lines directed downward and terminating no less than 12" above the ground. 2.4.7.4 A brass valve, spring loaded to the closed position, shall be installed at the tank end with a 3/32" stainless steel bare cable in 3/8" stainless steel tubing.



Global Aviation –Equipment Specifications Manual Note: The terminal end of stainless steel bare cable shall form a securely clamped loop through a 4" length of 3/8" stainless steel tubing for easy remote operation. 2.4.7.5 A stainless steel ball valve, spring loaded to the closed position, shall be installed at the terminal end for redundancy and convenient control of the draining process. 2.4.7.6 Drain piping shall be minimum ¾", and shall: * * * *

Be of stainless steel or aluminium, Have a constant slope from tank end to the terminal end of drain line, Include a cam and groove adapter with dust cap, at the terminal end, Not hang below deck level

Note: Dust caps shall be attached to the unit by means of a flexible stainless steel cable or chain that will not allow ground contact. 2.4.7.7 Trough drains will be used where necessary to assure complete draining of the cargo tank. 2.4.8

An air or mechanically operated positive vent shall be installed in each compartment as follows: 2.4.8.1 Vent to be located near top center of tank and adjacent to manhole. 2.4.8.2 The vent capacity shall be no less than 150% of the larger of maximum bottom loading rate or maximum refueling rate. 2.4.8.3 Air operated vents shall include interlock feature to prevent internal valve from opening unless vent is opened. 2.4.8.4 An enclosure with a removable cover (hood) shall be provided over the vent and pilot valve air inlet to protect them from ice and snow. The vapour hood shall be connected to the right hand rollover rail with flexible vapour hose terminating at the rear with a victaulic connection and a screened 45° elbow facing down. Note: Enclosure shall be non-ferrous or coated with rust preventative paint.

2.4.9

All refuellers equipped with underwing fueling shall have a minimum of two breathing vents installed for normal expansion and contraction of the tank and its contents should the positive vent fail. 2.4.9.1 Three vents shall be installed on units of 800 gpm or greater.



Global Aviation –Equipment Specifications Manual 2.4.9.2 The vents shall open at 1 psi on intake and at 3 psi on exhaust. 2.4.9.3 All breathing vents shall be located outside the 10” fill opening and shall include a metal rain hood. 2.4.10 The fill cover assembly shall incorporate a pressure actuated emergency venting feature in accordance with NFPA 385, Chapter 2-3.11, "Emergency Venting For Fire Exposure." 2.5

SKIRTING AND CABINETS 2.5.1

FRONT CABINETS A maximum size side opening cabinet shall be provided on each side of the unit, forward of the rear axle. Cabinets shall have sheet metal front and rear walls, and an open back and floor. All equipment shall be adequately supported and, if additional support is needed, a ½" stainless steel adjustable rod threaded on both ends for easy removal shall be installed vertically at the midpoint of the cabinet.

2.5.2

REAR CABINETS A minimum size of 32" high x 29" wide x 29" deep cabinet shall be provided on each side of the unit, behind the rear axle. Cabinets shall have sheet metal front and rear walls with perforated sheet-metal or grating type flooring reinforced with a 4" lip at front edge.

2.5.3

All structural angles and channels shall be same material as the tank and shall be 3/16" minimum stainless or 3/8” minimum aluminium or heavier as required to carry loads of a 2G vertical loading.

2.5.4

All cabinet, skirting, and framing material shall be same material as the tank.

2.5.5

Cabinet ends, skirting and flashing shall be same material as the tank and shall be at least 12 gauge stainless or 0.160 gauge aluminium and shall start and end flush with the front and rear tank heads.

2.5.6

All cabinets and skirting shall be designed to act as fenders over rear drive wheels and shall be adequate to keep wheel splash off the tank and piping. If tires protrude beyond skirting, a rubber fender extender shall be installed.

2.5.7

All cabinets shall have adequate clearance for the use of tire chains at maximum wheel deflection.

2.5.8

Mud flaps shall be installed behind rear wheels to prevent wheel splash from entering the rear compartments.

2.5.9

All cabinets and skirting shall be adequately attached to the tank with sufficient weld beads to support its weight.




PIPING AND COMPONENTS 2.6.1

All pipe accessories and components in contact with the fueling product shall be non-ferrous. No copper or zinc bearing materials shall be used.

2.6.2

All piping and components shall be designed for 150 psi working pressure and 225 psi test pressure, unless otherwise specified herein.

2.6.3

All flanges exposed to hydrant or pump pressure shall be of cast or forged machined type having sufficient strength to prevent deformation caused by bolt torque.

2.6.4

All gasket material shall be of a combination cork - Buna N or a nonasbestos type composition for aviation fuels. No exclusively cork or BunaN gaskets shall be permitted.

2.6.5

Where specified in Chapters 1.2.7 and 1.2.8, all product piping shall be Schedule 5 ASTM Code 304 Stainless Steel or 5454 Aluminium on refuellers and Schedule 10 Code 304 Stainless Steel on hydrant servicers.

2.6.6

Piping shall be sized as follows: Maximum Flow Rate

100 gpm or less Over 100 gpm to 300 gpm Over 300 gpm to 600 gpm Over 600 gpm to 1000 gpm

Minimum Pipe Size MinimumPump Suction Size 2" 3" 4" 6"

3" 4" 6" 6"

Note: Sizes are minimums for product flow in any one section of piping. The manufacturer may determine larger sizes are needed to meet the performance requirements of this specification. 2.6.7

Piping shall not be "sprung" in place and shall run at its full size between fittings as directly as possible, with a minimum amount of bends.

2.6.8

Pipe bends shall be accomplished with seamless butt or belled ells using long radius ells.

2.6.9

All other weld fittings shall be of the forged pre-formed type.

2.6.10 Piping shall have ½" plugs located in all low points to permit complete draining of the system. 2.6.11 Flexible couplings shall not be used except in the connection between the pumping module and tank on a refueller to relieve stresses and vibration in the piping. All joints shall be flanged. Date of Issue: June 2004 Revision Number: 1


Global Aviation –Equipment Specifications Manual 2.6.12 Suitable brackets with U-bolts shall be installed to prevent excessive movement of piping and all components shall be adequately supported. 2.6.13 Sufficient piping connections shall be provided to permit easy removal of piping and equipment for maintenance and repair. 2.6.14 Pipe reductions at the inlet of a component shall be avoided, wherever possible. Where necessary, a smooth belled reducer shall be added. 2.6.15 Lever handle ball shut-off valves with detente stops at the open and closed positions shall be installed at each discharge and intake (hydrant) hose, for maintenance purposes. The valve shall be capable of API 300 psi hose testing without hose removal. 2.6.16 Piping shall have a ½” quick disconnect with dust cap immediately upstream of all hoses/hose reels for hose test purposes. 2.6.17 When a victaulic coupling is used as the flexible coupling on a refueller, the grooves shall only be per Victaulic Company of America specifications. 2.6.17.1 pipe.

Victaulic ends shall be machined grooved from Schedule 40

2.6.17.2 Rolled grooves will be permitted only on tank refuellers with maximum pump pressures less than 125 psi. 2.7

TUBING 2.7.1 Fueling sense lines shall be 3/8", or greater, and shall: * * *

2.7.2

Be stainless steel. Be connected with double ferrule fittings. Have high pressure stainless steel teflon flex jumper lines with a 37° or 45° flare fitting.

Air reference lines 3/8", or greater, and shall: * *

Be DOT PFT air brake tubing. Be connected with DOT approved fittings, that are supported with tubing inserts.

2.7.3

Interlock override tubing shall be synflex.

2.7.4

All tubing shall be securely clamped 18" from each connecting point, and every 3 feet thereafter.

2.7.5

All tubing shall be colour coded as follows: * *


Air – Green Fuel – Stainless Steel Aircraft Refuelling Equipment CTGA 7.0 Page 21

Global Aviation –Equipment Specifications Manual * * 2.8

Electric – Black Prist - Blue

LABELS AND SIGNS 2.8.1

All labels and plates shall be engraved, laminate or similar UV light resistant material inscribed to give white or silver letters on a contrasting background, or vice versa.

2.8.2

All gauges, controls, switches and warning lights shall be labeled.

2.8.3

Labels shall not be thin self-adhesive type. Care shall be taken to ensure proper alignment and location.

2.8.4

Product filter vessel sample points shall be clearly labeled – Filter Inlet, Filter Outlet.

2.8.5

A label shall be rivetted to the left door jam area (not the door) identifying the ChevronTexaco Unit Number.

2.8.6

An instruction plate shall be attached near the pump selector/gear shift or on the dashboard giving clear operating instructions and warnings for: * * * * *

Minimum air pressure requirement Disengaging transmission – engaging pump drive – gear selection Disengaging pump drive – engaging transmission Waiting time to avoid gear clashing or baulking Which forward drive gear to use

2.8.7

A systems schematic plate(s) shall be displayed inside the cabinet skirting or inside the chassis cab indicating piping and components.

2.8.8

An operating instruction plate shall be affixed near the control panel indicating fuel and defuelling sequences.

2.8.9

A builder identification plate shall be prominently placed on the vehicle. The plate shall provide the builder’s name, builder’s serial no. for the truck, year manufactured and ChevronTexaco’s unit no.



Global Aviation –Equipment Specifications Manual 3.0 REFUELING SYSTEM COMPONENTS CONTENTS

3.1 3.2 3.3 3.4 3.5 3.6 3.7 3.8 3.9 3.10 3.11 3.12

3.13

3.14 3.15 3.16 3.17 3.18

3.19 3.20 3.21 3.22

3.23 3.24 3.25

GENERAL EMERGENCY VALVE EMERGENCY FUEL SHUT-OFF PUMP DRIVE PRODUCT PUMP CONTROL VALVES FILTRATION UNITS RECIRCULATION METERS VENTURI HOSES REELS 3.12.1 Hydrant Hose Reels 3.12.2 All Other Hose Reels 3.12.3 Static Grounding Cable Reels 3.12.4 Sensing Hose Reel NOZZLES 3.13.1 General 3.13.2 Underwing 3.13.3 Overwing BOTTOM LOADING VAPOUR RECOVERY MILLIPORE SAMPLE TAPS PRESSURE GAUGE TAPS FUEL SERVICING PLATFORMS 3.18.1 General 3.18.2 Fixed 3.18.3 Mobile INLET STRAINER INTERLOCKS PRIST INJECTOR SYSTEM LADDERS 3.22.1 General 3.22.2 Location RECOVERY TANKS DEFUELLING PRIST INJECTOR SYSTEM




GENERAL All fuel system components shall be installed as specified herein and in accordance with the piping schematic provided by the manufacturer and approved by ChevronTexaco for the specific unit.

3.2

EMERGENCY VALVE 3.2.1

Emergency valves shall be installed in a flush position on Jet units at the tank center line. On Avgas units, a sump shall be installed with a lip projecting into the tank approximately 3/4".

3.2.2

All Emergency valves shall be easily accessible from the outside of the unit.

3.2.3

All Emergency valves shall be accessible for removal of their bonnets through the manhole or other opening.

3.2.4

Emergency valves shall be installed in each compartment with discharge being direct to pump suction and not to another compartment.

3.2.5

All emergency valves shall be fitted with ¼" mesh removable stainless steel screens over their inlet openings.

3.2.6

All emergency valves shall be mechanical or air operated.

3.2.7

All emergency valves shall open prior to throttle advance.

3.2.8

All emergency valves shall be connected to the brake interlock system to prevent unit movement when valve is open.

3.2.9

All emergency valves shall incorporate a standard fusible plug or link, which will activate and automatically close the valve in the event of a fire at a temperature not exceeding 160° F.

3.2.10 A service valve for isolation shall be installed immediately down stream of the emergency valve. 3.3

EMERGENCY FUEL SHUT OFF 3.3.1

All refueling units shall be equipped with two remote tripping devices to stop fueling system operation by: 3.3.1.1 Closing the emergency valve. 3.3.1.2 Closing the tank vent. 3.3.1.3 Disengaging the product pump.

3.3.2


Emergency fuel shut-off actuators shall be air, electric or mechanically activated. Aircraft Refuelling Equipment CTGA 7.0 Page 24


Emergency fuel shut-off actuators shall be at the following locations: 3.3.3.1 Front section of unit nearest to fuel delivery work station. 3.3.3.2 Rear section of unit nearest to bottom loading connector work station. 3.3.3.3 Operating platforms or units equipped with servicing platform (item 3.18).

3.4

3.3.4

Emergency fuel shut-off actuators shall be painted red and clearly identified at each location.

3.3.5

Mechanically activated shut-off actuators shall consist of non-corroding parts, to the maximum extent possible.

PUMP DRIVE 3.4.1

Pump drive shall be by means of a heavy duty transmission mounted PTO, split-shaft or a hydraulic drive.

3.4.2

PTO shaft mechanism shall be heavy-duty design and shall be sized to provide rated pump flow at approximately 1400 RPM's on diesel engine units.

3.4.3

PTO/Split-shaft(s) shall be actuated by air, electric or mechanical controls from the fueling control panel.

3.4.4

Pump drive and main drive shaft components shall be provided with adequate shields to protect the tank and other product carrying components from damage if any portion of such components should fail.

3.4.5

Pump drive and main drive shaft components shall have removable loops installed near each universal joint capable of containing the shaft should such component fail.

3.4.6

A throttle limiting device shall be installed to prevent over-speed of the PTO/Split Shaft, while engaged.

3.4.7

A brake interlock shall be provided to prevent moving the vehicle while the pump drive is engaged.

3.4.8

Split shaft drive PTO's shall include an inertia brake to stop rotation of the transmission and drive line when engaging or disengaged the pump.

3.4.9

Transmission mounted PTO's shall be "Hot Shift" units with pressure actuated clutch assembly to prevent gear clashing.




3.6

PRODUCT PUMP 3.5.1

Pump shall be self-priming centrifugal and shall be supported from both frame rails or other approved structured members.

3.5.2

Pump shall be located so that the pump input shaft is parallel to the power take-off or split-shaft output shaft. This will require that the pump be mounted at the same angle off the horizontal as the engine and/or transmission.

3.5.3

Pump shall be mounted so as to keep the angle at pump drive universal joints to a minimum, not to exceed 15 °

3.5.4

Heavy duty drive shafts and universal joints equipped with pressure lubrication fittings shall be utilized between the Pump Drive and Pump.

3.5.5

Shaft connections shall be flanged to facilitate removal.

3.5.6

Pump inlet and outlet connections shall incorporate victaulic connections.

3.5.7

Gear box vent shall be located, or relocated if necessary, to the top of the gear box.

CONTROL VALVES 3.6.1

In-line control valves shall be of aluminium construction and shall incorporate the following features: 3.6.1.1 Deadman control with closure time adjusted to approximately 3 seconds and opening adjusted to increase flow in 12 - 15 seconds from 0 to full flow. 3.6.1.2 Primary pressure control shall be by means of a Hose End Pressure Control Valve (HEPCV) set at 45 psi except where Digital Pressure Controllers are used. In such cases the Digital Pressure Control Valve shall be the primary pressure controller and the HEPCV shall be the secondary pressure controller. 3.6.1.3 In-line control valves shall act as secondary pressure control and shall be set at least 5 psi above the primary pressure. In addition to pressure control, the inline pressure control valaves shall also provide the deadman function. 3.6.1.4 Control pressure shall be adjustable from 25 to 55 psi.

3.6.2


All Jet refuellers shall be equipped with a by-pass pressure control valve that shall be of aluminium construction and incorporate the features of the in-line control valve except as follows:


Global Aviation –Equipment Specifications Manual 3.6.2.1 Valve is to be sized for a minimum of one-half (½) the design flow rate of the fuel system or 100 gpm, whichever is larger. 3.6.2.2 Valve shall have pressure control capability on all units which have a rated flow of 300 gpm or greater. The by-pass control pressure shall also be adjustable from 25 to 55 psi. 3.6.2.3 Relief feature shall be included in the valve to recirculate around the pump and to be set at 5 - 10 psi above the maximum pressure required to meet the performance requirements of the system. 3.6.2.4 Location shall be immediately downstream of the pump outlet and piped directly to the tank or to the pump suction piping. 3.6.2.5 All bypass valves shall act as primary pressure controls and shall be set at 42 psi. 3.7

FILTRATION UNITS 3.7.1

All refueling units shall be equipped with filtration.

3.7.2

All filter vessels shall be designed and constructed of internally epoxy coated carbon steel, or aluminium with quick release swing bolts to retain the door of the filter housing, and shall conform to the Design and Construction requirements of the current issue of API/IP 1583 specifications.

3.7.3

Filtration shall be equipped with the following accessories: 3.7.3.1 Interlocking devices which assure that the filter monitor elements are correctly installed and are in place shall be provided. 3.7.3.2 Differential pressure gauge A direct reading GTP-543-30A or equivalent differential pressure gauge. Note: Avgas differential gauge shall include a GTP 1271 (Option H) ultra-violet light shield. A stainless steel 3-way valve shall be installed to allow venting of the downstream connection for inspection of piston action. Valve shall be spring loaded to the closed position. Note: This vent shall be fitted and tubed to the recovery and shall include an internal check valve. 3.7.3.3 Air Eliminator



Global Aviation –Equipment Specifications Manual An automatic air eliminator is required on the highest point of the filter monitor. The air bleed line is to be taken back into the tank through a visible flow (ShoFlo) indicator, easily identifiable from the pumping station. The flow indicator should not be a plain window type, but should incorporate a ball or spinner to indicate that flow is occurring. The design should be such that incoming air or vapour will easily displace accumulated liquid downstream - i.e. it should be self draining. Air should be able to pass freely into the tank vapour space, but liquid leakage should pass via a stainless tube to the bottom of the tank. If necessary a non-return valve should be installed in the air eliminator line to ensure that the filter cannot drain back into an empty tank (refueller or trailer) via an open foot valve. Note: A ¼" constant bleed line may be installed in lieu of an air eliminator on refuellers, however, provisions for air eliminator must be incorporated and plugged. 3.7.3.4 Pressure relief valve (Set at 150 psi). Note: If a constant bleed, as described in 3.7.3.3 is provided, or other relief protection is provided, this relief valve connection must be incorporated and plugged. 3.7.3.5 Millipore Connections Millpore sampling connections shall be fitted immediately upstream and downstream of the filter vessel. Differential pressure connections shall not be utilized for Millipore sampling. 3.7.3.6 3/4" manual water drain(s) * *

With stainless steel ball valve having a spring return handle (normally closed). Include a cam and groove adapter with dust cap.

Note: Dust caps shall be attached to the unit by means of a flexible stainless steel cable or chain that will not allow ground contact. 3.7.4

Each refueling unit designed for dispensing aviation fuel (Jet or Avgas) shall be equipped with water absorbent media filtration elements. 3.7.4.1 Filtration elements shall meet the full and complete requirements of the latest issue of API/IP 1583.



Global Aviation –Equipment Specifications Manual 3.7.4.2 Filtration elements using a rapid flow stream closure by mechanical or structural means are prohibited. 3.7.4.3 Filtration elements shall successfully operate throughout the full range of expected flow rates. Note: Flow rates are expected to range from 0 gpm through 100% of the design point of the filtration vessel. Normal flow rates will range from 50% to 100% of design point. 3.7.4.4 Hydrant servicers equipped with Monitors shall include differential pressure switches to shutdown the fuel flow when the differential exceeds 25 psi. 3.7.4.4.1 Differential switches shall include indicator lights on the main control panel and shall "latch on" if the set point is reached. 3.7.4.4.2 A 3-way valve or other suitable piping with valves shall be connected to the tank or slop tank for testing of this system. 3.7.4.4.3 Indicator lights shall include a "press to test" feature that tests the entire system, excluding the differential switch. 3.7.5

3.8

3.9

Filter vessel inlet and outlet connections shall incorporate flanged connections and a ball valve upstream.

RECIRCULATION 3.8.1

Servicing platforms shall include two (2) recirculation connections located in tank head for dual deck hose connection.

3.8.2

The recirculation stub shall include a protective dust cap, pressure gauge and a quick acting shut-off valve, with detente stops at the open and closed positions. Pressure gauge shall be upstream of the quick acting shut-off valve.

METERS 3.9.1

Meters shall be of the positive displacement type constructed of aluminium with inlet and outlet connections sized in accordance with the requirements of 2.6.6.

3.9.2

Meter accuracy shall guarantee plus or minus 0.10% of actual flow between 10% and 100% of rated flow and in other respects to conform to API:



Global Aviation –Equipment Specifications Manual Manual of Petroleum Measurement Standards, chapter 6 - Metering, Section 4 - Metering Systems for Aviation Fueling Facilities. 3.9.3

Large numeral electronic counters shall be provided and shall be in whole gallons for Jet service and in tenths for Avgas service. A large LED/LCD display shall be provided on all Avgas refuellers. Readout shall be in Litres or US Gallons as confirmed at the time of order. Note: A remote electronic readout on the lift platform shall be an option. Large LED/LCD display shall be an option for Jet refuellers. Manual register instead of electronic register shall be an option. Where this option is chosen, meters shall be equipped with a Veeder Root ticket printer and shall be susceptible to advancement only by the mechanical operation of the meter to “Zero Start” face down. Meters shall additionally be provided with a Rate of Flow indicator.

3.10

3.9.4

Meter shall be located so that it is easily accessible for maintenance. If a mechanical register is provided, the meter shall be placed in proximity to the operating panel.

3.9.5

When servicing platforms are provided, a pulse generator with LED or LCD readout shall be installed on the lift control panel enclosed in a weather tight clear cover box.

3.9.6

When dual meter counters are specified on hydrant servicers, they shall be equipped with an air shift mechanism to permit the use with two turbine products. Separate indexing will be required.

3.9.7

Meter inlet and outlet connections shall incorporate flanged connections.

VENTURI 3.10.1 A non-ferrous venturi, when required, shall be provided immediately upstream of both hose reels. 3.10.2 The venturi inlet and outlet connections shall incorporate flanged connections. 3.10.3 Venturi shall be equipped with tamper proof needle valves for adjustment of "sensed" pressure. 3.10.4 Venturi shall provide pressure compensation within 5 psi of all pressure loses from the venturi inlet to the nozzle outlet. Note: This shall include the designed hose size, HEPCV and 100 mesh nozzle screen at rated flow and 40 psi nozzle pressure.



Global Aviation –Equipment Specifications Manual Calculations shall be based on a viscosity of 35 ssu and shall include all elbows, fittings, swivels, goose necks and other components of the system. Separate venturis shall be provided for deck and reel hoses for underwing fuelling connections. 3.10.5 Venturi selector shall be automatically activated whenever either deck nozzle is selected for fueling. 3.11

HOSES 3.11.1 All product hoses shall be approved aviation refueling hose manufactured and labeled in accordance with the latest ChevronTexaco Global Aviation Equipment Specifications Manual and API 1529 or BS 3158. 3.11.2 The couplings on all product hoses shall be fabricated of non-sparking metal, shall be standard male NPT screw couplings and on 1" ID hoses or larger shall be affixed by machine. Reattachable type couplings (National Hose Series 7655 or approved equivalent) shall not be used on hydrant servicer intake hoses. 3.11.3 Hydrant intake hoses shall be 4" ID, shall be about 9m long and shall be wrapped around the dispenser. Hose shall be coupled via a 4” self-lubricating swivel joint to the hydrant servicer pipework at a point close to the rear of the cab on the “off driver’s” side and when stowed be supported on brackets around the vehicle rear and side chassis. The hose shall be fitted with castor assemblies incorporating lifting handles at regular intervals to avoid hose contact with the ground when deployed. A hydraulic lift and locking device shall be provided, incorporating an interlock to raise the hydrant pit coupler from deployed to stowed position. The castor assembly at the pickup coupler shall be retractable to aid positioning of the coupler on the pit valve. The coupler shall rest on stowage on the vehicle which shall protect it from dust and water. 3.11.4 Deck hoses shall be: 3.11.4.1 2 ½” ID with minimum length required to reach the aircraft wing fueling points from the platform and to ensure that complete lowering of the platform does not load the aircraft adapter.



Global Aviation –Equipment Specifications Manual 3.11.4.2 Fitted so the hose rests on the platform floor to assist with reducing the load on the aircraft adapter when the platform is in the raised position. 3.11.4.3 An exterior plastic coil wrap shall be installed where the hoses rest on the platform floor to prevent chaffing. 3.11.4.4 Design for the nozzle to be stowed in a vertical position approximately 45” from the deck floor. 3.11.5 Reel hoses shall be: *

JET

2" ID by 60 ft. for underwing.

Note: Yellow colour HDPE hose protection beads may be provided as an option. Where this option is chosen, the hose reel shall be suitably sized to accommodate the beads. Provide 1 bead every 4 feet. 1-½" ID by 50 ft. for overwing. *

AVGAS

1" ID by 50 ft.

3.11.6 Riser hoses, when equipped, shall be 4" ID and designed to not allow kinking nor chaffing when in the down or stowed position. 3.11.7 Fuel Sense and Air Reference Pressure Hoses, when required, shall be: * * * * * *

Non-metallic braid. Fuel resistant. Twin construction, consisting of a 3/8" sensing hose vulcanized to a ¼" reference hose. 60' long. 250 psi minimum working pressure rating. With Hansen self-seating type 3/8" quick disconnects, for coupling to the hydrant adapter.

3.11.8 Dual Meter Indexing, when required, shall utilize Parker F-554 and F-571 plug and socket assemblies for the sensing line indexing system. 3.12

REELS 3.12.1 HOSE REELS 3.12.1.1 Underwing hose reels shall be of the Catherine Wheel type, single width, with a minimum core diameter of 600 mm and be located close to the control panel. Drum type multi wrap hose reels are only acceptable for small diameter overwing hoses.



Global Aviation –Equipment Specifications Manual 3.12.1.2 Reels shall be of aluminium internals, sized as required in individual specifications. 3.12.1.3 Reels shall be equipped with 12-volt DC explosion proof motors with water drain or hydraulic motors for rewind operation. Note: The motors shall be actuated by the use of explosion proof spring loaded push button switch. 3.12.1.4 Reels shall be equipped for manual operation with friction type adjustable drag. 3.12.1.5 The hose connection shall be sized for the reel and include a female NPT flanged adapter, to facilitate hose replacement. The required length of hose shall be arranged on the hose reel with the hose winding over the top with the coupling stowed vertically downward. 3.12.1.6 Hose reel spokes to be provided with packers as required to prevent 'bunching' of the hose. Side sheeting is required where hose beads are used. 3.12.1.7 The hose reel must incorporate ball or roller bearings and the system is to be such that the reels unwind freely under all conditions. Special emphasis is to be given to freeness in operation when the system is operative and the operating handle is set in the unreeling position. The hose reels must be provided with contoured guard plates underneath to prevent hoses from jamming during unreeling but be such that excessive overrun is avoided while removing hose. 3.12.1.8 The hose reel to be provided with a system of vertical and horizontal rollers that will permit the hose to be withdrawn and rewound from any position around the vehicle without difficulty. These rollers are to be carried on nylon or sealed ball bearings, free to rotate and fitted with anti vibration rings if necessary. The rewind speed of each reel must be adjustable independent of the other.The internal piping of the hose reels shall be rated at 150 psi working pressure and 225 psi test pressure. 3.12.1.9

Reels shall include an aluminium swivel.

3.12.1.10 A victaulic coupling shall be installed immediately adjacent to the swivel to prevent excessive stress on the swivel caused by non-concentric hose reel hubs. 3.12.1.11 A hose clamp shall be installed to prevent the last 1/2 turn of the hose from being unwound.



Global Aviation –Equipment Specifications Manual 3.12.1.12 Hose reels to be mounted at right angles to the vehicle centre line with the delivery couplings stowed on the operating side. Note: Reels should be capable of accommodating both 2” and 2.5” hoses. Where hose beads are required as an option on hoses, the reels shall be capable of accommodating the same Vehicle Size (USG) 1000 3000

Overwing Hose Reel Qty. Size Type 2 1” Drum 2 1.5” Drum

5000

2

7000

0

10000

0

12000

0

Hydrant Dispenser

0

1.5”

Drum

Underwing Hose Reel Qty. Size Type 0 1 2” Catheri ne 1 2” Catheri ne 2 2” Catheri ne 2 2” Catheri ne 2 2” Catheri ne 1 2” Catheri ne

3.12.2 STATIC GROUNDING CABLE REELS 3.12.2.1 Two (2) reels shall be provided and be located adjacent to each operating station. 3.12.2.2

Shall incorporate a manual rewind.

3.12.2.3 Shall be electrically bonded to the chassis by means of a 12 gauge single conductor cable. 3.12.2.4 Shall be a Hannay or equivalent with 50' of 3/32" yellow plastic coated aircraft cable or equivalent with a heavy duty copper clamp. 3.12.2.5 The electrical resistance from either grounding clamp through the reel to the chassis shall not exceed 10 ohms. 3.12.3 SENSING HOSE 3.12.3.1 Sensing hoses shall be run along the intake hose and be permanently attached to the intake coupler. 3.12.3.2 Where required as an option, a sensing hose reel shall be installed and shall have a capacity for 60' of hose. Date of Issue: June 2004 Revision Number: 1


Global Aviation –Equipment Specifications Manual 3.12.3.3 An automatic spring rewind shall be provided with ratchet type intermediate position stops. 3.12.3.4 A guide shall be installed to permit the sense hose to be led out directly or at an angle from the unit without kinking or fouling and should be located as flush with the skirting as possible. 3.13

NOZZLES 3.13.1 GENERAL 3.13.1.1 Nozzles and inlet couplers shall be provided with storage brackets or hangers which will retain the nozzle securely during movement of the unit and which are easily accessible and simple to operate. Note: Storage brackets and hangers shall be installed in such a position that the hose is not forced or kinked in the stored position. 3-lug bayonet flanges shall not be used. 3.13.1.2 All nozzle and inlet coupler storage brackets shall include a brake interlock which will prevent moving the vehicle until all nozzles and inlet coupler are properly stored. 3.13.1.3 Jet fuel units equipped with an overwing as well as an underwing nozzle shall contain a deadman cut-out device in the nozzle storage brackets to permit fueling with the overwing nozzle without using the deadman control while the underwing nozzle is stored. It should not be possible to enable the the deadman cutout when the underwing nozzle is in use. 3.13.1.4 Dust covers may be incorporated into the storage devices for overwing & underwing nozzles and inlet couplers. 3.13.2 UNDERWING NOZZLE When specified, shall include the following equipment: 3.13.2.1 Hose swivels with a female NPT connection shall match the hose size and male NPT connection. 3.13.2.2

100 mesh stainless steel strainers.

3.13.2.3 Wherever a dust cover is not incorporated into the storage device, a dust cap, BLACK in colour, shall be included. Note: Dust caps shall be secured by means of a flexible cable to the storage device (not the nozzle). Date of Issue: June 2004 Revision Number: 1


Global Aviation –Equipment Specifications Manual 3.13.3 OVERWING NOZZLES When specified, shall include the following equipment: 3.13.3.1 Hose swivels with a female NPT connection shall match the hose size and male NPT connection. 3.13.3.2

100 mesh stainless steel strainers.

3.13.3.3 Whenever a dust cover is not incorporated into the storage device, a protective dust cap shall be included as follows: * Jet: BLACK in colour * Avgas: RED in colour 3.13.3.4 Nozzles shall be of the industry design to minimize the chances of "MISFUELING". Only a "J" spout (duck bill) type shall be attached to jet fuel nozzles. 3.13.3.5 Nozzles shall not be equipped with ratchets or other stops to hold nozzle in any open position. 3.13.3.6 All overwing nozzles shall be equipped with military style ground plugs and clips. 3.14

BOTTOM LOADING All refuellers shall be equipped with a bottom loading system. The system shall have the following characteristics and equipment: 3.14.1 Refuellers, 3000 gallon or less, shall have the capability of loading at 300 gpm. 3.14.2 Refuellers, 5000 gallon or more, shall have the capability of loading at 600 gpm. 3.14.3 Bottom Loading connections shall be installed on the passenger side of the unit as standard with both side connections as an option, and shall consist of the following: 3.14.3.1 Jet units shall be equipped with a single 2-½" International standard 3-lug bayonet flange without product selection and shall include a protective dust cap, BLACK in colour. Note: Provision shall be made for installation of a second such bayonet flange on the units loading at 600 gpm.



Global Aviation –Equipment Specifications Manual 3.14.3.2 Avgas units shall be equipped with a female threaded 2" OPW KamValok Model 1611-A and shall include a protective dust cap, BLUE in colour. 3.14.4 Bottom loading shall not be accomplished through the Emergency Valve (item 3.2). 3.14.5 All bottom loading Emergency Valves shall be of the balanced type. 3.14.6 An automatic high level shut-off shall be installed to close the Emergency Valve when the compartment being filled by that valve is full under all conditions, including when the unit is in pump and is fueling an aircraft. This shut-off device shall be: 3.14.6.1 Capable of being easily tested for proper operation without removal. 3.14.6.2 Capable of being easily removed or installed from the manhole without entering the product tank including adequate tubing. 3.14.6.3 Adjustable and shall be set and locked-wired at normal capacity. 3.14.7 A pre-check system for checking the operation of the high-level shut-off shall be installed. The pre-check valve for this system shall be springloaded to the normal position. 3.14.8 A secondary overfill protection shall be provided on the vehicle operating on a shut off valve on the vehicle. 3.14.9 The vent in 2.4.8 shall be automatically opened prior to commencement of the bottom loading operation. 3.14.10

A brake interlock shall be installed which will prevent moving the vehicle whenever the unit is connected for bottom loading.

3.14.11

A quick acting shut-off valve with detent stops at the opening and closing positions shall be installed.

3.14.12

A pressure gauge shall be installed to read bottom loading supply pressure and shall be upstream of the quick acting shut-off valve.

3.15

VAPOUR RECOVERY 3.15.1 All jet fuel refuellers shall be fitted with suitable piping and fittings to enable the future installation of a vapour recovery system without the need to perform any welding or burning operation. All avgas refuellers shall be fitted with vapour recovery units



Global Aviation –Equipment Specifications Manual 3.15.2 The system shall be designed to accept vapours displaced during the bottom loading at maximum rated capacity. 3.15.3 The Operating & Maintenance Manual described in Chapter 8.0 shall include a detailed parts list and instructions for installing a full vapour recovery system in the field to include outbreathing and inbreathing vents, KamValok adapter and cap, brake interlock, etc. 3.16

MILLIPORE SAMPLE TAPS Sample probes equipped with quick disconnect couplers (Gammon GTP-5, or equal) to accept standard millipore test kits shall be installed on all units at the filter vessel inlet and outlet points on the main pipework. Note: Installation shall, as a minimum, be such that probe notch faces upstream and the arrow on hex is pointing downstream (parallel to product flow). Probe shall be of sufficient length so that when fitted the probe notch is positioned in the exact center of the pipe. Furthermore, Millipore sample taps should not be placed on piping elbows, Tees, nor immediately adjacent (within 6") of filter inlet/outlet or pipework valves.

3.17

PRESSURE GAUGE TAPS 3.17.1 Product piping shall have ½" female pipe fittings with threaded plugs for future installation of pressure gauges or other test equipment. 3.17.2 Taps shall be easily accessible at the following points: * * *

3.18

Immediately downstream of the product pump Immediately downstream of the strainer Immediately downstream of each meter

FUEL SERVICING PLATFORMS 3.18.1 GENERAL 3.18.1.1 Servicing platforms, when specified, shall be installed forward of rear engine units and behind front engine units. 3.18.1.2 Platform shall be stressed for a minimum working live load of 500 pounds and two 12' x 3" fueling hoses filled with fuel, underwing nozzles and nozzle storage receptacles, and be adequately braced to prevent any swaying or rocking up to the maximum height. 3.18.1.3 A fixed safety hand rail constructed of 11 gauge minimum mild steel 1-¼" square tubing shall be installed on all four sides of the platform deck. This hand rail shall be at a height of 41" above



Global Aviation –Equipment Specifications Manual the platform deck with an intermediate rail approximately 21" above this deck. 3.18.1.4 A safety toe plate constructed of 12 gauge minimum mild steel plate shall be installed on all four sides (except access point) 4" high from the deck floor. 3.18.1.5 A swing gate shall be installed center of platform with easy access in and out. This gate shall open inward with automatic closing and with strong positive closure stops. 3.18.1.6 The width of the platform shall be equal to, but not to exceed, the refueling unit itself, unless limited by cab dimensions. 3.18.1.7 One 4" or two 3" fabricated aluminium flanged swivel, Whittaker F-628 or equivalent shall be provided as outlets on the platform for connecting to the hoses (item 3.11). 3.18.1.8 Servicing platform flooring shall be constructed with a 14 gauge minimum galvanized steel grip strut or equivalent safety grating. All grating sections shall be constructed so that it can be readily removed if required for inspections or maintenance. 3.18.2 MOBILE PLATFORM 3.18.2.1 Mobile platforms shall be hydraulically elevated to provide servicing of the highest winged aircraft in commercial service. 3.18.2.2 Platform shall be constructed to provide working levels from a lowered position of approximately 18" from the lowest step of the access ladder to an elevated height of 160" above the ground level from the platform floor. Platforms shall be capable of servicing the A380 aircraft. 3.18.2.3 The height of the platform in the down position shall be no higher than the tank or the cab itself. 3.18.2.4 Optionally, a rigid ladder that raises and lowers with the platform deck is to be provided to permit operating personnel to climb down safely in the event of an emergency from any elevated platform position. This option shall be determined based on local regulations. 3.18.2.5 Lift mechanism shall be scissor type. Lines for the platfor mounted controls shall routed under the assembly. 3.18.2.6 Flexible cables from main chassis frame to the platform, shall be:



Global Aviation –Equipment Specifications Manual *

Provided with screw type weather-proof connections as close as possible to those points where the cables reach the chassis.

Note: This is required to provide a means of easily disconnecting and replacing. *

Enclosed in a rubber type hose, with water drains at the lowest point in the down position.

3.18.2.7 Interlocks shall be provided to prevent fuelling vehicle movement while platform is in raised position. 3.18.2.8 An interlock shall be provided which shall prevent the platform gate from opening when the platform is in the raised position. 3.18.2.9 A mechanical stop shall be installed to absolutely stop raising of the platform at maximum height. 3.18.2.10 A wing stop device shall be installed at the highest point of the lift mast that will automatically stop the raising of the platform as it makes contact with the underside of the aircraft wing and shall override all other lift controls. 3.18.2.11

Controls shall be electric or hydraulic, with the following:

*

Oriented such that switch/lever is operated in the direction which it is desired to move the platform.

*

An emergency cut-out, removing all power from the controls, shall be provided on the platform (if operated with electric controls).

*

Controls spring loaded to the neutral non-operating position.

*

Controls to slow lift mast raised rate to ½ speed for top 24” of travel. The control rates shall be adjusted such that the platform reaches its highest position in 20 seconds.

3.18.2.12 An orifice shall be installed in the return line of the base of the hydraulic cylinder to regulate the rate of lowering the platform in the event of a hydraulic system failure of hose rupture. 3.18.2.13 All hydraulic cylinders equipped with breather holes shall have a pipe fitted in the breather hole to direct any fluid flow back to the hydraulic fluid tank. 3.18.2.14 A manual valve shall be installed at ground level and on the lift platform where applicable, in the return line from the hydraulic Date of Issue: June 2004 Revision Number: 1


Global Aviation –Equipment Specifications Manual cylinder which, by directing flow direct to the hydraulic reservoir, will permit lowering the platform manually upon loss of all power. 3.18.2.15 A warning label (red with white lettering) shall be attached under the platform advising “Do Not Work Under Lift Without Safety Straps or Locks in Place.” 3.18.2.16 Protection shall be provided against personnel putting hands on the lift scissor mechanism. 3.18.2.17 3.19

An audible lift descent alarm shall be provided.

INTERLOCKS 3.19.1 Interlocks shall be installed as follows: 3.19.1.1

Internal valve interlock.

3.19.1.2

PTO interlock.

3.19.1.3

Inlet coupler interlock.

3.19.1.4

Nozzle interlocks.

3.19.1.5

Bottom loading interlock.

3.19.1.6

Platform interlock per item.

3.19.2 All interlocks shall be designed as a positive brake interlock system capable of immobilizing the vehicle. Such system shall be activated whenever any one component protected by an interlock in 3.19.1 is removed from its normal stored position. Sealed proximity switches with wide adjustment for operating tolerance shall be used to determine if components are normally stored. This system shall be designed that no sequential and/or refueling operator input is required to arm and/or activate the interlock mechanism. 3.19.3 When interlocks are activated, the brakes should engage gradually and should also operate the brake lights. 3.19.4 An interlock override system shall be installed at the front driver side of the vehicle preferably adjacent to or installed on the bumper. Note: The purpose of this system will be to allow movement of the refueller for maintenance purposes should an interlock fail. 3.19.4.1 The positions of the override control shall be labeled "Normal" and "Override". 3.19.4.2 The control shall be wired with "Dead Soft" wire and lead sealed in the normal position. Date of Issue: June 2004 Revision Number: 1


Global Aviation –Equipment Specifications Manual 3.19.4.3 Actuation of this system shall also disable the fueling system, such that the refueller cannot be operated until the override is restored to the "NORMAL" position. 3.19.4.4

All air lines serving this system shall be synflex.

3.19.4.5

All electrical wiring shall be colour coded and tagged.

3.19.5 All interlocks shall be connected to an AMBER indicator light located in the cab labeled "Interlock Activated" and shall be fitted in a readily visible position which will light whenever an interlock has been activated. Additionally there shall be panel which shall indicate the status of each interlock and provide fault indication. 3.19.6 Interlock override shall be connected to a RED indicator light located in the cab labeled "Interlock Override Activated" and shall be fitted in a readily visibly position which will light whenever the override mechanism is moved from its "Normal" to its "Override" position. 3.19.7 Indicator lights described in 3.19.5 and 3.19.6 shall be of ample size (1” diameter or larger) and wattage for easy detection in daylight hours and shall include a push to test feature. 3.19.8 The chassis shall be fitted with an inhibiting device to prevent gear selection when the pump is engaged. 3.20

FUEL SAMPLING SYSTEM All jet fuel units shall be equipped with a closed circuit fuel sampling system located at the control panel with the following characteristics and equipment: 3.20.1 Capable of selectively drawing samples immediately upstream or from the Filter Water Separator sump and downstream of filtration. 3.20.2 Capable of obtaining fuel density (i.e., transparent thermo-hydrometer holder). 3.20.3 System shall include a receptacle for a Shell water detection syringe. 3.20.4 Inlet shall include a ¼” stainless steel ball valve with spring return handle to the closed position. 3.20.5 Drain piping shall be ¾” stainless steel constantly sloped to discharge into the recovery tank.

3.21

LADDERS 3.21.1 GENERAL 3.21.1.1


Ladders shall be removable for easy repair of damage. Aircraft Refuelling Equipment CTGA 7.0 Page 42

Global Aviation –Equipment Specifications Manual Note: Gaskets or suitable methods shall be utilized to prevent staining of the tank where ladder is attached. 3.21.1.2 All hardware (bolts, nuts, etc) attaching the ladder to the vehicle shall be stainless steel. 3.21.1.3 Handrails shall be constructed of 1-½" pipe of the same material as the tank and shall be designed to form handholds at the base of the rollover rail. 3.21.1.4 Handrail leading from the rollover rail shall be sloped to allow maximum water draining. 3.21.1.5 Rungs shall be spaced evenly approximately 5" off the tank head. 3.21.1.6 Rungs shall be constructed of same material as the tank with Morton "Grip Tread", or equivalent, for safe footing under all weather conditions. 3.21.1.7 Handrails on top of tank that raise automatically when personnel attempt to get on top of tank shall be provided as an option. 3.21.2 LOCATION 3.21.2.1

All trucks: Centered on rear head of tank.

3.21.2.2 Straight trucks with half cabs: An additional ladder on the right side of front tank head. 3.21.2.3 Optionally Trucks and hydrant servicers with lift platforms shall have ladders from ground level to the servicing platform(s) at all operating levels. 3.22

RECOVERY TANKS 3.22.1 All hydrant servicers shall be equipped with a 35 gallon stainless steel recovery tank with a sloped bottom on the operating side and shall include: 3.22.1.1 It shall incorporate a wide opening top hatch (min. 6 inch [150mm] dia.) fitted with a gauze screen for, dumping fuel samples. 3.22.1.2 The tank shall be fitted with a quantity indicator and shall have access for cleaning. 3.22.1.3 A potted, hermetically sealed high level switch and indicator tied to the deadman control with a suitably labeled lamp on the control panel so the operator knows why flow stopped.



Global Aviation –Equipment Specifications Manual 3.22.1.4 A 3/4" drain with a cam and groove adapter with dust cap at the tank low point. The dust cap shall be attached to the unit by means of a flexible stainless steel cable or chain that will not allow ground contact. 3.22.1.5 If the recovery tank is desired to be able to discharge into the main fuel stream, the lid shall be sealed shut and the tank shall contain only clean samples and fuel from air eliminator and pressure relief valves. 3.22.1.6 If it is desired to discharge most drainings into the main stream and have the ability to empty sample containers, two recovery tanks shall be provided - one in compliance with 3.22.1.1 to 3.22.1.4 and one in compliance with 3.22.1.5. 3.23

DEFUELLING 3.23.1 All refuellers 3000 gallons or greater shall be equipped with defuel capabilities with the following characteristics and equipment: 3.23.1.1 Shall not be capable of passing through the filter monitor. The deadman valve may be used as further protection for this purpose. 3.23.1.2 A check valve shall be installed to prevent aircraft pumps from pumping defueled product backwards through the filter and into the tank via the internal valve not protected by the high level shut-off when the refueller is in the fueling mode. 3.23.1.3 Defuelling shall be accomplished only at “low throttle” engine speed. 3.23.1.4 Bottom loading internal valve shall automatically open for defuel and closed for fueling.

3.24

PRIST INJECTOR SYSTEM 3.24.1 All jet refuellers built for U.S. use shall be equipped with a prist injector system. The following two items will apply: 3.24.1.1 Refuellers equipped with a prist injector system shall be designed to inject the additive as close to the fueling hose as possible. 3.24.1.2 All refuellers equipped with a prist injector system shall include a 20 USG stainless steel additive tank.



Global Aviation –Equipment Specifications Manual 3.24.2 All refuellers built for use outside the continental U.S. shall not be equipped with a prist injector system unless specified, in which case the above two items will apply.




4.0 FUEL CONTROL SYSTEM CONTENTS

4.1 4.2 4.3 4.4 4.5 4.6

DEADMAN PRESSURE CONTROL VALVES (PCV) AIR REFERENCE PRESSURE CONTROL (if equipped) SURGE SUPPRESSORS ENGINE SPEED CONTROL CONTROL PANELS




DEADMAN 4.1.1

The control system of all jet fuel units shall incorporate a Timer Type Deadman control.

4.1.2

The Timer Type Deadman control shall be of the electrical activated type with time delay and indicator light designed to require periodic operator input in order to keep the system from becoming inactive and shall include the following: 4.1.2.1 Deadman shall be located on the side fueling station of the unit with 60 foot fuel resistant coiled cable and on the servicing platform station, when equipped, with a 10 foot fuel resistant coiled cable. The cables shall be reinforced at both ends to minimize cable break problems. 4.1.2.2 Side and servicing platform fueling stations shall include a stainless steel or aluminium storage box approximately 12" x 12" x 10", for stowing the coiled cable.

4.1.3

The Timer for the Deadman control shall be set: 4.1.3.1 From deadman activation to "closure warning" approximately 2-½ minutes 4.1.3.2 From "closure warning" to shutdown approximately 30 seconds.

4.2

4.3

PRESSURE CONTROL VALVES (PCV) 4.2.1

All jet fuel units shall have a control system enabling the unit to meet the performance requirements of item 1.3.

4.2.2

All jet fuel units shall be equipped with an in-line PCV.

4.2.3

A by-pass/secondary PCV shall also be installed on such units equipped with product pumps.

4.2.4

All such valves shall be as described in item 3.6.

AIR REFERENCE PRESSURE CONTROL (if equipped) 4.3.1

Air Compressor shall be capable of producing adequate air volume at 120 psi.

4.3.2

Air Tank drains shall be pull type, with operations at the left side of the unit.

4.3.3

Shall have a Bendix AD4 heated air dryer.




4.4

4.5

4.3.4

Shall have two 1200 cu. in. dry air tanks fed from a pressure protection valve, to protect chassis reservoirs for supply exclusively to the control and interlock system.

4.3.5

Shall have Release Valve - Schrader #3340 (on hydrant servicers).

4.3.6

Shall have Air Pressure gauge of 0-160 psi, or system air pressure, and 4" minimum diameter.

4.3.7

Shall have Pressure Control Valve and By-Pass air regulator with gauge 0100 psi, 4" minimum diameter.

4.3.8

Shall have an Air filter.

4.3.9

Shall have an auxiliary air fill to allow for outside air source to charge the air system conveniently located behind the cab on the streetside.

SURGE SUPPRESSORS 4.4.1

All hydrant servicers shall be equipped with one 7-gallon surge suppressor downstream of the meter.

4.4.2

Surge suppressor shall be charged to approximately 50 psi.

4.4.3

All surge suppressors shall be equipped with a pressure relief valve to prevent overcharging beyond the vessels rated burst pressure.

4.4.4

All surge suppressors shall be equipped with an isolation valve upstream of the gauge, to prevent surge pressure from damaging the pressure valves (item 4.6.1.6).

ENGINE SPEED CONTROL 4.5.1

All jet fuel refuellers shall have an engine speed control having characteristics and equipment as follows: 4.5.1.1 Two speeds shall be available such as to provide rated flow on high speed and approximately one-half rated flow on low speed. 4.5.1.2 Speed shall be automatically selected by means of circuitry tied to the type of nozzle being used for fueling. i.e. low speed-overwing; high speed-underwing (1 or 2 hoses) activated by the Deadman control. 4.5.1.3 Activation of the deadman control shall increase the engine speed to the pre-set RPM's. The control shall permit the engine to slow to idle when the deadman is released.

4.5.2


All Avgas refuellers shall have an engine speed control to advance the engine speed required to obtain rated flow when the pump drive unit is engaged. Aircraft Refuelling Equipment CTGA 7.0 Page 48


4.6

All refuellers shall have a throttle limiting device to prevent the accelerator from being manually advanced when pump drive is engaged or electrical circuitry which will automatically disengage the pumping system once maximum pump discharge rate has been reached.

CONTROL PANELS 4.6.1

A control and instrument panel shall be provided on the left side of the unit. This panel shall be made of aluminium or stainless steel, unpainted and include the following items: 4.6.1.1 A direct reading differential pressure gauge per item 3.7.3.2. 4.6.1.2 Two 4” air reference pressure gauges and two keyed type (tamper proof) regulators, when applicable, to set Pressure Control Valve and By-Pass Control System. 4.6.1.3 Fuel Reference Pressure gauge (nozzle pressure) 0-150-(or 160) psi, 4" minimum diameter. 4.6.1.4 Pump pressure gauge, 0-150- (or 160) psi, 4" minimum diameter. 4.6.1.5 Inlet pressure gauge, 0-300 psi, 4" minimum diameter (Hydrant Servicers). 4.6.1.6 One surge suppressor pressure gauge, 0-200 psi, 4" minimum diameter and one charging connection (hydrant servicers). 4.6.1.7 A hydraulic oil pressure gauge, 0-600 psi, 2½” minimum diameter. 4.6.1.8 Air release valve (hydrant servicers). 4.6.1.9 Interlock indicator light of adequate size and candlepower.


4.6.1.10

Deadman indicator light of adequate size and candlepower.

4.6.1.11

Emergency fuel stop button.

4.6.1.12

Emergency engine kill switch.

4.6.1.13

Sample tank status indicator light.

4.6.1.14

Engine RPM readout (for refuellers only)

4.6.1.15

Depressurisation valve control.

4.6.1.16

Fuel/Defuel selector switch (for refuellers only)

4.6.1.17

Tank and trailer (where applicable) bottom valve controls.


Global Aviation –Equipment Specifications Manual 4.6.1.18 Adequate non-glare lighting for easy reading of gauges and labels. 4.6.1.19

High/Low throttle selector.

4.6.2

An additional control panel shall be installed at each operating platform. Such control panel(s) shall incorporate items 4.6.1.3, 4.6.1.9, 4.6.1.10, 4.6.1.11, and 4.6.1.12.

4.6.3

A schematic flow diagram for the main fuel circuits etched in anodised aluminium shall be fixed close to the control panel to enable trouble shooting.

4.6.4

All gauges on control panels shall be stainless steel, glycerine filled panel mounted style and have a minimum accuracy and dial graduation of 2% of full scale.

4.6.5

All lines leading to each panel gauge (including both ports of the pressure differential), shall be equipped with: 4.6.5.1 Stainless steel ball valve and tee, with the tee located between the gauge and the ball valve. 4.6.5.2 The tee shall include a GTP-992-4M stainless steel quick coupler with GTP-150 dust plug, for periodic gauge calibration with out removal of the gauges. 4.6.5.3 Ball valves and tees shall be installed as near the gauges as possible, yet maintaining ease of testing.

4.6.6


All gauges and controls shall be properly labeled with engraved plastic or anodized aluminium plates with ¼" minimum letter size.


Global Aviation –Equipment Specifications Manual 5.0 BODY COMPONENTS CONTENTS

5.1 5.2 5.3 5.4 5.5 5.6 5.7 5.8

REAR BUMPER WIRING LIGHTS REFLECTORS GROUNDING FIRE EXTINGUISHERS CHOCK BLOCK HOLDERS STORAGE BOX




5.2

REAR BUMPER 5.1.1

Rear bumper shall be of substantial steel channel with curved ends and shall meet DOT requirements.

5.1.2

Bumper shall be complete with ladder hangers suitable to securely hold one 6' ladder if equipped with one overwing fueling reels and two 6’ ladders if equipped with two overwing fueling reels.

WIRING 5.2.1

Electrical wiring shall be enclosed in approved conduit, with threaded joints and waterproof and vapour proof connections at lamps and junction boxes.

5.2.2

All electrical wiring enclosed in conduit shall be colour coded or numbered to match the engineering schematics.

5.2.3

All wires in separate circuits shall be sized to deliver ample current at all lighting fixtures, with maximum voltage loss of 10%.

5.2.4

No wiring in main circuits shall be smaller than 12 gauge and no wiring in branch circuits shall be smaller than 14 gauge.

5.2.5

All wires shall be insulated with material impervious to the effects of petroleum fuels.

5.2.6

All conduit shall run accessible and so as not to cause bends or sharp curves. Note: Use vapour tight junction boxes for all sharp bends in runs.

5.2.7

All conduit shall be securely anchored throughout their entire length.

5.2.8

All circuit breakers and solenoids shall be mounted on a stainless steel or aluminium panel in the cab. This location shall be easily accessible.

5.2.9

Separate circuit breakers shall be provided for each circuit.

5.2.10 Junction boxes must not be located where they will be exposed to wheel splash and mud. 5.2.11 Run all main feed wires from connectors to breaker box in one unbroken conduit. 5.2.12 Ground connection at the connectors shall be made securely and efficiently. 5.2.13 All wires for lights at the top of the tank shall be run in conduit and shall be routed around the head. 5.3

LIGHTS




All light fixtures and junction boxes shall be weather, dust and vapour tight. Note: Lenses and bulbs shall be easily accessible for replacement.

5.3.2

Two clear LED back-up lights and two Class A, Type 1, LED red combination stop, tail and turn signal lights are to be mounted on the rear bumper, equidistant-distant from the vehicles center line. The lights shall be protected by a metal grill.

5.3.3

Mount one red marker light on each side of the far rear corners of the unit.

5.3.4

Mount one amber marker light on each side of the tank, as far forward as possible.

5.3.5

Mount three red clearance lights on the rear of the overturn rail. One light shall be mounted in the center of the overturn rail and the others mounted, one on each side, 6" - 10" from the center light.

5.3.6

Cabinet lights shall be equipped with standard 15 candle-power auto bayonet base lamps, clear globes and built-in switch.

5.3.7

All cabinet and meter lights shall be covered to prevent glare and direct light onto surrounding equipment.

5.3.8

Center line of tail, stop and directional lights and of the two rear reflectors shall be parallel with the center line of the tank. They shall not point to the sides or upwards.

5.3.9

All cabinet and marker lights are to be connected to and operate with the existing chassis parking and headlight switch. Relays shall be installed as necessary to prevent chassis switch failure.

5.3.10 A vapour proof light shall be installed on each meter to provide lighting to the meter face. 5.3.11 A spotlight shall be located on the fueling side capable of illuminating the ramp area. 5.3.12 All refuellers having a capacity greater than 7000 gals. shall be equipped with a vapour proof flood light located on each side between the cab and the product tank. Each light shall be capable of illuminating the ramp area when switch is activated and shall include the following: 5.3.12.1

Lights shall be adjustable both vertically and horizontally.

5.3.12.2 A dash mounted 3-way switch labeled "OUTRIGGER LIGHTS" and shall include "LEFT," "OFF," and "RIGHT" positions.



Global Aviation –Equipment Specifications Manual 5.3.12.3 A pilot light shall be located near or incorporated in the 3way switch that will illuminate when the switch is in the "LEFT" or "RIGHT" position and shall be of adequate size and candlepower for daylight viewing. 5.4

5.5

REFLECTORS 5.4.1

All reflectors shall meet DOT standards for the use intended.

5.4.2

Mount one Class A red reflector, on the rear just above the bumper and near each outside edge. The plain of the face shall be vertical and at 90° to the axis of the tank.

5.4.3

All reflectors shall be applied by self tapping stainless steel screws. Screws shall be correctly sized to ensure that they do not protrude and pose skin puncture/tearing hazard.

GROUNDING 5.5.1

LUGS 5.5.1.1 Ground lugs shall be installed adjacent to each manhole fill cover and at the bottom loading connection location. 5.5.1.2

5.5.2

Clean metal-to-metal contact shall be assured.

BODY Body and cab shall be effectively bonded to the truck chassis with woven copper battery straps securely bolted in place on clean bare metal surface.

5.6

5.7

FIRE EXTINGUISHERS 5.6.1

All refueling units shall have two fire extinguishers each having a rating of at least 20BC.

5.6.2

Extinguishers shall be mounted one on each side of the unit at opposite corners, in a scabbard.

5.6.3

Fire Extinguishers shall meet or exceed the requirements of NFPA 407.

5.6.4

The area adjacent and immediately behind the scabbard shall be painted red against gray or white, and white against red.

CHOCK BLOCK HOLDERS 5.7.1


All refueling units shall have one chock block holder capable of containing two wheel chocks. Aircraft Refuelling Equipment CTGA 7.0 Page 54


5.8

5.7.2

Holder shall be mounted near the rear wheels on the street side.

5.7.3

Holder shall be of the same material as the mounting surface and the interior shall be unpainted.

STORAGE BOX 5.8.1

All modular refuellers shall be equipped with a 24” x 14” x 12” storage box located on the curbside.

5.8.2

Storage box shall be of the same material as the tank with the exterior painted same as background and the interior shall be unpainted.

5.8.3

A lid shall be included and shall be equipped with: 5.8.3.1 An approximate 1½” lip with seal to prevent water entry. 5.8.3.2 Door to open so door can be used as a work station.




6.0 CHASSIS COMPONENTS CONTENTS

6.1 6.2 6.3 6.4 6.5 6.6 6.7 6.8 6.9

EXHAUST SYSTEM AIR INTAKE SYSTEM BACK-UP ALARM DRIVE SHAFT LOOPS CAMERA/MONITOR ROOF PANEL BEACON LIGHT AIR SUPPLY SYSTEM SPEED LIMITERS




EXHAUST SYSTEM 6.1.1

On front engine units the single exhaust system muffler shall be relocated under, but not in front of, the front bumper. 6.1.1.1 Muffler outlet shall be directed to the right of the unit with the tailpipe facing downward and slightly forward. 6.1.1.2 System shall be designed to ensure that the exhaust gases are not drawn into the engine air intake.

6.2

6.3

6.1.2

The muffler shall be protected on top from spills and from damage at front by a single piece of protective shield, which shall be bolted in place and shall be readily removable for repairs to the exhaust system.

6.1.3

The exhaust pipe from the manifold to the muffler shall be constructed of aluminized steel for diesel, properly sized for the engine in both diameter and length.

AIR INTAKE SYSTEM 6.2.1

On rear engine units, the air intake shall be ducted to draw air from outside the engine compartment in a location where the intake will not draw in exhaust fumes, water, excessive dust/dirt, or spilled product.

6.2.2

On all units, the air intake shall be no higher than the top of the cab or tank.

BACKUP ALARM All fueling vehicles shall be equipped with an audible backup alarm with a minimum sound level of 107 dB activated when transmission selector is in the reversed position and ignition switch is on.

6.4

DRIVESHAFT LOOPS Chassis main drive shafts shall include removable loops near each universal joint capable of containing the shaft should such component fail.

6.5

VEHICLE REVERSING AIDS A beeping alarm shall be provided when the reverse gear is selected as a warning aid. Additional optional reversing aids shall include: 6.5.1


Automatic obstruction sensor (ultrasonic) system



Push button on refueller rear for another person to give a warning to the driver.

6.5.3

CAMERA/MONITOR 6.5.3.1 All refuellers barring a width greater than 110" shall be equipped with a rear mounted camera and cab monitor as an option. 6.5.3.2 The camera shall be mounted on the upper rear center of the refueller capable of viewing a wide angle of the entire area from the rear bumper back. Note: A hood shall be installed around the camera top and sides. 6.5.3.3 The monitor shall be mounted in the vehicle cab for clear viewing in a location that will not obstruct the operator's normal sight of vision. A wire rope isolator, or equivalent, shall be installed to absorb shock and vibration.

6.6

6.7

6.8

6.9

ROOF PANEL 6.6.1

All refuellers and hydrant servicers with front servicing platforms shall be equipped with a fixed glass panel located in the cab roof for underwing positioning.

6.6.2

The panel shall be tinted, safety glass (shatter proof).

BEACON LIGHT 6.7.1

All refueling vehicles shall be equipped with an amber beacon light located immediately behind the cab roof and mounted to the overturn rail or subframe.

6.7.2

The light shall be wired through a toggle switch that will activate the light when it is turned on.

AIR SUPPLY SYSTEM 6.8.1

All refueling vehicles for Avgas service shall be equipped with an air supply system for servicing aircraft tires.

6.8.2

System shall include a ¼” x 50’ yellow coiled air hose with appropriate storage.

6.8.3

A S/S or Al tube shall be installed on the street side to stow the coiled hose.

SPEED LIMITERS 6.9.1


All units shall be equipped with speed limiters. Aircraft Refuelling Equipment CTGA 7.0 Page 58

Global Aviation –Equipment Specifications Manual Note: Where units are required to be used off airport, speed limiters shall not be provided. 6.9.2


Chassis speed shall be limited to approximately 30 mph.



7.0 INSPECTION & TESTING CONTENTS

7.1 7.2 7.3

CHASSIS INSPECTION REFUELLER INSPECTION TEST SPECIFICATIONS




CHASSIS INSPECTION 7.1.1

Chassis delivered to the tank manufacturer shall be thoroughly inspected for damage and proper specifications as ordered. 7.1.1.1 Obvious damage must be noted on Bill of Lading at time of receipt and ChevronTexaco notified of any damages or discrepancies. 7.1.1.2 Copies of all Bills of Lading shall be sent to the Manager of Operations.

7.1.2

The manufacturer shall be responsible for proper storage and care of ChevronTexaco trucks while at their location awaiting completion of tank and related appurtenances. Note: All tires shall be properly inflated at all times.

7.2

7.1.3

Manufacturer shall inspect all ChevronTexaco chassis' to determine that the units have sufficient anti-freeze solution in the radiators for anticipated low winter temperatures.

7.1.4

Chassis' delivered in the winter when roads are being salted shall be washed by the manufacturer upon receipt to remove any salt accumulations.

REFUELLER INSPECTION 7.2.1

All units shall be available for inspection at any reasonable time by ChevronTexaco personnel during construction.

7.2.2

Manufacturer shall perform a complete functional test on each unit to insure all systems of the unit are in working order. Note: When units are not shipped immediately, they shall be retested before shipment.

7.2.3

7.3

As a minimum, inspection and flow testing the lead unit of a domestic order and all units destined for a foreign location, shall be witnessed by ChevronTexaco personnel to ensure they meet the Performance requirements of item 1.3 and as specified in item 7.3. Successful completion of these tests is required prior to acceptance of the units.

TEST SPECIFICATIONS 7.3.1

The control system of units so equipped shall be adjusted as follows, and the test of item 7.3.2.3 shall be conducted without further adjustment to the control system. Note: Nozzle screens shall be installed for all tests and the venturi shall be adjusted immediately after the screen has been cleaned and reinstalled.



Global Aviation –Equipment Specifications Manual 7.3.1.1 Flow rate to be 300 gpm or maximum rated flow, whichever is less through one reel hose. 7.3.1.2 Nozzle pressure (under fuel flow) as read at the underwing nozzle to be 40 +/- 1 psi. 7.3.1.3 Nozzle sense pressure (venturi pressure) shall be + 5 or -0 psi of the actual reading at the nozzle. 7.3.2

The following tests shall be included: 7.3.2.1 Hydrostatic test of piping and components of complete unit to 150% of working pressure psi for 30 minutes with no apparent leakage through any joint. 7.3.2.2 Tanks will be hydrostatic-pressure tested to 5 psi and/or in accordance with the latest NFPA Regulations and DOT 406. 7.3.2.3 Flow test shall meet the requirements of item 1.3.1. Record the following pressures and flow rates at the manifold back pressures of 10 psi, 20 psi, 30 psi, and 40 psi. Note: Filter elements shall be installed for this test and shall be replaced at 20 psi differential on multi unit testing. 7.3.2.3.1

Pump discharge or hydrant system pressure.

7.3.2.3.2

Filter/differential pressure.

7.3.2.3.3

Hose inlet pressure.

7.3.2.3.4

Nozzle pressure.

7.3.2.3.5

Air reference pressure(s).

7.3.2.3.6

Fuel sense pressure.

7.3.2.3.7

Flow rate.

7.3.2.3.8

Venturi setting (number of turns from closed).

7.3.2.4 Pressure test shall meet requirements of item 3.6.1 and the following: 7.3.2.4.1

ADJUST VENTURI Bleed all sense lines, gauge lines, and servo bleed fittings. When air is purged, set flow rate at



Global Aviation –Equipment Specifications Manual maximum design flow rate. Adjust manifold back pressure valve to 40 PSI. The primary control pressure shall be raised slightly before adjusting the venturi. No attempt shall be made to adjust the venturi if the control valve is controlling. Adjust venturi until nozzle pressure gauges read the same as the manifold gauge. Record venturi settings, and install tamper proof cover. After the venturi is adjusted, lower the control pressure to 40 psi. 7.3.2.4.2

PRIMARY PRESSURE CONTROL Induce back pressure until 42 PSI (control pressure) is reached. Continue to close the back pressure valve slowly. Manifold pressure shall not exceed 45 PSI at any time as the valve is closed. Valve shall remain stable within + or -2 PSI at 15% of design flow rate.

7.3.2.4.3

SECONDARY PRESSURE CONTROL Raise primary reference pressure a minimum of 15 PSI, to "bypass" primary control from system. Induce back pressure until 50-52 PSI is reached. Adjust bias to 16 PSI, or desired bias. Continue to close the back pressure valve. Manifold pressure shall not exceed 53-55 PSI (3 PSI above secondary setting) at any time as the valve is closed. Valve shall remain stable within + or -2 PSI at 15% of design flow rate.

7.3.2.4.4

VERIFY PRIMARY SYSTEM With system pressure at 50-55 PSI, set manifold valve to allow 10 to 15% of design flow rate. Reduce primary reference pressure to set point determined in 7.3.2.4.1. Observe nozzle and manifold pressure. Pressure shall return to 42 PSI + or -3 PSI.

7.3.2.4.5

ADJUST OPENING TIME Depress deadman, and observe the amount of time from commencement of flow to 80% of full flow. Opening time shall be a minimum of 10 seconds.

7.3.2.4.6

TEST OVERRUN At rated flow, the overrun when the deadman is released should not exceed 5% (i.e.: 15 gallons for 300 gpm unit).



Global Aviation –Equipment Specifications Manual 7.3.2.4.7 TEST DIFFERENTIAL PRESSURE DETECTOR (if equipped) Establish full flow and open 3-way test valve slightly. As differential increases to set point, observe differential pressure and monitor flow. Flow should stop and indicating device should actuate at set point. Reset device and repeat test. Adjust if necessary. 7.3.2.4.8

TEST WATER DETECTION (if equipped) Establish full flow and induce water into the sump until the system shuts down. Measure the amount of water induced (no more than 1 USG should be required). Open the filter separator and again induce equal amount of water and visually observe the float or water detection device for proper operation and shut down. Ensure pumping system and indicating devices are functioning properly.




8.0 MANUALS CONTENTS

8.1 8.2

DISTRIBUTION CONTENTS




DISTRIBUTION 8.1.1

Prior to delivery of the first unit, a copy of a proposed OPERATING AND MAINTENANCE MANUAL shall be forwarded, for review and approval, to ChevronTexaco Global Aviation, Operations Manager or designee.

8.1.2

Upon unit completion two copies of the approved OPERATING AND MAINTENANCE MANUAL shall be shipped with each unit to its ultimate destination. One shall be hard copy and one shall be electronic.

8.1.3

Upon delivery of all units, one copy of the approved OPERATING AND MAINTENANCE MANUAL for each tank group, shall be forwarded to ChevronTexaco (address noted in 8.1.1). Note: Delivery of the required number of approved manuals is part of this specification and payment for the contracted units is contingent thereon.

8.2

CONTENTS All the OPERATING AND MAINTENANCE MANUAL shall include the following: 8.2.1

Index

8.2.2

A list of all materials indicating make, model and number of valves, pumps, meter, reels and sundry equipment. List shall include component manufacturers' address.

8.2.3

Maintenance bulletins normally furnished and supplied by equipment manufacturers.

8.2.4

Weight and Dimension drawings.

8.2.5

Final drawings indicating general layout and schematics of piping, electrical and control circuits and equipment.

8.2.6

Chassis Manufacturers build sheet (Line Setting Ticket).

8.2.7

Body builder's own maintenance and operating instructions for the unit involved.

8.2.8

Types of materials and their specifications used in fabrication.

8.2.9

Lubrication chart of chassis and applicable components.

8.2.10 Recommended pressure to be maintained in all tires. 8.2.11 Vapour recovery parts list and installation instructions per item 3.15.



Global Aviation –Equipment Specifications Manual 8.2.12 Detailed adjustment and trouble-shooting instructions for pumping, pressure control and fueling operation systems. These instructions shall include details of pressure settings, clearance or other adjustments, as required. 8.2.13 Results of all flow tests per item 7.3.2.3and other tests required per item 1.3. 8.2.14 Warranty certificate clearly defining all coverage. 8.2.15 Certified copies of manufacturer's Certificate of Origin of tank shall be sent to ChevronTexaco (address noted in 8.1.1). 8.2.16 Manual supplied to the Manager Engineering shall also include full-sized copies of all construction and shop drawings utilized in construction of the unit.



Global Aviation –Equipment Specifications Manual APPENDIX A GENERAL PIPING SCHEMATICS & COMPONENTS CONTENTS

A.1 A.2 A.3 A.4 A.5

AVGAS REFUELLER 1000 USG JET REFUELLER 3000/5000/7000 USG (300 USGPM) JET REFUELLER 7000/8000/10000 USG (800 USGPM) JET REFUELLER 12000 USG (800 USGPM) HYDRANT SERVICER (1000 USGPM)



Global Aviation –Equipment Specifications Manual A.1

AVGAS REFUELLER 1000 USG S.No.

Qty

DESIGNATION

01

1

SS PAF Manhole Assembly w/ Vents

20’’

BETTS, or equal

03

1

Air Operated Tank Vent w/ Vapor Hood

5”

BETTS, or equal

04

1

Air Operated Emergency Valve w/ Screen

05

1

Internal Emergency Valve

3”

06

1

TTMA Flanged Gate Valve

3”

ALLEGENY, or equal

07

1

Pneumatic Wafer Valve

3”

BETTS, or equal

08

1

Bottom Loading Adapter

2”

09

1

Bottom Loading Adapter Dust Cover

2”

10

2 for :

4" Pressure Gauge 0-150 psi min. -

DN

REFERENCE

BRAND

THIEM, or equal F 614 A

1611-A

THIEM, or equal

OPW kamvalock AVGAS - FJORD DC 2.0 (BLUE) MARSH, or equal

Pump Pressure Hydraulic Pressure

11

1

Ball Valve

APOLLO, or equal

12

1

Ball Cone Check Valve

APOLLO, or equal

13

1

Line Strainer

STEINEN, or equal

14

1

Level Sensor

15

1


¾’’

APOLLO, or equal

16

/

17

/

18

/

19

1

Strainer w/ 80 Mesh Screen

2’’

ALLEGENY

20

1

Centrifugal Pump

2’’

21

/

22

/

23

1

Filter Water Separator

2’’

VELCON, or equal

24

1

Fuel Cartridges

2”

VELCON, or equal

25

1

Air Eliminator

¾’’

ARMSTRONG

26

1

Pressure Relief Valve

¾’’

HYDRO-SEAL, or equal

27

1

Differential Pressure Gauge

¾’’

GAMMON (GTP-534-

F 613

02 D1

THIEM, or equal

GORMAN RUPP

30AH) Date of Issue: June 2004 Revision Number: 1


Global Aviation –Equipment Specifications Manual S.No.

Qty

DESIGNATION

DN

REFERENCE

28

1

3-Way Ball Valve

29

3

1/4” Ball Valve

30

5

Quick Coupler

GAMMON (GTP-992-

Dust Plug

GAMMON (GTP-150)

¼’’

BRAND

APOLLO, or equal ¼’’

APOLLO, or equal

4M)

31

2

32

/

33

1

34

/

35

/

36

1

37

/

38

/

39

/

40

/

41

/

42

/

Pressure Gauge 0-150 psi, min.

2 ½’’

MARSH, or equal

Meter w/ Counter with electronic read out & Ticket Printer

2’’

Ball Valve

2’’

NORRIS (M1011-131B-

HANNAY, or equal

700-15

TCS

1A)

43 44

1

Hose Reel w/ Hydraulic Rewind

2’’

45

1

Aircraft Fueling Hose

1 ½”

EN 1361 Type C GOOD YEAR

46

1

Overwing Fueling Nozzle

1 ½”

295 SA

47

1

Water Drain Valve, Cable Operated w/Tee Handle

1’’

MORRISON, or equal

48

1

Ball Valve

¾”

APOLLO, or equal

49

4

CAMVOLOK Adapter

¾”

OPW, or equal

50

4

CAMVOLOK Dust Cap

¾”

OPW, or equal

51

3

Ball Valve w/ Spring Return

¾”

APOLLO, or equal

52

1

Recovery Tank 35USG

Stainless Steel

53

1

Fill Cover

Stainless Steel


OPW

KNAPPCO, or equal



Qty

DESIGNATION

54

1

Tee Vent

MORRISON, or equal

55

1

Liquid Storage Capacity Gauge w/ Float

ROCHESTER, or equal

56

1

Closed Circuit Fuel Sampler w/ Shell Water Detector

TITAN

57

1

Palm Valve w/ Spring Return

HUMPHREY

58

/

59

/

60

/

61

/

62

/

63

/

64

/

65

/

66

/

67

/

68

1

Sight Flow Indicator

TITAN

69

/

70

/

71

/

72

/

73

/

74

/

75

/

76

/

77

1

78

/

79

1


DN

REFERENCE

BRAND

Quick Disconnect Metal Dust Cap Nipple

½”

LL4 - K26 - 146 HANSEN or equal PDC - 4 - HK HANSEN or equal SCHEDULE 80

Overwing Fueling Nozzle Dust Cap

1 ½’’

SFN/ 1.5 J (BLACK)

FJORD



Qty

DESIGNATION

82

2

Vapour recovery system

83

2

Fire extinguisher 20lbs, BC type


DN

REFERENCE

BRAND


Global Aviation –Equipment Specifications Manual Vapour recovery

01

82

82

2nd High level detector line

13 14 12 05 47

06

11 10

19

48 NC

Drain point

49 50

0809

07

Bottom loading

Hydraulic tank PTO

68 26

20 30

25

56 57

24

28

23 51

51 49 50

54

Large Display LCD

30

52

55 49 50

49 50 27

33 29

53

51

Printer

31 Fuelling pressure gauge

36

30

77

45

46 79

83

Interlock Points

50 US GPM AVGAS REFUELLER - for 1000 GALLONS Date of Issue: June 2004 Revision Number: 1



JET REFUELLER 3000/5000/7000 USG (300 USGPM) S.No

Qty.

DESIGNATION

01

1


20’’

BETTS, or equal

02

2

SS Manhole Inspection cover

20’’

BETTS, or equal

03

1


5”

BETTS, or equal

04

1


4”

THIEM, or equal

05

1


4”

06

1


4”

ALLEGENY, or equal

07

1


4”

BETTS, or equal

08

1


3”

THIEM or CARTER

09

1


3”

10

4 for :

4" Pressure Gauge 0-150 psi, min. -

DN

REFERENCE

F 614 A

BRAND

THIEM, or equal

JET - FJORD DC 2.5/3 (BLACK) MARSH, or equal

Air Reference Fuel Reference Pump Pressure Hydraulic Pressure

11

1

Ball Valve

APOLLO, or equal

12

1


APOLLO, or equal

13

1

Line Strainer

STEINEN, or equal

14

1

Jet Level Sensor

15

1


¾’’

APOLLO, or equal

16

1

Air-spring Operated Wafer Valve

3’’

BETTS

17

1

Wafer Valve w/ Interlock Handle

3’’

BETTS, or equal

18

1

Swing Check Valve w/ Spring Return

3’’

KNAPPCO, or equal

19

1


4’’

ALLEGENY

20

1

Centrifugal Pump

3’’

22

1

Deadman/Secondary Pressure Control Valve 3’’

23

1


3’’

VELCON, or equal

24

1

Fuel Cartridges

2”

VELCON, or equal

25

1

Air Eliminator

¾’’

ARMSTRONG

F 613

THIEM, or equal

3 D1

GORMAN RUPP

F 370

THIEM, or equal

21



Global Aviation –Equipment Specifications Manual S.No

Qty.

DESIGNATION

DN

REFERENCE

BRAND

26

1


¾’’

27

1


¾’’

28

1

3-Way Ball Valve

29

3

1/4” Ball Valve

30

5

Quick Coupler

GAMMON (GTP-992-

Dust Plug

GAMMON (GTP-150)

HYDRO-SEAL, or equal GAMMON (GTP-534-30A)

¼’’


APOLLO, or equal

4M)

31

2


2 ½’’

MARSH, or equal

32

2

Meter w/ Counter with electronic readout & Ticket Printer

3’’

700-35

TCS

33

/

34

1

Venturi

3’’

F 527

THIEM, or equal

35

/

36

2

Ball Valve

3’’

38

2

Hose Reel w/ Hydraulically Rewind 3’’

39

2

Aircraft Fueling Hose – 50 ft

40

2

Underwing Fueling Nozzle

41

2

Underwing Nozzle Dust Cap

42

/

43

/

44

1


45

1

Aircraft Fueling Hose – 50 ft

1 ½’’


46

1

Overwing Fueling Nozzle

1 ½”

295 SAJ

47

1


1’’

MORRISON, or equal

48

1

Ball Valve

¾”

APOLLO, or equal

49

4

CAMVOLOK Adapter

¾”

OPW, or equal

50

4

CAMVOLOK Dust Cap

¾”

OPW, or equal

51

3


¾”

APOLLO, or equal

NORRIS (M1011-131B-1A)

37


TITAN 2’’


2 ½’’

THIEM, or equal 2 ½’’

FJORD SPR - T (THIEM) FJORD SPR - C (CARTER)

HANNAY, or equal

OPW



Qty.

DESIGNATION

52

1

Recovery Tank 35 USG

Stainless Steel

53

1

Fill Cover

Stainless Steel

54

1

Tee Vent

MORRISON, or equal

55

1


ROCHESTER, or equal

56

1


TITAN

57

1


HUMPHREY

58

1

Additive Injector System

59

1

Sight Flow Indicator w/ 5-Way Valve

60

1

20 Gallon Prist Container w/ Siphon Tube Assembly

61

/

62

/

63

/

64

/

65

/

66

/

67

/

68

1

69

/

70

/

71

/

72

/

73

/

74

/

75

/

76

/

77

3


DN

REFERENCE

3’’

KNAPPCO, or equal

HAMMOND or equal HAMMOND, or equal

PPG


Quick Disconnect Metal Dust Cap Nipple

600-1S

BRAND

HAMMOND, or equal

TITAN

½”

LL4 - K26 - 146 HANSEN or equal PDC - 4 - HK HANSEN or equal SCHEDULE 80 Aircraft Refuelling Equipment CTGA 7.0 Page 76


Qty.

78

/

79

1


83

2



DESIGNATION

DN

REFERENCE

1 ½’’

BRAND

SFN/ 1.5 J (BLACK)

FJORD



01

02


02

03

14

13 12 05

04

06

47

11 10

19

48 NC

Drain point

49 50

0809

07

Bottom loading

Hydraulic tank PTO

20 68 26

30

25

56 57

24

28

23 51

51 49 50

16

DEFUELLING

54 52

53 55

30

51

49 50

49 50

22 27

58 5-WAY VALVE INJECTOR/SPOOL

INJECTOR SYSTEM

59 SIGHT FLOW INDICATOR

18

DEFUELLING

60

17

20 GALLON PRIST CONTAINER W/SIPHON TUBE

Printer

NO

Large Display LCD

Large Display LCD

32

32

34 36

42

36

77

77

77 38 39

45

46

40 79

45

46

79

41

83

Interlock Points

300 GPM AVJET REFUELLER - for 3000 / 5000 / 7000 GALLONS




JET REFUELLER 7000/8000/10000 USG (800 USGPM) S.No.

Qty

DESIGNATION

01

1


20’’

BETTS, or equal

02

2


20’’

BETTS, or equal

03

1


5”

BETTS, or equal

04

1


6”

THIEM, or equal

05

1


4”

06

1


6”

ALLEGENY, or equal

07

2


6”

BETTS, or equal

08

4


3”

THIEM or CARTER

09

1


3”

10

4 for :


DN

REFERENCE

F 614 A

BRAND

THIEM, or equal



11

1

Ball Valve

APOLLO, or equal

12

1


APOLLO, or equal

13

1

Line Strainer

STEINEN, or equal

14

1

Jet Level Sensor

15

1


¾’’

APOLLO, or equal

16

1


3’’

BETTS

17

1


3’’

BETTS, or equal

18

1


3’’

KNAPPCO, or equal

19

1


6’’

ALLEGENY

20

1

Centrifugal Pump

6’’

22

1


23

1


F 613

THIEM, or equal

6 D1

GORMAN RUPP

F 370

THIEM, or equal

21

24 25

6’’

Fuel Cartridges 1


Air Eliminator

VELCON, or equal VELCON, or equal

¾’’

ARMSTRONG Aircraft Refuelling Equipment CTGA 7.0 Page 79


Qty

DESIGNATION

DN

REFERENCE

BRAND

26

1


¾’’

27

1


¾’’

28

1

3-Way Ball Valve

29

3

1/4” Ball Valve

30

5

Quick Coupler

GAMMON (GTP-992-

Dust Plug

GAMMON (GTP-150)

HYDRO-SEAL, or equal GAMMON (GTP-534-30A)

¼’’


APOLLO, or equal

4M)

31

2


2 ½’’

MARSH, or equal

32

1


4’’

LC

33

/

34

1

Venturi

3’’

35

/

F 527

THIEM, or equal

36 37 38

2


39

2

Aircraft Fueling Hose – 50’

40

2


41

1


2 ½’’

42 42a

3 1

Ball valve Ball valve

3” 4”

43

/

44

/

45

/

46

/

47

2


1’’

MORRISON, or equal

48

2

Ball Valve

¾”

APOLLO, or equal

49

4

CAMVOLOK Adapter

¾”

OPW, or equal

50

4

CAMVOLOK Dust Cap

¾”

OPW, or equal

51

3


¾”

APOLLO, or equal


HANNAY, or equal 2’’

2 ½’’

EN 1361 Type C GOOD YEAR THIEM, or equal FJORD SPR - T (THIEM) FJORD SPR - C (CARTER) NORRIS NORRIS



Qty

DESIGNATION

52

1

Recovery Tank

53

1

Fill Cover

54

1

Tee Vent

MORRISON, or equal

55

1


ROCHESTER, or equal

56

1


TITAN

57

1


HUMPHREY

58

1


59

1


60

1


61

1

Venturi

4”

62

/

Link hose – 10 ft

4’’

63

1

Swivel Joint

4”

64

2

Aircraft refuelling deck hose – 20 ft

2”1/2

65

/

66

/

67

/

68

1

69

/

70

/

71

/

72

/

73

/

74

/

75

/

76

/

77

4


DN

REFERENCE

35 Gallons

Stainless Steel

KNAPPCO, or equal

Stainless Steel

3’’

600-1S


PPG


Quick Disconnect Metal Dust Cap

BRAND

HAMMOND, or equal

THIEM, or equal EN 1361 Type C GOOD YEAR


TITAN

½”

LL4 - K26 - 146 HANSEN or equal PDC - 4 - HK HANSEN or equal Aircraft Refuelling Equipment CTGA 7.0 Page 81


Qty

DESIGNATION

DN

REFERENCE

Nipple 78

/

79

1


83

2



BRAND

SCHEDULE 80

1 ½’’

SFN/ 1.5 J (BLACK)

FJORD


Global Aviation –Equipment Specifications Manual 01

02


02

03

14

13

Test facility

10

08

12

07

Drain point

05

47

04

11

06 Drain point

47 48 10

48 19

49 50

NC

49 50

0809

07

Bottom loading

Hydraulic tank PTO

20

26

30

25

56 57

24

28

23 51

51 49 50

16

DEFUELLING

68

54

53 55

52 30

49 50

49 50

58 5-WAY VALVE

27

INJECTOR/SPOOL

51

INJECTOR SYSTEM


60 20 GALLON PRIST CONTAINER W/SIPHON TUBE

22 DEFUELLING

17

18

Printer

NC

32 NO

Large Display LCD

34 42

Platform

41 40

64

63

61

42 41 40

64 Emergency stop

77

42

38 62

39

42a 40

83

41 77

Interlock Points

800 GPM AVJET REFUELLER - for 7000, 8000 & 10 000 GALLONS




JET REFUELLER 12000 USG (800 USGPM) - 5000 USG MAIN UNIT S.No.

Qty

DESIGNATION

01

1


20’’

BETTS, or equal

02

2


20’’

BETTS, or equal

03

1


5”

BETTS, or equal

04

1

Air Operated Emergency Valve, Tee shape

6”

THIEM, or equal

05

1


4”

06

1


6”

ALLEGENY, or equal

07

2


6”

BETTS, or equal

08

4


3”

THIEM or CARTER

09

1


3”

10

4 for :


DN

REFERENCE

F 614 A

BRAND

THIEM, or equal



11

1

Ball Valve

APOLLO, or equal

12

1


APOLLO, or equal

13

1

Line Strainer

STEINEN, or equal

14

1

Jet Level Sensor

15

1


¾’’

APOLLO, or equal

16

1


3’’

BETTS

17

1


3’’

BETTS, or equal

18

1


3’’

KNAPPCO, or equal

19

1


6’’

ALLEGENY

20

1

Centrifugal Pump

6’’

22

1


23

1


F 613

THIEM, or equal

6 D1

GORMAN RUPP

F 370

THIEM, or equal

21

24 25

6’’

Fuel Cartridges 1


Air Eliminator

VELCON, or equal VELCON, or equal

¾’’

ARMSTRONG Aircraft Refuelling Equipment CTGA 7.0 Page 84


Qty

DESIGNATION

DN

REFERENCE

BRAND

26

1


¾’’

HYDRO-SEAL, or equal

27

1


¾’’

GAMMON (GTP-534-

28

1

3-Way Ball Valve

29

3

1/4” Ball Valve

30

5

Quick Coupler Dust Plug

31

2


2 ½’’

MARSH, or equal

32

1


4’’

LC

33

/

34

1

Venturi

3’’

35

/

30A) ¼’’


APOLLO, or equal GAMMON (GTP-992-4M) GAMMON (GTP-150)

F 527

THIEM, or equal

36 37 38

2


39

2


40

2


41

1


2 ½’’

FJORD SPR - T (THIEM) FJORD SPR - C

3 1


3” 4”

NORRIS NORRIS

(CARTER) 42 42a

HANNAY, or equal 2’’

2 ½’’

EN 1361 Type C GOOD YEAR THIEM, or equal

43

/

45

/

45

/

46

/

47

2


1’’

MORRISON, or equal

48

2

Ball Valve

¾”

APOLLO, or equal

49

4

CAMVOLOK Adapter

¾”

OPW, or equal

50

4

CAMVOLOK Dust Cap

¾”

OPW, or equal




Qty

DESIGNATION

51

3


52

1

Recovery Tank

53

1

Fill Cover

54

1

Tee Vent

MORRISON, or equal

55

1


ROCHESTER, or equal

56

1


TITAN

57

1


HUMPHREY

58

1


59

1


60

1


61

1

Venturi

4”

62

/

Link hose – 10 ft

4’’

63

1

Swivel Joint

4”

64

2

Aircraft refuelling deck hose – 20 ft

2”1/2

65

/

66

/

67

/

68

1

69

/

70

/

71

/

72

/

73

/

74

/

75

/

76

/

77

4


DN

REFERENCE ¾”

35 Gallons

APOLLO, or equal Stainless Steel

KNAPPCO, or equal

Stainless Steel

3’’

600-1S


PPG


Quick Disconnect

BRAND

HAMMOND, or equal



TITAN

½”

LL4 - K26 - 146 HANSEN or equal Aircraft Refuelling Equipment CTGA 7.0 Page 86


Qty

DESIGNATION

DN

REFERENCE

Metal Dust Cap Nipple 78

/

79

1


83

2



BRAND

PDC - 4 - HK HANSEN or equal SCHEDULE 80

1 ½’’

SFN/ 1.5 J (BLACK)

FJORD


Global Aviation –Equipment Specifications Manual 7000 USG TRAILER UNIT S.No

Qty

DESIGNATION

DN

REFERENCE

BRAND

101

1

Aluminium Tank

102a 102b

1 1

SS PAF Manhole Assembly w/ Vents SS Manhole Inspection cover

20’’ 20’’

BETTS, or equal BETTS, or equal

103

2

Vent

3”

BETTS, or equal

104

1 1

Internal Emergency Valve Level sensor

4”

105

1

Manual foot valve

3”

106

1

Tank drain ball valve

2”

107

1

Quick coupling c/w dust cap

2”

110

1

Elastical connection

6”

111a 111b

1 1

Bottom Loading Adapter Bottom Loading Adapter Dust Cover

3” 3”

112

1

Pneumatic foot valve

6”

113

1

Pneumatical ball valve

3”

114

1

Pressure gauge with quick disconnect

4”

115.b 115a

1 1

Depressuring check valve0.5 bar Isolating ball valve

3/8” 3/8”

116

1

Isolating Ball valve

6”

117

1

Connecting hose length = 2.1 m

4”

118

1

Trailer adapter

4”

119

1

Swivel joint

4”

120

2

Extinguisher 9kg

7,000 US Gallons

F 614 A

THIEM, or equal

NORRIS, or equal

108 109


ELAFLEX, or equal THIEM or CARTER JET - FJORD DC 2.5/3 (BLACK)

PBV150/150 BFL90°

HAAR, or equal NORRIS, or equal

NORRIS, or eqaul TWE Type E

ELAFLEX, or equal

BC Type dry powder


Global Aviation –Equipment Specifications Manual 01

02


02

03

14

13

Test facility

10

08

12

07

04

10

49 50

NC

Trailer suction

49 50

48

64

13

48 19

47

11

43

06 Drain point

Drain point

05

47

0809

07

Bottom loading

Hydraulic tank PTO

20

26

30

25

56 57

24

28

23 51

51 49 50

16

DEFUELLING

68

54

53 55

52 30

49 50

49 50

58 5-WAY VALVE

27

INJECTOR/SPOOL

51

INJECTOR SYSTEM


60 20 GALLON PRIST CONTAINER W/SIPHON TUBE

22 DEFUELLING

17

18

Printer

NC

32 NO

Large Display LCD

34 42

Platform

41 40

64

63

61

42 41 40

64 Emergency stop

77

42

38 62

39

42a 40

83

41 77

Interlock Points

800 GPM AVJET REFUELLER - 5000 USG Refueller for 12 000 GALLONS



Global Aviation –Equipment Specifications Manual 103 102a

103

102b


101 115 117 118

104

116 115a 110 119 115.b

112 114

105 106 NC

107 113

111a 111b

120

800 GPM AVJET REFUELLER - 7000 USG Trailer for 12 000 GALLONS




HYDRANT SERVICER (1000 USGPM) S.No.

Qty

01

N/A

03

N/A

04

N/A

05

N/A

06

N/A

07

N/A

08

N/A

09

N/A

10

N/A

11

N/A

12

N/A

13

N/A

14

N/A

15

N/A

16

N/A

17

N/A

18

N/A

19

1

20

N/A

21

N/A

22

N/A

23

DESIGNATION

DN

REFERENCE

BRAND


4’’

ALLEGENY

1

Filter Water Separator Vessel

6’’

VELCON, or equal

24

1

Fuel Cartridges

2”

VELCON, or equal

25

1

Air Eliminator

¾’’

26

1


¾’’

27

1


¾’’

28

1

3-Way Ball Valve

29

3

1/4” Ball Valve


¼’’

11AV

ARMSTRONG HYDRO-SEAL, or equal

GTP-534-30AH GAMMON APOLLO, or equal

¼’’

APOLLO, or equal Aircraft Refuelling Equipment CTGA 7.0 Page 91


Qty

DESIGNATION

DN

REFERENCE

BRAND

30

4

Quick Coupler

GAMMON (GTP-992-

Dust Plug

GAMMON (GTP-150)

4M)

31

2


2 ½’’

MARSH, or equal

32

1


4’’

LC

34

1

Venturi

3’’

35

/

33 F 527

THIEM, or equal

36 37

1

Swivel Joint

4’’

38

1

Hose Reel w/ HydraulicRewind

3’’

39

1


2’’

40

3


41

3


2 ½’’

1 1


4’’ 3”

(CARTER) 42a 42b

2 ½’’

TITAN AVIATION EN 1361 Type C GOOD YEAR, or equal

THIEM, or equal FJORD SPR - T (THIEM) FJORD SPR - C

43

N/A

44

N/A

45

N/A

46

N/A

47

N/A

48

N/A

49

2

CAMVOLOK Adapter

¾”

OPW, or equal

50

2

CAMVOLOK Dust Cap

¾”

OPW, or equal

51

2


¾”

APOLLO, or equal

52

1

Recovery Tank

Stainless Steel

53

1

Fill Cover

Stainless Steel

54

1

Tee Vent


KNAPPCO, or equal

MORRISON, or equal Aircraft Refuelling Equipment CTGA 7.0 Page 92


Qty

DESIGNATION

55

1


ROCHESTER, or equal

56

1


TITAN

57

1


HUMPHREY

58

N/A

59

N/A

60

N/A

61

1

62

/

63

1

64

/

65

/

66

/

67

1

5 Gal. Surge Suppressor w/ charge pressure gauge

GREER

68

1


TITAN

69

1

High level Float Switch

70

DN

REFERENCE

BRAND

Venturi

6’’

THIEM, or equal

Swivel Joint

3”

THIEM, or equal

Castor Assemblies w/ lifting handles

71

1

Aircraft Refuelling Hydrant Hose

4’’

72

1

Hydrant Coupler w/ Primary Pressure Control

73

N/A

74

1

75

N/A

76

1

77

N/A

78

1

79

N/A

EN1361 Type C GOOD YEAR or equal

Twin Sensing Hose Reel

Ball Valve w/ throttle handle

4’’

Hydrant Coupler Dust Cap

80 81 82 Date of Issue: June 2004 Revision Number: 1



Qty

DESIGNATION

83

2

Fire Extinguishers

20 lb

84

1

Isolating valve

¼’’

85

1

Pneumatic depressurizing Valve NF

½’’

86

1

Automatic depressurizing Valve NO

3/8’’

87

2

Depressurizing Check Valve

¼’’


DN

REFERENCE

BRAND





Global Aviation –Equipment Specifications Manual B. CHASSIS SPECIFICATION STANDARDS CONTENTS B.1

GENERAL B.1.1 Scope B.1.2 Design and Performance

B.2

CHASSIS COMPONENTS B.2.1 Engine B.2.2 Transmission B.2.3 Driveline B.2.4 Rear Axle, Wheels and Suspension B.2.5 Front Axle, Wheels and Suspension B.2.6 Chassis Frame B.2.7 Chassis Cab B.2.8 Brake System B.2.9 Steering B.2.10 Electrical B.2.11 Mirrors B.2.12 Glass B.2.13 Fuel System B.2.14 Heaters B.2.15 Cooling System B.2.16 Tow Hooks B.2.17 Hourmeter

B.3

COLOURS AND MATERIALS B.3.1 Exterior B.3.2 Interior



Global Aviation –Equipment Specifications Manual B.1

GENERAL B.1.1 SCOPE B.1.1.1

This specification outlines the general truck chassis requirements for aircraft refueling equipment used by ChevronTexaco Global Aviation.

B.1.1.2

To provide minimum chassis manufacturer specifications and optional equipment necessary for maintaining overall standardization and re-chassis compatibility. The refueller manufacturer shall become conversant with these specifications prior to bidding. Any errors, discrepancies, omissions or ambiguities must be indicated by the manufacturer in his/her bid proposal.

B.1.1.3

Refueller manufacturers shall provide specifications not provided here within or changes that will result in the best overall functional unit capable of safely performing its intended purpose.

B.1.2 DESIGN AND PERFORMANCE B.1.2.1 All chassis' shall incorporate the latest in design and "State of the Art" technology available from the manufacturer. The chassis selections shall provide optimum vehicle operation and maximum reliability. The refueller manufacturer shall recommend and submit equipment changes new for the model year that will result in a better overall functional unit. B.1.2.2 All chassis' shall conform to all applicable DOT, State and Local regulations. B.1.2.3

The chassis shall have the proper gross vehicle weight rating (GVWR) and gross axle weight ratings (GAWR) for the intended laden weight application.

B.1.2.4 Minimum allowable wheelbase shall be selected for maximum maneuverability. B.1.2.5 Weight distributions shall not exceed the ratings certified by the original equipment manufacturer (OEM) of the components. B.1.2.6 The laden weight shall not exceed the vehicle's GVWR or the GAWR for each axle as certified by the chassis OEM. B.1.2.7 Chassis height shall be maintained as low as possible so that the overall height of the completed unit does not exceed 110".



Global Aviation –Equipment Specifications Manual B.1.2.8

B.2

Units of 5000 gallons or less shall be capable of being titled and registered and driven on public roadways with or without reduced payloads.

CHASSIS COMPONENTS B.2.1 ENGINE B.2.1.1 The engine shall be diesel powered internal combustion type properly sized with the transmission and all other necessary components. The engine horsepower and torque shall be rated to meet all the performance requirements of the vehicle. The horsepower rating shall be in line with the following: 4 4 4 4

Hydrant Servicer & 1000 gallon Refuellers - smallest available from chassis mfg. 2,000 & 3,000 gallon Refuellers - approximately 175 horsepower. 5,000 gallon Refuellers - approximately 190 horsepower. 10,000 gallon Refuellers - approximately 210 horsepower.

B.2.1.2 Any part of the engine that is exposed from the rear of the cab shall be covered with a removable aluminium or stainless steel cover. The cover shall be designed and configured for proper ventilation and to divert any product fuel that may leak or spill away from the engine and any of its components. B.2.2 TRANSMISSION B.2.2.1 The transmission shall be an automatic with lock-out properly sized with the engine and all other necessary components. The transmission shall be rated to meet all the performance requirements of the vehicle. For medium and heavy duty chassis, the World Transmission series shall be used. B.2.2.2 Any part of the transmission that is exposed from the rear of the cab shall be covered with a removable aluminium or stainless steel cover. The cover shall be designed and configured for proper ventilation and to divert any product fuel that may leak or spill away from the transmission and any of its components. B.2.2.3 The transmission shall include a neutral safety switch to prevent the engine from starting unless the transmission selector is in the neutral or park position. B.2.3 DRIVELINE Whenever available, all items of the driveline shall be specified to be of the heaviest duty available from the chassis manufacturer. This shall include the driveshaft(s), yolks, universal joints and hanger bearings. Date of Issue: June 2004 Revision Number: 1


Global Aviation –Equipment Specifications Manual B.2.4 REAR AXLE, WHEELS AND SUSPENSION B.2.4.1

The rear axle and suspension shall be properly rated to provide a satisfactory rear GAWR. The GAWR shall be determined by the lowest rated capacity of the tires, brakes, wheels, suspension and axle.

B.2.4.2 The axle ratio and tire size shall be properly selected to obtain the lowest possible geared road speed. B.2.4.3

The rear wheel and tire assembly shall be properly selected to meet the requirement of B.2.4.1 and B.2.4.2 above. Split ring wheels shall be avoided whenever possible. The tires shall be of an all-season type tread design and shall be of equal size and type as the front whenever possible.

B.2.5 FRONT AXLE, WHEELS AND SUSPENSION B.2.5.1

The front axle and suspension shall be properly rated to provide a satisfactory front GAWR. The GAWR shall be determined by the lowest rated capacity of the tires, brakes, wheels, suspension and axle. The front GAWR shall not be less than the vehicles front laden weight.

B.2.5.2

The front wheel and tire assembly shall be properly selected to meet the requirement of B.2.5.1 above. Split ring wheels shall be avoided whenever possible. The tires shall be of an all-season type tread design and shall be of equal size and type as the rear whenever possible.

B.2.6 CHASSIS FRAME B.2.6.1

The frame shall be of adequate strength and rigidity to allow the vehicle to properly operate at the rated GVWR.

B.2.6.2

The frame shall have the proper yield strength (YS), section modules (SM), and resistance bending moment (RBM) for the vehicle's application.

B.2.6.3

The frame shall be a continuous formed steel channel. Only inverted "L" inner or outer channels are permitted to obtain the required section modules.

B.2.7 CHASSIS CAB B.2.7.1 All cabs shall conform with the latest State and Federal requirements. Date of Issue: June 2004 Revision Number: 1


Global Aviation –Equipment Specifications Manual B.2.7.2 Medium and heavy duty chassis cabs shall be a conventional type with a tilting front hood assembly. B.2.7.3 Cab entrances or steps shall not exceed a height of 16" from the ground and where steps are required, a cab entrance assist handle shall be provided. B.2.7.4 All refuellers with front lift decks, requiring a custom cab, shall have an all stainless steel cab assembly. B.2.7.5 Mud flaps shall be installed behind front wheels. B.2.8 BRAKE SYSTEM B.2.8.1 All chassis' shall be equipped with front and rear full service and rear emergency brake system conforming with the latest State and Federal requirements. B.2.8.2 Medium and heavy duty chassis' shall be equipped with an air service brake system and spring set air released parking brake. B.2.8.3 Light duty chassis' shall be equipped with a power assisted dual hydraulic service brake system and a mechanically set and release parking brake. B.2.8.4

All air brake systems shall be equipped with an engine driven air compressor having no less than the maximum CFM displacement available from the manufacturer and shall include the following options: * * *

Pull type air tank drains with cables Bendix heated air dryer Automatic slack adjusters

B.2.9 STEERING The vehicle shall be equipped with an integral hydraulic power assisted steering system as available from the chassis manufacturer. B.2.10 ELECTRICAL B.2.10.1 All chassis' shall be equipped with a 12 volt negative ground integral system. B.2.10.2 All Chassis shall be equipped with a properly rated battery disconnect switch located near the battery enclosure forward the rear of the cab readily accessible and properly labeled. B.2.10.3 Batteries shall be maintenance free type having no less than the maximum cold cranking amperage (CCA) available from the Date of Issue: June 2004 Revision Number: 1


Global Aviation –Equipment Specifications Manual chassis manufacturer and shall be mounted outside forward the rear of the cab with adequate hold-downs and cover(s). Easy service access shall always be maintained. B.2.10.4 The alternator output shall be no less than the highest amperage available from the chassis manufacturer capable of high output at engine idle. B.2.11 MIRRORS B.2.11.1 Heavy duty chassis cabs with front mounted lift decks or truck trailer combination shall be equipped with the following: *

*

B.2.11.2 * *

Dual 7" x 16" West Coast type stainless steel or aluminium heated side view mirrors with right hand electric controlled from inside cab. Dual 8" convex stainless steel mirrors mounted under each primary mirror for a clear and complete view of both sides. Medium chassis cabs shall be equipped with the following: Dual 7" x 16" West Coast type stainless steel or aluminium heated side view mirrors. Dual 8" convex stainless steel mirrors mounted under each primary mirror for a clear and complete view of both sides.

B.2.11.3

Light duty chassis cabs shall be equipped with the following:

*

Largest dual side view mirrors available from the chassis manufacturer. Dual 4" convex stainless steel mirrors mounted under each side view mirror for a clear and complete view of both sides. If the standard right-hand is of the slight convex type then no additional mirror is required for that side.

*

B.2.11.4 All cab doors shall be reinforced at the point of mirror attachment. B.2.12 GLASS All windows shall be tinted safety glass. B.2.13 FUEL SYSTEM B.2.13.1 Medium and heavy duty chassis cabs shall be equipped with a single 30 gallon fuel tank located on the right-hand side of the vehicle easily accessible for filling. B.2.13.2 Light duty chassis cabs shall be equipped with a single tank of the largest capacity available from the chassis manufacturer. Date of Issue: June 2004 Revision Number: 1


Global Aviation –Equipment Specifications Manual B.2.13.3 All fuel filler caps shall be attached to prevent loss. No device shall be welded, riveted or bolted to the tank. B.2.13.4 All fuel tanks shall be properly vented and the fuel filler necks shall be designed to allow normal full flow fueling to its maximum capacity. B.2.13.5 All fuel tanks shall have a permanent label with approximately one (1) inch letters located at the fuel filler as follows: B.2.13.5.1 Diesel powered units shall have a green label with white letters stating "Diesel Fuel Only." B.2.13.5.2 Gasoline powered units, when specified, shall have a red label with white letters stating "Unleaded Gasoline Only." B.2.13.6 All exposed tank filler necks shall have a 4" x 4" square mount around the filler area. This mount shall be painted green for diesel fuel and when specified, red for gasoline. B.2.13.7 All chassis’ shall be equipped with metallic reinforced engine fuel jumper lines leading into and within the engine compartment firewall. B.2.14 HEATERS B.2.14.1 All chassis cabs shall be equipped with fresh air heater and defroster unless otherwise specified. B.2.14.2 All chassis' (for vehicles destined for service in the U.S.) shall be equipped with a 110 volt engine block heater from the chassis' manufacturer. B.2.15 COOLING SYSTEM All chassis cabs shall be equipped with the maximum capacity radiator available from the manufacturer. B.2.16 TOW HOOKS All chassis' shall be equipped with front two hooks capable of pulling the intended laden unit. B.2.17 HOURMETER All chassis cabs shall be equipped with an electric engine hourmeter with vibration damper installed on the dashboard and shall be operated by an engine oil pressure switch. Date of Issue: June 2004 Revision Number: 1


Global Aviation –Equipment Specifications Manual B.3

COLOURS AND MATERIALS B.3.1 EXTERIOR To avoid painting the chassis cab, every effort should be taken to have the chassis painted at the factory with PPG DUHS Delta Fleet Line or an equivalent polyurethane enamel of equal colour: Cab to be:

White, PPG Part # 90724

B.3.2 INTERIOR Cab interiors shall be specified in the following colours and material: B.3.2.1 Charcoal gray or equivalent dark colour B.3.2.2 HD vinyl bench seat B.3.2.3 Floor Covering:


Black Rubber


Global Aviation –Equipment Specifications Manual C. PAINT & PAINTING STANDARDS CONTENTS

C.1

GENERAL C.1.1 Scope C.1.2 Workmanship

C.2.

MATERIAL C.2.1 General C.2.2 Paint Properties C.2.3 Handling C.2.4 Mixing and Thinning C.2.5 Colour Codes C.2.6 Manufacturers

C.3.

SURFACE PREPARATION C.3.1 General C.3.2 Abrasive Blast Cleaning C.3.3 Pretreatments C.3.4 Maintenance Preparation

C.4.

PAINT APPLICATION C.4.1 General C.4.2 Factors Affecting Application C.4.3 Spray Application C.4.4 Maintenance Painting C.4.5 Non-Painted Items C.4.6 Non-Skid Areas

C.5.

PPG PAINTS C.5.1 General C.5.2 Purchasing C.5.3 Paint Codes and Part Numbers C.5.4 Corporate Office

C.6.

PPG TOUCH-UP PAINTS C.6.1 General C.6.2 Purchasing C.6.3 Paint Colours and Codes

C.7.

PAINT SCHEMES C.7.1 General C.7.2 Tank Stripes



Global Aviation –Equipment Specifications Manual C.1

GENERAL C.1.1 SCOPE C.1.1.1 This specification outlines the general requirements for the paint specifications of aircraft refueling equipment used by ChevronTexaco Global Aviation. C.1.1.2 This specification covers the various paint schemes used for aircraft refueling equipment. C.1.2 WORKMANSHIP C.1.2.1 All work required by this specification shall be performed in accordance with the manufacturer's recommendations where not covered by instructions in this specification. C.1.2.2 The finished product shall be in the schemes specified in C.7. Painted surfaces shall be of a smooth high quality luster, free from fisheye, orange peel, runs and sags, intercoat abrasion marks, dirt and dust. C.1.2.3 All colour change lines shall be straight or have even curves. These lines shall be free of smears and overspray with a smooth finish.

C.2

MATERIALS C.2.1 GENERAL C.2.1.1

The use of paints other than those specified herein, require Department approval.

C.2.1.2

The paint specified herein, are formulated for use in automotive finishes and are commercially available.

C.2.2 PAINT PROPERTIES A high quality, single stage, polyurethane enamel shall be used. C.2.2.1 The product must have good spraying properties, shall dry under normal atmospheric conditions, and shall not fade or darken in service. C.2.2.2 The product shall have sufficient flexibility to withstand all atmospheric conditions, retain its bond to undercoats, and withstand contact with petroleum fuels and oils and synthetic hydraulic oils without dirt retention or stains. Date of Issue: June 2004 Revision Number: 1


Global Aviation –Equipment Specifications Manual C.2.2.3

Drying time shall be as per manufacturer's recommendation.

C.2.3 HANDLING C.2.3.1

All paint shall be delivered to the shop in original, unopened containers with labels intact. Minor damage to containers is acceptable provided the container has not been punctured or the lid seal broken.

C.2.3.2 All containers of paint shall remain unopened until required for use. Those containers, which have been previously opened, shall be used first. C.2.3.3

Paint that has livered, gelled, or otherwise deteriorated during storage shall not be used.

C.2.3.4

The oldest paint of each kind shall be used first. Paint shall be used before its shelf life has expired.

C.2.4 MIXING AND THINNING C.2.4.1

All ingredients in any container of paint shall be thoroughly mixed before use and shall be agitated often enough during application to keep the paint uniform.

Note: The paint shall be mixed in a manner, which will insure the breakup of all lumps, complete dispersion of pigment, and a uniform composition. Paint shall be carefully examined after mixing for uniformity and to verify that no unmixed pigment remains on the bottom of the container. C.2.4.2 All pigmented paint shall be strained after mixing when pouring into the spray pot. Strainers shall remove skins and undesirable mater but not the pigment. C.2.4.3

Where a skin has formed in the container, the skin shall be cut loose from the sides of the container, removed and discarded. If the volume of such skins are more than 2% of the remaining paint, the paint shall not be used.

C.2.4.4

Catalysts, which are separately packaged, shall be added to the base paint only after the latter has been thoroughly mixed.

Note: Proper volume of the catalyst shall then be slowly poured into the required volume of base with constant agitation. Do not pour off the liquid, which has separated from the pigment, and then add the catalyst to the settled pigment to aid mixing. The mixed catalyzed paint cannot be stored, and unused portions shall be discarded at the end of each working day. The mixture shall be used within the Date of Issue: June 2004 Revision Number: 1


Global Aviation –Equipment Specifications Manual pot life specified by the manufacturer. Therefore, only enough paint should be catalyzed for prompt use. C.2.4.5 The type of thinner of reducer shall comply with the Manufacturers instructions. In no case shall more thinner or reducer be added than that recommended by the Manufacturer's instructions. C.2.4.6

The thinner or reducer shall be added slowly to paint during the mixing process.

C.2.4.7

The thinners or reducers shall be procured from the Manufacturer who furnishes the paint.

C.2.4.8

The primer and finish coat of each system shall be from the same Manufacturer.

C.2.5 COLOUR CODES The part numbers used to designate the colours used in Automotive Finishes for ChevronTexaco Global Aviation is as follows: White: Red: Dark Gray:

90724 72095 34849

C.2.6 MANUFACTURERS PPG shall always be considered to be the primary manufacturer approved by ChevronTexaco Global Aviation. Materials used by another Manufacturer must be approved by ChevronTexaco Global Aviation. C.3

SURFACE PREPARATION C.3.1 GENERAL


C.3.1.1

Before applying any coat of paint, all contamination, loose paint, rust, mill scale, oil, grease, dirt, dust, chemicals, weld scale, loose splatter and flux are to be removed. Surfaces shall be primed the same day that the surface is prepared and prior to any degradation of surface condition.

C.3.1.2

All areas of new stainless steel material shall be cleaned and sanded prior to pretreatments following the paint Manufacturers instructions.

C.3.1.3

Existing coatings shall be roughened prior to painting when necessary for the development of proper intercoat adhesion. Undercoats having a glossy surface, which detrimentally affects the adhesion of the subsequent coat, shall be treated by mild surface Aircraft Refuelling Equipment CTGA 7.0 Page 107

Global Aviation –Equipment Specifications Manual abrasion, solvent treatment, or other suitable processes, which will not cut through or detract from the performance of the underlying paint. C.3.1.4 Cleaning and painting shall be scheduled to prevent dust or other contaminants from contacting wet, newly - painted surfaces. Surfaces not intended to be painted shall be suitably protected from the effects of cleaning and painting operations. C.3.2 ABRASIVE BLAST CLEANING C.3.2.1 Commercial blast cleaning may be used in lieu of power or hand tool cleaning. All items requiring abrasive blast cleaning shall be prepared and primed in the shop or off-site prior to set up. C.3.2.2

Acceptability of abrasive blast cleaning quality shall be by visual examination using SSPC or NACE standards or by copper sulfate test.

C.3.2.3

In congested areas where sand blasting for tanks and piping is required and would destroy or prohibit other functional components from working, the use of an approved phosphoric acid metal preparation may be used.

C.3.3 PRETREATMENT C.3.3.1 When specified, the surface shall be pretreated prior to application of the prime coat of paint. C.3.3.2

When chemical pretreatments are used, sufficient time shall elapse between pretreatment and application of the primer to permit any chemical action to be completed and the surface to dry. Two component pre-treatments shall be applied within the specified interval after mixing. Proprietary pretreatments shall be of the Manufacturers specifications.

C.3.4 MAINTENANCE PREPARATION C.3.4.1 Only loose, cracked, brittle, or non-adherent paint shall be removed unless otherwise specified. Cleaning shall be performed 2" beyond the damaged areas in all directions or until tightly adhered paint is obtained. Where the remaining paint is thick, all exposed edges shall be feathered. Spot cleaning shall be conducted in a manner, which will minimize damage to sound paint. Rust spots shall be thoroughly cleaned and the edges of all paint shall be scraped back to sound material. C.3.4.2


The Contractor shall have the option to remove all old paint from areas where the amount of damage or loose paint is excessive. Aircraft Refuelling Equipment CTGA 7.0 Page 108


C.4

Areas of rust penetration shall be cut out and shall extend to where sound metal is obtained. New material shall be welded in welds ground down and the surface preparation as noted in C.3.4.1.

PAINT APPLICATION C.4.1 GENERAL All paints shall be applied following manufacturer's recommendations. C.4.2 FACTORS AFFECTING APPLICATION C.4.2.1 TEMPERATURE Paint shall not be applied when the temperature of the steel, or paint, or air temperature is below or above the manufacturers recommendation. C.4.2.2 MOISTURE Paint shall not be applied in rain, wind, snow, fog, or mist or when the steel surface temperature is less than 5 F above the dew point. Paint shall not be applied to wet or damp surfaces. C.4.2.3 HUMIDITY Paint shall not be applied when humidity is below the minimum or exceeds the maximum recommended by the manufacturer. C.4.2.4 DAMAGE Damaged areas of paint which are detrimental to the service life shall be removed, surface again prepared and repainted with the same number of coats of paint of the same kind as the undamaged area. C.4.2.5 CONTINUITY To the maximum extent practical, each coat of paint shall be applied as a continuous film of uniform thickness free of pores. All thin spots or areas missed in the application shall be repainted and permitted to dry before next coat of paint is applied. C.4.2.6 THICKNESS Primer coat(s) shall be within a thickness range specified by the manufacturer but not less than 1.5 mils. The finish coat of paint shall be within the thickness range specified by the manufacturer but not less than 2.0 mils.




RECOATING Each coat of paint shall be in a proper state of cure or dryness before the application of the succeeding coat. The time interval between coating applications shall be in compliance with manufacturers instructions.

C.4.3 SPRAY APPLICATION C.4.3.1 The equipment used shall be suitable for the intended purpose, shall be capable of properly atomizing the paint to be applied, and shall be equipped with suitable pressure regulators and gages. The equipment shall be maintained in proper working conditions. C.4.3.2 The air caps, nozzles, and needles shall be those recommended by the manufacturers of the material being sprayed and the equipment being used. C.4.3.3 Traps or separators shall be provided to remove oil and condensed water from the air. The traps or separators must be of adequate size and must be drained periodically during operations. The air from the spray gun impinging against a clean surface shall show no condensed water or oil. C.4.3.4 The pressure on the material in the pot and of the air at the gun shall be adjusted for optimum spraying effectiveness. The pressure on the material in the pot shall be adjusted when necessary for changes in elevation of the gun above the pot. The atomizing air pressure at the gun shall be high enough to properly atomize the paint, but not so high as to cause excessive fogging of paint, excessive evapouration of solvent or loss by overspray. C.4.3.5 Paint ingredients shall be kept uniformly mixed in spray pots or continuous mechanical agitation or by intermittent agitation as necessary. C.4.3.6 Paint shall be applied in a uniform layer with overlapping at the edges of the spray pattern. During application, the gun shall be held perpendicular to the surface and at a distance, which will ensure that a wet layer of paint is deposited on the surface. The trigger of the gun should be released at the end of each stroke. C.4.3.7 All runs and sages shall be brushed out immediately or the coating shall be removed and the surface repainted. C.4.3.8 Cracks, crevices, blind areas of all rivets and bolts, and all other inaccessible areas shall be painted by brush, daubers, or sheepskins.



Global Aviation –Equipment Specifications Manual C.4.3.9 Caution must be exercised so that hot coatings are not applied to cold surfaces and, conversely, that cold coatings are not applied to hot surfaces. C.4.4 MAINTENANCE PAINTING C.4.4.1 All provisions of this specification shall pertain to the maintenance painting. C.4.4.2 Incompatible paint that curls or lifts after application to the spot shall be removed and the area shall be repainted. C.4.4.3 When applying the finish coats to a damaged area, each coat shall be overlapped or feathered to prevent noticeable tint variations. C.4.5 NON-PAINTED ITEMS The following areas shall not be painted: * * * * * * * * * * * *

Fusible plugs or links or grounding lugs Tank vents Control Panels Gauges Exposed, normally lubricated surfaces and working parts Exhaust system components Chromium plated areas Manufacturers nomenclature plates Millipore Taps Scabbard interior Storage Box interior Chock Block Holder interior

C.4.6 NON-SKID AREAS The following areas shall be painted with abrasive non-skid black paint: * * * C.5

Rollover Rail Walkway Running Board Surfaces Rear Bumper Steps

PPG PAINTS C.5.1 GENERAL PPG paint is a high quality, single stage, polyurethane enamel having all the properties defined in C.2.2.1. Paint mixtures and pretreatments shall be per the manufacturers’ instructions. C.5.2 PURCHASING



Global Aviation –Equipment Specifications Manual PPG paints for automotive use are available on a blanket order through ChevronTexaco Global Aviation. C.5.3 PAINT CODES AND PART NUMBERS The following PPG paint codes and part numbers shall be used in the painting of airport refueling equipment: Colour White Red Dark Gray

PPG Part No. 90724 72095 34849

C.5.4 CORPORATE OFFICE Should you require additional product information, you can contact PPG and ask for the representative in your area. C.6

PPG TOUCH-UP PAINTS C.6.1 GENERAL C.6.1.1 PPG paint is an acrylic lacquer packaged in 16 oz. spray cans for the purpose of touching-up small areas. These paints are formulated to match the four basic colours of ChevronTexaco's airport refueling equipment. C.6.1.2 Preparation and application of this product shall be as defined in sections C.3.4 and C.4.3, and per the manufacturers instructions. C.6.1.3 PPG paints are guaranteed to have a 12-month shelf life. Longer shelf life can be expected provided the following use and storage instructions are followed: C.6.1.3.1

Store in a climate controlled environment.

C.6.1.3.2 Shake can before use to allow the steel ball to mix the pigments, which separate in the can when not in use. C.6.1.3.3 Hold the can upside down after each use to allow the repellents to cleanse the nozzle and prevent clogging.

C.6.2 PURCHASING C.6.2.1 PPG paints may be procured by Form MS-9815, Paint Order Form and sent to ChevronTexaco Global Aviation.



Global Aviation –Equipment Specifications Manual C.6.2.2 Form MS-9815 shall include complete ship to address with contact name and phone number. C.6.2.3 Form MS-9815 shall be directed to: Phone: Fax: C.6.2.4 Spray cans are packaged twelve (12) cans per carton. Form MS9815 shall be made in increments of one (1) or more cartons in each colour ordered. Split or partial cartons are discouraged. C.6.3 PAINT COLOURS AND CODES C.6.3.1

The following four (4) colours, available in 16 oz. spray cans, shall be used for touch-up purposes on airport refuellers. No part number is required when placing an order, but do use the Texaco code number with the colour. Colour White Red Chevron Dark Gray Texaco Dove Gray

C.7

Part No.

PAINT SCHEMES C.7.1 GENERAL Paint schemes shall apply to the different types of airport refuellers as defined within this section. Paint codes and colours used shall be as specified in Appendix C.5.3.



Global Aviation –Equipment Specifications Manual APPENDIX D D. DECAL & IDENTIFICATION STANDARDS CONTENTS

D.1

GENERAL D.1.1 Scope D.1.2 Workmanship

D.2

MATERIAL D.2.1 General D.2.2 Decal Properties D.2.3 Storage

D.3

SURFACE PREPARATION D.3.1 General D.3.2 Surface Condition

D.4

DECAL APPLICATION D.4.1 General D.4.2 Factors Affecting Application D.4.3 Method of Application

D.5

SGI DECALS D.5.1 General D.5.2 Purchasing D.5.3 Decal Description and Part Numbers D.5.4 Corporate Office

D.6

DECAL SPECIFICATIONS D.6.1 General D.6.2 Decal Locations



Global Aviation –Equipment Specifications Manual D.1

GENERAL D.1.1 SCOPE D.1.1.1This specification outlines the general requirements for the decal identification of aircraft refueling equipment used by ChevronTexaco Global Aviation. D.1.1.2This specification covers the various decals and identification schemes used for aircraft refueling equipment. D.1.2 WORKMANSHIP D.1.2.1All work required by this specification shall be performed in accordance with the manufacturer's recommendations where not covered by instructions in this specification. D.1.2.2The finished product shall be in the schemes specified in D.6 and Appendix E. Decal application shall be free from creases, air pockets, tears, scratches and underlying markings. D.1.2.3All edges, corners, and seams shall maintain excellent adhesion as to prevent future lifting. D.1.2.4All decals shall be straight, centered, and located as defined in this specification.

D.2

MATERIALS D.2.1 GENERAL D.2.1.1The use of decals other than those specified herein, require prior approval by ChevronTexaco Global Aviation. D.2.1.2

The decals specified herein consist of qualities formulated for use in various environmental conditions.

D.2.2 DECAL PROPERTIES D.2.2.1

A high quality pressure sensitive vinyl shall be used. The product shall not fade or darken in service and must have excellent hiding power. The product shall maintain sufficient flexibility to withstand severe weather conditions, retain its adhesion to metal or painted surfaces, and withstand contact with petroleum fuels, synthetics and oils without dirt retention or stains.

D.2.3 STORAGE D.2.3.1Shelf life of printed product shall not exceed manufacturer's recommendation of one year. Date of Issue: June 2004 Revision Number: 1


Global Aviation –Equipment Specifications Manual D.2.3.2The product shall be stored in a clean area, free from excessive moisture and direct sunlight, with ambient temperatures of 100EF or less. D.3

SURFACE PREPARATION D.3.1 GENERAL Decals shall be applied to a smooth, clean, and dry surface. D.3.2 SURFACE CONDITION D.3.2.1Surface shall be free of contamination, oil, grease, dirt, dust, waxes, and chemicals. Cleaning of the surface shall be as manufacturer's instructions. D.3.2.2Surface shall be free of loose, cracked, or non-adherent paint, rust or rust penetration, dents, and deep scratches. Any surfaces having any of these conditions shall be properly prepared in accordance with Appendix C of this manual.

D.4

DECAL APPLICATION D.4.1 GENERAL All decals shall be applied following manufacturer's recommendations. D.4.2 FACTORS AFFECTING APPLICATION D.4.2.1TEMPERATURE Decals shall not be applied when the temperature of the steel, or paint, or air temperature is below or above the manufacturer's recommendations. D.4.2.2MOISTURE Decals shall not be applied in rain, wind, snow, fog, or mist. D.4.2.3DAMAGE Damaged sections, which are detrimental to the appearance or service life, shall be removed and re-applied or replaced. D.4.3 METHOD OF APPLICATION D.4.3.1


Decals shall be applied in the dry method following manufacturer's recommendations. Aircraft Refuelling Equipment CTGA 7.0 Page 116


D.5

D.4.3.2

Uneven or improperly located decals shall be removed and re-applied or replaced.

D.4.3.3

All air pockets shall be removed following manufacturer's recommendations.

SCREEN GRAPHIC DECALS D.5.1 GENERAL D.5.1.1SGI decals are of a high quality 3M film having all the characteristics defined in D.2.2.1. D.5.1.2Preparation and application shall be as defined in D.3 and D.4, and per the manufacturer's instructions. D.5.1.3SGI decals are available in complete sets for various size and type refuellers or by individual decals. D.5.2 PURCHASING D.5.2.1SGI decals shall be purchased via Form MS-9816 and shall include ship to address, contact name and phone number. D.5.2.2Form MS-9816 shall be directed to ChevronTexaco Global Aviation Department. D.5.3 DECAL DESCRIPTION AND PART NUMBERS D.5.3.1The following decal descriptions and part numbers shall be used in the identification of airport refueling equipment. Decals may be ordered as complete kits by the size and type of refueller or by individual components. Chevron Refuellers Kit Part Dimensions No. AVR301 - Small Avgas 100LL Gallons DCL610 13 1/2" x 15" DCL630 37 7/16" x 8 1/4" DCL645 45 11/16" x 1/2" DCL620 23 3/8" x 5" DCL689A 25 5/8" x 4 3/8" DCL687A 30 3/8" x 4 3/8" DCL681A 7 1/2" x 5"


Description

Quantity

Rear Module Refueller 400 - 1750 Side Hallmark Side Wordmark

2 2

Linemark

4

Door Kit (3 pieces) Flammable No Smoking Emergency Fuel Shutoff

2 4 4 2


Global Aviation –Equipment Specifications Manual Kit Part Dimensions No. DCL683A 12" x 1 3/4" DCL693A 13 1/4" x 2" DCL580 DCL044 DCL699A DCL750 DCL751

DCL580 DCL044 DCL699A DCL750 DCL751

Quantity

Fire Extinguisher Drain Water Sumps Daily 28 3/4" x 4 3/8" Avgas 100LL 5 3/8" x 4 5/8" Lead Warning 10 3/4" x 10 1203 DOT Diamond 3/4" 1" x 7" No Smoking (Cab Interior) 5" x 3 1/2" Confined Space Entry

AVR301M - Small Avgas Refueller 400 - 1750 Gallons DCL610 13 1/2" x 15" DCL630 37 7/16" x 8 1/4" DCL645 45 11/16" x 1/2" DCL620 23 3/8" x 5" DCL607 20" x 23" DCL689A 25 5/8" x 4 3/8" DCL687A 30 3/8" x 4 3/8" DCL681A 7 1/2" x 5" DCL683A DCL693A

Description

2 2 4 1 4 1 1

100LL Mid-Module/Side Mounted Side Hallmark Side Wordmark

2 2

Linemark

4

Door Kit (3 pieces) Rear Hallmark Flammable No Smoking Emergency Fuel Shutoff 12" x 1 3/4" Fire Extinguisher 13 1/4" x 2" Drain Water Sumps Daily 28 3/4" x 4 3/8" Avgas 100LL 5 3/8" x 4 5/8" Lead Warning 10 3/4" x 10 1203 DOT Diamond 3/4" 1" x 7" No Smoking (Cab Interior) 5" x 3 1/2" Confined Space Entry

2 1 4 4 2 2 2 4 1 4 1 1

AVR303R Medium Avgas 100LL Rear Module Refueller 1800 - 4000 Gallons DCL607 20" x 23" Side Hallmark 2 ea. DCL627 53 7/8" x 12 3/8" Side Wordmark 2 ea. DCL642 60" x 3/4" Linemark 4 ea. DCL620 23 3/8" x 5" Door Kit (3 pieces) 2 ea. DCL689A 25 5/8" x 4 3/8" Flammable 4 ea. Date of Issue: June 2004 Revision Number: 1


Global Aviation –Equipment Specifications Manual DCL687A DCL681A DCL683A DCL693A DCL580 DCL044 DCL699A DCL750 DCL751

30 3/8" x 4 3/8" No Smoking 4 ea. 7 1/2" x 5" Emergency Fuel Shutoff 2 ea. 12" x 1 3/4" Fire Extinguisher 2 ea. 13 1/4" x 2" Drain Water Sumps Daily 2 ea. 28 3/4" x 4 3/8" Avgas 100LL 4 ea. 5 3/8" x 4 5/8" Lead Warning 1 ea. 10 3/4" x 10 3/4" 1203 DOT Diamond 4 ea. 1" x 7" No Smoking (Cab Interior) 1 ea. 5" x 3 1/2" Confined Space Entry 1 ea.

AVR303S Medium Avgas 100LL Side Mounted 1800 - 4000 Gallons DCL607 20" x 23" Side Hallmark 2 ea. DCL627 53 7/8" x 12 3/8" Side Wordmark DCL642 60" x 3/4" Linemark 4 ea. DCL620 23 3/8" x 5" Door Kit (3 pieces) 2 ea. DCL605 26" x 30" Rear Hallmark 1 ea. DCL689A 25 5/8" x 4 3/8" Flammable 4 ea. DCL687A 30 3/8" x 4 3/8" No Smoking 4 ea. DCL681A 7 1/2" x 5" Emergency Fuel Shutoff DCL683A 12" x 1 3/4" Fire Extinguisher 2 ea. DCL693A 13 1/4" x 2" Drain Water Sumps Daily DCL580 28 3/4" x 4 3/8" Avgas 100LL 4 ea. DCL044 5 3/8" x 4 5/8" Lead Warning 1 ea. DCL699A 10 3/4" x 10 3/4" 1203 DOT Diamond DCL750 1" x 7" No Smoking (Cab Interior) 1 ea. DCL751 5" x 3 1/2" Confined Space Entry 1 ea.


Refueller

2 ea.

2 ea. 2 ea.

4 ea.

AVR305 plus Gallons DCL605 DCL625 DCL640 DCL620 DCL600 DCL689A DCL687A DCL681A DCL683A DCL693A DCL580 DCL044 DCL699A DCL750 DCL751

Large Avgas 100LL Side Mounted Refueller 4000

AVR302 Gallons

Small Jet A Rear Module Refueller 400

26" x 30" Side Hallmark 2 ea. 74 7/8" x 16 1/2" Side Wordmark 60" x 1" Linemark 4 ea. 23 3/8" x 5" Door Kit (3 pieces) 2 ea. 35 1/2" x 40 1/2" Rear Hallmark 1 ea. 25 5/8" x 4 3/8" Flammable 4 ea. 30 3/8" x 4 3/8" No Smoking 4 ea. 7 1/2" x 5" Emergency Fuel Shutoff 12" x 1 3/4" Fire Extinguisher 2 ea. 13 1/4" x 2" Drain Water Sumps Daily 28 3/4" x 4 3/8" Avgas 100LL 6 ea. 5 3/8" x 4 5/8" Lead Warning 1 ea. 10 3/4" x 10 3/4" 1203 DOT Diamond 1" x 7" No Smoking (Cab Interior) 1 ea. 5" x 3 1/2" Confined Space Entry 1 ea.

2 ea.

2 ea. 2 ea.

4 ea.

-

1750


Global Aviation –Equipment Specifications Manual DCL610 DCL630 DCL645 DCL620 DCL689A DCL687A DCL681A DCL683A DCL693A DCL577 DCL697A DCL750 DCL751


13 1/2" x 15" Side Hallmark 2 ea. 37 7/16" x 8 1/4" Side Wordmark 45 11/16" x 1/2" Linemark 4 ea. 23 3/8" x 5" Door Kit (3 pieces) 2 ea. 25 5/8" x 4 3/8" Flammable 4 ea. 30 3/8" x 4 3/8" No Smoking 4 ea. 7 1/2" x 5" Emergency Fuel Shutoff 12" x 1 3/4" Fire Extinguisher 2 ea. 13 1/4" x 2" Drain Water Sumps Daily 28 3/4" x 4 3/8" Jet A 4 ea. 10 3/4" x 10 3/4" 1863 DOT Diamond 1" x 7" No Smoking (Cab Interior) 1 ea. 5" x 3 1/2" Confined Space Entry 1 ea.

2 ea.

2 ea. 2 ea. 4 ea.

AVR302M Small Jet A Mid-Module/Side Mounted 400 - 1750 Gallons DCL610 13 1/2" x 15" Side Hallmark 2 ea. DCL630 37 7/16" x 8 1/4" Side Wordmark DCL645 45 11/16" x 1/2" Linemark 4 ea. DCL620 23 3/8" x 5" Door Kit (3 pieces) 2 ea. DCL607 20" x 23" Rear Hallmark 1 ea. DCL689A 25 5/8" x 4 3/8" Flammable 4 ea. DCL687A 30 3/8" x 4 3/8" No Smoking 4 ea. DCL681A 7 1/2" x 5" Emergency Fuel Shutoff DCL683A 12" x 1 3/4" Fire Extinguisher 2 ea. DCL693A 13 1/4" x 2" Drain Water Sumps Daily DCL577 28 3/4" x 4 3/8" Jet A 4 ea. DCL697A 10 3/4" x 10 3/4" 1863 DOT Diamond DCL750 1" x 7" No Smoking (Cab Interior) 1 ea. DCL751 5" x 3 1/2" Confined Space Entry 1 ea.

Refueller

AVR304R 4000 Gallons DCL607 DCL627 DCL642 DCL620 DCL689A DCL687A DCL681A DCL683A DCL693A DCL577 DCL697A DCL750 DCL751

1800

Medium Jet A Rear Module Refueller 20" x 23" Side Hallmark 2 ea. 53 7/8" x 12 3/8" Side Wordmark 60" x 3/4" Linemark 4 ea. 23 3/8" x 5" Door Kit (3 pieces) 2 ea. 25 5/8" x 4 3/8" Flammable 4 ea. 30 3/8" x 4 3/8" No Smoking 4 ea. 7 1/2" x 5" Emergency Fuel Shutoff 12" x 1 3/4" Fire Extinguisher 2 ea. 13 1/4" x 2" Drain Water Sumps Daily 28 3/4" x 4 3/8" Jet A 4 ea. 10 3/4" x 10 3/4" 1863 DOT Diamond 1" x 7" No Smoking (Cab Interior) 1 ea. 5" x 3 1/2" Confined Space Entry 1 ea.

2 ea.

2 ea. 2 ea. 4 ea.

-

2 ea.

2 ea. 2 ea. 4 ea.


Global Aviation –Equipment Specifications Manual AVR304S 4000 Gallons DCL607 DCL627 DCL642 DCL620 DCL605 DCL689A DCL687A DCL681A DCL683A DCL693A DCL577 DCL697A DCL750 DCL751


Medium Jet A Side Mounted Refueller 20" x 23" Side Hallmark 2 ea. 53 7/8" x 12 3/8" Side Wordmark 60" x 3/4" Linemark 4 ea. 23 3/8" x 5" Door Kit (3 pieces) 2 ea. 26" x 30" Rear Hallmark 1 ea. 25 5/8" x 4 3/8" Flammable 4 ea. 30 3/8" x 4 3/8" No Smoking 4 ea. 7 1/2" x 5" Emergency Fuel Shutoff 12" x 1 3/4" Fire Extinguisher 2 ea. 13 1/4" x 2" Drain Water Sumps Daily 28 3/4" x 4 3/8" Jet A 4 ea. 10 3/4" x 10 3/4" 1863 DOT Diamond 1" x 7" No Smoking (Cab Interior) 1 ea. 5" x 3 1/2" Confined Space Entry 1 ea.

AVR306R Gallons DCL605 DCL625 DCL640 DCL620 DCL689A DCL687A DCL681A DCL683A DCL693A DCL577 DCL697A DCL750 DCL751

Large Jet A Rear Module Refueller 4000

AVR306 Gallons DCL605 DCL625 DCL640 DCL620 DCL600 DCL689A DCL687A DCL681A DCL683A DCL693A DCL577 DCL697A DCL750

Large Jet A Side Mounted Refueller 4000

26" x 30" Side Hallmark 2 ea. 74 7/8" x 16 1/2" Side Wordmark 60" x 1" Linemark 4 ea. 23 3/8" x 5" Door Kit (3 pieces) 2 ea. 25 5/8" x 4 3/8" Flammable 4 ea. 30 3/8" x 4 3/8" No Smoking 4 ea. 7 1/2" x 5" Emergency Fuel Shutoff 12" x 1 3/4" Fire Extinguisher 2 ea. 13 1/4" x 2" Drain Water Sumps Daily 28 3/4" x 4 3/8" Jet A 6 ea. 10 3/4" x 10 3/4" 1863 DOT Diamond 1" x 7" No Smoking (Cab Interior) 1 ea. 5" x 3 1/2" Confined Space Entry 1 ea.

26" x 30" Side Hallmark 2 ea. 74 7/8" x 16 1/2" Side Wordmark 60" x 1" Linemark 4 ea. 23 3/8" x 5" Door Kit (3 pieces) 2 ea. 35 1/2" x 40 1/2" Rear Hallmark 1 ea. 25 5/8" x 4 3/8" Flammable 4 ea. 30 3/8" x 4 3/8" No Smoking 4 ea. 7 1/2" x 5" Emergency Fuel Shutoff 12" x 1 3/4" Fire Extinguisher 2 ea. 13 1/4" x 2" Drain Water Sumps Daily 28 3/4" x 4 3/8" Jet A 6 ea. 10 3/4" x 10 3/4" 1863 DOT Diamond 1" x 7" No Smoking (Cab Interior) 1 ea.

1800

-

2 ea.

2 ea. 2 ea. 4 ea.

plus

2 ea.

2 ea. 2 ea. 4 ea.

plus

2 ea.

2 ea. 2 ea. 4 ea.


Global Aviation –Equipment Specifications Manual DCL751

5" x 3 1/2"

Confined Space Entry 1 ea.

Miscellaneous DCL752 2 piece Lift Deck Warning 1 ea. DCL045 8" x 8" Prop 65 Warning (CA only) 1 ea. DCL583 21" x 4" Avgas 100 (HI only) 4 ea. Tank Capacity DCL760 3" DCL761 3" DCL762 3" DCL763 3" DCL764 3" DCL765 3" DCL766 3" DCL767 3"

750 1000 2000 3000 5000 7000 8000 10000

2 ea. 2 ea. 2 ea. 2 ea. 2 ea. 2 ea. 2 ea. 2 ea.

Texaco Refuellers


Kit Part No.

Part No.

Dimensions

Description

Quantity

AVR100R 1750 Gallons DCL720 DCL726 DCL732 DCL689A DCL687A DCL681A DCL683A DCL693A DCL580 DCL044 DCL699A DCL750 DCL751

Small Avgas 100LL Rear Module Refueller 400 10" Dia. Side Circle Star 2 ea. 8" x 48 1/8" Side TEXACO Name 2 ea. 9 7/8" x 12" Door Logo 2 ea. 25 5/8" x 4 3/8" Flammable 4 ea. 30 3/8" x 4 3/8" No Smoking 4 ea. 7 1/2" x 5" Emergency Fuel Shutoff 2 ea. 12" x 1 3/4" Fire Extinguisher 2 ea. 13 1/4" x 2" Drain Water Sumps Daily 2 ea. 28 3/4" x 4 3/8" Avgas 100LL 4 ea. 5 3/8" x 4 5/8" Lead Warning 1 ea. 10 3/4" x 10 3/4" 1203 DOT Diamond 4 ea. 1" x 7" No Smoking (Cab Interior) 1 ea. 5" x 3 1/2" Confined Space Entry 1 ea.

AVR100M Refueller DCL720 DCL726 DCL734 DCL732 DCL689A DCL687A DCL681A DCL683A

Small Avgas 100LL Mid-Module/Side Mounted 400 - 1750 Gallons 10" Dia. Side Circle Star 2 ea. 8" x 48 1/8" Side TEXACO Name 2 ea. 23" x 28" Rear Logo 1 ea. 9 7/8" x 12" Door Logo 2 ea. 25 5/8" x 4 3/8" Flammable 4 ea. 30 3/8" x 4 3/8" No Smoking 4 ea. 7 1/2" x 5" Emergency Fuel Shutoff 2 ea. 12" x 1 3/4" Fire Extinguisher 2 ea.

-


Global Aviation –Equipment Specifications Manual DCL693A DCL580 DCL044 DCL699A DCL750 DCL751

AVR200R Medium Avgas 100LL Rear Module 1800 - 4000 Gallons DCL721 14" Dia. Side Circle Star 2 ea. DCL728 12" x 72 1/2" Side TEXACO Name 2 ea. DCL732 9 7/8" x 12" Door Logo 2 ea. DCL689A 25 5/8" x 4 3/8" Flammable 4 ea. DCL687A 30 3/8" x 4 3/8" No Smoking 4 ea. DCL681A 7 1/2" x 5" Emergency Fuel Shutoff DCL683A 12" x 1 3/4" Fire Extinguisher 2 ea. DCL693A 13 1/4" x 2" Drain Water Sumps Daily DCL580 28 3/4" x 4 3/8" Avgas 100LL 4 ea. DCL044 5 3/8" x 4 5/8" Lead Warning 1 ea. DCL699A 10 3/4" x 10 3/4" 1203 DOT Diamond DCL750 1" x 7" No Smoking (Cab Interior) 1 ea. DCL751 5" x 3 1/2" Confined Space Entry 1 ea.

Refueller

AVR200S Medium Avgas 100LL Side Mounted 1800 - 4000 Gallons DCL721 14" Dia. Side Circle Star 2 ea. DCL728 12" x 72 1/2" Side TEXACO Name 2 ea. DCL736 28" x 34" Rear Logo 1 ea. DCL732 9 7/8" x 12" Door Logo 2 ea. DCL689A 25 5/8" x 4 3/8" Flammable 4 ea. DCL687A 30 3/8" x 4 3/8" No Smoking 4 ea. DCL681A 7 1/2" x 5" Emergency Fuel Shutoff DCL683A 12" x 1 3/4" Fire Extinguisher 2 ea. DCL693A 13 1/4" x 2" Drain Water Sumps Daily DCL580 28 3/4" x 4 3/8" Avgas 100LL 4 ea. DCL044 5 3/8" x 4 5/8" Lead Warning 1 ea. DCL699A 10 3/4" x 10 3/4" 1203 DOT Diamond DCL750 1" x 7" No Smoking (Cab Interior) 1 ea. DCL751 5" x 3 1/2" Confined Space Entry 1 ea.

Refueller

AVR400S plus Gallons DCL724 DCL730 DCL738 DCL732 DCL689A DCL687A Date of Issue: June 2004 Revision Number: 1

13 1/4" x 2" Drain Water Sumps Daily 2 ea. 28 3/4" x 4 3/8" Avgas 100LL 4 ea. 5 3/8" x 4 5/8" Lead Warning 1 ea. 10 3/4" x 10 3/4" 1203 DOT Diamond 4 ea. 1" x 7" No Smoking (Cab Interior) 1 ea. 5" x 3 1/2" Confined Space Entry 1 ea.

2 ea. 2 ea.

4 ea.

2 ea. 2 ea.

4 ea.

Large Avgas 100LL Side Mounted Refueller 4000 20" Dia. Side Circle Star 2 ea. 17" x 102 5/8" Side TEXACO Name 2 ea. 38" x 46" Rear Logo 1 ea. 9 7/8" x 12" Door Logo 2 ea. 25 5/8" x 4 3/8" Flammable 4 ea. 30 3/8" x 4 3/8" No Smoking 4 ea. Aircraft Refuelling Equipment CTGA 7.0 Page 123



DCL681A DCL683A DCL693A DCL580 DCL044 DCL699A DCL750 DCL751

7 1/2" x 5" Emergency Fuel Shutoff 2 ea. 12" x 1 3/4" Fire Extinguisher 2 ea. 13 1/4" x 2" Drain Water Sumps Daily 2 ea. 28 3/4" x 4 3/8" Avgas 100LL 6 ea. 5 3/8" x 4 5/8" Lead Warning 1 ea. 10 3/4" x 10 3/4" 1203 DOT Diamond 4 ea. 1" x 7" No Smoking (Cab Interior) 1 ea. 5" x 3 1/2" Confined Space Entry 1 ea.

AVR100JR Gallons DCL720 DCL726 DCL732 DCL689A DCL687A DCL681A DCL683A DCL693A DCL754 DCL697A DCL750 DCL751

Small Jet A Rear Module Refueller 400

-

1750

10" Dia. Side Circle Star 2 ea. 8" x 48 1/8" Side TEXACO Name 2 ea. 9 7/8" x 12" Door Logo 2 ea. 25 5/8" x 4 3/8" Flammable 4 ea. 30 3/8" x 4 3/8" No Smoking 4 ea. 7 1/2" x 5" Emergency Fuel Shutoff 2 ea. 12" x 1 3/4" Fire Extinguisher 2 ea. 13 1/4" x 2" Drain Water Sumps Daily 2 ea. 12" x 5" Jet A 4 ea. 10 3/4" x 10 3/4" 1863 DOT Diamond 4 ea. 1" x 7" No Smoking (Cab Interior) 1 ea. 5" x 3 1/2" Confined Space Entry 1 ea.

AVR100JM Small Jet A Mid-Module/Side Mounted 400 - 1750 Gallons DCL720 10" Dia. Side Circle Star 2 ea. DCL726 8" x 48 1/8" Side TEXACO Name 2 ea. DCL734 23" x 28" Rear Logo 1 ea. DCL732 9 7/8" x 12" Door Logo 2 ea. DCL689A 25 5/8" x 4 3/8" Flammable 4 ea. DCL687A 30 3/8" x 4 3/8" No Smoking 4 ea. DCL681A 7 1/2" x 5" Emergency Fuel Shutoff DCL683A 12" x 1 3/4" Fire Extinguisher 2 ea. DCL693A 13 1/4" x 2" Drain Water Sumps Daily DCL754 12" x 5" Jet A 4 ea. DCL697A 10 3/4" x 10 3/4" 1863 DOT Diamond DCL750 1" x 7" No Smoking (Cab Interior) 1 ea. DCL751 5" x 3 1/2" Confined Space Entry 1 ea.

Refueller

AVR200JR Medium Jet A Rear Module Refueller 4000 Gallons DCL721 14" Dia. Side Circle Star 2 ea. DCL728 12" x 72 1/2" Side TEXACO Name 2 ea.

1800

2 ea. 2 ea. 4 ea.

-


Global Aviation –Equipment Specifications Manual DCL732 DCL689A DCL687A DCL681A DCL683A DCL693A DCL754 DCL697A DCL750 DCL751

9 7/8" x 12" Door Logo 2 ea. 25 5/8" x 4 3/8" Flammable 4 ea. 30 3/8" x 4 3/8" No Smoking 4 ea. 7 1/2" x 5" Emergency Fuel Shutoff 2 ea. 12" x 1 3/4" Fire Extinguisher 2 ea. 13 1/4" x 2" Drain Water Sumps Daily 2 ea. 12" x 5" Jet A 4 ea. 10 3/4" x 10 3/4" 1863 DOT Diamond 4 ea. 1" x 7" No Smoking (Cab Interior) 1 ea. 5" x 3 1/2" Confined Space Entry 1 ea.

AVR200JS 4000 Gallons DCL721 DCL728 DCL736 DCL732 DCL689A DCL687A DCL681A DCL683A DCL693A DCL754 DCL697A DCL750 DCL751

Medium Jet A Side Mounted Refueller

AVR400JR Gallons DCL724 DCL730 DCL732 DCL689A DCL687A DCL681A DCL683A DCL693A DCL754 DCL697A DCL750 DCL751 AVR400JS Gallons DCL724 DCL730 DCL738 DCL732 Date of Issue: June 2004 Revision Number: 1

1800

-

14" Dia. Side Circle Star 2 ea. 12" x 72 1/2" Side TEXACO Name 2 ea. 28" x 34" Rear Logo 1 ea. 9 7/8" x 12" Door Logo 2 ea. 25 5/8" x 4 3/8" Flammable 4 ea. 30 3/8" x 4 3/8" No Smoking 4 ea. 7 1/2" x 5" Emergency Fuel Shutoff 2 ea. 12" x 1 3/4" Fire Extinguisher 2 ea. 13 1/4" x 2" Drain Water Sumps Daily 2 ea. 12" x 5" Jet A 4 ea. 10 3/4" x 10 3/4" 1863 DOT Diamond 4 ea. 1" x 7" No Smoking (Cab Interior) 1 ea. 5" x 3 1/2" Confined Space Entry 1 ea. Large Jet A Rear Module Refueller 4000

plus

20" Dia. Side Circle Star 2 ea. 17" x 102 5/8" Side TEXACO Name 2 ea. 9 7/8" x 12" Door Logo 2 ea. 25 5/8" x 4 3/8" Flammable 4 ea. 30 3/8" x 4 3/8" No Smoking 4 ea. 7 1/2" x 5" Emergency Fuel Shutoff 2 ea. 12" x 1 3/4" Fire Extinguisher 2 ea. 13 1/4" x 2" Drain Water Sumps Daily 2 ea. 12" x 5" Jet A 6 ea. 10 3/4" x 10 3/4" 1863 DOT Diamond 4 ea. 1" x 7" No Smoking (Cab Interior) 1 ea. 5" x 3 1/2" Confined Space Entry 1 ea. Large Jet A Side Mounted Refueller 4000

plus

20" Dia. Side Circle Star 2 ea. 17" x 102 5/8" Side TEXACO Name 2 ea. 38" x 46" Rear Logo 1 ea. 9 7/8" x 12" Door Logo 2 ea. Aircraft Refuelling Equipment CTGA 7.0 Page 125

Global Aviation –Equipment Specifications Manual DCL689A DCL687A DCL681A DCL683A DCL693A DCL754 DCL697A DCL750 DCL751

25 5/8" x 4 3/8" Flammable 4 ea. 30 3/8" x 4 3/8" No Smoking 4 ea. 7 1/2" x 5" Emergency Fuel Shutoff 2 ea. 12" x 1 3/4" Fire Extinguisher 2 ea. 13 1/4" x 2" Drain Water Sumps Daily 2 ea. 12" x 5" Jet A 6 ea. 10 3/4" x 10 3/4" 1863 DOT Diamond 4 ea. 1" x 7" No Smoking (Cab Interior) 1 ea. 5" x 3 1/2" Confined Space Entry 1 ea.

AVR00JHS DCL732 DCL689A DCL687A DCL681A DCL683A DCL754 DCL697A DCL750 DCL752

Jet A Hydrant Servicer 9 7/8" x 12" Door Logo 2 ea. 25 5/8" x 4 3/8" Flammable 4 ea. 30 3/8" x 4 3/8" No Smoking 4 ea. 7 1/2" x 5" Emergency Fuel Shutoff 2 ea. 12" x 1 3/4" Fire Extinguisher 2 ea. 12" x 5" Jet A 4 ea. 10 3/4" x 10 3/4" 1863 DOT Diamond 4 ea. 1" x 7" No Smoking (Cab Interior) 1 ea. 2 piece Lift Deck Warning 1 ea.

Tank Capacity DCL760 3" DCL761 3" DCL762 3" DCL763 3" DCL764 3" DCL765 3" DCL766 3" DCL767 3"

750 1000 2000 3000 5000 7000 8000 10000

Black Striping DCL775 12" x 48" DCL775 12" x 48" DCL771 16" x 48" DCL771 16" x 48" DCL773 22" x 48" DCL773 22" x 48" DCL773 22" x 48" DCL773 22" x 48"


750 USG 1000 USG 2000 USG 3000 USG 5000 USG 7000 USG 8000 USG 10000 USG


Miscellaneous DCL752 2 piece Lift Deck Warning 1 ea. DCL045 8" x 8" Prop 65 Warning (CA only) 1 ea. DCL583 21" x 4" Avgas 100 (HI only) 4 ea. D.5.4 CORPORATE OFFICE



Global Aviation –Equipment Specifications Manual D.5.4.1Should you require additional product information, you can contact SGI and ask for the ChevronTexaco Account Representative. SGI 14902 Sommemeyer Suite 120 Houston, TX 77041 (800) 231-0129 D.5.4.2Should you require technical assistance relating to the 3M films, you can contact: 3M Commercial Graphics Division Technical Service 3M Center Bldg. 207-BW-09 St. Paul, MN 55144-1000 (800) 328-3908 D.6

DECAL SPECIFICATIONS D.6.1 GENERAL Decal specifications shall apply to the different size and types of airport refuellers and located as defined within this section. D.6.2 DECAL LOCATIONS D.6.2.1 TANK STRIPE The black stripe shall be located on both sides of the product tank centered horizontally with the most outward point of the tank. There shall always be a portion of white exposed between the skirting and lower stripe line. This black stripe shall run the entire length of the tank starting and ending at the front and rear bulkhead seams. Note: All black striping, unless otherwise specified, shall be painted in accordance with Appendix C of this manual. D.6.2.2CIRCLE STAR Located on both sides of the product tank centered vertically on the black stripe starting from the front bulkhead seam as follows: 1000 Gallon 3000 Gallon 5000 Gallon 7000 Gallon


4" 6" 8" 8" Aircraft Refuelling Equipment CTGA 7.0 Page 127

Global Aviation –Equipment Specifications Manual 8000 Gallon 10000 Gallon 12000 Gallon

10" 10" 12" (Tractor-Trailer)

D.6.2.3TEXACO Located on both sides of the product tank centered vertically on the black stripe ending from the rear bulkhead seam as follows: 1000 Gallon 3000 Gallon 5000 Gallon 7000 Gallon 8000 Gallon 10000 Gallon 12000 Gallon

4" 6" 8" 8" 10" 10" 12" (Tractor-Trailer)

D.6.2.4DOOR LOGO Location on both sides centered vertically and horizontally on the chassis cab doors. D.6.2.5SYSTEM 2000 LOGO Located on the rear of the product tank centered horizontally and vertically. D.6.2.6FLAMMABLE Located on the forward section of both sides of the rollover rail, on the passenger side of the front bumper, and on the driver side of the rear bumper. On Hydrant Carts the Flammable shall be located on both sides of the lift deck and centered on the rear lift deck or bumper. D.6.2.7JET A Located on both sides of the product tank skirting and centered on the front and rear bumpers. D.6.2.8AVGAS 100LL Located on both sides of the product tank skirting and centered on the front and rear bumpers. D.6.2.9EMERGENCY FUEL SHUT-OFF Located on the left front and right rear of the product tank skirting at the actuator clearly visible with the method of operation indicated Date of Issue: June 2004 Revision Number: 1


Global Aviation –Equipment Specifications Manual by an arrow in the appropriate direction. Units with lift platforms, same applies. D.6.2.10

CONFINED SPACE ENTRY

Shall be located at the far most top of the product tank centered between ladder grips. D.6.2.11

UNIT No.

Located on both sides centered vertically on the chassis cab doors up approximately 1/4" from the bottom in 2" black numbers. D.6.2.12

TANK CAPACITY

Located on both sides of the tank, centered front to back in the middle of the tank rollover rails approximately 1" from the top of the rail. 3" black letters i.e. 750, 2000, 3000, etc. D.6.2.13

DOT DIAMOND

Located on both sides of the tank, centered vertically on the black stripe in the middle of the Circle Star and Texaco and centered on the left rear skirting or lower bulkhead.



Aviation Manual Chevron-Texaco

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