Jig Standard 1530 Manual

DRAFT EI/JIG 1530 FOR STAKEHOLDER REVIEW. Copyright © EI & JIG 2012 Please submit any comments to [email protected] [email protected] by by 4 January 2013

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

First edition XXX 2013

Published by ENERGY INSTITUTE, LONDON The Energy Institute is a professional membership body incorporated by Royal Charter 2003 Registered charity number 1097899 and the JOINT INSPECTION GROUP Joint Inspection Group Limited is a company limited by guarantee not having a share capital Company Number 4617452 registered in England and Wales

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The Energy Institute (EI) is the leading chartered professional membership body supporting individuals and organisations across the energy industry. With a combined membership of over 13,500 individuals and 300 companies in 100 countries, it provides an independent focal point for the energy community and a powerful voice to engage business and industry, government, academia and the public internationally. As a Royal Charter organisation, the EI offers professional recognition and sustains personal career development through the accreditation and delivery of training courses, conferences and publications and networking opportunities. It also runs a highly valued technical work programme, comprising original independent research and investigations, and the provision of EI technical publications to provide the international industry with information and guidance on key current and future issues. The EI promotes the safe, environmentally responsible and efficient supply and use of energy in all its forms and applications. In fulfilling this purpose the EI addresses the depth and breadth of energy and the energy system, from upstream and downstream hydrocarbons and other primary fuels and renewables, to power generation, transmission and distribution to sustainable development, demand side management and energy efficiency. Offering learning and networking opportunities to support career development, the EI provides a home to all those working in energy, and a scientific and technical reservoir of knowledge for industry. This publication has been produced as a result of work carried out within the Technical Team of the Energy Institute (EI), funded by the EI’s Technical Partners. The EI’s Technical Work Programme provides industry with cost-effective, value-adding knowledge on key current and future issues affecting those operating in the energy sector, both in the UK and internationally. For further information, please visit http://www.energyinst.org.uk The EI gratefully acknowledges the financial contributions towards the scientific and technical programme from the following companies:

The Joint Inspection Group (JIG) is the leading internationally recognised forum where experts in all aspects of the aviation fuel supply industry can come together to establish and enhance standards for the safe handling and quality control of aviation fuels globally. The JIG Standards are recognised and endorsed by all parties with a stake in the industry. The primary purpose of JIG is to ensure that the standards for aviation fuel handling and quality control and aircraft fuelling operations ensure safe and reliable operations, are continuously updated taking into account developments in technology and lessons learned, and that they are rigorously followed at JIG operations around the world. Currently the JIG standards are applied at about 180 of the world’s major airports where there are shared fuel storage and handling facilities, including Heathrow, Frankfurt, Paris, Sydney, Singapore, Johannesburg, Amsterdam, Istanbul, Dubai, and Hong Kong. JIG Standards are also applied at many of the member companies own operations, typically the smaller regional airports where the facilities are not shared, and used as a reference by many other airport operators. As a result some 2500 locations around the world work to the JIG Standards with approximately 40 % of the world’s aviation fuel supplied through facilities that follow JIG Standards. JIG Ltd gratefully acknowledges the financial and technical support from its Member Companies:

Copyright © 2013 by the Energy Institute, London and the Joint Inspection Group Limited: The Energy Institute is a professional membership body incorporated by Royal Charter 2003. Registered charity number 1097899, England All rights reserved Joint Inspection Group Limited is a company limited by guarantee not having a share capital Company Number 4617452 registered in England and Wales No part of this book may be reproduced by any means, or transmitted or translated into a machine language without the written permission of the publishers. ISBN 978 0 85293 637 5 Further copies can be obtained from: Portland Customer Services, Commerce Way, Whitehall Industrial Estate, Colchester CO2 8HP, UK. t: +44 (0)1206 796 351 e: e: [email protected] SAI Global - ILI Publishing, Index House, Ascot, Berks, SL5 7EU, UK Tel: +44 (0)1344 636300, Fax: +44 (0)1344 291194, www.ili.co.uk www.ili.co.uk & & www.i2isolutions.net www.i2isolutions.net e: e: [email protected] Electronic access to EI publications is available via our website, www.energyinstpubs.org.uk. Documents can be purchased online as downloadable pdfs or on an annual subscription for single users and companies. For more information, contact the EI Publications Team ([email protected])

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The Energy Institute (EI) is the leading chartered professional membership body supporting individuals and organisations across the energy industry. With a combined membership of over 13,500 individuals and 300 companies in 100 countries, it provides an independent focal point for the energy community and a powerful voice to engage business and industry, government, academia and the public internationally. As a Royal Charter organisation, the EI offers professional recognition and sustains personal career development through the accreditation and delivery of training courses, conferences and publications and networking opportunities. It also runs a highly valued technical work programme, comprising original independent research and investigations, and the provision of EI technical publications to provide the international industry with information and guidance on key current and future issues. The EI promotes the safe, environmentally responsible and efficient supply and use of energy in all its forms and applications. In fulfilling this purpose the EI addresses the depth and breadth of energy and the energy system, from upstream and downstream hydrocarbons and other primary fuels and renewables, to power generation, transmission and distribution to sustainable development, demand side management and energy efficiency. Offering learning and networking opportunities to support career development, the EI provides a home to all those working in energy, and a scientific and technical reservoir of knowledge for industry. This publication has been produced as a result of work carried out within the Technical Team of the Energy Institute (EI), funded by the EI’s Technical Partners. The EI’s Technical Work Programme provides industry with cost-effective, value-adding knowledge on key current and future issues affecting those operating in the energy sector, both in the UK and internationally. For further information, please visit http://www.energyinst.org.uk The EI gratefully acknowledges the financial contributions towards the scientific and technical programme from the following companies:

The Joint Inspection Group (JIG) is the leading internationally recognised forum where experts in all aspects of the aviation fuel supply industry can come together to establish and enhance standards for the safe handling and quality control of aviation fuels globally. The JIG Standards are recognised and endorsed by all parties with a stake in the industry. The primary purpose of JIG is to ensure that the standards for aviation fuel handling and quality control and aircraft fuelling operations ensure safe and reliable operations, are continuously updated taking into account developments in technology and lessons learned, and that they are rigorously followed at JIG operations around the world. Currently the JIG standards are applied at about 180 of the world’s major airports where there are shared fuel storage and handling facilities, including Heathrow, Frankfurt, Paris, Sydney, Singapore, Johannesburg, Amsterdam, Istanbul, Dubai, and Hong Kong. JIG Standards are also applied at many of the member companies own operations, typically the smaller regional airports where the facilities are not shared, and used as a reference by many other airport operators. As a result some 2500 locations around the world work to the JIG Standards with approximately 40 % of the world’s aviation fuel supplied through facilities that follow JIG Standards. JIG Ltd gratefully acknowledges the financial and technical support from its Member Companies:

Copyright © 2013 by the Energy Institute, London and the Joint Inspection Group Limited: The Energy Institute is a professional membership body incorporated by Royal Charter 2003. Registered charity number 1097899, England All rights reserved Joint Inspection Group Limited is a company limited by guarantee not having a share capital Company Number 4617452 registered in England and Wales No part of this book may be reproduced by any means, or transmitted or translated into a machine language without the written permission of the publishers. ISBN 978 0 85293 637 5 Further copies can be obtained from: Portland Customer Services, Commerce Way, Whitehall Industrial Estate, Colchester CO2 8HP, UK. t: +44 (0)1206 796 351 e: e: [email protected] SAI Global - ILI Publishing, Index House, Ascot, Berks, SL5 7EU, UK Tel: +44 (0)1344 636300, Fax: +44 (0)1344 291194, www.ili.co.uk www.ili.co.uk & & www.i2isolutions.net www.i2isolutions.net e: e: [email protected] Electronic access to EI publications is available via our website, www.energyinstpubs.org.uk. Documents can be purchased online as downloadable pdfs or on an annual subscription for single users and companies. For more information, contact the EI Publications Team ([email protected])

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CONTENTS Page Legal notices and disclaimers ................................................................................................ Foreword ................................................................................................................................... Foreword ................................................................................................................................... Ac kn ow led gement gem ent s ................................................................................................................. 1 Introduction, scope, application and important definitions .............................................. 1.1 Introduction .......................................................................................................................... 1.2 Scope ................................................................................................................................... 1.3 Application ........................................................................................................................... 1.4 Important definitions............................. ............................ ............................ ........................ 2 Aviation fuel quality assurance and and tr aceability aceability ......................... ............................ ........... 2.1 Introduction .......................................................................................................................... 2.2 Quality assurance system ......................... ............................. ............................ .................. 2.3 Traceability ........................................................................................................................... 2.4 Quality assurance organisation........................... ............................ ............................ ......... 2.5 Document retention requirements......................... ............................ ............................ ....... 3 Management of change/new processes ............................................................................. 3.1 Introduction .......................................................................................................................... 3.2 Principles ............................................................................................................................. 3.3 Management of change process.......................... ............................ ............................. ....... 3.4 MoC process implementation .............................................................................................. 3.5 Specific changes .................................................................................................................. 3.6 Example review process ...................................................................................................... 4 Sampling Sampling and testing of aviation fu el el ................................................................................. 4.1 General sampling principles........................... ............................ ............................. ............. 4.2 Normative documents .......................................................................................................... 4.3 Sampling and samples – terminology ............................ ............................ .......................... 4.4 Sampling tanks for batching, certification or recertification ........................ .......................... 4.5 Sampling tanks in any marine vessel......................... ............................ ............................ .. 4.6 Sample testing ..................................................................................................................... 5 Laboratories .......................................................................................................................... 5.1 Laboratory quality assurance requirements .......................... ............................. .................. 5.2 RCQ testing ......................................................................................................................... 5.3 Authorised signatories ......................................................................................................... 5.4 Test method validation ......................................................................................................... 5.5 Software and computer system system validation ......................... ............................ ...................... 5.6 Equipment calibration .......................................................................................................... 5.7 Document control (standards and specifications) ....................... ............................ ............. 5.8 Training ................................................................................................................................ 5.9 Retention samples ............................................................................................................... 5.10 Sample handling and sample containers at laboratories ......................... .......................... 5.11 Data integrity management.......................... .............................. ............................. ........... 5.12 Documentation Documentation ......................... ............................. ............................ .................................

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DRAFT EI/JIG 1530 FOR STAKEHOLDER REVIEW. Copyright © EI & JIG 2012 Please submit any comments to [email protected] by 4 January 2013

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6 Refineries: Manufacture ....................................................................................................... 6.1 Scope and application.......................................................................................................... 6.2 Aviation fuel standards and specifications ........................................................................... 6.3 Fuel components used in aviation fuel manufacture............................................................ 6.4 Monitoring of refinery processes .......................................................................................... 6.5 Slops processing or recycling of off-grade material ............................................................. 6.6 Additives used in aviation fuels ............................................................................................ 6.7 Documentation ..................................................................................................................... 7 Additives used in aviation fuels 7.1 Scope ................................................................................................................................... 7.2 Introduction .......................................................................................................................... 7.3 Types of additive .................................................................................................................. 7.4 Receipt procedures for additives ......................................................................................... 7.5 Storage procedures ............................................................................................................. 7.6 Inspection and cleaning ....................................................................................................... 7.7 Additive shelf life .................................................................................................................. 7.8 Periodic testing .................................................................................................................... 7.9 Additive dosing ..................................................................................................................... 7.10 Fuel containing additive(s) ................................................................................................. 7.11 Records.............................................................................................................................. 8 Receipt, batchin g, certifi cation and release 8.1 General ................................................................................................................................ 8.2 Refinery import or receipt ......................................................... ............................................ 8.3 Receipt procedures .............................................................................................................. 8.4 Quality control and release procedures ............................................................................... 8.5 Procedure for SDA re-doping ............................................................................................... 8.6 Off-specification product ...................................................................................................... 8.7 Documentation ..................................................................................................................... 9 Finished Product : Stor age Design Features and Handling Procedures 9.1 General principles ................................................................................................................ 9.2 Delivery mode definitions ..................................................................................................... 9.3 Tankage and pipework design ............................................................................................. 9.4 Filtration and fuel cleanliness ............................................................................................... 9.5 Storage procedures ............................................................................................................. 9.6 Documentation ..................................................................................................................... 10 Transportation: Facilit ies and procedures ....................................................................... 10.1 Ocean tankers, coastal and inland waterway vessels/barges .................................... ....... 10.2 Pipeline transportation ....................................................................................................... 10.3 Road tankers and rail tank cars ......................................................................................... 10.4 Drum and intermediate bulk container filling and ISO tank container loading ................... 11 Synthetic Jet Fuel ............................................................................................................... 11.1 Introduction ........................................................................................................................ 11.2 Approval of synthetic components ..................................................................................... 11.3 Manufacture of synthetic fuel blends ................................................................................. 11.4 Handling of synthetic fuel blends .......................................................................................

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An nex An nex An nex An nex An nex An nex An nex An nex An nex An nex An nex

A B C D E F G H I J K

– – – – – – – – – – –

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Glo ss ary of ter ms & ab br evi ati ons .................................................................... Au th or is ed s ig nat or ies ....................................................................................... Equ ip ment/i ns tal lat io n p re-c ondi ti onin g p ri or to us e wi th aviati on fu el ........ Recerti fi cat io n t est cer ti fi cat es .......................................................................... Data i nt egr it y m anagement f lo w c harts ............................................................. Salt dr yer s an d b ul k w ater rem ov al ................................................................... Clay tr eaters ......................................................................................................... Jet fu el c on du ct iv it y ............................................................................................ Lo ng ter m s to rag e and ret ur n t o u se ................................................................. Referenc ed p ub li cat io ns ..................................................................................... Ab br evi ati on s/u ni ts .............................................................................................

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LEGAL NOTICES AND DISCLAIMERS This publication has been prepared by the Energy Institute (EI) Aviation Committee and the Joint Inspection Group (JIG). The information contained in this publication is provided as guidance only, and although every effort has been made by EI and JIG to assure the accuracy and reliability of its contents, EI AND JIG MAKE NO GUARANTEE THAT THE INFORMATION HEREIN IS COMPLETE OR ERROR-FREE. ANY PERSON OR ENTITY MAKING ANY USE OF THE INFORMATION HEREIN DOES SO AT HIS/HER/ITS OWN RISK. TO THE MAXIMUM EXTENT PERMITTED BY APPLICABLE LAW, THE INFORMATION HEREIN IS PROVIDED WITHOUT, AND EI AND JIG HEREBY EXPRESSLY DISCLAIMS, ANY REPRESENTATION OR WARRANTY OF ANY KIND, WHETHER EXPRESS, IMPLIED OR STATUTORY, INCLUDING, WITHOUT LIMITATION, WARRANTIES OF MERCHANTABILITY, FITNESS FOR A PARTICULAR PURPOSE, TITLE AND NONINFRINGEMENT. IN NO EVENT SHALL EI OR JIG BE LIABLE TO ANY PERSON, OR ENTITY USING OR RECEIVING THE INFORMATION HEREIN FOR ANY CONSEQUENTIAL, INCIDENTAL, PUNITIVE, INDIRECT OR SPECIAL DAMAGES (INCLUDING, WITHOUT LIMITATION, LOST PROFITS), REGARDLESS OF THE BASIS OF SUCH LIABILITY, AND REGARDLESS OF WHETHER OR NOT EI OR JIG HAS BEEN ADVISED OF THE POSSIBILITY OF SUCH DAMAGES OR IF SUCH DAMAGES COULD HAVE BEEN FORESEEN. The contents of this publication are not intended or designed to define or create legal rights or obligations, or set a legal standard of care. EI and JIG are not undertaking to meet the duties of manufacturers, purchasers, users and/or employers to warn and equip their employees and others concerning safety risks and precautions, nor is EI or JIG undertaking any of the duties of manufacturers, purchasers, users and/or employers under local and regional laws and regulations. This information should not be used without first securing competent advice with respect to its suitability for any general or specific application, and all entities have an independent obligation to ascertain that their actions and practices are appropriate and suitable for each particular situation and to consult all applicable federal, state and local laws. EI AND JIG HEREBY EXPRESSLY DISCLAIMS ANY LIABILITY OR RESPONSIBILITY FOR LOSS OR DAMAGE RESULTING FROM THE VIOLATION OF ANY LOCAL OR REGIONAL LAWS OR REGULATIONS WITH WHICH THIS PUBLICATION MAY CONFLICT. Nothing contained in any EI or JIG publication is to be construed as granting any right, by implication or otherwise, for the manufacture, sale, or use of any method, apparatus, or product covered by letters patent. Neither should anything contained in the publication be construed as insuring anyone against liability for infringement of letters patent. No reference made in this publication to any specific product or service constitutes or implies an endorsement, recommendation, or warranty thereof by EI and JIG. EI, JIG AND THEIR AFFILIATES, REPRESENTATIVES, CONSULTANTS, AND CONTRACTORS AND THEIR RESPECTIVE PARENTS, SUBSIDIA RIES, AFFILIA TES, CONSULTANTS, OFFICERS, DIRECTORS, EMPLOYEES, REPRESENTATIVES, AND MEMBERS SHALL HAVE NO LIABILITY WHATSOEVER FOR, AND SHALL BE HELD HARMLESS AGAINST, ANY LIABILITY FOR ANY INJURIES, LOSSES OR DAMAGES OF ANY KIND, INCLUDING DIRECT, INDIRECT, INCIDENTAL, CONSEQUENTIAL, OR PUNITIVE DAMAGES, TO PERSONS, INCLUDING PERSONAL INJURY OR DEATH, OR PROPERTY RESULTING IN WHOLE OR IN PART, DIRECTLY OR INDIRECTLY, FROM ACCEPTANCE, USE OR COMPLIANCE WITH THIS STANDARD.

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FOREWORD This publication has been prepared by an EI/JIG Working Group, under the direction of the EI Aviation Committee and the JIG Operations Committee. EI/JIG 1530 is intended to provide a standard to assist in the maintenance of aviation fuel quality, from its point of manufacture to delivery to airports. It provides mandatory provisions and good practice recommendations for the design/functional requirements of facilities, and operational procedures. This publication is intended for adoption worldwide, by any company or organisation involved involved in the refining or handling of aviation fuel upstream of airports. This includes those companies/organisations responsible for the design, construction, operation, inspection or maintenance of refineries, pipelines, marine vessels, coastal/inland waterway barges, road tankers, rail tank cars or storage installations, aviation fuel testing laboratories and inspection companies. This publication uses the word ‘shall’ to denote mandatory provisions, compliance with which is considered essential for the maintenance of aviation fuel quality. The word ‘should’ is used to denote provisions considered to represent good practice. Note: If companies/ organisations choose to follow this publication, it is recommended that all of its provisions (mandatory and good practice) are adopted. Whilst written in the context of the legislative and regulatory framework generally applicable in the European Communities, the provisions set out in this publication can similarly be applied in other countries providing national and local statutory requirements are complied with. Where the requirements differ, the more stringent should be adopted. The EI and JIG are not undertaking to meet the duties of employers to warn and equip their employees, and others exposed, concerning health and safety risks and precautions, nor undertaking their obligations under local and regional laws and regulations. Nothing contained in any EI/JIG publication is to be construed as granting any right, by implication or otherwise, for the manufacture, sale, or use of any method, apparatus, or product covered by letters patent. Neither shall anything contained in the publication be construed as insuring anyone against liability for infringement of letters patent. This publication is intended to assist those involved in the refining, distribution and supply of aviation fuel. Every effort has been made by the EI and JIG to assure the accuracy and reliability of the data contained in this publication; however, EI and JIG make no representation, warranty, or guarantee in connection with this publication and hereby expressly disclaim any liability or responsibility for loss or damage resulting from its use or for the violation of any local or regional laws or regulations with which this publication may conflict. Suggested revisions are invited and may be submitted to the Technical Department, Energy Institute, 61 New Cavendish Street, London, W1G 7AR ( [email protected] [email protected])) or to the Joint Inspection Group (via www.jigonline.com www.jigonline.com). ).

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ACKNOWLEDGEMENTS ACKNOWLEDGEMENTS This publication was prepared by representatives of the following, on behalf of the Energy Institute Aviation Committee and the Joint Inspection Group Operations Committee. Air BP Limited Air TOTAL International International Central European Pipeline Management Agency Kuwait Petroleum International Aviation Company Ltd. ExxonMobil Aviation International Ltd. SGS Shell Aviation Ltd. The participation and contributions of technical representatives of the following are greatly appreciated in the development of this publication: To be added

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1 INTRODUCTION, SCOPE, APPLICATION AND IMPORTANT DEFINITIONS 1.1

INTRODUCTION

For many decades those involved in aviation fuel manufacture and handling have worked to ensure that all fuel delivered to airports is fully on-specification, clean and dry, and fit-forpurpose. In various regions worldwide, this activity was undertaken by a relatively small number of integrated oil companies or National Oil companies, working to company proprietary manuals. This situation has significantly changed in recent years, with a diverse range of companies and organisations having responsibility for aviation fuel manufacture and distribution to airports. The need to highlight the availability of industry standards for the management of aviation fuel quality throughout the supply chain has been recognized by the International Civil Aviation Organization (ICAO), which has issued Doc 9977 Manual on civil aviation jet fuel supply. supply. This has been issued to the civil aviation authorities of the 191 Member States of ICAO. Industry stakeholders have recognized the need to document the key mandatory provisions that are considered essential for the maintenance of aviation fuel quality from its point of manufacture through (sometimes complex) distribution distribution systems to airports. In addition, good practice recommendations and informative material have been provided, based on existing company operating materials, and collective industry specialist knowledge developed over many years of safe and efficient operations. This forms the content of this publication. While this publication establishes mandatory provisions and good practice recommendations, all companies/organisations involved in maintaining aviation fuel quality are encouraged to seek continuous improvement improvement in their operations. The overriding philosophy implicit in this document is that, at each step in the fuel’s journey from refinery to airport, all the parties involved, from its initial production to subsequent storage and handling, have a shared responsibility for maintaining the quality and cleanliness of the fuel at that point in the supply chain, and should not expect the parties further downstream to remedy any deficiencies. It should be noted that maintaining aviation fuel quality relies upon the involvement of competent and experienced practitioners. This publication has been prepared for use by such individuals only. 1.2

SCOPE

This publication provides mandatory provisions and good practice recommendations for maintaining aviation fuel quality in refineries and in storage, distribution and transport systems including those delivering to airports, covering: facilities design and construction, product manufacture, batching, testing,

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release, storage and handling, receipt and discharge, quality assurance requirements, and operational procedures.

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This publication does not address: the storage and handling of aviation fuels at airports. Requirements for airport installations can be found in: EI 1540 Design, construction, operation and maintenance of aviation fuelling facilities, JIG 2 Standards for aviation fuel quality control and operating procedures for airport depots, JIG 1 Standards for aviation fuel quality control and operating procedures for intoplane fuelling services, and A4A 103 Standards for jet fuel quality control at airports. Health, safety, environmental protection and supply integrity controls (which it is assumed companies/organisations have in place). −

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1.3

APPLICATION

This publication is intended for adoption worldwide, by any company or organisation involved in the manufacturing, testing, blending or handling of aviation fuel upstream of airports. This includes those companies/organisations responsible for the design, construction, operation, inspection or maintenance of refineries, pipelines, marine vessels, coastal/inland waterway barges, road tankers, rail tank cars or storage installations, aviation fuel testing laboratories and inspection companies. The requirements and recommendations detailed in this publication incorporate those previously published as JIG 3 Standards for aviation fuel quality control and operating procedures for supply and distribution facilities (Issue 11, January 2012) and are in alignment with those in API Recommended Practice 1595 Design, construction, operation, maintenance and inspection of aviation pre-airfield storage terminals and API Recommended Practice 1543 Documentation, monitoring and laboratory testing of aviation fuel during shipment from refinery to airport. Throughout this publication the words “shall”, “should” and “may” are used to qualify certain requirements or actions. The specific meaning of these words is as follows: “shall” is used when the provision is mandatory “should” is used when the provision is recommended as good practice “may” is used where the provision is optional • • •

Companies/organisations wishing to claim compliance with this publication are required to meet all of the mandatory provisions of the relevant chapter(s). All companies/organisations are also encouraged to follow the provisions which are recommended as good practice. In the case of existing facilities that do not comply fully with mandatory provisions of this publication, steps shall be taken to make the improvements necessary to facilities and/or procedures. The goal should always be full compliance. Where full compliance has not been achieved, it shall be demonstrated that the combination of existing facilities and the quality assurance procedures applied to them (based on a full risk assessment) are capable of always meeting the objective of delivering only clean, dry, on-specification fuel. Risk

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assessments shall be clearly defined and documented, and available for auditing purposes. The reliance on the combination of existing facilities and quality assurance procedures shall not be considered as a permanent means of complying with mandatory provisions of this publication.

1.4

IMPORTANT DEFINITIONS

1.4.1 On specification Aviation fuel specifications contain a table (or tables) of fuel property requirements, with their minimum and/or maximum allowable values. However, in addition to the table of properties, aviation fuel specifications contain numerous requirements related to permitted materials (both fuel components and additives), quality assurance, management of change, testing and documentation (traceability), and cleanliness, which are designed to ensure that fuel delivered into aircraft is fit-for-purpose. A declar ati on of “ on sp eci fi cat io n” or “ meet in g th e s pec if ic ati on ” means meet in g th e various maximum/minimum limit s for fuel property tests and also satisfying all other aspects of the specification such as material composition, approved additives, quality assurance, management of change, cleanliness, traceabilit y, etc. 1.4.2 Glossary of terms and abbreviations A glossary of terms and abbreviations used in this publication is included as Annex A.

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2 AVIATION FUEL QUALITY ASSURANCE AND TRACEABILITY 2.1

INTRODUCTION

The potential consequences of a failure to supply the correct, on-specification and fit-forpurpose fuel to aircraft are such that it is essential for every organization in the supply chain from refinery to airport to have an effective, documented and auditable aviation fuel quality assurance system. The system shall be designed to ensure the provision and maintenance of appropriate facilities, equipment and competent personnel for the safe and uncontaminated production and delivery of aviation fuels. 2.2

QUALITY ASSURANCE SYSTEM

2.2.1 Quality assurance system princ iples Aviation fuel quality assurance is based on certification at point of manufacture and procedures to verify that the quality of the aviation fuel concerned has not significantly changed and remains within the specification limits during distribution and delivery to airports (and subsequently to aircraft). Proper documentation is an essential part of this process. The key documents are: Refinery Certificate of Quality Certificate of Analysis Recertification Test Certificate Release Certificate. − − − −

In addition, other field tests are undertaken, and results recorded, to provide quality assurance as part of the detailed operating procedures, including: Periodic Test Appearance Check Membrane filtration test Control Check Conductivity Microbiological Assay − − − − − −

2.2.2 Refinery Certifi cate of Quality (RCQ) The RCQ is produced at the point of manufacture and is the definitive original document describing the quality of a batch of aviation fuel. It contains the results of measurements, made by the product originator’s laboratory (or laboratory working on behalf of the product originator), of all the properties required by the specification to which the fuel is manufactured and includes all other details mandated by the relevant specification. It therefore represents a complete certification of a product's conformance with the relevant specification. In the case of jet fuel manufactured to DEF STAN 91-91, the RCQ also provides information regarding composition of the fuel in terms of the percentage of mildly hydroprocessed, severely hydroprocessed and synthetic components, and details of the addition of additives, including both type and amount of any such additives permitted in the fuel specification. The RCQ shall always be dated and signed by an authorised signatory (see Annex B). In addition to the information mandated for inclusion in the RCQ by the cited aviation fuel specification, the following information shall be included:

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Specification name, issue and any amendment number; Name and address of testing laboratory; including telephone and fax numbers and e-mail address; Batch number or unique identifier; Quantity of fuel in the batch; Properties tested including specification limit, test method and result of test; Name and position of authorised test certificate signatory or electronic signature, and Date of certification.

The RCQ can be produced by an independent contracted laboratory working on behalf of a refinery but the RCQ shall state the manufacturing source refinery. 2.2.3 Certificate of Analysis (CoA) A CoA is issued by a laboratory other than that of (or working on behalf of) the originating refinery, usually at some point downstream of the point of manufacture, typically in intermediate supply terminals where several batches of jet fuel may be co-mingled and that product re-batched. It contains determinations of all the properties required in the relevant specification (often referred to as the “Table 1” properties), but will not necessarily provide information regarding the type and amount of any additives in the fuel or the percentage of hydro-processed or synthetic components. CoAs shall be dated and signed by an authorised signatory. The minimum information that shall be included on the CoA is: Specification name, issue and any amendment number; Name and address of testing laboratory, including telephone and fax numbers and e-mail address; Batch number or unique identifier; Quantity of fuel in the batch; Properties tested including specification limit, test method and result of test; Name and position of authorised test certificate signatory or electronic signature; and Date of certification. − −

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A CoA shall not be treated as a RCQ. 2.2.4 Recertif icati on Test Certi fic ate (RTC) Where aviation product is transferred to an installation under circumstances which could in any way allow the possibility of cross-contamination (e.g. marine tanker or multi-product pipeline), Recertification Testing is necessary before further use or product transfer. Recertification testing is carried out to verify that the quality of the aviation fuel concerned has not changed during distribution and remains within the specification limits. Recertification testing comprises a reduced set of tests (compared with the full set in the RCQ or CoA) which are particularly sensitive to contamination (see chapter 4 for minimum requirements). The RTC shall be dated and signed by an authorised representative of the laboratory carrying out the testing. The results of all recertification tests shall be checked to confirm that: the specification limits are met, and no significant change is noted for each property on the test certificate (see Annex D). − −

The minimum information that shall be included on the RTC is: Specification name, issue and any amendment number; −

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Name and address of testing laboratory, including telephone and fax numbers and e-mail address; Batch number or unique identifier; Quantity of fuel in each component in the batch; Properties tested including specification limit, test method and result of test including comparison checks; Name and position of authorised test certificate signatory or electronic signature, and Date of testing.

2.2.5 Release Certificate (RC) The Release Certificate is an operational document linked to one or more laboratory test certificates. It authorises any transfer of aviation fuel (including to airports), confirming compliance with the relevant specification(s) and contains, as a minimum, the: Reference to Batch number or other unique identifier (e.g. Tank number, date and time); Test report number (last full certification (RCQ or CoA) or RTC on this batch); Date and time of release; Certified batch density; Quantity of fuel (this may be added subsequently for pipeline transfers); Statement that product complies fully with the visual appearance requirement (and conductivity if SDA is present) and is free from bulk water; Grade of fuel and specification; and Authorised signatory. − − − − − −

− −

The RC need not duplicate existing information but shall be part of the consignment notes. 2.2.6 Period ic Test Certi fic ate This test is carried out to certify that product which has been static in storage for more than 6 months (see Annex I) conforms to the relevant specification and that the quality of the product has not changed since the last tests were carried out. The Periodic Test Certificate contains the results of the Periodic Test (see chapter 4). It shall be dated and signed by an authorised signatory. 2.2.7 Duration o f validit y of c ertificates DEF STAN 91-91 specifies that fuel supplied to airport is supported by a RCQ, CoA or RTC that is less than180 days old. NOTE: drum stocks are exempt from this requirement; here the certification is valid for 12 months from filling date or last re-test date for the batch of drums. Should there have been subsequent changes to the fuel specification since the date on the RCQ, any additional testing required by the current specification at the time of re-testing shall be conducted. 2.2.8 Utilisation of test d ata Test data (as recorded by the above documents/certificates) shall be used throughout the fuel handling system to establish conformance, as detailed in chapter 8. 2.3

TRACEABILITY

Traceability for aviation fuel indicates the ability to track any batch of fuel in the distribution system back to its original point of manufacture. This requires certification documentation (RCQs and/or CoAs, RTCs and RCs), with information on additive concentration and content of hydroprocessed and synthetic components (if required by the specification).

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To avoid the need to view excessive documentation at each point in the supply chain, traceability may be fulfilled by listing on the CoA (or on a cross-referenced attached document – see Figure 1) all the component batches that make up the new batch that the CoA represents. Batch Make-Up Record Batch Number:

Tank Number:

Quantity:

Grade:

Date Sampled:

Test Cert Number:

Quantity (Litres/USG)

Batch Number

Test Cert. Number

Import Release Note

litres/USG

Consignor Location

Receipt Date

Consignee Location

Delivery Date

Initial Stock

New Product Received

1 2 3 4 5 6 7 8 9 10 11 12

Loss/(Gain)

Total

Litres/USG

Batch Export Record Quantity (Litres/USG)

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 Loss/(Gain)

Inspectors Number

Method of Despatch

Ex port Release Note

Total Litres Ex ported Total of this Batch Left in Tank

Signed

Figure 1 – Examples of batch make-up and batch expor t record s

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By listing the co ponent batches, th certifying authority (for examp le the ter inal or laborat ry manag r) is confir ming that i has the documents (RCQ or C oA) for each of the compo ent batch s in its possession and that ach docu ent meets the requirements stated in the fuel specificatio . The RC s and Co s of the component b tches do ot need to be a tached to t e CoA. Example sce arios are shown belo . Note: epending n circumst nces CoA s may be r placed by TCs. Scena io 1

Location 1 receiv s batches from refin ries A and B. The comingled pr oduct is rebatched and Co A 1 produc ed. Location 1 needs to have R Q A and RCQ B in its possessio and to verify t at they meet the spe ification re uirements. RCQ A a d RCQ B eed to be listed by their b tch numb r or other unique ide ntifier on t e CoA 1 ut copies do not ne d to be attached to CoA 1 supplied to Location . Scena io 2

Location 2 receives product from Loc tion 1 an also fro Refinery C. The comingled produc is rebatched and Co 2 produc ed. Location 2 needs to have Co A 1 and R Q C in its pos ession, to erify that they meet t e require ents of the specificati on and list them by their batch number or other unique ident ifier on Co 2. RCQ and CoA do not need to be attached to CoA 2 supplied to Location .

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Scena io 3

Location 3 receives product from Loc tion 2 an also fro Refinery D. The comingled produc is rebatched and Co 3 produc ed. Location 3 needs to have Co A 2 and R Q D in its pos ession, to erify that they meet t e require ents of the specificati on and list them by their batch number or other unique ident ifier on Co 3. RCQ and CoA do not need to be attached to CoA 3 supplied t Location . Also shown is a dir ct delivery from Refinery D to the Air ort. All bat hes of jet fuel that re mixed together downstream of refineri es for subsequent certific tion by a oA as jet f uel shall h ve been o iginally manufactured and certifi d as jet fuel m eting one of the ma jor internat ional jet f el specifications, as listed in t e IATA Guidan ce material for aviation turbine fu els. It is a requireme t of DEF S TAN 91-91 that, in this ca e, the original RCQs tate explici tly that DE STAN 91 91 restricti ons on composition (also s e 6.3) and additives ( lso see 7. ) are satis ied. In the ase of jet fuel blended with synt hesized components ownstrea of a refin ry (see chapte 11), the p int of man facture (bl ending) of he synthetic jet fuel bl end shall be stated on the CoA, along with the o iginal sour ce location and certifi ation refer nces for t e blend compo ents used. In fungiible pipelin systems ultiple ba ches are co-mingled nd the de stination of specific batche will be un known. Th operator of the pipelline is required to ens ure that all product enterin its syste meets the relevant specificati n as confirmed by R CQs and/or CoAs. When the product is delivered and reba tched, a CoA shall b produced for the ne batch. The original RCQ and/or Co As for the components of the new batch sh all be available but do not ecessarily have to accompany t e product. Provid d that the atch in the tank has b een certifi d, the resi ual heel in the tank (l ss than 3 % of tank volume) need n t be suppo rted by all the RCQ/ oA docum entation re erred to above.

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The flow chart in Figure 2 indicates the documentation that is required at each stage of delivery.

Figure 2 – Documentation requirements

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QUALITY ASSURANCE ORGANIZATION

Every manufacturing, storage and distribution location shall have a product quality assurance organisation. The specific details of such an organisation may vary according to the nature of the operating unit. Within the organisation, individuals shall be nominated for specific roles, authorised and documented (nomenclature may vary according to local requirements). At each level of the structure, records shall be kept of the responsible individuals in the succeeding level together with details of training received. As a minimum the organisation shall include a site product quality manager and nominated personnel responsible for tasks critical to the product quality assurance system. 2.4.1 Site Prod uct Quality Manager At each site that manufactures, blends, stores or handles aviation fuel there shall be a nominated site product quality manager responsible for the efficient and effective operation of the quality assurance system at that site. As a minimum, the Site Product Quality Manager shall be accountable for: Implementation of correct quality assurance procedures; Maintenance of satisfactory documentation; Only releasing product that meets the appropriate specification), and Training of all staff at the site who are nominated to undertake tasks critical to the product quality assurance system. − − − −

2.4.2 Personnel with du ties that incl ude tasks crit ical to the prod uct qualit y assurance system All staff whose duties include tasks critical to the product quality assurance system shall be nominated, documented and fully trained in such tasks. See Annex B for additional requirements for staff responsible for the signing of documents supporting the release of product (“authorised signatories”). 2.4.3 Training requirements The manager of the operation is responsible for defining training and competency requirements for the personnel under their control. The manager shall ensure that all personnel have appropriate job descriptions and are adequately trained. The training records shall be well documented including details of theoretical and practical content, how competency is assessed and signed off, when training was first accomplished and when refresher training is required. New personnel (permanent and temporary) shall be thoroughly trained in all operations and procedures that they will be called upon to perform in the course of their duties. Existing personnel called upon to undertake new tasks shall be similarly trained before undertaking the new task without supervision. Existing personnel shall also be observed periodically when carrying out tasks, and refresher training provided when necessary. The following components are important to appropriately assess the competence requirements of personnel: the experience, knowledge and skills required in each position; any legal and other requirements applicable to the role, and differing levels of responsibility, ability, language skills and literacy and risks associated with the Job Description/ role − − −

Specific consideration shall be given to the competencies required for the following roles:

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an executive and decision-making role, which oversees an operation to prevent the occurrence or escalation of incidents, and a role that is responsible for “Key Risk Areas”, i.e., areas of the operation where there are identified risks, which would be classified as “High Risk” if they were left unmitigated.

Requirements for training apply equally to any sub-contractors. 2.5

DOCUMENT RETENTION REQUIREMENTS

Aviation quality control documents shall be kept for certain minimum periods to provide adequate history and reference. The following retention requirements specify minimum periods, but local regulations or external quality assurance requirements may require longer retention periods. Records of all daily, weekly and monthly checks shall be retained for at least 1 year. Records of all less frequent routine checks, filter membrane test results and logbooks on all non-routine matters shall be retained for at least 3 years. Other maintenance records shall be retained for at least 1 year, or longer if still relevant to equipment condition (e.g., major repair work or extension(s) to facilities). Supply and distribution depot logs - 12 months from last dated record. Laboratory quality control and product testing records and certificates - 10 years. Local and international inspections and follow-up - 3 years or until all recommendations have been closed out if longer. Filtration differential pressure and membrane filtration (Millipore) records - a minimum of either 3 years or current and previous change-out if longer. Storage tank cleaning and maintenance records - life of tank + 6 years. If the tanks are buried underground, these records shall be kept indefinitely. Depot design, modification and major maintenance - life of depot + 10 years. Underground pipeline design, modification and testing records - life of installation + 10 years. − − −

−

−

− −

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3 MANAGEMENT OF CHANGE/NEW PROCESSES 3.1

INTRODUCTION

Both DEF STAN 91-91 and ASTM D1655 highlight the need for refineries to conduct a Management of Change (MoC) evaluation to include the impact of process changes, including refinery process chemicals, on jet fuel performance to ensure that the finished fuel remains fit-for-purpose. The industry recognized that product performance needed to be included in MoC processes following a serious incident in Australia in 1999 where the breakthrough of a refinery process chemical into the finished aviation fuel caused several aircraft incidents, despite the fact that the finished fuel was in complete compliance with all specification test limit requirements. Both specifications also require a MoC evaluation for any changes in facilities and/or operating procedures at manufacturing locations, storage installations and distribution systems to ensure product integrity is maintained. The basic requirements of an MoC process are detailed in this chapter. Although it is intended to be specifically applicable to refinery operations, the principles of MoC shall be applied to all operations/installations downstream of refineries. More detailed information can be found in ISO 31000 Risk management - Principles and guidelines. 3.2

PRINCIPLES

All temporary and permanent changes shall be evaluated before the change is implemented, and managed to ensure that risks arising from changes remain at acceptable levels. There are practical reasons for managing change because when a “change” is introduced, there may be increased risk of the fuel not meeting the specification requirements. Implementing a MoC process provides a system to evaluate, authorize and document changes and ensure proper closure after the changes are complete. The process should apply to all permanent and temporary changes to organisation, staffing, systems, procedures, equipment, products materials or substances. The process requires competent personnel fulfilling clearly defined roles and responsibilities with clearly defined technical authority levels for the approval of changes. Note: Personnel with wide ranging areas of expertise should be involved so that all the hazards and consequences can be listed and worked through. Appropriate training, support and competency assessments should be provided for those with accountabilities in the MoC process. A register of all MoCs initiated should be established and used. 3.3

MANAGEMENT OF CHANGE PROCESS

The management of change process shall consider as a minimum the following before the change is implemented:

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is it a permanent, temporary or emergency change. the duration of the change if applicable. is it a “like for like” change? (Is any action required). what are the hazards associated with the change? will it be possible to control the risks associated with any new hazards? will the risks associated with existing hazards change? will the change adversely affect any existing risk controls? what are the most appropriate controls to mitigate the risks associated with the change?

An action plan shall be developed, with assigned responsibilities and timelines identified, and the change process documented. For the review of the MoC process, see example in 3.6. The team should include all the necessary knowledge and competency for the change proposal being evaluated/assessed. Once approval for the change is given, a pre-implementation review should be carried out to ensure that the plans and resources associated with implementing the change are in place. Once the change has been made, a post implementation review shall be carried out to ensure that all the actions have been completed and that the documentation, in particular that defining procedures, has been updated. 3.4

MoC PROCESS IMPLEMENTATION

It has been documented in a number of incident investigations that the following activities help support an effective MoC system: a) Recognise change Define safe limits for process conditions, variables, and activities—and train personnel to recognize significant changes. Combined with knowledge of established operating procedures, this additional training will enable personnel to activate the MoC system when appropriate. b) Apply multidisciplinary and specialized expertise when analyzing changes c) Hazard screening and risk analysis Use appropriate hazard and risk analysis techniques. d) Authorize changes at a level commensurate with risks and hazards. e) Communicate the essential elements of new operating procedures in writing f) Communicate potential hazards and safe operating limits in writing. g) Provide training in new procedures commensurate with their complexity. h) Conduct periodic audits to determine if the program is effective 3.5

SPECIFIC CHANGES

Specific changes that may have to be managed include, but are not limited to: a) Change in crude or crude mix. Note: Although not necessarily communicated to the crude user, it has been known for changes in oil field chemicals to impact aviation fuel quality. b) Introduction of new process(es) or product streams, or suspension of existing processes. c) Change in process (change in hydroprocessing severity, catalyst exchange). d) Change in process additives e.g. anti-corrosion additives. e) Change in use of pipelines and tanks (see Annex C for specific requirements) impacting e.g. segregation effectiveness, mixing/homogeneity, residence time, sampling facilities. f) Importing of finished aviation fuel or blending components.

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Introduction of new products e.g those containing biocomponents. Start-up after shutdown maintenance. Outsourcing. Changing the Refinery from a manufacturing site to an import terminal. Addition of additives. EXAMPLE REVIEW PROCESS

An example process for crude and/or process additive changes is shown in this section. It is based on a series of questions, all of which have to be answered. Other processes may be equally acceptable. If any of the questions are answered with a ‘Yes’, record the required action/mitigation measure. Note: Further questions may need to be added to those listed. Q1

Does the change relate to different processing or the use of different feedstock(s) to produce jet? Yes: go to Q2, Appearance. No: go to Q18, Additives.

Ap pearanc e Q2 Could the change affect the visual appearance of the fuel? - colour including tint, clear and bright. Q3

Could the change affect the particulate content of the fuel – new lines/pumps/risk of surface active agents or condition of tank coatings?

Composition Q4 Will the fuel still consist of a mixture of components approved by the relevant fuel specification(s)? HSE Q5 Will the fuel meet relevant HSE requirements? - MSDS (change required? benzene, toluene etc.) - will hazard classification and labelling requirements be affected?. Energy content/combustion Q6 Are there any adverse effects on the energy content/combustion of the fuel? - specific energy, density, smoke point, aromatics content. - could any parameter become borderline/affect consistency of manufacture? Does borderline need to be defined? Flow properties Q7 Are there any adverse effects on fuel cold flow properties? - distillation, paraffin (alkane) composition, viscosity, freeze point (test product using all approved methods) - could any parameter become borderline/affect consistency of manufacture? Fuel handling system compatibility Q8 Could there be any issues concerning compatibility with aviation fuel supply systems, airframes or aircraft engines? - total acidity, copper strip corrosion, mercaptans and total sulphur, aromatics for seal swell, metals content.

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Fuel stability Q9 Are there any issues concerning storage stability? - existent gum, unsaturated species. - oxidation tests? - need to change anti-oxidant treat-rate? Q10 Are there any issues of fuel thermal stability? - JFTOT®, high levels of N, S and O containing ‘organic’ molecules e.g. indoles, metals e.g. copper - Change in breakpoint/borderline fuel? Water separation Q11 Is there any impact on water separation equipment e.g. filter/coalescers etc.? - surfactants present, MSEP test Lubricity Q12 Is there any impact on fuel lubricity? - heavily hydrotreated fuels, ultra-low sulphur fuels - need for BOCLE testing? Ad di ti ves Q13 If manufacture involves the utilisation of a new refinery stream, are any additives used on the production units? - are the additives approved for jet fuel? - if unapproved additives are used, how will these be removed? - what verification of control will be applied? General consi derations Q14 Will the product meet the requirements of the relevant aviation fuel specification? Q15 Will the product, if jet fuel, meet all fit-for-purpose requirements of the relevant aviation fuel specification? (for further information see ASTM D4054). Q16 Will the new product be fungible with standard product and acceptable for transport route e.g. pipeline approval/specifications? Q17 Will the product fall within the range that is ‘typical’ as referenced in the CRC Aviation fuels handbook? Ad di ti ves Q18 Is the additive approved by the specification? Yes: go to Q19. No: go t o Q21. Q19 Are there any issues concerning additive shelf life? Q20 Is the additive injection system reconciliation and record keeping satisfactory? Non-approv ed additiv es Q21 Is there relevant experience in the use of the additive? Identify chemicals that might be increased, changed or introduced by a process change. (These are chemicals not normally found in crude oil, or used in certified aviation fuel). Keep chemistry details in a database to facilitate future assessments. Q22 Is the traceability of the additive known? Use knowledge of refinery processes to

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predict the flow path and fate of each refinery process chemical, based on chemical/physical properties (e.g. boiling point, thermal decomposition temperature, partition coefficients, etc.). Q23 What is the potential impact on the specification properties and the fitness for purpose of the jet fuel? The probability of breakthrough into the finished jet fuel, and the consequence or impact of the chemicals on fuel performance should be fully risk assessed and assigned an overall risk category. It shall identify whether additional control/mitigation strategies are needed to reduce risk to an acceptable level. Q24 What quality critical controls will be implemented? Establish corrective actions if the process falls outside of control limits (e.g. if thermal decomposition in a hydrotreater is the primary control, define operator response in the event of an unplanned hydrotreater shutdown, such as divert unit feed out of the jet system to distillate system) Q25 Are there any issues concerning additive shelf life? Q26 Is the additive injection system reconciliation and record keeping satisfactory?

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4 SAMPLING AND TESTING OF AVIATION FUEL 4.1

GENERAL SAMPLING PRINCIPLES

It should be kept in mind at all times that the general goal of sampling is to obtain a test aliquot that is “representative”; this is defined in ASTM D4057 as: 4.1.1

3.1.1.18 representative sample—a portion extracted from the total volume that contains the constituents in the same proportions that are present in that total volume. When the word “composite” is used to describe a sample, considerable caution should be exercised, as the general term does require qualification in order to be specific. The type of composite made and hence tested has a significant impact on the results obtained. This is true for all hydrocarbons but has a special significance where aviation fuels are concerned (see Table 1). The various test methods developed for aviation fuels have specific instructions for sampling. At the time of writing, the number of samples required for simple certification / recertification / batching is both large and in many cases, impractical. Work is under way to rationalise the situation, but the user should be aware that these very detailed and specific requirements exist. 4.1.2

Samples should be drawn in duplicate sets, one for analysis one for retention. It may be necessary in some circumstances, in shared systems or because of commercial agreements, to draw three or more sets, but in general two sets should be sufficient. 4.1.3

The use of appropriate containers is vital to any successful sampling exercise. The preferred containers are epoxy lined cans fitted with a secure threaded closure or new borosilicate glass bottles fitted with polycone type closures. Containers made from other materials may be suitable; see ASTM D4306 for advice. Because of the sensitivity of some test results to the UV content of light, dark glass bottles, as well as clear glass bottles, are to be kept in stock for use when sampling jet fuel. 4.1.4

Before use, all bottles and cans shall be thoroughly rinsed at least three times with the fuel to be sampled to remove any residual chemicals on the inner surfaces. Note: Laboratory preparation of sample bottles/cans should include rinsing with aviation fuel of known quality that is within specification. It is not recommended for sample containers to be washed using detergents owing to difficulties in ensuring that detergent residues are removed. 4.1.5

Equipment used to draw samples shall be dedicated to aviation fuel. Sampling equipment fabricated from copper or its alloys shall not be used for sampling jet fuel. Before use, the sampling equipment shall be thoroughly rinsed with fuel to be sampled to remove any residues and / or dust. 4.1.6

Only 100% natural fibre ropes or stainless steel cables should be used when sampling aviation fuel. In both cases, when new they may retain surfactants used in manufacturing and so before their first use they shall be soaked in fuel for at least 12 hours, washed off in fresh, on-grade aviation fuel and then allowed to dry whilst hanging. This will avoid any sample failure due to rope or chain contamination during the sampling process. Note: If metal cables are used for sampling they require bonding to the storage structure. 4.1.7

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All samples should be clearly labelled with the location and source, the date and time of sampling, a unique reference number, the sample type, the grade of fuel, the batch number and a means of identifying who drew the sample. The label shall be printed and filled in with ink that does not run when exposed to either water or hydrocarbon. 4.1.8

Whenever samples are drawn, sufficient ullage shall be left in each bottle or can to allow for safe handling of the sample (usually ca. 5 % of total volume, one inch or 2.5 cm is enough). 4.1.9

4.1.10 A record shall be maintained of all samples taken. 4.2

NORMATIVE DOCUMENTS

4.2.1 Core doc ument s Those involved in sampling shall be familiar with the content of the following standards: ISO 3170 Petroleum liquids - Manual sampling ISO 3171 Petroleum liquids - Automatic sampling ASTM D4057 Standard practice for manual sampling of petroleum and petroleum products ASTM D5854 Standard practice for mixing and handling of liquid samples of petroleum and petroleum products ASTM D4177 Standard practice for automatic sampling of petroleum and petroleum products ASTM D4306 Standard practice for aviation fuel sample containers for tests affected by trace contamination 4.2.2 Standard test methods which make reference to sampling The following standard test methods include sampling instructions in addition to those referenced in 4.2.1. ASTM D5452/IP 423 Standard test method for particulate contamination in aviation fuels by laboratory filtration ASTM D5842 Standard practice for sampling and handing of fuels for volatility measurement ASTM D2276/IP 216 Standard test method for particulate contaminant in aviation fuel by line sampling ASTM D4952 Standard test method for qualitative analysis for active sulfur species in fuels and solvents (Doctor Test) ASTM D2624/IP 274 Standard test methods for electrical conductivity of aviation and distillate fuels 4.3

SAMPLING AND SAMPLES - TERMINOLOGY

To facilitate understanding, the definitions included in Table 1 apply in this publication. Table 1 – Sampling and s amples terminolog y Al l-l evel sam pl e

Au to mat ic sam pl er

sample obtained with an apparatus which accumulates the sample while passing in one direction only through the total liquid height, excluding any free water a device used to extract a representative sample from the liquid flowing in a pipe. NOTE The automatic sampler generally consists of a probe, a sample extractor, an associated controller, a flow measuring device, and a sample receiver.

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Bottom sample Bottom water sample Closed samplin g

Composite sample

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a spot sample taken from the product at or close to the bottom of a tank or container (see Figure 3). a spot sample of free water taken from beneath the petroleum in a tank the process of taking samples within a tank under closed conditions, which does not permit the release of any tank contents or vapour to the atmosphere. a sample obtained by combining a number of spot samples in defined proportions so as to obtain a sample representative of the bulk of the product A composite sample may be prepared from individual samples taken from the same tank or, in the case of marine vessels, all tanks that contain the same material. When a composite is required, it shall consist of proportional parts from each zone if it is for a single tank. If the composite is for multiple tanks, it shall consist of proportional parts from each tank sampled. When a multiple tank composite sample is required, such as on board ships and barges, it may be prepared from the samples from different tanks containing the same material. In order for such a composite tank sample to be representative of the material contained in the various tanks, the quantity from the individual samples used to prepare the composite tank sample shall be proportional to the volumes in the corresponding tanks. In most other compositing situations, equal volumes from the individual samples shall be used. The method of compositing should be documented and care taken to preserve the integrity of the samples. Composites can normally be best made in the laboratory. Therefore, samples to be composited should be submitted to the laboratory along with a list of each tank and the volume represented by each sample. It is recommended that a portion of each tank sample be retained separately (not composited) for retesting if necessary It is possible to obtain three types of multiple tank composites: a) Simple Weighted Composite: where each tank sampled is represented in the final sample by a volume in the same ratio as that tank volume (measured at the time of sampling) is to the total measured in tank volume of all tanks to be used in a particular movement. b) Unweighted Composite (sometimes referred to as an Aggregate Sample): where each tank sampled is represented by an equal volume in the made composite, irrespective of the volume contained and measured within each tank and the total volume under consideration. c) Batch or Parcel Weighted Composite: where account is taken of the volumes that will actually be moved from each tank as a batch is made up. It is common for instance, to leave a working heel in a tank, and not empty it to dryness when a movement is made. Similarly, when small vessels such as barges re being loaded from a single large tank, if

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the tank is layered at all, the average results obtained by making a conventional composite may not fully represent that which is loaded onto each individual barge.

Drain sample Line sample Lower sample Middle sample Open Sampling

Portable sampling devic e (PSD)

Representative sample Restricted sampling

Running sample

Sample handli ng

Skim sample/ surf ace sample Spot sample Still-well / guide pol e / still-pipe / soundingpipe / stand pipe

Suction-level sample / outlet sample

tap sample / tank-side sample

It is important that the compositing process is well documented and fully transparent at each stage of the logistic chain. a sample obtained from the water draw-off valve on a storage tank a sample obtained from a line sampling point drawn while the product is flowing a spot sample taken at a level of five-sixths of the depth of liquid below the top surface (see Figure 3). a spot sample taken at a level of one-half of the depth of liquid below the top surface (see Figure 3). A process of taking traditional samples within a tank via an open gauge hatch or gauging access point. NOTE If the tank ullage space is pressurized, it will normally be necessary to use other (closed or restricted) procedures to avoid de-pressurizing the tank with the consequent loss of volatile organic compounds (VOCs) a housing designed to provide a gas-tight connection to a vapourlock valve, which contains a restricted or closed system sampler and is fitted with a tape or cable winding mechanism for lowering and retrieving the sampler a sample having its physical or chemical characteristics identical to the volumetric average characteristics of the total volume being sampled The process of taking samples within a tank using equipment which is designed to substantially reduce or minimize the vapour losses that would occur during open sampling, but where the equipment is not completely gas-tight a sample obtained with an apparatus which accumulates the sample while passing in both directions through the total liquid height, excluding any free water. Note: For conventional samplers it should be ensured that the container is not full when it returns to the liquid surface. Any conditioning, transferring, dividing and transporting of the sample. NOTE Sample handling includes transferring the sample from the primary sampling device to any secondary container, and the transferring of subsamples to the laboratory apparatus in which it is to be analyzed. (See ASTM D5854 for details). a spot sample taken from the surface of the liquid (see Figure 3). a sample taken at a specific location in a tank or from a flowing stream in a pipe at a specific time a vertical cylindrical pipe built into a tank to permit gauging operations while reducing errors arising from turbulence or agitation of the liquid. NOTE Samples taken from un-perforated or un-slotted still-wells should not be used for custody transfer or quality determination applications a sample taken at the lowest level from which liquid hydrocarbon is pumped from the tank (see Figure 3). NOTE In determining this level, appropriate allowance shall be made for any fittings within the tank such as swing-arm, suction baffle or internal bend. a spot sample taken from a sample tap on the side of a tank. Note tap samples / tank side samples shall always be drawn in such a

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Test p rtion Top sample Ullage Upper sample vapou -lock valv / vapou control v lve

Key 1 top s ample 2 surface of fuel 3 skim sample 4 uppe r sample 5 middle sample

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manner that 1 .5 times t e dead volume betw een the bulk liquid an the sampl e point is rawn off fi st and dis osed of before the sa ple for us / analysi is drawn. On aviatio turbine fuel tanks fitt d with this type of sa ple facility the volum e between the bulk liquid and the sample point shall be marked n xt to each sample poi t. Th portion of a sample or subsample that is introduced into the an lytical test apparatus A pot sampl e obtained 150 mm elow the top surfac of the liquid (see Fig re 3). Th empty capacity left in a fixed volume sample receiver/contaiiner above the liquid s rface a spot sample taken at level of one-sixth of the depth of liquid bel w the top urface (see Figure 1).. a device fitted to the top f vapour-ti ht or pres ure tanks to permit manual meas urement a d/or sampling operat ions to be carried out without los s of pressure.

6 suction level or outlet sample 7 lower sample 8 bot om sample 9 su p sample

Figure 3 – Examp le of spot sample po sitions

4.4

SAMPLIN

TANKS OR BATC ING, CERTIFICATION OR REC ERTIFICA ION

4.4.1 When designing a sampling regiime for a t nk or tan s, due con sideration shall be given t :

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a) Tank design: aviation turbine fuel can layer, stilling wells can, if circulation is slow, hold unrepresentative fuel, and access may be limited. The sampler shall take into account the basic requirement that the sample submitted for test shall be representative of the bulk liquid. b) The test to be performed. As stated earlier certain specific test methods call for samples to be drawn in a special manner or placed into a specific container. This is particularly important when a marginal or failed laboratory test has been reported and a fresh sample is being drawn to validate the finding. c) The commercial agreements to be satisfied. It may be that contractual agreements are in place that require extra samples to be drawn from tanks and either placed on board the ship, retained for a specific time or forwarded to some third party for testing. It is important that the sampler is aware of any such contractual stipulations before the sampling regime is drawn up. 4.4.2

The basic set of samples to be drawn from any bulk fuel storage tank will consist of:

a) Firstly, a spot sample from the water drain taken to establish that all free water has been drained off. b) Either a 1 litre or 1 USQ clear glass bottle from each of the upper, middle and lower levels of the bulk liquid. c) Either a 5 litre or 1 US Gallon running sample drawn and placed into an epoxy lined can. Note, as stated in 4.1.3, such samples should be drawn in duplicate at least, and further sets may be required in line with contractual or other conditions prevailing in the specific circumstances. 4.5

SAMPLING TANKS IN ANY MARINE VESSEL

4.5.1 When designing a sampling regime for a tank or tanks on board a marine vessel, due consideration shall be given to: a) Tank design: on board ships, access may be limited. The sampler shall take into account the basic requirement that the sample submitted for test shall be representative of the bulk liquid. It is important that the sampler appreciates and guards against contamination of samples drawn under closed loading conditions through vapour lock valves as the under deck guide tubes are known to pose issues with respect to both particulates and residual additive contamination. b) The test to be performed. As stated earlier, certain specific test methods call for samples to be drawn in a special manner, or placed into a specific container. This is particularly important when a marginal or failed laboratory test has been reported and a fresh sample is being drawn to validate the finding. c) The commercial agreements to be satisfied. It may be that contractual agreements are in place that require extra samples to be drawn from tanks and either placed on board the ship, retained for a specific time or forwarded to some third party for testing. It is important that the sampler is aware of any such contractual stipulations before the sampling regime is drawn up. 4.5.2 The basic set of samples to be drawn from any marine vessel will consist of either a 1L or 1 USQ, clear glass bottle running sample from the bulk liquid in each tank. If, due to closed loading, running samples cannot be drawn, the Upper, Middle and Lower samples of 500 ml or 1 pint may be substituted. If the vessel or parcel consists of less than four ships tanks, quantities shall be doubled to allow sufficient volumes to be composited. Note, as stated in 4.1.3, such samples should be drawn in duplicate at least, and further sets may be required in line with contractual or other conditions prevailing in the specific circumstances.

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When making up a MTC, running samples from a maximum of seven compartments can be combined. 4.6

SAMPLE TESTING

4.6.1 Fuel quality testing philo sophy a) Full specification testing is normally performed only at the point of manufacture, or where a mixture of several batches is being re-batched and a CoA generated. In a refinery, a batch of fuel is tested against the specification and a RCQ is produced. Provided the integrity of the batch is maintained (e.g. that there has been no contamination with another product), subsequent testing is restricted to ensure that the quality of the fuel has not changed. b) If a batch of aviation fuel is transported in a multiproduct system where contamination with other products is possible, a Recertification Test is performed. This comprises an agreed standard shortened version of the full specification and focuses on parameters sensitive to contamination. The results of recertification testing are compared with the original RCQ(s) or CoA(s) to check that the quality has not changed significantly. This is a more powerful tool for detecting contamination than simply testing against the specification. c) When batch traceability or integrity is lost, for example, when several batches are mixed in a system in unknown proportions, or where more than three batches are added to the heel in a tank (where the heel is less than 3% of the total volume), it is necessary to retest the new batch against the complete specification and produce a CoA. In this case, the presence and concentration of additives is unknown and there is less potential for detecting contamination because the full analysis is compared with the specification rather than with the original analysis. RCQs (and/or CoAs as appropriate) are required to be available for all components that make up the new batch. d) In cases where fuel is transported in dedicated systems to ensure that there should be no chance of contamination, it is necessary to perform only a Control Check (appearance and density) together with conductivity (if SDA is added). The measured density (corrected to the standard reference temperature, usually 15ºC) is compared with the original density of the batch as a confirmation that no bulk contamination has occurred from a breakdown in the QA controls. e) If any test results indicate that the sample does not comply with the applicable specification, or that contamination has occurred, the product shall be immediately quarantined and remain under quarantine until further investigation has established that the quality is satisfactory, or if the product needs to be downgraded. 4.6.2

Sample con tainers

4.6.2.1 Laboratory sample containers Glass or metal, or certain types of plastic container (see ASTM D4306) shall be used for laboratory testing or for retention samples. All containers shall be either new, or in a clean condition. Steel containers shall be of a suitable design, preferably internally lined with a suitable epoxy coating. Aluminium (unlined) containers are also suitable. Plastic containers may be used only after examples of the constructional material have been confirmed to be compatible with the product(s) to be stored (in accordance with ASTM D4306). New containers should be soaked with aviation fuel prior to their use. Containers, even when new, should be carefully rinsed at least three times with the product to be sampled (in accordance with ASTM D4306); this is critical, particularly in the case of Microseparometer (MSEP) testing. −

− −

− −

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4.6.2.2 Field sampling containers Clear, scrupulously clean (inside and outside) glass jars of at least 1 litre (1 USQ) capacity with wide necks and screw caps should be used for product examination for Appearance Checks. Closed sampling clear glass containers or “visijars” may also be used. To assess bulk contamination by dirt or water a bucket may be used, which should be manufactured from good quality stainless steel or lined with white enamel. The enamel lining shall be no thicker than 2mm (0.08”) in order to allow static charges to dissipate. Buckets shall be equipped with an effective bonding cable and clip. 4.6.3 Packaging for air transpor t Containers for the transportation of samples by air shall be of an International Civil Aviation Organisation (ICAO) approved design and shall be dispatched in accordance with the latest edition of the ICAO Technical instructions for the safe transport of dangerous goods by air and IATA Dangerous goods regulations. 4.6.4 RCQ testi ng RCQ testing covers all tests required by the relevant fuel specification. Sample quantity required: Jet Fuel: 8 litres (2 USG) minimum (Upper, Middle, Lower samples x 1 litre (1 USQ) each, +5 litre (5 USQ) composite) Avgas: 25 litres (7 USG) (Upper, Middle, Lower samples x 1 litre (1 USQ) each, +composite) 4.6.5 CoA test ing CoA testing covers all tests required by the latest issue of the relevant specification. Sample quantity required: Jet Fuel: 8 litres (2 USG) minimum (Upper, Middle, Lower samples x 1 litre (1 USQ) each, +5 litre (5 USQ)composite) Avgas: 25 litres (7 USG) (Upper, Middle, Lower samples x 1 litre (1 USQ) each, +composite) 4.6.6

Recertific ation testing

Recertification Test requirements are as shown in Table 2. Sample quantity required: Jet Fuel: 8 litres (2 USG) minimum (Upper, Middle, Lower samples x 1 litre (1 USQ) each, +5 litre (5 USQ)composite) Avgas: 25 litres (7 USG) (Upper, Middle, Lower samples x 1 litre each (1 USQ), +composite)

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Table 2 - Recertif icatio n test r equirements Test

Jet fuel

Avgas

Appearance/Colour

X

X

Saybolt Colour

X

–

Distillation

X

X

Flashpoint

X

–

Density @ 15ºC

X

X

Reid Vapour Pressure

–

X

Freezing Point

X

–

Corrosion (copper)

X

X

Existent Gum

X

X

Lead Content

Note 1

X

–

X

Note 2

–

X

–

Note 3

–

Knock Rating (Motor Method) Lean Conductivity and temperature MSEP Thermal Stability

(1) if contamination with leaded fuel is possible; (2) to be carried out on bulk stock in storage, or immediately after taking a sample from bulk storage. (3) This test shall be performed where, contrary to recommended practice, Jet A-1 is received from ships equipped with copper pipework in their cargo tanks. The results of all Recertification Tests shall be documented in accordance with the forms included as Annex D, and checked to confirm that: the specification limits are met; no significant changes have occurred in any of the properties. − −

If results of Recertification Tests do not meet specification limits, see chapter 5 and Annex E. The results of all Recertification Tests shall be compared with the expected calculated results from a weighted average of the last previous analysis made on the fuel (e.g. with a Refinery RCQ or previous CoA or previous RTC), as well as being reviewed for compliance with the specification limits. If any test results indicate that the sample is outside the allowable test variance, the product shall be immediately quarantined and remain under quarantine until further investigation has established that the quality is acceptable (e.g. by CoA testing) for aviation use, or if it needs to be downgraded to non-aviation use. The check shall be carried out by recording all relevant details on forms of the type shown in Annex D. Acceptable differences are given on the forms.

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In circumstances where more than one new batch is received into a tank: the comparison shall be based on calculated values taking into account the amount of each batch in the tank; if more than three new batches are received into a tank, the contents of the tank shall be tested against all the requirements of the specification to produce a CoA. In such cases no comparison with previous data is required. −

−

4.6.7 Periodi c test Test requirements for the Periodic Test are as shown in Table 3. Sample quantity required: Jet Fuel: 3 litres (3 USQ) minimum (Upper, Middle, Lower samples x1 litre (1 USQ) to make a composite) Avgas: 3 litres (3 USQ) (Upper, Middle, Lower samples x1 litre (1 USQ) to make a composite) Table 3: Periodi c test requirements Test

Jet Fuel

Avgas

Appearance/Colour

X

X

Saybolt Colour

X

–

Distillation

X

X

Flashpoint

X

–

Density @ 15oC

X

X

Reid Vapour Pressure

–

X

Corrosion (copper)

X

X

Existent Gum

X

X

Lead Content

–

X

Knock Rating (Motor Method) Lean

–

X

Note 1

–

MSEP

X

–

Thermal Stability

X

–

Conductivity and temperature

(1) To be carried out on bulk stock in storage or immediately after taking a sample from bulk storage. All results shall be recorded on forms of the type shown in Annex D. Acceptable differences are given on the forms. The results of all periodic tests should be checked carefully against previous analysis reports to confirm that no significant changes have occurred, taking note of the comments for Recertification Testing.

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4.6.8 Testing for presence of FAME in jet fuel Fatty Acid Methyl Ester (FAME), deriving from biodiesel fuel, may be present due to carryover or cross-contamination within the common unsegregated fuel distribution system. A risk assessment shall be undertaken to quantify the potential risk of FAME carryover in all supply chains. Where such assessments indicate that there could be a potential risk of FAME carryover in jet fuel supplies, additional quality assurance procedures shall be introduced to increase control. Where the risks of FAME carryover are assessed to be high and difficult to control with additional quality assurance procedures, testing prior to release (using IP 585 or IP 590) shall be instigated. Note: IP 585 is the primary reference method. 4.6.9

Field tests

4.6.9.1 Appearance check (clear and bright) Aviation fuel shall be checked to confirm that it is of the correct colour and is visually clear, bright and free from solid matter and undissolved water at normal ambient temperature. Test requirements are as shown in Table 4. Sample quantity required: 1 litre after flushing sampling line. Table 4: A ppearance check requirements Test

Jet fuel

Avgas

Colour (visual)

X

X

Solid matter (visual)

X

X

Water (visual)

X

X

The following should be considered for the Appearance Check: Swirling the sample. Creating a vortex concentrates any contaminants in the middle of the bottom of the jar, facilitating the assessment. Colour. The colour of jet fuels may vary, usually in the range from water white to straw yellow. The various grades of aviation gasoline are dyed to aid recognition. Undissolved water (free water) will appear as droplets on the sides, or as bulk water on the bottom, of the sample jar. In jet fuel it can also appear as a cloud or haze (suspended water). Solid matter (particulate matter), generally consisting of small amounts of rust, sand, dust, scale etc., suspended in the fuel or settled out on the bottom of the jar. The terms “Clear” and “Bright” are independent of the natural colour of fuel. “Clear” refers to the absence of sediment or emulsion. “Bright” refers to the sparkling appearance of fuel having no cloud or haze. −

−

−

−

−

In addition to the Appearance Check, chemical water detectors can be used for the detection of free water. Only those detectors listed in IATA Guidance Material should be used. For further information see EI 1550 Handbook on equipment used for the maintenance and delivery of clean aviation fuel. 4.6.9.2 Control check This is an Appearance Check plus fuel density determination. The Control Check is carried out to confirm that no bulk contamination has occurred, by comparison of the density result with the value shown on the documentation (corrected to standard temperature conditions). The two values shall not differ by more than 3 kg/m 3. If they do, then contamination should be suspected and the matter shall be investigated.

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4.6.9.3 Membrane filtration test This test shall be carried out and evaluated in accordance with ASTM D2276/IP216 or ASTM D5452 using the colour standards incorporated in those methods. Colour shall be recorded on a wet and dry basis. For further information see EI 1550. Double (matched weight or preweighed) 0.8 micron membranes are used for gravimetric tests. Colorimetric tests are normally performed with a single membrane. Double (unweighed) colorimetric membranes may also be used in certain circumstances. The quantity of fuel passed through the membranes used in both colour and gravimetric determinations shall be 5 litres (5 USQ). 4.6.9.4 Conductivity test This test shall be carried out in accordance with ASTM D2624 or IP274 procedures, using a suitable conductivity meter.

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5 LABORATORIES 5.1

LA BORATORY QUALITY ASSURANCE REQUIREMENTS

Appropriate quality assurance processes for laboratory activities are detailed in a large number of standards, as listed in Part A of EI Guidance on development, implementation and improvement of quality systems in petroleum laboratories . Specific requirements for petroleum laboratories are described in Part B of EI Guidance on development, implementation and improvement of quality systems in petroleum laboratories ; and ASTM D6792 Standard practice for quality system in petroleum products and lubricants testing laboratories. Laboratories engaged in the testing and certification of aviation fuels shall adopt quality control and assurance standards establishing and maintaining a documented quality system that is appropriate to the testing facilities. To support the documented system the laboratory should: comply with EN ISO/IEC 17025 on General requirements for the competence of testing and calibration laboratories; and participate in external quality assurance schemes (EQA). −

−

In addition to establishing and maintaining a documented quality system that is appropriate to the testing activities, the laboratory shall: a) b) c) d)

e) f) g) h) i)

j)

k)

Have managerial staff with the authority and resources needed to discharge their duties and meet the requirements of the standards in the quality manual. Have a technical manager or leader who is accountable for technical operations. Specify and document the responsibility, training and authority of all personnel who manage, perform or verify work affecting the validity of the aviation fuel analysis. Have written job descriptions for personnel: to include responsibilities, duties and skills; have a documented training programme for qualifying all technical laboratory personnel, and have a documented programme to ensure technical qualifications are maintained through continuing education. Maintain records on the relevant qualifications, training, skills and experience of the technical personnel involved in all aspects of aviation fuel testing and certification. Follow written analytical procedures approved by the laboratory management/technical manager. Have a standard operating protocol for each analytical technique used that follows current editions of the methods detailed in the relevant fuel specification. Use equipment suitable for the methods employed and as detailed in the relevant fuel specification. Follow a documented programme to ensure that instruments and equipment are properly maintained. New instruments and equipment, or instruments and equipment that have undergone repair or maintenance, shall be calibrated before being used in testing of aviation fuel. Written records or logs shall be maintained for maintenance service performed on instruments and equipment. Participate in comparative testing through statistically meaningful cross check/correlation schemes such as those run by the EI and ASTM. This shall include performance assessment by a designated and competent person, and the implementation of measures to improve performance. For further information see EI Guidelines on development, implementation and improvement of quality systems in petroleum laboratories. Record all basic data used to generate a test result.

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l) Have traceable records of any additive quantities reported on test certificates. m) Establish and and monitor the the competency of any sub-contracted sub-contracted third party laboratories. laboratories. For further information, see EI Guidelines on development, implementation and improvement improvement of quality systems in petroleum laboratories laboratories.. 5.2

RCQ TESTING

Certification testing of product from refinery tanks to confirm that the fuel is on specification, and enable the issue of a RCQ, can be carried be out by a laboratory owned/operated by the refinery operator, or by a third party laboratory. However, in all cases the refinery is accountable for the reported results and certification.

5.3

AUTHORISED SIGNATORIES

The laboratory shall implement a documented process for authorising signatories for reports/certification reports/certification for aviation fuel analysis for release to clients/third parties. The key requirements of the process are: Having a documented documented process for qualification qualification as an an authorised authorised signatory Needing to maintain an up to date Data Release Signature Register Having an auditable record of a checking/validation checking/validation procedure.

− − −

For further information see Annex B. For details of electronic signatures see 9.6.3. 5.4

TEST METHOD VAL IDATION

Test Method validation confirms that the analytical procedure employed for a specific test is suitable for its intended use. For all methods the laboratory shall satisfy itself that the degree of validation is adequate for the required purpose, and that the laboratory is able to match any stated performance data. For routine analysis, a Statistical Quality Control (SQC) plan should be developed. This plan should ensure that the method, together with the equipment, delivers consistently accurate results. It is recommended that SQC should be implemented through LIMS and provide a basis for interactively scheduling, recording and checking analytical results against quality standards. For further information, see EI Guidelines on development, implementation and improvement improvement of quality systems in petroleum laboratories laboratories,, section 5.6 Assuring 5.6 Assuring the validity validity of test results. 5.5

SOFTWARE AND COMPUTER SYSTEM VAL IDATION

Validation of laboratory computer systems and software should be carried out when the software is developed, configured, or customized by the user. For further details on validation for different software and system risk categories see EUROLAB Management of computers and software in laboratories with reference to ISO/IEC 17025:2005. 17025:2005.

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EQUIPMENT CAL IBRATION IBRA TION

Laboratories shall ensure adequate equipment function and performance before and during sample measurement. Laboratories shall have a documented programme for calibration and verification of instruments and equipment. Where available and appropriate, standards traceable to Certified Reference Materials (CRMs) shall be used for the calibration. Where traceability to CRMs is not applicable, the laboratory shall provide satisfactory evidence of correlation of results through check samples and proficiency schemes. For further information on the use of reference materials, see EI Guidelines on development, implementation implementation and improvement improvement of quality systems in petroleum laboratories, laboratories , section 7 The use of reference materials in method calibration, validation and quality control. The frequency of the calibration shall be documented for each instrument requiring calibration. Equipment should be labelled with the status, as well as the dates of last and next calibrations. 5.7

DOCUMENT CONTROL (STANDARDS (STANDA RDS AND SPECIFICATIONS)

Only those test methods specified in the relevant aviation fuel specification shall be used for certification testing. Laboratories shall have in place a process to ensure only latest/current versions of test methods and fuel specifications are used/followed. Note: IP Standard Test Methods and ASTM Test Methods may be updated regularly throughout the year, not only when collectively published in the annual Standard Test Methods volumes. For proper and consistent use, staff shall be provided with access to the latest issue of standards and specification(s). specification(s). Where supplementary instructions, such as use of particular models of instrument or information on local SQC, are to be followed, the laboratory shall ensure that the option chosen will be selected consistently, irrespective of the person doing t he selecting. 5.8

TRAINING

Attaining and maintaining competence competence of staff is critical to ensuring the quality of work being undertaken in the laboratory. Management shall be responsible for ensuring that staff have the appropriate education, qualifications, training, experience and/or demonstrated skills, required to carry out testing, calibration and other skilled tasks. A training procedure procedure shall be established established that that includes: a. An Induction process. b. Identified trainers. c. Detailed individual training and assessment assessment records records for each method method signed signed by trainee and trainer confirming competence. d. A record of what is covered in any training and and applicable applicable training training sample sample results. e. Regular reassessment of individual individual operators to identify identify training training needs. f. Procedures for retraining if method method changes or after issues issues with correlation schemes. g. Levels of competence competence and how each one is achieved: i. Technician

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ii. iii. iv.

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Authorised Signatories Trainer Quality assurance manager

A designated person person shall be responsible responsible for keeping staff training training records up-to-date. up-to-date. For further information, see EI Guidelines on development, implementation and improvement improvement of quality systems in petroleum laboratories, laboratories , section 8 Training and competence requirements requirements of staff. 5.9

RETENTION SAMPLES SAMPL ES

Retention samples are required to be kept by the owners of the facilities. If retention samples are to be kept by a laboratory, sealed, epoxy-lined cans should be used. If bottles are used, they shall be kept in the dark. Retention periods should be established to suit local regulations. As a minimum, retention samples for each tank shall be available for the current and the previous product batch (typical retention periods are 90 days for refineries/laboratories refineries/laboratories and 30 days for direct supply storage installations). Retention samples shall be sealed and clearly labelled with the date, tank and batch number. 5.10

SAMPLE HANDLING AND SAMPLE CONTAINERS CONTAINERS AT LA BORATORIES

In the event that a laboratory receiving samples considers the samples as inappropriate, the customer shall be notified immediately. Procedures shall be established to maintain sample integrity, in particular if portions of the original sample are transferred to other sample containers prior to testing. ASTM D4306 Standard practice for aviation fuel sample containers for tests affected by trace contamination details contamination details the preferred sample containers and their preparation. For further information, see EI Guidelines on development, implementation and improvement improvement of quality systems in petroleum laboratories, laboratories , section 5.4 Sample handling at the laboratory prior to analysis. 5.11

DATA INTEGRITY MANAGEMENT MANA GEMENT

In the event that a laboratory test result does not meet specification, the steps in Annex E, Figure E.1 or E.2 (depending on whether the relevant test method has a precision statement) shall be followed. In the event of a dispute over a reported test value, the guidelines presented in the most recent version of ISO 4259 Petroleum products - Determination and application of precision data in relation to methods of test should test should be used to determine the acceptance or rejection of the sample. Laboratories shall have in place a procedure for investigating and documenting documenting any disputed results. This procedure should require analysis of the data, allocation of resources for corrective actions, and conclusions. 5.12

DOCUMENTATION

As a minimum, Laboratories shall maintain the following documentation relating to the testing of aviation fuel:

41

DRAFT EI/JIG 1530 FOR STAKEHOLDER REVIEW. Copyright © EI & JIG 2012 Please submit any comments to [email protected] by 4 January 2013 − −

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All documentation that supports their quality system; Comparative testing through recognized cross check/correlation schemes such as those run by the EI and ASTM.

A more complete list of documentation and recording requirements is given in 5.1. Where the laboratory has undertaken the issue of either CoA or RTC, all documents required to meet “Traceability” criteria shall be available. These may include: RCQ; CoA; RTC. − − −

Laboratories should be able to support secure electronic distribution of documents through the supply chain.

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6 REFINERIES: MANUFACTURE 6.1

SCOPE AND APPLICATION

This chapter describes the overall philosophy and objectives applying to aviation fuel manufacture, the necessary controls to be put in place, and the precautions to be taken, to ensure that only fully “on-specification” and fit-for-purpose aviation fuel is produced by the refinery and supplied into the downstream distribution system. It is not the intention of this chapter to prescribe, in detail, how to manufacture aviation fuels in a refinery using various processing units. “ ON-SPECIFICATION” Fuel specifications contain a table (or tables) of fuel property requirements, with their minimum and/or maximum allowable values. However, in addition to the table of properties, fuel specifications also contain numerous requirements related to permitted materials (both fuel components and additives), quality assurance, management of change, testing and documentation (traceability), and cleanliness, which are designed to ensure that fuel delivered to aircraft is fit-forpurpose. A dec lar ati on of “ on sp eci fi cat io n” or “ meetin g th e s pec if ic ati on ” co nf ir ms that the various maximum/minimum limits for fuel property tests have been met, and all ot her requirements of t he specification have been satisfied. For refineries manufacturing jet fuel, there is a key question that needs to be asked - is the refinery confident that the product is manufactured to meet the full requirements of the fuel standard or specification (and any additional contractual requirements)? For example: What grade is being supplied? What standard/specification for that grade is being used and is it the latest version? Is/are the manufacturing process(es) suitable? Is/are the manufacturing process(es) operated and controlled in such a way that non-hydrocarbon species (including process additives) are kept out of the fuel? Are only approved additives used? Are they dosed correctly? Are there Management of Change procedures in place to assess the impact of process and feedstock changes? Has the end use of the product been considered? Is there adequate record keeping and documentation? − − − −

− −

−

At every step in the process of manufacturing aviation fuel, the manufacturer should always be aware of the end of use of the product, and of the potentially catastrophic consequences that could ensue from poor quality fuel. The requirements discussed in this chapter apply primarily to the manufacture of the main grades of aviation turbine fuel – Jet A-1 and Jet A. However, the philosophy behind them and the principles invoked apply equally to other grades of aviation jet fuel, and aviation gasoline (Avgas). 6.2

AVIA TION FUEL STANDARDS AND SPECIFICATIONS

Refineries manufacturing aviation fuels shall ensure they have up-to-date copies of the standard(s)/specification(s) against which they manufacture the product(s), and of the laboratory test methods used to certify these products (refer chapter 5). Manufacturing companies shall have a system in place such that whenever there is an amendment to or a

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re-issue of a standard/specification and/or test method, the refinery will be informed of these changes and copies of the latest documents will be supplied to the appropriate production and laboratory focal point(s), together with an explanation of the impact of the changes and the timeframe for their implementation. The principal standards/specifications that apply to aviation turbine fuel manufacture are: DEF STAN 91-91 Turbine fuel, kerosine type, Jet A-1, NATO code: F-35, joint service designation: AVTUR, and ASTM D1655 Standard specification for aviation turbine fuels (covers both Jet A and Jet A-1 grades). −

−

Copies of the specifications cited above can be obtained from the following authorities: DEF STAN specifications Ministry of Defence Directorate of Standardisation Kentigern House 65 Brown Street Glasgow G2 8EX UK Phone +44 141 224 2496 Fax +44 141 224 2503 Website http://www.dstan.mod.uk/ (all DEF STAN specifications are freely available from this web site). ASTM International specifications ASTM specifications are published annually in the ASTM Book of Standards, Section 5 (in printed copy and CD). Copies are available from: ASTM International 100 Barr Harbor Drive West Conshohocken PA 19428-2959 USA Phone +1 610 832 9585 Fax +1 610 832 9555 Website http://www.astm.org/ As civil jet fuel supply arrangements became more complex, involving co-mingling of product in joint storage facilities, a number of fuel suppliers developed a document which became known as the Aviation Fuel Quality Requirements for Jointly Operated Systems (AFQRJOS), Check List. The “Check List” represents the most stringent requirements of the DEF STAN and ASTM specifications for Jet A-1, plus some handling related sections of the IATA Guidance Material Part 3 applicable at time of delivery to aircraft. Thus, any product meeting Check List requirements will also meet either DEF STAN 91-91 or ASTM D1655 Jet A-1 specifications. The Check List is maintained on behalf of the industry by the Joint Inspection Group (JIG) Product Quality Committee, comprising eight of the international aviation fuel suppliers – BP, Chevron, ENI, ExxonMobil, Kuwait Petroleum, Shell, Statoil, and Total. It is used as the basis of their international supply of virtually all civil aviation fuels outside North America. The AFQRJOS Check List can be downloaded from the JIG website (www.jointinspectiongroup.org or www.jigonline.com). Other national aviation fuel specifications exist that are approved by the major engine and airframe manufacturers and are in use in some locations around the world. The choice of

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fuel specification will be determined by the contractual conditions under which the fuel produced in the refinery is purchased and supplied. EI 1530 references DEF STAN 91-91 and ASTM D1655 as its source specifications, but the requirements herein apply whichever aviation fuel specification is employed in a refinery. 6.3

FUEL COMPONENTS USED IN AVIA TION FUEL MANUFACTURE

The fuel specification requirement is that aviation fuel shall consist only of hydrocarbons and approved additives. Specifically, the Materials section of DEF STAN 91-91 (Issue 7) states: ‘Jet fuel, except as otherwise specified in this specification, shall consist predominantly of refined hydrocarbons derived from conventional sources including crude oil, natural gas liquid condensates, heavy oil, shale oil, and oil sands. (Note: conventionally refined jet fuel contains trace levels of materials that are not hydrocarbons including oxygenates, organosulphur and nitrogenous compounds).’ Fuels containing synthetic components derived from non-petroleum sources are only permitted provided that they meet certain requirements defined in the specification (see chapter 11). A large variety of hydrocarbons boiling in the kerosine boiling range can be manufactured in a refinery but not all of these rundown streams may be suitable for jet fuel production. There are no regulatory objections to the following components being used for jet fuel production and they have traditionally been used without major concerns with respect to their being fit for purpose: Straight-run kerosine. Wet treated/chemically sweetened kerosine (e.g. Merox®, caustic treatment). Hydrotreated kerosine (source: straight run or thermally cracked streams). Severely hydrotreated or hydrocracked kerosine. − − − −

Other kerosine range components such as hydrotreated catalytically-cracked components (including heavy catalytically cracked gasoline/naphtha and light catalytically cracked cycle oils), straight run kerosine streams modified by extraction of either paraffins or aromatics, and coker kerosene, while technically permitted under the specification wording, present an increased risk to product integrity if incorrectly handled. The main concerns for the cracked components, and blends which include them, are with their potentially poorer thermal and storage stability (as a result of the degree of unsaturation and hence increased chemical reactivity). This may not manifest itself as an issue until later in the distribution system. Before seeking to utilise previously untested streams in final product, the refinery shall conduct a Management of Change (MoC) process (see chapter 3), to include the generation of data (including long-term thermal stability) necessary for assessment of the suitability of the new component, including its impact on the airframe and engine. Certain synthetic kerosine components are permitted in jet fuel manufacture but only after they have undergone an approval process. Refer to chapter 11 for full details. For fuel manufactured to DEF STAN 91-91 the percentage of each component (e.g. nonhydroprocessed, mildly hydrotreated, severely hydrotreated and synthetic) in a jet fuel blend shall be reported on the RCQ. Ultimately, when a refinery/manufacturer certifies a batch of fuel as meeting the specification, it is taking responsibility for the composition of the batch (and subsequent batching that relies on the RCQ). This is particularly significant when a refinery has imported

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blending components (see 8.2). In DEF STAN 91-91 Annex J there is a clear obligation for fuels to meet the requirements of the specification including showing traceability to the point of manufacture. 6.4

MONITORING OF REFINERY PROCESSES

The continuous and effective monitoring of all refinery processes, including trend analysis, is an essential requirement to ensure that the quality of the aviation fuel produced is always acceptable. In addition, an effective Management of Change (MoC) process shall be employed to assess the effects of proposed changes to refinery processes (involving hardware/equipment, operating parameters, chemical usage, novel feedstocks, etc.). Comprehensive records shall be kept to maintain a link between processing conditions and final product quality. Such records could be of great significance to any investigation of an aircraft incident where fuel quality might be called into question. 6.4.1 Controlli ng ingress of non-hydroc arbons To satisfy the specification requirement that aviation fuels consist solely of hydrocarbons and approved additives; refineries shall ensure that their manufacturing facilities and procedures are such that non-hydrocarbon ingress and carry-over is controlled. These non-hydrocarbon contaminants can be divided into two types: Incidental* materials are chemicals and compositions that can occur in aviation fuels as a result of refinery production, processing, distribution, or storage. Examples are refinery process chemicals, FAME (biodiesel), and copper or other metals in soluble form. They differ from adventitious materials (see the next definition) in that, once in the fuel, they are homogeneous and cannot be easily removed. In refinery processing (and in multiproduct distribution systems), contamination of aviation fuel with trace levels of incidental materials is unavoidable from a practical point of view. However, it is essential to design facilities and to adopt practices to ensure that ingress of incidental material into aviation fuel is eliminated, or minimised as far as practicable. Jet fuel specifications (e.g. ASTM D1655, DEF STAN 91-91) are now beginning to include maximum limits for specific incidental materials (e.g. FAME). Ad venti ti ou s* Material s are solid or liquid contaminants that can be picked up by aviation fuels during storage and handling (including in refineries), and distribution. Examples are rust, dirt, free (undissolved) water, salt and microbiological growths. Other possible sources of particulate contaminants within the refinery include catalyst fines or clay particles carried over from clay treaters. Unlike incidental materials (see the previous definition), which are homogeneous, adventitious materials such as dirt, water and rust are heterogeneous, and can be removed from aviation fuels by appropriate settling and filtration/separation. However, preventing adventitious material contamination in the first place, by implementing appropriate design and construction of facilities coupled with good operational and housekeeping practices in storage and handling, should be the primary objective rather than relying on clean-up further downstream. This is particularly true for microbiological contamination. *Incidental (adj.) not essential; liable to happen *Adventitious (adj.) coming from another source; accidental; casual Contamination with non-hydrocarbon materials within a refinery can occur through either mechanical/hardware or chemical routes, as described in 6.4.2 and 6.4.3.

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Hardware int egrit y

Contamination of jet fuel with incidental or adventitious materials within the refinery can occur due to deficiencies in the hardware. Examples are: Poor housekeeping, including incorrectly fitted tank access chamber covers, worn seals etc. Leakage across heat exchangers due to corrosion Wear debris from pumps Leakage across valves allowing inter-product contamination Undrainable low points in piping leading to contamination with water/rust. Storage and handling facilities that do not comply with chapter 9. −

− − − − −

Refineries shall have an appropriate maintenance and/or monitoring programme in place to ensure hardware integrity so that such contamination does not occur. When changes in refinery hardware/piping are being contemplated, a pre-construction review should be carried out to ensure that unsuitable materials (e.g. copper and zinc) are not used in locations where contact with aviation fuel is likely. 6.4.3 Refinery chemi cals Refinery chemicals and additives used in various manufacturing processes in the refinery are not classed as approved additives for aviation fuel and therefore every effort shall be made to ensure that they do not pass through into the finished product. Some generic examples are shown in Table 5. Table 5 – Generic examples of refinery chemicals Crude: flow/ pour point improvers, desalter chemicals, etc. Process: corrosion inhibitor chemicals (amine based chemicals), chemical scavengers, antioxidants, etc. Leak Tracers: radioactive and non-radioactive tracer chemicals Additives and chemicals in aqueous systems: (DI water / boiler feed water), caustic treaters, etc., which can migrate into the fuel. For currently used additives the probability of breakthrough into the finished jet fuel, and the consequence or impact of the chemicals on fuel performance should have been risk assessed and appropriate control/mitigation procedures established. If chemicals are changed or their concentrations increased, a MoC (chapter 3) shall be carried out. Note that refinery process chemicals, which have been risk assessed and a no-harm level or non-detect level established, are classified as Incidental Materials in aviation fuel specifications. 6.4.4 Process c ontro ls Experience has shown that aircraft fuel-related problems can often be traced back to refinery processing deficiencies. Table 6 shows examples of the fuel properties most likely to be compromised by different refinery processes.

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Table 6 – Impact of refin ery processes on f uel properties Refinery Process Straight-run (untreated)

Hydrotreatment/ hydrocracking

Sensiti ve fuel properties Mercaptan sulphur, acidity, thermal stability, odour, colour water separation properties, conductivity response Salt content

Corrosivity (H2S) Peroxidation Thermal stability

Wet treatments Caustic wash (including use of sweetening unit without reactor step) Merox™ and similar sweetening units Sulphuric acid

Colour Acid/base number (caustic carryover) Water separation properties, colour, conductivity response Salt content

Likely causes Crude selection

Impurities Carryover from salt dryer due to improper operation or maintenance (see Annex F) Insufficient steam stripping. Insufficient or mis-applied antioxidant Insufficient hydrotreatment of cracked components Change of catalyst Insufficient water wash Impurities, surfactant formation Deficiencies in caustic quality. Insufficient water wash. Spent clay treaters (see Annex G). Carryover from salt dryer due to improper operation or maintenance (see Annex F)

6.4.4.1 Hydroprocessing Hydroprocessing is a general term used to describe processes where the combination of a catalyst and high pressure hydrogen is used to remove non-hydrocarbon species (principally sulphur and nitrogen) from jet fuel process streams and to saturate olefins. Specific processes in this category are hydrotreating, hydrofining and hydrocracking.

[GENERIC SCHEMATIC OF HYDROPROCESSOR TO BE ADDED HERE]

Figure 4 – Generic sc hematic of a hydr oproc essor

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The th rmal oxidative stability of jet fue l can degr de in distribution if re active components (such as cracke stocks) have been insufficie tly hydrot eated. Ac cordingly, cracked blending components should be qualifie for inclusion in jet fu l (see 6.3) and controlled with defined operating nvelopes nd quality monitoring.. Severe hydrotreating can reduce the lub ricity of jet fuel and this can resul t in excessive wear in aircr ft fuel pu ps and co trols. Seve rely hydro rocessed omponent are defin d in the DEF S AN 91-91 specification as thos e petroleu derived ydrocarbo ns that ha e been subjected to a hydrogen par tial pressu e of great r than 7 000 kPa (7 bar or 1 15 psi) during manufactu e. Althoug the fuel pecifications permit the use of Lubricity I proving Additiv (LIA) to r mediate l w lubricity resulting f om severe hydotreat ent, this approach is not referred b cause LIAs, being su rface activ chemical , are easil y lost from the fuel during downstrea distribution. The p referred method for emediation is to ba k blend straight-run kerosi e, which ill contain aturally occurring species that i part lubricity to the fuel. The BOCLE test (ASTM D5001) ca be used to monitor j t fuel lubri ity. 6.4.4.2 Wet treatment

Wet tr atments include “sw etening” p rocesses r simple “ ashes” to remove i purities from straight-run rocess str eams and neutralise acidity. Sw etening p ocesses employ a catalys suspende in a caus ic solution in a reacto vessel to onvert me captans (which are the source of bad odour and orrosivity i n the fuel) into relativ ly harmles s disulphid s. If the feedstock does n t require weetening , the proc ssing unit can be op erated wit out the reactor stage as a simple caustic wash. One of the most idely used sweetening process is the caustic based M erox™ (M rcaptan Oxidation) proces , which has a long hi tory of producing satisfactory qu ality jet fuel. Merox treated kerosine where ca stic is re laced by ammonia has led t problem during subsequent aviation fuel transportation and is therefore no acceptablle for avia ion fuel produc ion due to mmonia c rry-over in to the finis ed produc .

Figure 5 – Generi c sch emat ic of wet t eatment p rocess

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It is essential that the wet treatment unit and its ancillary components (e.g. salt dryer, clay treater) be managed and operated exactly in accordance with specific instructions of the unit manufacturer. Deviations from the recommended unit operating parameters can lead to product quality problems. For sweetening units, proper caustic addition to the reactor is critical in preventing carryover of the caustic beyond the settling stage, even with a water wash step directly downstream. The degree of recycling of used caustic also needs to be carefully controlled. Monitoring caustic treating effectiveness helps meet clay treater feed MSEP targets (see Annex G). 6.4.4.3 Salt dryer management Refineries with processes involving a salt dryer step are at risk of delivering fuel containing dissolved salt in water (which can precipitate out as particulate contamination, or degrade the performance of downstream filtration) unless they are managed effectively. There have also been well-documented examples of salt carry-over onto aircraft with serious consequences for aircraft fuel system performance (refer to International Air Transport Association: Guidelines for Sodium Chloride Contamination Troubleshooting and Decontamination of Airframe and Engine Fuel Systems. 2nd edition, February 1998) . There is currently no requirement in the jet fuel specification to test for salt; however refineries should have systems in place, e.g. monitoring of salt dryer operation, periodic testing of fuel samples, etc. to ensure that salt content does not exceed a defined limit (see Annex F). Refineries shall ensure that only salt types and grain sizes that are recommended by the unit manufacturer are used. 6.4.4.4 Clay treater management Clay treaters are commonly used to remove low levels of surfactant materials that might stabilize water emulsions and/or disarm coalescers in the distribution and supply system. Active clay also removes thermally unstable hetero-compounds such as pyridines and quinolines and can improve Saybolt colour. Although polar materials prefer to adsorb onto clay, they can be released by the presence of materials having greater polarity. Proper function of a clay bed requires dry fuel and therefore clay treaters are often preceded by salt dryers. Performance is primarily monitored by measuring the MSEP upstream and downstream of the clay treater. The MSEP should be higher downstream unless the value is about 98 or higher for the upstream value, where it is acceptable for the upstream and downstream values to be the same. For further information see Annex G. Refineries shall only use clay types recommended by the unit manufacturer. 6.4.5 Process moni torin g Table 7 provides a list of the laboratory tests that are typically undertaken to monitor the effectiveness of the refining process. For example, if the amount of sulphur, nitrogen or water has increased there may be a processing or feed related change that requires attention. If undetected, this may lead to a product quality issue. Obtaining such baseline information will make it easier to troubleshoot in the event of a product quality problem. Where a processing unit is brought into Aviation fuel service from a different product, a documented procedure shall be in place and additional product testing may be required. It is recommended that these measurements are obtained from samples taken downstream of the processing units.

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Table 7 - Laboratory Data for Monitori ng of Refinin g Processes Test

Typical Frequency

MSEP

3/week

Colour

1/week

Water (Karl Fischer)

1/week

Nitrogen

1/week

Basic Nitrogen

1/week

Sulphur

1/week

Mercaptan sulphur

1/week

Thermal stability

1/week

Acidity

1/week

Metals

1/month

Note: During a process upset condition or product specification failure, testing may become more frequent. Also, for refineries running variable crude slates or more challenging crudes, the frequency of testing may need to increase. 6.4.5.1 Troubleshooting The following are recommended checks based on results obtained from samples taken downstream of processing units. If MSEP is low check the following: 1. Acidity of the feed versus unit outlet 2. Colour of the feed 3. Dryer operation and water content of the feed and product of the clay t reater 4. Caustic treat ratio 5. Nitrogen content (including basic nitrogen) If the product is failing thermal stability check the following: 1. Contaminants (organic nitrogen or oxygen, surfactants, etc.) 2. Olefins/diolefins 3. Metals contamination (specifically copper) 4. Changes in upstream processing that would affect items 1-3 5. Unhydrotreated cracked stocks entering the jet fuel pool (e.g. nitrogen compounds in distillate fractions from coker units are notoriously deleterious) If the fuel has poor colour or poor colour stability: Normally the colour of jet fuel ranges from water white (colourless) to straw/pale yellow. Other fuel colours may be the result of crude oil characteristics or refining processes. If unusual colours are produced at the point of manufacture, this should be noted on the batch certificate to provide information to downstream users. Unusual colours such as pink, red, green or blue, that do not significantly impact the Saybolt Colour number, should also be investigated to determine the cause. Note: The Saybolt Colour test measures depth of colour, not tint. There is currently no numerical limit for Saybolt colour in jet fuel specifications. However, some pipeline companies do have their own minimum specification. Also, users may be inclined to refuse unusually-coloured fuel at point of delivery.

−

−

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Colour can be a useful indicator of fuel quality. Darkening of fuel, a change in fuel colour, or an unusual colour may be the result of product contamination or instability. Changes in Saybolt Colour from the original RCQ for the batch would usually be cause for investigation as follows: Initial Saybolt Colour at Point of Manufacture >25 ≤25, but ≥15 <15

Significant Change >8 >5 >3

A particularly dark colour may indicate unstable fuel. −

−

6.5

Usually colour problems stem from the presence of nitrogen species in the product. If colour is a problem, check the following: 1. Nitrogen levels 2. Fresh hydroprocessing catalysts 3. Some Antioxidants when exposed to UV light (quinone formation) 4. Cracked stocks entering the jet fuel pool If the fuel has high acidity check the following: 1. Acidity of the feed 2. Caustic treat ratio SLOPS PROCESSING OR RECYCLING OF OFF-GRADE MATERIAL

Setting strict rules for slops processing is very difficult because of variations in refinery configuration and slops composition. It is the responsibility of the refinery to define procedures that ensure that finished fuels meet the specification requirements and are fit-forpurpose as defined in 6.4.5.1. Particular attention should be paid to the increasing volumes of oxygenate-containing biofuels (ethanol, FAME) in the system. Processing refinery, or chemical slops or recycling off-grade fuels that are defined as ‘natural hydrocarbons’ may be permitted when producing jet fuel, but shall be assessed on a caseby-case basis. This demonstration shall include a risk assessment that examines the likely impact on the aviation turbine fuel produced. An acceptable risk assessment involves knowing the nature of the slops, their concentration in the crude and an estimate of how it may affect jet fuel production. Documentation of the risk assessment shall be kept. Chemical slops may contain oxygenates which may affect water shedding properties and, secondly, chemical slops may not be products derived from ‘conventional sources’ of hydrocarbons and may contain unknown elements. Some gasoline components may be high in aromatics, which can cause discolouration of jet fuel, and are not recommended. In practice, some refiners limit the proportion of slops to 3%v on crude to avoid metal poisoning of catalyst systems. Refineries are also advised to be extremely cautious when processing marketing returns which may contain trace chemicals and unapproved additives used in marketing operations (e.g. lead, oxygenates, bio-fuel components, cracked components, silicones). 6.6

ADDITIVES USED IN AVIA TION FUELS

For details of additives used in aviation fuels, refer to chapter 7.

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6.7

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DOCUMENTATION

As a minimum, refineries shall maintain the following documentation documentation relating to the production of aviation fuel: Crude acceptance matrix; Process unit controls including change history book; Rundown controls (including schedule of testing); Management of change and risk assessments including process additive additive registrations registrations (see chapter 3), and Authorised signatories for refinery processes works* * An authorised signatory shall be part of a delegated control system as defined by the refinery manager/operator manager/operator − − − −

−

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7 ADDITIVES USED IN AVIATION FUELS 7.1

SCOPE

This chapter provides guidelines on the use of aviation fuel additives during the refinery production of aviation fuel batches and, when necessary, subsequent additions in downstream supply installations. Guidance is given on the controls that shall be set up and the procedures that shall be adopted to ensure that the correct additive is added at the appropriate concentration. This chapter does no t address the usage of process chemicals/additives used during the manufacture of jet fuel in a refinery and the attendant risk of carryover into finished fuel batches. This important aspect is covered in chapter 6. 7.2

INTRODUCTION

Chemical additives can be used in jet fuels for one of two reasons: a) to prevent degradation degradation of the fuel itself itself (e.g. the use of antioxidants antioxidants to prevent prevent oxidation) b) to enhance a particular particular fuel property property (e.g. the use of static dissipater dissipater additive to increase increase electrical conductivity) Some aviation fuel additives are added only in refineries (e.g. antioxidants) while other additives may be added in the refinery or further downstream in supply installations (e.g. static dissipater additive). additive). In either case, the same same rules apply. apply. The use of additives in aviation fuels is carefully controlled and limited because of the potential for undesirable side effects. Under certain circumstances additives can affect the ability to maintain fuel cleanliness during shipment and handling, or may adversely impact the aircraft fuel system and turbine engine operation or maintenance. Only qualified additives of defined composition and amount approved by the airframe and engine manufacturers, and cited by the relevant fuel specification authority, may be used. Note, additives are identified by their appropriate RDE/A/XXX number cited in DEF STAN 91-91. At the point of addition, the amount of additive added shall be recorded in the appropriate documentation. Additives not listed in the appropriate aviation fuel specification are not permitted. Specifications define the requirements for additives in the following manner: Mandatory - Shall be present between defined minimum and maximum concentration or property limits. Optional Optional - May be added up to maximum concentration concentration or property limits. By Agreement Agreement - May be added only with agreement of the user/purchaser within specified limits.

−

− −

The International fuel specifications are very prescriptive on what additives can be used and how they should be added to the fuel (e.g. see clause 4 of DEF STAN 91-91). Refineries, and supply installations that inject aviation fuel additives, shall have a system in place that ensures that only approved additives are used, and that the correct dosage rates are adhered to. The method of addition shall be covered by appropriate on-site procedures (this includes ship tanks). The procedures shall also cover control of the quantity and type of material

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used, with timely reconciliation of volume used to confirm addition rate. A system of additive batch recording shall shall be in place to allow traceability of additive batches in the finished aviation fuel. 7.3

TYPES OF ADDITIVE

7.3.1 Antioxidants Antioxidants are added to aviation fuel to prevent peroxidation during storage. Straight-run fuels do not normally require the addition of antioxidant additive because they tend to contain naturally occurring antioxidant species. These species are removed from the fuel during hydroprocessing, leaving the fuel vulnerable to peroxidation. Consequently, antioxidant additives are normally added only to hydroprocessed fuels. Antioxidants are mandatory in Jet A-1 certified to DEF STAN 91-91 but optional in Jet A/Jet A-1 certified to ASTM D1655, for fuel components components that have been hydro-processed hydro-processed (i.e. manufactured using a catalytic hydrogen process such as hydro-treating, hydro-fining, hydro-cracking, hydro-cracking, etc.). Antioxidants are mandatory in synthesized components as defined in the ASTM D7566 specification. Antioxidants shall always be added after hydro-processing hydro-processing or synthesizing as near to the point of manufacture (at plant rundown) as possible (this is a specification requirement for Jet A-1 meeting DEF STAN 91-91 and for synthetic components as defined in ASTM D7566), and definitely before the fuel has had a chance to meet with oxygen, e.g. in the component component rundown tank. The purpose of this requirement is to prevent the initiation of the free radical chain reactions which lead to peroxide formation in the fuel. Later addition of antioxidant, when these chain reactions may have already started, is of limited effectiveness. Where a finished fuel comprises a blend of several different components, the requirement for mandatory addition of a qualified antioxidant at a concentration of 17.0 to 24.0 mg/L applies only to the portion of the blend that has has been hydro-processed. hydro-processed. For fuel (or fuel component) component) which has not been hydro-processed, addition is optional but shall not exceed 24.0 mg/L. These concentrations do not include any solvent used to dissolve the active ingredient. The antioxidants listed below are qualified qualified for use in Jet A/Jet A-1: 2,6-ditertiary-butyl 2,6-ditertiary-butyl phenol [Qualification ref: RDE/A/606] 2,6-ditertiary-butyl-4-methyl 2,6-ditertiary-butyl-4-methyl phenol [Qualification ref: RDE/A/607] 2,4-dimethyl-6-tertiary-butyl 2,4-dimethyl-6-tertiary-butyl phenol [Qualification ref: RDE/A/608] 75% min. min. 2,6-ditertiary-butyl 2,6-ditertiary-butyl phenol, phenol, plus 25% max. max. mixed tertiary tertiary and tritertiary-butyl tritertiary-butyl phenols [Qualification ref: RDE/A/609] 55% min. 2,4-dimethyl-6-tertia 2,4-dimethyl-6-tertiary-butyl ry-butyl phenol, plus 15% min. min. 2,6-ditertiary-butyl-4 2,6-ditertiary-butyl-4-methyl -methyl phenol; remainder as monomethyl and dimethyl tertiary-butyl phenols [Qualification ref: RDE/A/610] 72% min. 2,4-dimethyl-6-tertiary-butyl 2,4-dimethyl-6-tertiary-butyl phenol, phenol, 28% max. monomethyl monomethyl and dimethyldimethyltertiary-butyl phenols [Qualification ref: RDE/A/611]

− − − −

−

−

Antioxidants have have no known side effects that adversely adversely affect fuel properties. properties.

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7.3.2 Static dis sip ater addit ive (SDA) Static Dissipater Additive (SDA), also known as antistatic additive or conductivity improver additive, is used to increase the electrical conductivity of the fuel, which enables rapid dissipation of electrostatic charge generated during fuel movement. The use of SDA is mandatory to meet the electrical conductivity requirements of Jet A-1 certified to DEF STAN 91-91 (and the Joint Fuelling System Checklist) at point and temperature of delivery to the aircraft. SDA may be used by agreement in Jet A/Jet A-1 certified to ASTM D1655. Historically, it was always recommended that SDA should be added in refineries during production. More recently, problems with excessive conductivity loss (especially on ships fitted with inert gas systems) and the need to meet MSEP requirements, have highlighted the benefit of dosing the additive further downstream (see Annex H). Refineries may, with the agreement of the receiving company, supply product without SDA but the RCQ shall clearly state that ‘this product meets the specification for all properties except conductivity’. Only one SDA is approved for use in Jet A/Jet A-1: Stadis® 450 [Qualification ref: RDE/A/621] manufactured by Innospec LLC. Note: another SDA is currently undergoing the industry approval process. If approved and a new RDE/A/ number has been allocated to it, it will be equally suitable for use. SDA may be added at a maximum initial concentration of 3.0 mg/L, up to a cumulative maximum of 5.0 mg/L. When SDA is used, it is recommended that the initial amount added does not exceed 1.0 mg/L, which should result in a fuel conductivity meeting the specification limits of 50 – 600 pS/m. When doping product with SDA, refineries should take into account normal depletion of conductivity that may occur as the product passes through the distribution system from the refinery to the airport. It is recommended that refineries aim for a conductivity in the range 250 to 300 pS/m (or higher, depending on the mode and duration of transfer to the airport terminal) at the point of batching of the tank and at the delivery temperature of the product at the refinery. The level targeted should ensure Jet A-1 at entry into airport storage is >100 (or >150 pS/m depending on the layout of the airport, e.g. hydrant or refueller) and therefore reaches the aircraft above the 50 pS/m minimum required by the specification. In certain circumstances, it may be necessary to make further additions of SDA to Jet A-1 at intermediate supply installations or terminals. For details on how this is controlled, refer to 7.9. For further information see Annex H. Conductivity normally increases with temperature. Consideration of the temperature effect should be given to the question of whether the delivery temperature is likely to be significantly different from the sample storage/testing temperature. In cases of dispute, the conductivity measurement taken in situ in the storage tank shall prevail. SDA is a surfactant and overdosing may degrade the water separation characteristics of the jet fuel. Although at normal dosage rates experience shows that filter/coalescers are not disarmed, low MSEP values may indicate problems. However, it is acknowledged that the ASTM D3948 test method is oversensitive to Stadis 450 and low MSEP values could predict problems where they may not exist; guidance on how to deal with such situations can be found in JIG Bulletin No.14 MSEP protocol. The surface-active nature of SDA may also clean up distribution systems by dispersing dirt or rust previously attached to the pipework. In this way high levels of finely dispersed rust can be produced which can cause filtration problems downstream.

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It should also be noted that maximum loading velocities into road and rail tankers for aviation fuels, both with and without SDA, should be in accordance with the constraints laid down in the EI Model Code of Safe Practice Part 21 Guidelines for the control of hazards arising from static electricity, or API RP 2003 Protection against ignitions arising out of static, lightning, and stray currents to avoid hazards related to electrostatic charging. 7.3.3 Metal deactiv ator addit ive (MDA) Metal Deactivator Additive (MDA) [Qualification ref: RDE/A/650] may be added to jet fuel where dissolved trace catalytic metals, notably copper, have caused the fuel to fail the ASTM D3241 Standard test method for thermal oxidation stability of aviation turbine fuels (often referred to as the Jet Fuel Thermal Oxidation Test). MDA comprises N,N’disalicylidine-1,2-propanediamine, a chelating molecule that wraps itself around trace metal atoms in the fuel and thus shields the fuel from their catalytic propensity. The use of MDA is optional and experience has shown that a dosage rate of 1.0 mg/L or less (active ingredient) is usually sufficient to recover thermal stability – successive higher treat rates can be used as necessary, but shall not exceed 2.0 mg/L. Cumulative addition of MDA shall not exceed 5.7 mg/L active ingredient. Where the thermal stability fails the specification limit, the refinery should determine whether the cause is due to metal contamination by analysing the fuel for trace levels of Copper, Cadmium, Iron, Cobalt and Zinc. Where metallic contamination is unproven, i.e. below 10 ppb, it is NOT recommended to use MDA to recover the thermal stability unless a clear explanation is found for the failure. However, MDA may be used to recover thermal stability provided that the Thermal Oxidation Test is determined before and after MDA addition and reported on the test certificate. Prior to MDA addition, a laboratory blend of the fuel with the proposed level of MDA should be made and a Thermal Oxidation Test carried out to confirm the effectiveness of this addition. 7.3.4 Lubric ity impro ver additive (LIA) The use of Lubricity Improver Additive (LIA), formerly known as Corrosion Inhibitor/Lubricity Improver (CI/LI), is optional in commercial jet fuel to improve the lubricity of severely hydroprocessed fuel components. However, it may not be a practical solution to inject LIA in the refinery to correct poor lubricity because the additive may be depleted from the fuel by adsorption onto tanks and pipeline walls in the downstream distribution system before it reaches the aircraft. A preferable solution, where necessary, is to improve the lubricity of severely hydroprocessed fuel by blending in the refinery with other, higher lubricity, components such as Merox processed or other straight-run kerosine. Lubricity improver additives are controlled by MIL-PRF-25017 and DEF STAN 68-251. Both of these specifications have an associated Qualified Products List (QPL). The use of LIA is mandatory in military grades of fuel covered by specifications MIL-DTL83133, MIL-DTL-5624, DEF STAN 91-87 and DEF STAN 91-86.

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Jet Fuel Lubricity Aircraft and engine fuel system components and fuel control units rely on the fuel to lubricate their moving parts. The effectiveness of a jet fuel as a boundary lubricant in such equipment is referred to as its lubricity. Differences in fuel system component design and materials result in varying degrees of equipment sensitivity to fuel lubricity. Similarly, jet fuels vary in their level of lubricity. In-service problems experienced have ranged in severity from reductions in flow to unexpected mechanical failure leading to in-flight engine shutdown. Because of the chemical and physical properties of jet fuel, it is a relatively poor lubricating material under high temperature and high load conditions. Severe hydro-processing removes trace components resulting in fuels which tend to have lower lubricity than other fuels, such as straight-run, wet-treated, or mildly hydrogen treated fuels. Certain additives, for example corrosion inhibitors, can improve the lubricity and are widely used in military fuels. They have occasionally been used in civil jet fuel to overcome aircraft problems but only as a temporary remedy while improvements to the fuel system components or changes to fuels were achieved. Because of their polar nature, these additives can have adverse effects on ground based filtration systems and on fuel water separation characteristics. Filter/water separator elements qualified to EI 1581 5 th edition are more resistant to the surface active effect of the LIA. Some modern aircraft fuel system components have been designed to operate on low lubricity fuel. Other aircraft may have fuel system components which are sensitive to fuel lubricity. In these cases the manufacturer can advise precautionary measures, such as use of an approved lubricity additive to enhance the lubricity of a particular fuel. Problems are most likely to occur when aircraft operations are confined to a single refinery source where fuel is severely hydro-processed and where there is no co-mingling with fuels from other sources during distribution between refinery and aircraft. ASTM Test Method D5001 (BOCLE) is a test for assessing fuel lubricity and is used for in service troubleshooting, lubricity additive evaluation and in the monitoring of low lubricity test fluid during endurance testing of equipment. However, because the BOCLE may not accurately model all types of wear which cause in-service problems other methods may be developed to better simulate the type of wear most commonly found in the field.

LIA may be blended into Jet A-1 in accordance with DEF STAN 91-91 without prior customer notification to correct a lubricity problem, but use of these additives in Jet A/Jet A-1 in accordance with ASTM D1655 is by agreement of the purchaser. The lubricity improver additives cited here are qualified for use in Jet A-1*. This qualified product list shows concentrations for each additive that provide acceptable lubricity properties while minimizing effects on water separation properties. − − − − −

HITEC 580 [Qualification ref: RDE/A/661]: Innospec DCI-4A [Qualification ref: RDE/A/662]: Innospec DCI-6A [Qualification ref: RDE/A/663]: Nalco 5403 [Qualification ref: RDE/A/664]: Tolad 4410 [Qualification ref: RDE/A/665]:

58

Dosage rate: 15 – 23 mg/L Dosage rate: 9 – 23 mg/L Dosage rate: 9 – 15 mg/L Dosage rate: 12 – 23 mg/L Dosage rate: 9 – 23 mg/L


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Tolad 351 [Qualification ref: RDE/A/666]: Dosage rate: 9 – 23 mg/L Unicor J [Qualification ref: RDE/A/667]: Dosage rate: 9 – 23 mg/L Nalco 5405 [Qualification ref: RDE/A/668]: Dosage rate: 11 – 23 mg/L SPEC AID 8Q22 [Qualification ref: RDE/A/669]: Dosage rate: 9 – 23 mg/L (For the latest listing of approved LIAs, refer to the appropriate specification’s QPL) − − − −

*For Jet A and Jet A-1 meeting ASTM D1655, only three of the above additives – Hitec E580, DCI-4A and Nalco 5403 – are currently listed as approved. For aviation gasolines, these same additives can be used as corrosion inhibitors to provide protection for avgas storage facilities and for aircraft fuel system components during the sometimes long periods of idleness between flights. 7.3.5 Fuel sys tem ici ng inh ibi tor (FSII) FSII is used to prevent aircraft fuel system blockage by ice formation from water precipitated from fuels during flight. As most commercial aircraft are, with minor exceptions, provided with fuel filter heaters, they have no requirement for the anti-icing properties of this additive, although some operators may use the additive for its biostatic properties. FSII is mandatory only for military grades of jet fuel covered by specifications MIL-DTL83133, MIL-DTL-5624, DEF STAN 91-87 and DEF STAN 91-86, and for certain business jets. The only approved FSII for Jet A and Jet A-1 is diethylene glycol monomethyl ether (diEGME) [Qualification ref: RDE/A/630] meeting the appropriate additive specification, such as Type III requirements of ASTM D4171 Specification for fuel system icing inhibitors, MIL-DTL85470B or DEF STAN 68-252. Where FSII is required, the concentration shall be between 0.10 and 0.15 volume percent. FSII is only sparingly soluble in jet fuel so effective injection/mixing facilities are essential to ensure complete mixing. Undissolved FSII can damage elastomers, tank coatings and other materials in aircraft. Good mixing with fuel requires that the additive has low acid and dissolved water content. FSII is removed from the fuel by free water so it is imperative that fuel storage tanks are effectively drained of water prior to FSII addition and kept free of water thereafter. If a refinery is required to supply fuel containing FSII, it is recommended that any FSII is added using an additive injection system during delivery of the fuel into the transportation system rather than into bulk storage (see 7.9.3.2). The concentration of di-EGME in fuel can be determined using ASTM D5006. This method is suitable for field use. 7.3.6 Biocides Biocides are not approved by DEF STAN 91-91 (or AFQRJOS Check List) and are primarily intended for strictly controlled use in aircraft fuel tanks. If used within a refinery or supply installation, the fuel shall be down-graded to non-aviation use. If microbiological growth is found in refinery or supply installation storage tanks, the preferred approach is to steam clean and/or pressure water wash the tank rather than treat it with biocide (see EI Guidelines for the investigation of the microbiological content of petroleum fuel and for the implementation of avoidance and remedial strategies).

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Biocidal additives are available for use under strictly controlled conditions, usually by the aircraft operator - they are not to be used for preventative maintenance purposes. ASTM D1655 lists biocides as an acceptable additive class; however they are not cited as acceptable additives in DEF STAN 91-91. Biocides are used to kill microbiological growth in hydrocarbon fuels. Owing to the time required for treatment to be effective, biocides are normally used when the aircraft is left standing filled or partially filled with treated fuel, such as during scheduled maintenance. The fuel may then be used by the operator in accordance with both airframe and engine manufacturer’s requirements. In most cases, any treatment other than in the aircraft itself will render the fuel unfit for use and require downgrading or disposal. Two biocide additives have been approved for use – Biobor JF and Kathon FP 1.5. Turbine engine and airframe manufacturers’ service manuals shall be consulted for specific details on approved products and permitted conditions for use. In addition, any restrictions or prohibitions due to local laws and regulations shall be understood before biocide use is considered. As noted in 7.3.5, DiEGME has been found to have biostatic effects in some situations.

7.4

RECEIPT PROCEDURES FOR ADDITIVES

7.4.1 Selection and pur chase As noted previously, only approved additives shall be used. Locations shall have a system in place that ensures that only approved additives are purchased, received and used. Each individual purchase order for each consignment shall clearly state the product required and the specification it shall meet. It is not sufficient merely to state that it is a repeat of a previous order. It is important to state clearly which product is being ordered as many additives are known by trade and common names that are sometimes ambiguous. 7.4.2 Supplier’s quality docum entation Additives shall be accompanied by the supplier’s quality certificate that: confirms that the additive complies with the relevant additive or fuel specification; contains test results verifying that the product meets the specification; states batch details, date of testing, shelf life information and is signed, and if the additive is supplied in diluted form, the vendor/manufacturer shall provide directions for calculating dosage. This information shall be placed on the certificate of analysis or additive quality documentation. − − − −

If the quality documents comply with these requirements, no further testing is required to receive the additive into stock, provided the receipt checks (7.4.3) have been satisfactorily completed. If the quality documents do not comply with these requirements, the product shall be quarantined until any discrepancies are resolved. 7.4.3 Receipt of addit ives Incoming product shall be segregated from other stocks until the following checks have been satisfactorily completed: a) The markings on the containers shall be compared and correspond with the information on the supplier’s quality certificate and delivery papers (batch identification and active ingredient control).

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b) Every container shall be examined for damage or possible contamination during transit. Leaking or damaged containers shall be quarantined. c) If a container is seen to be leaking, receipt shall be refused and the container returned to the supplier. d) With a damaged drum, an assessment shall be made to determine if the damage is acceptable (e.g. small dents), or if it is serious enough to require decanting of the product into a new container. (Note: some additives require special containers and unlined steel may not be suitable, so procedures shall state the type of container to be used for the specific additive). If decanting is not practicable, the damaged container should be returned to the supplier. e) If markings on containers are damaged and indistinct or illegible, the contents shall be regarded as suspect and unless the identity can be unambiguously established, the product shall not be used. Markings still legible but becoming faded or indistinct shall be re-marked. An appropriate Material Safety Data Sheet (MSDS) shall be supplied by the additive manufacturer. Relevant precautions/information on the MSDS, such as potential hazards, personal protective equipment and disposal of unwanted material, shall be incorporated into written procedures and training. 7.5

STORAGE PROCEDURES

7.5.1 Storage of addit ive con tainers The use of well-ventilated buildings is recommended for storage of additive containers. Drums may be stored upright (typically on pallets) provided that they are stored under cover, or stored with drum top covers for not more than 3 months (before release). Where this is not the case, drums shall be stacked on their sides with bungs below the liquid level. The bottom drums shall be held in position (e.g. by wedges) to prevent collapse of stacks. Each additive shall be stored separately to help avoid confusion with any other materials. Product shall be used in rotation according to batch dates, using the oldest first. 7.5.2 Addit ive stor age/injection tanks Tanks for the storage of additives shall be designed, constructed and commissioned in accordance with good engineering practice, and where appropriate with local and national standards. Some additives are aggressive to lining materials, seals and some metals, so the materials used in the construction of the additive tank and injection equipment shall be compatible and suitable for use with the additive. FSII is particularly aggressive to lining materials and some metals. In particular, aluminium shall not be used for the storage of FSII. The tanks shall be appropriately sized and incorporate a stock measurement system, for example an automated gauging system, graduated sight glass or dip stick, a low point drain sampling valve and, where required, desiccant drier tubes. FSII is very hygroscopic and precautions shall be taken to avoid ingress of water into the neat additive storage, e.g. silica gel driers on tank vents. 7.6

INSPECTION AND CLEANING

7.6.1 Containers Containers should be inspected for leakages at regular intervals, preferably monthly. Markings shall be renewed as necessary to maintain clear identity of product and batch.

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7.6.2 Storage/inj ectio n tanks Every six years additive tanks shall be opened, visually inspected and cleaned if required. In addition, they shall be cleaned immediately if there is evidence of accumulation of sediment as disclosed by bottom samples or by the need to clean strainers frequently. Details of inspection and cleaning shall be recorded. 7.7

ADDITIVE SHELF LIFE

Shelf life only applies to originally packed containers under normal storage conditions. The shelf life depends on the additive type. The supplier’s recommendations shall be followed. Where original containers are opened and/or decanted into storage/injection tanks, the potential for degradation and contamination of the additives shall be minimized. This may be achieved, for example, by: appropriate vessel sizing, (additive batch size in relation to throughput); dedicated transfer systems; storage conditions (exposure to sunlight, humidity), and routine sampling including visual assessment should be carried out to confirm that there is no degradation or contamination of the product in storage. If any evidence of contamination is found, the supply of the additive shall be discontinued (refer to 7.6). − − − −

7.8

PERIODIC TESTING

Only FSII requires periodic testing to detect any deterioration in quality. Stadis 450, LIA and MDA are sufficiently stable not to require it. The testing requirements depend on how the FSII has been stored, in accordance with 7.8.1 and 7.8.2. 7.8.1 Sealed con tainers FSII, when stored in its original sealed containers, should retain its quality for a period of at least 12 months in temperate climates and not less than 6 months in tropical climates, and does not need to undergo periodic testing. 7.8.2 Storage/inj ectio n tanks Every six months a sample shall be taken from any FSII storage tank where the stock has been held static, i.e. stock to which no replenishments have been made and irrespective of whether or not any withdrawals have been made. As a minimum the testing in Table 8 is required. Table 8 – Minimum r equirements f or t esting of FSII in storage tanks Test Method Limit Total Acidity, mg KOH/g D 1613 Max 0,09 IP 139 (Note) Relative Density, 20°C/20°C D 891 or D 4052 1,020-1,025 or Density at 15°C, kg/litre IP 189 1,024-1,028 Water Content, mass % D 1364, IP 356 Max 0.10 Note: Weight of sample 50g, and concentration of KOH 0.05 molar 7.9

ADDITIVE DOSING

7.9.1 General Additive dosing is difficult because:

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The additives are more dense and viscous than fuels. Small amounts of additive require blending homogeneously into large volumes of fuel. It is not easy to confirm some additive concentrations and homogeneity in the treated fuel. Conductivity is proportionally affected by fuel temperature; the SDA injection rate may need to be adjusted to compensate for this. Premixing of two or more different additives is strictly prohibited to prevent possible chemical reactions among the concentrated forms of different additives.

Consequently, adequate preparations shall be made to ensure appropriate equipment and site-specific written procedures are in place and training has been carried out. The procedures should cover: ensuring the correct additive is used; ensuring the correct dosage is applied (including a reconciliation procedure); ensuring the additive is added in the appropriate manner (see 7.10.3), and establishing a system of batch recording that allows traceability of additive batches in the finished fuel − − − −

7.9.2 Dosage rate Regardless of additive type or the reason for its addition (whether to achieve a certain performance or to meet a specific requirement of a customer), the amount added shall never exceed the maximum limit of the relevant specification. Some additives are viscous and may be supplied pre-diluted in a solvent to facilitate handling. Others may require pre-dilution to facilitate addition; in this case it shall be ensured that the additive and diluent are thoroughly mixed. The diluent used shall be hydrocarbon and comply with the requirements of the relevant fuel specification. In both cases, it is essential that the dosage of diluted additive provides the correct amount of active ingredient. This aspect shall be included in written procedures to prevent misunderstanding or confusion over how much is to be added. To verify that additive dosing is correct (see 7.2), the quantity of additive(s) used shall be compared with the volume of fuel dosed. Issues to consider include: inclusion of tank heel in calculations correct conversion of volume to mass frequency being timely enough to correct any dosing errors on site before product is released regular monitoring/auditing of the process by management − − −

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The amount(s) of additive(s), including NIL additions, shall be recorded on the RCQ. For downstream additions, additive dosages shall be reported to the purchaser on the batch quality certificates and/or Release Certificates. 7.9.3 Method of addit ion The preferred method of addition of aviation fuel additives is via in-line injection systems comprising additive supply tank and proportioning additive injector. This method provides accurate dosing level and effective mixing compared with other, manual methods. The system shall be designed to automatically dispense the additive at the desired dosage and to shut it down if over- or under-dosing is encountered. The system shall inject the additive before it goes into tankage or, for SDA, LIA or FSII when added during loading, after all filtration vessels in the loading line.

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The simplest and most effective method to control the amount of additive added and to obtain a homogeneous blend in the fuel is injection into a flowing stream of fuel using: a flow-controlled piston pump with variable stroke a meter to measure the amount of additive injected − −

7.9.3.1 Additive injection – General After initial commissioning, the injection equipment shall be tested at regular intervals (typically every 6 months) to verify the correct dosage is being delivered. On completion of commissioning/maintenance/verification, varying the stroke of the injection pump shall be controlled. This may be achieved by sealing/locking of the adjustment control. Note: electrical conductivity is sensitive to temperature variations and adjustments to the controls may be required more frequently when injecting SDA. Controls/procedures shall be used to ensure the additive tank always contains sufficient additive. 7.9.3.2 Additive injection – FSII-specific Owing to its poor solubility in aviation fuel, FSII requires mixers and/or turbulent flow at the point of injection to assure homogeneity. Consequently, for FSII, the only effective method of addition is in-line injection. At the time of FSII injection, the jet fuel and FSII should be as dry as possible to facilitate homogenization. FSII impairs the effective removal of free water from fuel using conventional water removal technology such as two stage filter/water separators and filter monitors with water absorbent elements. If FSII is injected into the fuel at any point upstream of delivery into aircraft, the filter used shall be a filter/water separator type specifically approved for this duty (Category M or M100). Under no circumstances can filter vessels fitted with filter monitor elements (water absorbent elements) be used with fuel containing FSII, owing to interactions between the additive and the water adsorbent media. Note: The addition of FSII may reduce the fuel conductivity. 7.9.3.3 Additive injection – other additives As with FSII, LIA should be added at Supply Installations (and Airports) by in-line injection only. If addition/re-addition of SDA is a regular requirement at an installation, this method shall also be used. This is also the best way to add MDA but, as dosing with MDA is a ‘one-off’ and infrequent occurrence, it is unlikely that suitable injection equipment will be in place. 7.9.3.4 Other methods of addition If additive addition is not a regular requirement and in-line injection is not possible, other methods are acceptable but they may only be used: for SDA and MDA additions provided mixing is good enough to give a homogeneous blend provided satisfactory mixing is confirmed − − −

One of the methods a) to h) shall be used for SDA and MDA additions when continuous inline injection is not possible: a) Add additive preferably as a number of incremental doses during the receipt period on the receipt line or while carrying out a tank to tank transfer

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b) Add the additive via the return line of the quick flush draining vessel while the product is being received. c) Add to the reception tank before receiving fuel. Circulation may be required to obtain a homogeneous blend. d) If fuel in a storage tank needs to be treated and the only option is by pouring the prediluted additive through the top of the tank, extended circulation or mixing will be required to obtain a homogeneous blend. e) If fuel in a ship’s tank needs to be treated during loading, and the only option is by pouring the prediluted additive through the top of the tank, this should be after the first foot of the tank has been loaded. f) For fuel receipts from ships and rail tank cars, add directly to ship/rail tank car compartments before discharge so that turbulence during discharge completes the mixing. g) Where it is found to be necessary to add SDA to individual bridger / rail tank cars, special attention shall be paid to the amount, as the volume of SDA to be added is small and there is an increased risk of overdosing. Prediluted SDA should be added to the compartment prior to loading of the fuel. h) Confirm mixing is satisfactory: - for SDA additions, by measuring fuel conductivity at upper/middle/lower levels in tank - for MDA additions, by carrying out JFTOT on composite of upper, middle and lower samples. Consideration should be given to the need to pre-dilute the required amount of additive with fuel to facilitate mixing. 7.10

FUEL CONTAINING ADDITIVE(S)

7.10.1 Test Methods for measuring additi ve content in fuels 7.10.1.1 SDA The concentration of STADIS 450 in fuel can be measured in the laboratory using an HPLC technique (ASTM D7524/IP 568). The lack of a field test method underlines the need to keep records of SDA additions from refinery to final use to ensure the specification is complied with. 7.10.1.2 FSII The concentration of FSII in aviation fuel can be determined by extracting the di-EGME with water and measuring the refractive index of the water extract (ASTM D5006). The method is suitable for use as a field test for checking that injection equipment is operating satisfactorily. Details of equipment suppliers are given in the test method. 7.10.1.3 LIA Standard test methods are not available for measuring the concentration of these additives in fuel. 7.10.1.4 MDA Standard test methods are not available for measuring the concentration of this additive in fuel. 7.10.1.5 Antioxidant Standard test methods are not available for measuring the concentration of this additive in fuel.

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Since it is not easy, or always possible, to monitor additive dosage rates by measuring additive content in the fuel, it is essential that dosages are verified by reconciliation of volumes of additive used with volumes of fuel dosed. 7.10.2 Segregation and grade marking of f uel cont ainin g FSII or LIA Fuel containing FSII or LIA shall be treated as a different grade, requiring the usual dedication and segregation from all other fuel grades. (Fuel containing SDA or MDA does not normally need to be dedicated/segregated). There are no generally agreed-upon grade names and markings for fuels containing LIA or FSII additives. Grade markings need to be unambiguous and simple. Unless there is a local or national convention, the grade marking for the fuel without additive should be used together with the abbreviated name of the additive, for example: Jet A-1 to which FSII has been added would become “Jet A-1/FSII” Jet A with LIA would be “Jet A/LIA” − −

7.10.2 Material safety data sheets f or addit ive-containing f uels Additives are present in aviation fuels at such low concentrations that a special MSDS for the additive treated fuel is not normally required. FSII is the exception because any water drained from a tank storing fuel with FSII can contain almost 50% FSII. Users, including employees and agents as well as customers, need to be aware of this so precautions can be taken. Appropriate MSDSs shall be available at all locations where FSII additives are present in fuels. In addition, any location involved with the handling or addition of other additives to fuels shall have on-site the MSDSs for those additives. 7.11

RECORDS

Records shall be maintained so that all aspects of additive addition can be checked including confirmation that the correct additive was added in the required amount (including blend and reconciliation records), traceability to a particular container of additive (including additive CoAs) and any calibration of injection pumps. For refinery additions, the amount(s) added shall be recorded on the RCQ. For additive dosing when re-batching at supply installations, the amount(s) added shall be recorded on the CoA. When additive is injected as fuel is dispatched from an installation, the amount added shall be recorded on the Release Certificate.

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8 RECEIPT, BATCHING, CERTIFICATON AND RELEASE 8.1

GENERAL

8.1.1 Batch Quality assurance for aviation fuels is based on two key concepts: batches and traceability. The principle of an identifiable batch and creation of defined batches is a requirement of the international aviation fuel specifications; see, for example, clause 5.1 in DEF STAN 91-91. A batch of fuel is defined as a distinct quantity of jet fuel that can be characterised by one set of test results. It is essential that refineries and storage installations ensure batches are homogenous so that test results are representative of the product supplied. Homogenous is defined as the density not varying by more than 3,0 kg/m³ across the batch. Special care shall be taken to ensure homogeneity of synthetic fuel blends particularly where the component densities are significantly different. Homogeneous batches of the finished product shall be tested against the requirements of the specification. Results shall be reported on the appropriate certificates (RCQ, CoA, RTC). It is not acceptable to average on-line analysis results or use other statistical results in the reporting. 8.1.2 Point of manuf actur e Depending on refinery configuration, product may be blended directly from the production units into a batch tank, transferred from a rundown tank or imported. In any case, once the batch tank is filled, the product shall be fully segregated and allowed to settle before sampling and testing. Sampling shall be in accordance with chapter 4. 8.1.3 Storage ins tallati ons Storage installations receive aviation fuel via diverse supply routes that may be dedicated or non-dedicated. Detailed receipt procedures are outlined in 8.3. As for refineries and other points of manufacture, once the batch tank is filled, the product shall be fully segregated and allowed to settle before sampling and testing. Sampling shall be in accordance with chapter 4. 8.2

REFINERY IMPORT OR RECEIPT

Ultimately, when a refinery/manufacturer certifies a batch of fuel as meeting the specification, it is taking responsibility for the composition of the batch (and subsequent batching that relies on the RCQ). This is particularly significant when a refinery has imported jet fuel or blending components. Sometimes refineries need to import jet fuel or blending components, this can be as a result of: 1. a scheduled or unscheduled shutdown, or 2. a need to supplement production at an operational refinery. Generally these imports are received from marine vessels, in which case the relevant unloading procedures (see 8.3.5) shall be applied.

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As this operation is not regularly carried out, a Management of Change procedure shall be followed, and particular attention shall be given to the selection of the discharge line and connection to the aviation fuel batching tanks. Jet fuel should be unloaded via a dedicated pipeline, however if this is not possible then robust operational procedures shall be implemented in order to manage effectively any risk to jet fuel quality. These operational procedures should provide clear instructions regarding interface management and product sequencing. Each receipt of jet fuel shall be accompanied by the necessary documentation whose conformance shall be verified before receipt. This documentation shall include a RCQ, and if applicable a CoA and/or a RTC, and a RC. The refinery shall verify that the jet fuel to be imported meets the requirements of the relevant aviation fuel specification with particular attention paid to material composition and additive content. There are two possible scenarios for the storage of jet fuel import batches, requiring different batching and certification procedures: 1. 2.

The import batch is mixed in tank with another certified jet fuel batch or batches. The import batch is mixed in tank with an uncertified refinery batch (rundown batch).

Scenario 1: The product shall be subject to a Recertification Test if received via a non-dedicated vessel or a non-segregated system. Alternatively a CoA shall be issued citing a new batch number. Note: It is not acceptable for a RCQ to be issued. The information relating to additive concentration, hydro-processed content and synthetic components (if present) shall be available on the original RCQs (if compliant with DEF STAN 91-91) which will be referenced on the CoA. Scenario 2: A RCQ shall be issued. 8.3

RECEIPT PROCEDURES

8.3.1

Documentation

8.3.1.1 Any transfer of product to and from storage installations shall be supported by a Release Certificate (RC). 8.3.1.2 Each receipt of aviation fuel shall be accompanied by a RCQ, a CoA and/or RTC (whichever is applicable), covering the batch showing the fuel grade and confirming that it meets the relevant specification. Batch number, density and other relevant information may be communicated electronically in advance of the RCQ. A record shall be maintained of the RC etc, and batch number, quantity and receiving tank(s), together with the results of all tests carried out. For fungible pipeline systems (i.e. pipeline systems with multiple input and delivery points where fuel to the same specification is interchangeable) it may not be possible, for each batch delivered ex-pipeline, to provide a CoA which identifies the originating refinery. However, even in this situation, the pipeline operator shall have original RCQs and volume data for all batches entering the system so that the authenticity of all product can be assured.

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Receipt – general

8.3.2.1 At storage installations handling only aviation fuels, each grade should be received via dedicated lines. 8.3.2.2 At storage installations handling multiple products, aviation fuels should be received via dedicated lines. Where this is not possible, aviation fuels shall only be received via segregated, white product cargo lines. Jet fuel should be received via lines reserved for middle distillates (kerosene, gasoil, automotive diesel). Note: if the middle distillate contains bio-components, the requirement for FAME testing shall be assessed (as described in 4.6.8). Aviation gasoline should be received via lines reserved for light distillates (gasoline, special solvents, etc). 8.3.2.3 Wherever possible, product-to-product pumping should be adopted, without the introduction of water to separate products or to clear lines handling aviation fuels. If lines handling aviation fuels have to be left f ull of water, it should be fresh or suitably buffered (pH neutral) water. 8.3.2.5 When receiving multi-product cargoes the discharge sequence should be arranged to minimise the effects of interface contamination of the aviation grades. Leading and trailing product interfaces shall be diverted into non-aviation storage or slop tanks. 8.3.2.6 One or more tanks shall be segregated for receipt of product, checked for water, and any water removed before receipt begins. More than one vessel may be discharged into the same tank. 8.3.2.7 Prior to product receipt, the outlet valves/lines shall be closed, sealed or locked either physically on site or remotely via a control system to ensure unreleased product is not inadvertently delivered from the tank during receipt. 8.3.2.8 Stock reconciliation is an important part of quality control when receiving aviation fuels. Differences between delivered and received volumes shall be investigated carefully as they may indicate that contamination or adulteration/theft has occurred. 8.3.3

Receipt from single grade pipeline

8.3.3.1 Before receipt starts, it shall be ensured that all valves are set correctly and that the pumping sequence, timing, quantities and relevant densities are known. In the case of pipelines that are not used regularly, it shall be ensured that all low points have been drained, and if there is a chance that water has remained in the line, copper corrosion testing should be performed on received fuel. 8.3.3.2 During the pumping of the product, samples shall be drawn as close as possible to the Custody Transfer Point (CTP), as a minimum approximately 1 minute after liquid starts to flow, approximately half way through the pumping period, approximately 5 minutes before pumping is due to be completed, and at any change of batch. Each of the samples should be subjected to a Control Check (and conductivity if SDA has been added to the fuel upstream of this point). Results from the Control Check shall be documented. 8.3.3.3 If large amounts of water or solid contaminants, or abnormal density is noted, the flow shall be stopped if possible, or diverted to a slop tank, and the pumping station of the pipeline notified. Delivery into the storage tank shall only be resumed after clearance has been given by the installation manager.

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8.3.3.4 Automatic or continuous line monitoring systems that include calibrated densitometers/ turbidity analysers (or equivalent) may be considered as equivalent to 8.3.3.2. 8.3.3.5 When the pump-over is complete, it shall be checked that the correct quantity has been received. Inlet lines and valves of the relevant storage tanks shall be closed, sealed or locked either physically on site or remotely via a control system. 8.3.4

Receipt from multi -product pipelines

8.3.4.1 Before receipt starts, it shall be ensured that all valves are set correctly and that the pumping sequence, timing, quantities and relevant densities are known. In the case of pipelines that are not used regularly, it shall be ensured that all low points have been drained, and if there is a chance that water has remained in the line, copper corrosion testing should be performed on received fuel. 8.3.4.2 Procedures similar to 8.3.3.2 and 8.3.3.3 shall be enforced but with samples drawn as close as possible to the CTP approximately 1, 3 and 10 minutes after liquid starts to flow, every two hours, approximately 5 minutes before pumping is due to be completed, and at any change of batch, Additional testing of samples drawn during the transfer may be performed to ensure that no cross-contamination has occurred. 8.3.4.3 The most important quality protection measure in multi-product pipeline movements is the method of handling product interface cuts. Care should be taken to ensure that the leading and trailing interface between the products handled in the pipeline are directed into non-aviation storage. 8.3.4.4 To limit the degradation of jet fuel due to interface comingling or pipeline pick-up, leading and trailing consignments should be one of the following products, listed in order of preference. light distillate feedstock (naphtha); middle distillates; motor gasoline. Pipeline drag reducing additives (DRAs) may be present in these non-aviation products and it is essential that strict controls are in place to avoid any contamination of jet fuel with DRAs. The injection of DRA into other products preceding a jet fuel parcel should be stopped sufficiently in advance of the jet fuel interface to avoid any possibility of the jet fuel picking up even traces of DRA. − − −

8.3.4.5 In the case of jet fuels, where there is a possibility of contamination with gasoline, flash point may need to be measured on pump-over samples depending on parcel size, length of pipeline and knowledge of the supplying location pipeline configuration. 8.3.4.6 Certain product additives are known to be harmful to aviation fuels because of their surface active properties. When products containing these additives precede aviation fuel pipeline consignments, there is a danger that the resultant pick-up can lead to quality problems. Where harmful additives are known to be included in products intended for transportation within multi-product pipelines carrying aviation products, the carrier company should be requested to exclude the additives from the product entering the pipeline and injection should take place after the break-out points.

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8.3.4.7 When the pump-over is complete, it shall be checked that the correct quantity has been received. Inlet lines and valves of the relevant storage tanks shall be closed, sealed or locked either physically on site or remotely via a control system. 8.3.5

Receipt from ocean tanker or coastal/inland waterway vessel

Aviation fuels should, whenever possible, be delivered to storage by dedicated vessels and be discharged through completely grade-segregated systems. A dedicated vessel is one which transports exclusively one grade of product in all cargo compartments and which has transported the same grade during the previous three journeys (refer to EI HM50 Guidelines for the cleaning of tanks and lines for marine tank vessels carrying petroleum and refined products for more detailed guidance). A vessel that uses cargo tanks for ballast on return journeys, irrespective of the previous cargo carried, shall be treated as a non-dedicated delivery system. Ocean tankers (vessels greater than 20 000 tonnes deadweight) shall not be considered dedicated under any circumstances due to the complex nature of their compartments and piping arrangements. (Note: ships under 20,000tones are not necessarily dedicated). 8.3.5.1 Procedures before discharge (a) The vessel’s papers shall be checked to ensure that all documents are readily available. Documents to be checked are: (i) RC; (ii) RCQ, CoA and/or RTC (whichever is applicable) (iii) Bill of Lading; (iv) Ullage report; (v) Recertification Test results on the ship’s loaded samples if applicable (see 10.1.5), which may be transmitted to the receipt location by fax or email; (vi) Inspector’s (Surveyor’s) Report from load port, including previous cargo and cleaning procedures; (vii) Inventory of samples; (viii) Loading plan (if available) (b) A check shall be made to ascertain that all of the deck cargo accesses of the vessel are closed and secured. (c) If the ullage in any compartment differs greatly from the loading figures shown on the ullage report (more than +/- 0,2%), the ship’s Master should be consulted. If no satisfactory explanation is obtained, the suspect compartment should not be discharged and the supplying company should be advised. Fuel in the suspect compartment may be unloaded only if the results of a Recertification Test carried out on a Composite Sample from the compartment are satisfactory. (d) All vessel cargo tanks shall be checked for the presence of water using a suitable water finding paste. If significant levels of water are observed the ship’s Master and the supplying company concerned shall be advised promptly. Contingency plans, agreed with supplying companies, should be available to deal with this situation. These should include discharge plans to minimise the amount of water contamination and, if possible, requesting the vessel to strip the bottom from each compartment. (e) A 1-litre (1 USQ) Running Sample shall be taken from each compartment and checked according to the Control Check. If satisfactory results are obtained and the corrected density at 15°C is within 3kg/m 3 of the results reported on the RC, product can be accepted. For dedicated inland waterway vessels it is permissible to combine up to three compartments for the Control Check. The conductivity of these samples should also be checked so that, if necessary, static dissipater additive can be added during discharge in a manner that ensures adequate mixing with the product (see 7.9.3.4).

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If the results of the Control Check are not satisfactory, the supplying company concerned shall be advised, a letter of protest shall be served on the ship’s Master, and the vessel shall not be discharged unless and until agreed by the receiving location. Contingency plans, agreed with the supplying companies, should be available to deal with this situation. Additional Multiple Tank Composite Samples for retention shall be prepared using suitable containers and sealed in the presence of the ship’s Master or his representative. These samples need not be tested unless the quality of the consignment is subsequently questioned. They shall be retained at the installation until at least 2 days after complete exhaustion of the relevant batch(es). Establish with the responsible Ship’s Officer the sequence of off-loading different products, pumping procedures, etc., taking account of the following product quality requirements: Avoiding contaminating aviation fuels with other products. Avoiding contaminating aviation fuels with water. − −

8.3.5.2. Procedures during discharge During discharge of the product, samples shall be drawn from the receipt pipeline at a point as close to the ship as possible for a Control Check. For dedicated vessels, line samples shall be drawn approximately 5 minutes after starting and immediately before the end of discharge. For receipt from non-dedicated vessels, samples shall also be taken at least every 2 hours during discharge. Additional testing of samples drawn during the discharge of multi-product cargoes may be performed to ensure that no cross-contamination has occurred. Automatic or continuous line monitoring systems that include calibrated densitometers/ turbidity analysers (or equivalent) may be considered as equivalent to the above monitoring to enable the start and finish of the aviation fuel parcel to be determined. The interface shall be diverted to appropriate ground fuel/non-aviation product or slops tank. Any observed contamination should be reported immediately to the ship’s Master or his representative. If gross amounts of water or dirt are observed the discharge should be stopped and the situation investigated. The supplying company concerned shall be advised promptly. Contingency plans, agreed with supplying companies, should be available to deal with this situation. The simultaneous discharge of two products of product is only permitted if the ship’s cargo tanks and lines, discharge manifold and shore-lines are fully segregated. 8.3.5.3 Procedures after discharge After discharge, the vessel compartments should be checked to ensure that they are empty and to verify that the correct quantity has been discharged. Inlet lines and valves of the relevant storage tanks shall be closed, sealed or locked either physically on site or remotely via a control system. 8.3.6

Receipt from road tanker or rail tank car

8.3.6.1 On arrival at the installation the road tanker or rail tank cars should be checked to ensure that the seals (on manlids and on outlet and filling points) are intact and that the grade markings on the sides and at the outlets are correct. A copy of the RC (see example in Annex D) and, where the road tanker or rail tank cars are not grade dedicated, details of the previous load carried and the cleaning certificate shall be checked before receipt of the product. 8.3.6.2 Any trace of free settled water in compartments shall be drained off. If a sample fails the Appearance Check, a minimum settling time of 5 minutes should be observed, the line

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flushed and a fresh sample taken for another Appearance Check. If the sample fails the Appearance Check the product should not be discharged until further assessment confirms it is appropriate to do so. In such cases, the supply source concerned should be notified. If the product is rejected, the reason for the rejection should be entered on the road tanker or rail tank cars RC. 8.3.6.3 Drain samples shall be drawn from each compartment and checked according to the Control Check. Up to three compartments on any one road tanker or rail tank car may be combined for density determination. The corrected density shall agree within 3 kg/m 3 with the results of the batch density of the product in the tank from which the vehicle is loaded and reported on the RC. If the difference in corrected standard reference temperature density exceeds 3 kg/m3, the vehicle shall not be discharged unless a satisfactory explanation is obtained from the supplying location (for example density differences due to tank layering or a change of batch during loading) and confirmed in writing as soon as possible. Written records of the results of all checks, including the determined and corrected density figures shall be kept. Where road tankers with compartment discharge lines manifolded together are in use, obtaining representative samples from each compartment can be a difficult and timeconsuming process. In some cases, individual sample lines from the bottom of each compartment can simplify the procedure. Alternatively, the following procedure shall be followed: Open the manifold outlet and ensure that the manifold is empty. Open fully the foot valve of the first compartment (preferably the one furthest from the manifold outlet) for sufficient time to flush a 5-litre sample through the manifold into a sampling container. Perform a Control Check on this sample. Repeat this procedure for each compartment in turn. − −

−

8.3.6.4 Where rail tank cars are not equipped with valves for draining low points, alternative procedures and equipment should be used to ensure effective removal of free water and sediment and to provide samples for a Control Check. 8.3.6.5 After discharge the compartments should be checked to ensure that they are empty and to verify that the correct quantity has been discharged. 8.3.6.6 Inlet lines and valves of the relevant storage tanks shall be closed, sealed or locked either physically on site or remotely via a control system. 8.4

QUALITY CONTROL AND RELEASE PROCEDURES

8.4.1 Tank iso latio n After product has been received into a tank, the stock shall be isolated by closing and sealing/locking the inlet valves/lines and a unique identifier (e.g. a batch number) assigned. A system to indicate the status of the product in the tank shall be used. This can be achieved, for example, by positioning a “settling” sign at the tank outlet valve or by the use of a control system to ensure that the valves remain closed and secured until product release has been approved. Where tank isolation is achieved by means of block and bleed valves, and where the bleed valve in the body bleed system is required to remain closed for environmental reasons, routine checks shall be carried out. If the bleed checks indicate that one of the block valves does not seal completely or has been opened in error, then the possibility shall be considered that contamination of the new batch has taken place, either into or out of the tank.

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8.4.2 Product settling and draining A key requirement of international aviation fuel specifications is to ensure that aviation fuels are free from dirt and water. Product settling plays an important role in removing dirt and water to achieve clear and bright product and reducing the risk of microbiological growth. As water solubility in the fuel is dependent on temperature, special attention needs to be paid in refineries where product from rundown units has to cool down to ambient temperature so that the dissolved water can precipitate. To ensure that dry product is delivered, it is recommended that refineries introduce additional internal control to provide assurances that cooling haze/trace water contamination is reduced. For example, vulnerable areas in the refinery’s production process can be identified and chemical water detector testing, and/or water content testing by Karl Fischer, implemented as part of regular process monitoring. After receipt, tank contents should be left to settle for at least 30 minutes. Upper, Middle and Lower samples shall then be taken and checked to confirm: (a) the density of each sample to establish homogeneity of product within the tank; (b) freedom from visible sediment and suspended water. If (a) and (b) are satisfactory, proceed with sampling and testing as defined in 8.4.3. Where 8.4.2 (a) indicates layering in the tank, i.e. density difference between layers is greater than 3 kg/m3, in refineries or manufacturing locations blending synthetic fuel components, further mixing or circulation of the product shall be performed. Where 8.4.2 (a) indicates layering in the tank, i.e. density difference between layers is greater than 3 kg/m3, in storage locations not blending synthetic components, proceed as in 8.4.3.4 (a) and (d). Where facilities and circumstances permit, the tank contents should be circulated to ensure the homogeneity of the product before sampling. Where (b) above cannot initially be achieved, further settling of the product shall be performed until clear and bright samples are obtained. If tank construction prevents the taking of upper, middle and lower samples, alternative documented methods of ensuring batch homogeneity, such as jetstream mixers, shall be applied. If tanks are provided with outlet filtration meeting the requirements of EI 1581 Specification and qualification procedures for aviation jet fuel filter/separators 5th edition, and a floating suction, a two hour minimum settling time is allowed for jet fuel and 45 minutes for aviation gasoline. Where this is not the case jet fuel shall settle for a minimum of 3 hours per metre depth of fuel or 24 hours, whichever is less, and avgas for 45 minutes per metre depth of fuel. It should be remembered that since some time may elapse between batching, testing and delivery of the jet fuel, water might subsequently come out of solution from the jet f uel due to cooling. This free water will normally settle by gravity and collect at the bottom of the tank, but some may remain in suspension resulting in fuel with hazy appearance. Such product should not be released until the haze has cleared. As a minimum, tanks should be drained: before receipt into tank after settling; before putting tank on delivery; daily when on delivery; and weekly if not on delivery. − − − − −

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Product testing

8.4.3.1 General Provided upper, middle and lower samples are clear and bright and within the density difference described in 8.4.2, a composite sample shall be prepared for RCQ, CoA, RTC testing or a Control Check. If tank layering is a regular issue for a location, measures such as tank mixers should be used to produce a homogenous batch. 8.4.3.2 Tanks supplied by dedicated and segregated systems from rundown units in refineries or where synthetic jet fuel is blended After the product has been received through separate lines into batching tankage, sampling and RCQ testing shall be carried out as described in 8.4.3.2 a) to c): (a) If Upper, Middle and Lower Samples are homogeneous, a Composite Sample shall be prepared for RCQ testing or, for synthetic jet fuel blends, a CoA. (b) After satisfactory certification test results have been obtained and the product has settled for the minimum settling period, it may be released following the release procedures in 8.4.4. (c) Record all results. It shall be noted that the procedure for layered tank release (described in 8.4.3.4) is no t acceptable for refineries and other points of manufacture blending synthetic fuels. 8.4.3.3 Tanks at a Terminal supplied by a dedicated and segregated system Where product is received via fully segregated systems and a dedicated pipeline, coastal/inland waterway vessel or road/rail tank car, product shall be batched and a Control Check shall be carried out. (a) If Upper, Middle and Lower Samples demonstrate the tank is homogeneous, a Composite Sample shall be prepared for a Control Check. (b) The observed density at the standard reference temperature shall be compared with the expected value based on the known batch densities of the receipts made into the tank. If the observed and expected densities differ by less than 3 kg/m 3 then release procedures can be followed. (c) If the observed density differs by more than 3kg/m3 from the expected value, there could be a problem, and the matter requires further investigation and communication with potential fuel receivers. See procedure for layered tank release (described in 8.4.3.4 (c) and (d)). Note: Layered tank release is no t acceptable for refineries and where synthetic jet fuel is blended. (d) Record all results. 8.4.3.4 Tanks at a Terminal supplied by a non-dedicated and/or non-segregated system After the product has been received through separate lines into receipt tankage, sampling and certification or recertification testing shall be carried out. (a) If Upper, Middle and Lower Samples are homogeneous, a Composite Sample shall be prepared for laboratory testing, i.e. certification or Recertification Test. (b) After satisfactory certification or Recertification Test results have been obtained and the product has settled for the minimum settling period, it may be released following procedures in 8.4.4. If the results are not satisfactory then the batches shall remain quarantined until further testing has established that the fuel is acceptable, or downgraded to non-aviation use.

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If Upper, Middle and Lower Samples demonstrate the tank is not homogeneous (indicating layering within the tank), then the following tests shall be carried out on each sample: Jet fuel: Density, Flash Point, Initial Boiling Point, End Point Avgas: Density, RVP, Octane Rating (lean mixture), End Point. A Composite Sample shall then be prepared for laboratory testing, i.e. certification or Recertification Test. Where the certification or Recertification Test on the Composite Sample is satisfactory, local written instructions are required to address the possibility of releasing layered product. Such instructions shall include, as a minimum: comparison of the results from Upper, Middle, Lower samples with the receipt documentation to establish that they are within acceptable differences; communication of the layered tank results to potential receivers of the fuel, and ensuring that when Control Checks are undertaken downstream of the tank the appropriate density is used for comparisons. Note: Layered tank release is no t acceptable for refineries and where synthetic jet fuel is blended. Record all results. −

− −

(d)

8.4.3.5 In storage installations where fuels contain SDA, measure the conductivity and temperature on completion of settling. 8.4.3.6 When RCQ, CoA or RTC is required, additional 5-litre Composite Samples shall be prepared for each tank and these samples shall be retained. The samples can be retained by the storage installation, Laboratory or Inspection Company. A record of retention sample custody should be maintained. Retention periods should be established to suit local regulations. As a minimum retention samples for each tank shall be available for the current and the previous product batch (typically 60 days) to accommodate the use date. Suitable sealed containers (see chapter 4), clearly labelled with the date, tank and batch number, shall be used. 8.4.4 Produ ct release The decision to release product shall be based not only on the laboratory certifying compliance with the relevant fuel specification and it being fit-for purpose, but also on fuel having been handled in accordance with this publication. This includes production and/or storage and/or the transportation operation departments (usually considered as Oil Movements) confirming that the product was produced and handled under normal conditions (note possible impact of abnormal conditions on product quality, see chapter 3), samples were representative, valve positions and line ups were set correctly, tanks settled, drained, etc. 8.4.4.1 Product release procedure Product shall not be released from storage for delivery until: Product has been settled in accordance with 8.4.2 and tested in accordance with 8.4.3. Results of RCQ, CoA, RTC or Control Check testing (whichever is applicable), show the assigned batch number, are compliant with the specification limits and requirements and, in storage installations, meet the requirements of Recertification Testing (where applicable). Any water and/or sediment collected at the bottom of the tank has been drained. All required tests and checks have been completed and results recorded. − −

− −

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After satisfactory completion of the steps above, a RC (see Annex D) shall be prepared and approved by an authorised person and the status of the tank (see 8.4.1) shall be changed from “settling” to “released”. This includes controls on the status of inlet lines and valves (closed) and outlet lines and valves of the relevant storage tanks. The operation shall be recorded. If conductivity of Jet A-1 is below an acceptable level it may be necessary to add static dissipator additive during product transfer (see chapter 7). 8.5

PROCEDURE FOR SDA RE-DOPING

To ensure that acceptable levels of conductivity are achieved at airport depots it may be necessary to add SDA to Jet A-1. The minimum acceptable conductivity level should be established by the manager, taking into account the typical reduction in conductivity experienced between the storage installation and the airport(s) and the options for adding SDA downstream of the storage installation. Further details can be found in chapter 7. 8.5.1 If the documentation for a receipt by pipeline or from a road tanker or rail tank car indicates that the conductivity may be low, but within specification, the conductivity should be checked on a sample drawn at the start of the receipt and static dissipater additive added if necessary. 8.5.2 If the conductivity of samples drawn from coastal/inland waterway vessels before discharge is low, it may be necessary to add SDA. 8.5.3 When additive is blended into aviation fuel, written procedures for quality control, documentation and safe handling shall be prepared and applied. Items normally covered include: (a) Additive received to be clearly identified as a grade approved by the fuel specification. (b) Each receipt to be accompanied by documentation verifying identity. (c) The additive batch documentation to be checked for validity before release for blending. (d) Released additive to be held in a clearly designated storage area. Storage and handling procedures are to be in accordance with the manufacturer’s recommendations. (e) Only qualified operators to decant additive, refill the blending equipment and/or adjust the injection rate. The addition rate, taking account of any pre-dilution of the additive, to be monitored at regular intervals. (f) The effectiveness of blending to be verified by taking Upper, Middle and Lower Samples, after tank contents have settled, and checking each sample for conductivity. 8.5.4 The amount of SDA required shall take into account the maximum cumulative concentration permitted by the relevant fuel specification, and the amount of additive already introduced upstream. The total quantity of SDA that has been added to each batch of Jet A-1 shall be recorded on the RTC or RC. 8.5.5

The means of addition of SDA shall be as described in chapter 7.

8.6

OFF-SPECIFICATION PRODUCT

Product that does not meet the aviation fuel specification parameters or is not fit for purpose shall be considered off-specification. Any off-specification product shall not be released as aviation fuel.

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8.7

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DOCUMENTATION

8.7.1 Records – quality contr ol The results of all significant checks and testing shall be documented, and be readily available, kept up-to-date and retained for a minimum of 1 year (see 8.8.3). Records may be held electronically provided that a back-up system is in place. The records shall include, but not be limited to: All mandatory checks detailed in this publication, including: Details of incoming consignments: RCQ/CoA and RC, loading and discharge plans, sample plan, quantity, including date and time. Batching, number allocated, testing and delivery tank details, settling, draining and release checks including line and valve position controls. Product receipt including production, deliveries and transfers including date/time when tanks put in service. Periodic Test Certificates. RCQ, CoA, RTC (whichever is applicable) and RCs covering outgoing consignments. − −

−

−

− −

8.7.2 Release doc ument ation Any transfer of product shall be supported by a Release Certificate (see chapter 2).

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9 FINISHED PRODUCT: STORAGE DESIGN FEATURES AND HANDLING PROCEDURES 9.1

GENERAL PRINCIPLES

The application of robust procedures and facility design principles is essential to ensure that aviation fuels do not become contaminated, are clean and dry, on-specification and fit for their intended purpose. 9.1.1 Any new installation, or modification or extension to existing facilities shall be designed and constructed in accordance with recognized industry standards for aviation fuels. 9.1.2 Tanks and pipework at storage installations shall be designed and maintained to preserve the integrity of the product. 9.1.3 Facilities used for storage of aviation fuels shall be segregated from facilities storing and handling other products. There shall also be segregation between certified and uncertified aviation fuels at a refinery, and between batched and unbatched aviation fuels at storage installations. The grade-segregation requirement for pipelines may not be achievable for receipts from or deliveries into multiproduct pipelines, or where non-dedicated pipe work is used for the discharge or loading of mixed cargoes on coastal/inland waterway or seagoing vessels. This is only acceptable where the system is so designed as to facilitate the detection and appropriate downgrading of product interfaces, and where there is segregation between the tank pipework and the multiproduct infrastructure (e.g. manifold) used to separate the products. In storage installations that handle biofuels and/or biofuel components (FAME, ethanol), extra precautions need to be taken to avoid crosscontamination of aviation fuels. 9.1.4 All tanks and pipework at storage installations shall be made of materials which are inert to the product. The thermal stability of jet fuels can be degraded by the presence of very low concentrations of copper, or by finely divided particulate matter. Zinc and cadmium are two other metals that adversely affect product quality although their impact is less than that of copper and iron. Consequently, copper or cadmium alloys, cadmium plating, galvanized steel, zinc rich internal coatings or plastic materials shall not be used in applications in contact with aviation fuel. Materials such as stainless steel, carbon-steel or aluminium shall be used. Pipework, vessels and tanks shall be fabricated from either carbon steel, internally epoxylined carbon steel or from stainless steel. These restrictions also apply to piping or components used for drain or sample lines, pressure gauge tappings, or any other small parts of the facilities in contact with the fuel. Assurance that product integrity is maintained with lined components should be achieved by following the requirements of EI 1541 Performance requirements for protective coating systems used in aviation fuel storage tanks and piping . The materials should be qualified against EI 1541 and soak tested accordingly. If any special materials like glass fibre resins, concrete, etc. are to be used for lining, repairing or re-bottoming tanks, the operator shall satisfy itself that these materials will have no effect on the properties of the fuel to be stored

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and the fuel has no adverse effect on the materials. Testing according to EI 1541 section 2.2 should be adopted. 9.1.5 Individual commissioning procedures shall be developed and performed for all new facilities, and for extensions/modifications to existing facilities. Commissioning procedures shall be in accordance with recognised industry standards. All commissioning procedures shall be written for each facility, addressing site-specific requirements and hazards. The commissioning procedures shall be reviewed by a competent person. The commissioning procedures shall assign specific responsibilities for each activity to an individual and include a permit to work system and a sign-off procedure. Records documenting the different tasks and steps shall be maintained. All of the piping, fittings, pumps, valves, additive injection system, filters, tanks and other equipment intended for use with aviation fuels shall be pressure tested (for strength and integrity), thoroughly cleaned, soak tested and flushed until they meet defined acceptance criteria before they are used with aviation fuels. Minimum fuel quality acceptance criteria are: a successful pass of pressure strength and integrity tests; a successful pass on a post-lining and pre-soak test; a successful pass for soak test laboratory analysis results; successful flushing at maximum pump capacity; acceptable fuel samples (visually clear and bright and water-free) drawn from tank bottoms, filter sumps, pipeline drain points and any other sampling location, and signed-off by an authorized person that facilities are suitable for the receipt, storage and onward transport of aviation fuel. − − − − −

−

9.1.6 A set of critical drawings of the storage installation shall be available on site. The minimum requirements are to have drawings showing: General Layout - showing the key elements of the site (tanks, traffic flow, process areas, civil structures). Piping & Instrumentation Diagram (with shutdown functions incorporated or shown separately in a Cause and Effect Chart) A Process Flow Diagram. Drainage System Layout - a P&ID should also be created if the layout drawing does not show the function clearly. −

−

− −

Critical drawings shall be updated after any modification or system change. An example of a process flow diagram is shown schematically in Figure 6.

Insert example

Figure 6 – Example proc ess flow diagram

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9.1.7 Instructions for performing the product receipt and delivery/filling operations shall be easily available or clearly displayed for reference by the persons operating the equipment. 9.1.8 Pump start/stop switches at product receipt and loading areas and emergency shutdown buttons should be safely accessible and clearly identified. 9.2

DELIVERY MODE DEFINITIONS

Indirect delivery: where a storage installation delivers to an intermediate storage installation Direct delivery: where a storage installation delivers directly to an airport facility, via e.g. a dedicated truck, rail, pipeline or barge system. It is normal industry practice for jet fuel supplied directly to airports from storage installations to meet certain product quality standards and cleanliness (in terms of dirt and water). These standards are normally achieved by a combination of facilities and procedures. In cases where a refinery supplies both directly and indirectly from the same tankage and pipework, the more stringent direct delivery requirements apply. 9.3

TANKAGE AND PIPEWORK DESIGN

The requirements of this section apply to the storage of aviation fuel, and also of components such as straight run, wet treated, hydroprocessed and synthetic kerosines, or Avgas component streams before they are blended in finished product tanks. Although such component tanks mainly exist at refineries, they also occur at terminals that blend synthetic with conventional jet fuel. 9.3.1 Number and size The number and size of tanks should be sufficient for the location volume turnover to provide adequate working capacity and to allow for settling, testing and tank cleaning requirements. 9.3.2 Preventing dirt and water ingress Tanks shall be designed to avoid ingress of water and dirt. 9.3.3 Vent requi rements Free vent devices should be installed for jet fuel storage tanks, unless otherwise specified by local legislation. Where the expected operating temperature range will be close to or exceed the flash point of jet fuel, an internal floating roof should be fitted. Pressure/vacuum relief valves shall be installed for above-ground tanks storing Avgas. Free vent devices may be used for buried Avgas tanks. Screens to prevent the ingress of foreign bodies should have a coarse mesh with minimum 5 mm (0,25 in.) holes. Note: Local legislation may also require the use of flame arresters. 9.3.4 Roof typ e New tanks, or tanks brought into aviation fuel service, shall have fixed roofs. It should be noted that existing tanks may have open floating roofs, which are much more prone to rainwater ingress and fine rust and dirt particle generation via abrasion in the rim seal area.

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If there is a requirement for open floating roof tanks to stay in use, appropriate facilities and/or procedures shall be in place, e.g. the use of triple rim seals, to ensure that rainwater and dirt entering the system do not get transferred with the product, or have an impact on product quality. In the longer term, floating roof tanks should be converted or replaced. 9.3.5 Tank water, sedim ent and sampl ing management sys tem Tanks shall have a means for effective removal of water and sediment. Tanks should have slope down bottoms to a centre sump with a fixed water draw-off line. Horizontal tanks should be installed with a continuous slope of 1:50 minimum, and vertical tanks should have a cone-down bottom with a continuous slope of 1:30 minimum to a centre sump. It is recognised that optimum designs for large diameter tanks may include a cone-up tank bottom with a minimum of three radial sump drain points. Irrespective of tank design, dip hatches shall be positioned above each drain point to enable water measurement. It is recognized that existing storage tanks may have different bottom types such as flat, cone up or sloped to one side. These tank bottom types make complete water removal much more difficult, as often undrainable areas of water exist and therefore significantly increase the risk of microbiological contamination. In case of flat, cone up or sloping to one side bottom types, appropriate equipment and procedures shall be in place to provide effective water draining. Examples of how this could be achieved include ring draining lines, additional draining lines into identified low points after bottom level scaling, or large volume flushing at high flowrates. The effectiveness of the draining procedures could be determined by taking true bottom samples with a bottom dip sampler from opposite sides of the draining line. The drain line shall be fitted with a suitable, preferably self-closing (spring-loaded or equivalent) valve for the draining of water and sediment. The line shall be of a diameter appropriate for the size of the tank. Tank draining systems shall allow safe and efficient fast-flush water draining of the storage tank through the sump. The fast-flush line shall also incorporate a sample point to enable a flowing sample to be taken. To allow recovery of the drained product, and for water to be drawn off at high flow rates, tank drain lines should lead into large capacity receiving vessels. This enables the site to over-flush without product loss, as the product can be returned via an appropriate return system. Vessels should be designed with cone down bottoms and a drain valve to enable the removal of water before returning the product to the tank. An example of a suitable design is shown in Figure 7.

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RAFT EI/JIG 15 0 FOR STAKEHOLDER REVIEW. Copyright © EI JIG 2012 lease submit an comments to m @energyinst.org by 4 January 20 13

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igu re 7 – Exa ple of a suitab le design of p r oduct recover vessel

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9.3.6 Lining At least the bottom and first metre of the walls of all new tanks, tanks classified as delivering directly to airports, and tanks that are brought into jet fuel service (converted from other products) shall be coated internally. Full lining is considered best practice. A light-coloured epoxy material, confirmed as being compatible with aviation fuels in accordance with EI 1541 Performance requirements for protective coating systems used in aviation fuel storage tanks and piping shall be used. Zinc rich coatings shall not be used. Where existing tanks that are classified as direct delivery are not lined, a plan shall be developed to line them (at least the bottom and first metre of the walls) as soon as practicable. For existing indirect delivery tanks, consideration should be given to the benefits of lining. Fully lining a tank facilitates the maintenance of product quality/cleanliness and protects against corrosion. Note: Dirt and water are less likely to adhere to lined tank walls and bottoms, settle out more easily, and can then be removed during tank draining. With lined tanks, the risk of microbiological growth is reduced, tank cleaning is less time consuming and possibly less frequent and downstream filter life is likely to be longer. The requirements of 9.3.6 are shown schematically in Table 9. Table 9 – EI/JIG 1530 requirements for internal lining of storage tanks Tank scenario

Internal lining requirement

Newly constructed tank

Lining of the bottom and first 1 metre of walls


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9.3.6 Lining At least the bottom and first metre of the walls of all new tanks, tanks classified as delivering directly to airports, and tanks that are brought into jet fuel service (converted from other products) shall be coated internally. Full lining is considered best practice. A light-coloured epoxy material, confirmed as being compatible with aviation fuels in accordance with EI 1541 Performance requirements for protective coating systems used in aviation fuel storage tanks and piping shall be used. Zinc rich coatings shall not be used. Where existing tanks that are classified as direct delivery are not lined, a plan shall be developed to line them (at least the bottom and first metre of the walls) as soon as practicable. For existing indirect delivery tanks, consideration should be given to the benefits of lining. Fully lining a tank facilitates the maintenance of product quality/cleanliness and protects against corrosion. Note: Dirt and water are less likely to adhere to lined tank walls and bottoms, settle out more easily, and can then be removed during tank draining. With lined tanks, the risk of microbiological growth is reduced, tank cleaning is less time consuming and possibly less frequent and downstream filter life is likely to be longer. The requirements of 9.3.6 are shown schematically in Table 9. Table 9 – EI/JIG 1530 requirements for internal lining of storage tanks Tank scenario

Internal lining requirement

Newly constructed tank


Existing tanks that deliver directly to airports

Lining of the bottom and first 1 metre of walls. If not currently the case, upgrade as soon as practicable

Tanks brought into jet fuel service


Existing tanks that do not deliver directly to airports

No lining requirement, but consider the benefits of lining

9.3.7 Separate inl et and out let tank lin es All tanks shall be fitted with separate inlet and outlet pipe work systems. This is to ensure that only fully batched/certified product is delivered. Where existing tanks have a common inlet/outlet line, a plan shall be developed to upgrade. Until the upgrade is completed, procedures shall be in place to ensure that the line is flushed clear of unbatched product before delivery and to ensure that the line is filled only with certified product. All line clearings shall be downgraded or diverted to product tankage and shall be rebatched and recertified before release. The accumulation of water in inlet or outlet tank line low points is not acceptable. Where this occurs, it will either require draining from the low point or high velocity flushing on a regular basis. The frequency of flushing should be determined by documented experience. 9.3.8 Posit ive segregati on The operation of valves on tanks shall provide assurance that inlet and outlet valves are counter-locked or interlocked so that the inlet cannot be open (even slightly) or reopen once the outlet valve is opened. Examples of how this can be achieved are preferably IT control of motor-operated valves (MOVs), physical blocking with chains or Castell or similar locks, or

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manual control check sheets. This control system shall additionally provide the tank status information, e.g. the position of the valves, when valves are opened or closed after production, awaiting certification and when put on delivery (change of internal ownership) including the identification of the releasing person. In refineries that do not deliver directly to an airport storage depot, it is acceptable to segregate certified and uncertified aviation fuel at the batching tanks with single valve isolation provided that systems and procedures are in place to assure that valves are not bypassing and that unit rundown property controls exist. The unit rundown tests need to provide assurance that only controlled components run into tankage and the risk of any contamination with incidental material via the single valve segregation is eliminated. Where aviation fuel is received or exported through non-dedicated systems such as ships, multi-product pipelines, rail or road, the more stringent requirements of positive segregation shall apply to isolate the tank from non-aviation products. A single sealing arrangement is not acceptable. Positive segregation shall be achieved by: a double block and bleed (DBB) valve arrangement. This can either be a single DBB valve with two independent seals and a cavity between them or two valves with a drain arrangement in a pipe spool between them. (when the valves are in a closed position the cavity or drain spool shall be checked to confirm no product is passing, see 9.5.1.6); or spectacle blinds, spades or equivalent; or removable distance pieces like spools or flanges. −

− −

Thermal relief valve (TRV) lines for aviation fuel systems shall not be interconnected with TRV lines for any other fuel grade. TRVs on tank inlet-lines shall not by-pass to storage tanks (e.g. Inlet line TRVs should be connected to a tank-side fast flush tank or product recovery unit). TRVs on tank outlet lines may by-pass to storage tanks provided that they are fitted with a non-return valve to prevent reverse flow. 9.3.9 Floating sucti on / tank outlet A means shall be provided to minimise dirt/water contamination uptake during delivery from storage tanks. This may be achieved by the use of either a floating suction arm or an upturned or slotted suction pipe. The minimum requirement in all cases is that product cannot be drawn from less than 40 cm (16 in.) above the tank floor in vertical tanks, or 15 cm (6 in.) above the tank bottom in horizontal tanks (at high end of tank). A floating suction shall include a means to support the inlet to meet this requirement. Where there is a risk of high levels of airborne particulates, upturned or slotted suction pipes are preferred for tanks without internal floating roofs. In cases where internal floating roofs/covers are installed, it is necessary to ensure that the floating suction will not interfere with t he operation of the floating cover.

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9.3.10 Markings Tanks and pipelines shall be clearly numbered and marked with the grade stored in accordance with EI 1542 Identification markings for dedicated aviation fuel manufacturing and distribution facilities, airport storage and mobile fuelling equipment and, show the date of the most recent internal inspection and cleaning. If IT systems provide sufficient detailed monitoring of these intervals, labelling on tanks is not required. Flow directional arrows shall be indicated on all pipe work. Tanks that contain or have contained leaded products in the past shall be labelled accordingly on the tank access chamber(s). 9.3.11 Access/entry point A means of tank entry for personnel shall be provided to enable gas freeing and cleaning operations. 9.3.12 Gauge hatches Gauge hatches shall be provided to enable sampling and tank dipping. 9.4

FILTRATION AND FUEL CLEANLINESS

9.4.1 General At strategic points in the transfer of product to and from storage tanks, provision shall be made for improvement and maintenance of product cleanliness by the use of filtration and monitoring equipment, which shall be specified in quality control procedures. Downstream locations have an expectation of acceptable fuel cleanliness (product free from water and solids) over and above the basic RCQ requirements i.e. clear and bright. In principle, problems of dirt or water contamination should be addressed as close to their source as possible, to eliminate or minimize the likelihood of supply disruptions or quality complaints from product recipients. For information on maintaining aviation fuel cleanliness see EI 1550. 9.4.2 Microfilt ration systems and vessels, mesh strainers Microfiltration systems are those that comply with the performance requirements of EI 1581 5th edition (for filter/water separators), EI 1583 Laboratory tests and minimum performance levels for aviation fuel filter monitors 6th edition (for filter monitors) or EI 1590 Specification and qualification procedures for aviation fuel microfilters 2nd edition (for microfilters). All new vessels for microfiltration systems shall meet the requirements of EI 1596. All existing vessels in service shall be assessed against the requirements of EI 1596 as part of the process to establish whether they remain fit for purpose or require upgrading (see EI 1550 for further information). Mesh strainers (often referred to as filters) are not controlled by an industry standard, but are often used to provide protection for pumps by capturing any coarse debris in a system. Users should satisfy themselves that materials used in strainers are compatible with jet fuel. Note: Clay treatment is sometimes incorrectly referred to as filtration. For further details see Annex B. 9.4.3 Into-storage filt ration It is recommended that filter/water separators meeting EI 1581 5 th edition should be installed

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at into-storage locations. For road and rail receipt points handling Avgas only, a five micron microfilter may be installed instead of a filter/water separator. The use of into-storage filter/water separators at pre-airfield terminals is a recommendation of API 1595. 9.4.4

Out of storage filt ration

9.4.4.1 For deliveries to another storage installation upstream of an airport, mesh strainers (when used for product quality purposes) of at least 60 micron nominal rating (200 mesh/linear inch) shall be installed at road or rail tank car loading points and at entry into lined delivery pipelines. Microfiltration is not required when delivering to an intermediate storage installation or when transferring fuel at a refinery from an indirect tank to a direct service tank (see 9.4.4.2). However, if microfiltration is installed, it shall be well maintained and monitored. 9.4.4.2 For jet fuel deliveries directly to airport service tanks, filter/water separators meeting EI 1581 5th edition shall be installed as the minimum filtration requirement at road or rail tank car loading points or entry into delivery pipelines. Where this is not currently the case, an upgrade plan shall be developed and implemented as soon as practicable. Note: It was a former JIG 3 requirement for the filtration system to be either a microfilter meeting EI 1590 2nd edition, or a FWS. It is no longer considered acceptable to use microfilters, as they are not designed for water removal. For Avgas deliveries directly to airport service tanks, a filter/water separator meeting EI 1581 5th edition, a filter monitor meeting EI 1583 6 th edition or a microfilter meeting EI 1590 2 nd edition shall be installed as the minimum filtration requirement at road or rail tank car loading points or entry into delivery pipelines. 9.4.5 Filtration system installation requirements For information on the selection of microfiltration systems for specific applications see EI 1550. Planning of a new filtration system installation, or modifications to an existing one, shall include, as a minimum, consideration of: Provision of sufficient working areas around vessels and their associated work platforms; Inclusion of isolation valves in adjacent pipework to facilitate vessel maintenance and element changeout; Provision in the pipework either side of each microfiltration vessel of a suitable sampling point for fuel quality assessment and filter membrane testing. The inclusion in all vessels of air eliminators, as there is a risk of internal fire or explosion if product is pumped into a vessel that contains air. All vessels shall also be fitted with thermal/pressure relief valves. The outlet pipework from air eliminators and thermal/pressure relief valves shall be routed to suitable spill containment. Air eliminators should be maintained in accordance with filter manufacturer’s recommendations. This pipework has to be open all the time and therefore any isolation valve shall be wiresealed in the open position during normal operation. Provision to always ensure the slow filling of vessels after maintenance to prevent element damage, internal fire or explosion during filling (see EI 1596 and EI 1550 for further information). Provision of high and low DP alarms, preferably automatic, or preset lockout switches set in the system that trigger an investigation or stop the fuel transfer. Pipework design and fuel flowrate to provide adequate time for relaxation of electrostatic charge between a filter and the inlet to a storage tank or vehicle, for systems handling fuel that does not contain SDA. − −

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Provision of protection from adverse weather conditions for personnel undertaking vessel inspection/maintenance activities. Ensuring that fuel flows in the intended direction through the vessel. Ensuring that vessels and/or associated pipework are earthed/grounded. Ensuring that vessels do not inadvertently drain when fuel is static. Vessel design in accordance with EI 1596.

9.4.6 Operation al requi rements The maximum achievable flow rate through each filter vessel in service shall be determined and compared with the rated flow as shown on the manufacturer’s plate. The maximum achievable flow rate should be marked on the vessel and noted in the filter records. If the rated flow is significantly greater than the maximum achievable flow rate then the possibility of de-rating the vessel shall be discussed with the manufacturer. See EI 1550 for further information. Every filter/water separator shall have a similarity sheet, in accordance with EI 1582 2 nd edition, and this shall be updated whenever a different model of filter element is used. New filter elements shall be stored in the manufacturer’s original packaging in a cool dry place. Elements shall be used on a first in first out basis and subject to the manufacturer’s recommended maximum shelf life. For information on the disposal of filter elements see EI 1550. 9.4.7 Routine Checks on All Microfilt ration Systems All filtration/water separation equipment shall be maintained and checked regularly as follows: (Note: for additional information see EI 1550.) −

−

−

−

Daily, preferably in the morning but before the first movement of fuel, vessels shall be drained of any free water whilst under pressure. Details of any free water or sediment found shall be recorded. A sample of fuel shall then be taken for an Appearance Check. Periodically during each pumping operation, the differential pressure (DP) shall be observed to ensure that the maximum limit is not exceeded. Unexpected variations shall be reported and investigated. Once a week, when pumping at the maximum operating flow rate normally experienced, the differential pressure and flow rate shall be recorded. Weekly graphs of DP shall be prepared, corrected to, or recorded at, maximum operating flow rate. The correction to maximum achievable flow shall be established by using either a conversion graph, table or calculator supplied or endorsed by the filter manufacturer. Note: The conversion from observed DP to corrected DP at maximum achievable flow is not accurate when DP readings are taken at low flow rates and is not valid where a reading is taken at less than 50% of maximum flow. For this reason, DP readings used for the preparation of weekly graphs should be recorded when the filter is operating at, or as close as possible to, maximum flow. If the corrected DP is 5 psi or more below the previous corrected DP reading, an investigation shall be conducted and the filter vessel should be opened for inspection and element replacement if necessary. Where filter vessels are fitted with an automatic draining system, drain samples shall be regularly taken to confirm the proper functioning of the automatic system. Every 12 months all filter vessels shall be opened and inspected internally to assess the cleanliness of the vessel, element appearance, proper fitting of elements and condition of the internal lining and cover seal. The torque of filter/coalescer and separator elements (and other elements where appropriate) shall be checked with a calibrated

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torque wrench that positively confirms torque setting (click stop type) and adjusted in accordance with the element manufacturer’s recommendations. Elements showing any abnormalities (e.g. damage, leopard spotting) shall be replaced, and the cause investigated. Separator elements shall be inspected and tested in accordance with the manufacturer’s recommendations. If blanking plates/dummy elements have been fitted, these shall be checked in accordance with the manufacturer’s recommendations (or at least annually) for correct fit/torque and absence of leakage/bypass. The results of the inspection shall be recorded. After opening for inspection or filter element changeout, recommissioning procedures shall ensure that the vessel is refilled very slowly to allow entrapped air to vent and to ensure that no damage is caused to the installed elements. For further information see EI 1550. Note: Non-routine filter vessel inspections may be necessary, to check for abnormalities such as element seal leakage, etc., if abnormal amounts of solids or water are found in fuel downstream of the filter.

9.4.8 Element change cri teria All filter elements shall be removed from a vessel (and new ones installed) if the criteria specified below occur. Microfilter elements: if the differential pressure reaches or exceeds the manufacturer’s recommended maximum at (or corrected to) the maximum operating flow rate through the filter vessel as currently installed. The maximum operating flow rate will be less than the design or rated flow of the vessel; after three year service life (provided the above differential pressure level is not reached); if flow rate falls to unacceptably low levels as a result of high DP; if filter membrane tests are carried out and abnormal results are obtained if there is a sudden drop of 0.35 bar (5 psi) or more in differential pressure compared with the same flow rate without any obvious cause being found. −

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Filter/water separators – filter/coalescer elements: if the differential pressure across the vessel reaches 1.0 bar (15 psi) at (or corrected to) the maximum operating flow rate through the filter vessel as currently installed. after three year service life (provided the above differential pressure level is not reached) if flow rate falls to unacceptably low levels as a result of high DP; if filter membrane tests are carried out and abnormal results are obtained if there is a sudden drop of 0.35 bar (5 psi) or more in differential pressure compared with the same flow rate without any obvious cause being found; It is not mandatory to perform routine single element tests. However, if a test is carried out and the filter/coalescer fails, all the filter/coalescer elements in the vessel shall be replaced. −

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Filter/water separators - separator elements: If testing annually in accordance with the manufacturer’s recommendations fails to restore them, or when filter/coalescer elements are changed. Note: separators need to be completely wetted with aviation fuel prior to the test. −

Filter monitor elements: For filter monitors with 50 mm (2 in.) nominal diameter elements if the differential pressure reaches 1.5 bar (22 psi). −

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For filter monitors with 150 mm (6 in) nominal diameter elements in accordance with manufacturer’s instructions. After three year service life (provided the changeout differential pressure has not been reached).

9.4.9 Records Records shall be kept of at least: all daily drainings including Appearance results; weekly differential pressure readings including any necessary investigation results; and filter membrane test results to enable trend monitoring. Records shall be kept of filter maintenance, including at least: the number and type of new elements installed; differential pressure before and after change; throughput since previous change; reason for change and any relevant details, condition of elements and internal vessel, preferably including element and vessel photographs. − − − − − − − −

An example of a suitable form is shown in Figure 8. 9.4.10 Mesh strainers Mesh strainers shall be fitted with a sample point and shall be drained at least weekly. Mesh strainers shall be opened and cleaned at least annually. 9.4.11 Differential pressure gauges All differential pressure gauges shall be tested every 6 months. For piston type gauges, a check for correct zero reading and for free movement throughout the full piston travel is adequate. A record of all checks shall be maintained. All inaccurate or defective gauges shall be replaced. 9.4.12 Filter element installation/filter vessel commissi oning For information on the installation and commissioning of filter elements see EI 1550.

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Date of element changeout/ replacement Location of vessel/Locally assigned filter vessel number Microfil tration System Type (Microfilter, Filter/water Separator Monitor) Circle as appropriate Vessel Details – make – model – rated flow Reason for change of elements Date of last element changeout Fuel throughput through vessel since last changeout Differential pressure before element changeout Details of filter/coalescer, monitor or microfilter elements removed: – make – model – quantity Details of separator elements (if applicable) removed: – make – model – quantity New filter/coalescer, monitor or microfilter elements installed: – make – model – quantity New or existing separator elements (if applicable) – make – model – quantity Differential pressure after element changeout Other data/comments

Figure 8 – Example of filtr ation maintenance record

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Storage pro cedur es

9.5.1 Routi ne check s To ensure that product quality is maintained while in storage, the procedures in 9.5.1.1 to 9.5.1.6 shall be applied, recorded and documented. Observations should be as descriptive as possible to facilitate trend monitoring or investigation. 9.5.1.1 Tanks shall be kept free from the accumulation of water and particulate by routine draining of all low points to avoid microbiological growth and to ensure only clear and bright product is transferred downstream. Draining is normally required on a daily basis, but longer intervals (up to weekly) may be adopted after extensive experience has shown that water does not accumulate. Where hazy product persists in the drain sample after removal of bulk water, longer settling times, more frequent draining, and/or microbiological assay testing should be considered. Water draining shall be undertaken after settling, before release, before deliveries start and daily while deliveries continue. Water draining shall be undertaken at full flow with a quantity greater than the contents of the drain line. Successful removal of water shall be confirmed via an Appearance Check on samples throughout the draining process. Samples may be taken into open containers such glass jars or stainless steel buckets but it is necessary to ensure that these samples are not contaminated by e.g. rainfall. To minimize the exposure to the environment and operators, suitable glass closed systems are preferred. 9.5.1.2 The correct operation of floating suction arms shall be checked monthly. When a tank has been emptied, for example for maintenance or internal cleaning, procedures for refilling the tank shall ensure that the floating suction arm is fully filled with fuel to displace all air. Where air elimination is not built into the design this may require back-filling until the floating suction inlet is fully submerged in fuel. 9.5.1.3 All tank vents and valves shall be maintained to ensure that they are always functioning correctly. The condition of free vents and mesh screens should be checked at least quarterly, or more frequently as dictated by local conditions. Pressure/vacuum relief valves, where fitted, should be checked and serviced in accordance with the manufacturer’s recommendations. 9.5.1.4 Where the period of time between product receipts into a tank exceeds 1 month, the conductivity of jet fuel containing static dissipater additive shall be checked at monthly intervals and recorded with the temperature of the fuel. 9.5.1.5 Composite Samples shall be taken for Periodic Test from each tank which has contained product and which has had no product receipts for 6 months (static stock). Samples should also be taken from each tank in which less than half of the product has been replaced during a 6-month period. If the results are unsatisfactory, the tanks shall be quarantined, further composite samples taken and an investigation undertaken. 9.5.1.6 Where storage tanks are fitted with double block and bleed valves, the block valves shall be drained after receipt or transfer of product, and checked before transfer by opening the bleed valves and draining any product. If the checks release a significant quantity of product, or if there is a continuous flow of product indicating a leaking block valve, then appropriate measures including additional product sampling and testing shall be taken to ensure that the quality of the product is satisfactory before the batch is released. The valve shall be scheduled for an unplanned maintenance interval and repaired/replaced at the earliest opportunity.

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Tank cleaning

9.5.2.1 General Tank cleaning frequency is dependent on a number of variables, including whether or not the tank is lined (epoxy coated), the cleanliness of incoming product, the type of tank roof, the type of tank bottom and ease of draining. Consequently, the cleaning interval for storage tanks depends on their specific configurations. In principle, the better the design of the tank the longer the cleaning interval. It should be noted that there may be other unforeseen factors that have an impact on the cleanliness of tanks (e.g. breakthrough of a clay treater) which will necessitate immediate tank cleaning. Note: The specified cleaning frequencies in Table 10 and 11 should not be confused with the tank integrity inspection frequency, which is normally determined by other factors, e.g. local authorities or engineering/corrosion considerations. Note: Tank cleaning is a hazardous operation and all Permit-To-Work (PTW), confined space entry, and Job Hazard Analysis (JHA) procedures shall be adhered to. Specific safety precautions shall be in place when cleaning Avgas tanks or tanks that have or had contained leaded products in the past. For further information see EI Model code of safe practice Part 16 Tank cleaning safety code. 9.5.2.2 Evidence and risk assessment Tank cleaning intervals for direct or indirect locations shall be clearly defined using the criteria in Table 12 and documented (including photographs where safe to take them), to facilitate auditing. Historic tank cleaning records and inspection records shall be meaningful and maintained. Where such information is not available, the cleaning intervals in Table 10 shall apply. 9.5.2.3 Direct delivery locations For storage installations directly supplying airports the cleaning intervals in Table 10 (conventional tank designs) or Table 11 (for tanks with additional design features) shall apply as a maximum. Table 10 - Cleaning intervals for storage installations with conventional tank designs directly supplying airports Low Risk

Medium Risk

High Risk

High High Risk

Cone down/Cone up/Sloping


Flat

Flat

Roof type

Fixed

Floating*

Fixed

Floating*

Microbiological testing

Yearly

6 monthly

3 monthly

Monthly

Maximum tank cleaning interval

5 years

5 years

3 years

2 years

Bottom type

* Floating roofs increase the risk of water and dirt/rust contamination and are considered undesirable for aviation fuel storage. They should be taken out of aviation fuel service or converted into fixed roofs.

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Where storage installations directly supplying airports are lined and/or have multiple draining points, or for storage tanks at refineries where the fuel is hydroprocessed, the cleaning intervals in Table 11 may be acceptable where convincing and continuing evidence (as described in Table 12) can be provided that these longer periods do not influence product cleanliness. Table 11 - Cleaning intervals for storage installations with additional design features directly supplying airports Low Risk

Medium Risk

High Risk

High High Risk



Flat

Flat

Roof type

Fixed

Floating*

Fixed

Floating*

Microbiological testing

Yearly

6 monthly

3 monthly

Monthly

Bottom type

5 years i f: – tan k l in ed, or Maximum tank cleaning interval

10 years if tank lined

5 years

– mult ip le drain points, or

2 years

– in ref in eri es, product is hydroprocessed 9.5.2.4 Indirect delivery locations Where storage installations do not supply directly to airports the maximum tank cleaning intervals should be in line with the ones for direct deliveries, but may be risk assessed under the provision that convincing and continuing evidence (as defined in Table 12) is available to show that the cleaning interval does not influence product cleanliness. The only exception is for high high risk category tanks with floating roofs where a maximum cleaning interval of 5 years shall apply. Table 12 - Criteria for establish ing tank cleaning in tervals Dirt levels being within established cleanliness levels/trends. Defined by testing of bottom or sump samples (Gravimetric or colorimetric (including filtration time) and/or particle counts). Water levels being within established cleanliness levels/trends. Defined by: Taking water drain samples and checking visually for systematic absence of excessive rust, other debris, microbiological growth or surfactant contamination; Taking bottom or sump fuel samples and testing for microbiological activity (to confirm “Acceptable” results) Previous tank cleaning records showed that tank internal surfaces were clean (before flushing the tank), i.e. the inspections did not reveal microbial growth or build up of sediment exceeding approximately 20% of the tank bottom surface. Fuel cleanliness downstream indicates the absence of excessive contamination, e.g. filters having good element service life, good Millipore results or low particle counts. •

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•

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9.5.2.5 Tank cleaning products No chemicals, or cleaning materials that could adversely affect the aviation fuel to be stored in the tanks, shall be used. 9.5.2.6 Sediment analysis Detailed records of the types and quantity of any sediment found in the tank shall be maintained. This requires sludge or residue from the tank bottom being sampled and analysed, before residual material is flushed out of the tank. It is preferable to retain the samples and take photographs of them when first obtained. 9.5.2.7 Condition of tank fittings and coatings Detailed records of the condition of the tank interior fittings and coatings shall be maintained. A suitable recording form is shown in Annex D. The dates of the most recent tank inspections and cleaning should be marked on the tank shell. IT systems that provide the same data with a due date alarm system linked to it, are considered equally suitable. 9.5.2.8 Product release after cleaning After cleaning the product release procedures shown in chapter 8 are applicable after refilling. 9.5.2.9 Soak testing after tank repair If any repairs to the tank bottom or internal coating are made with a combined surface area that is greater than 5% of the tank surface area, a Soak Test shall be performed (see Annex C). 9.5.2.10 Product recovery tanks Product recovery tanks shall be inspected (without entry) quarterly for cleanliness and condition. A microbiological growth test (listed in IATA Guidance material on microbiological contamination in aircraft fuel tanks) on a sump sample after flushing, may be carried out as an alternative to quarterly visual inspection. Cleaning shall be carried out in accordance with the design category in Table 10 but with a halved interval. 9.5.2.11 Tank-side quick flush tanks Tank-side quick flush tanks shall be kept clean and empty when not in use for draining and sampling. 9.5.3

Bring ing tanks (and associated pipework and equipment) into aviation fuel service Tanks and associated pipework and equipment shall only be brought into aviation fuel service if in compliance with the requirements in this chapter. Tanks and associated pipework and equipment shall be emptied and cleaned prior to initial filling with aviation fuel. Before the initial tank contents can be released a Recertification Test and a thermal stability test shall be carried out on a Composite Sample, the results of which shall be satisfactory. Where tanks were previously in service with a fuel containing lead, additional quality protection measures are necessary and specialist advice should be sought. Additional testing will be necessary, including analysis for trace lead content or colour.

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9.5.4 Testin g for micro biolog ical growt h The fundamental method for assessing the presence of microbiological growth in storage tanks and filters is the daily Clear and Bright test on a sump sample. Presence of discoloured water (brown or black), a lacy interface between the fuel and water layers or organic debris in the fuel or water layer are all indications of likely microbiological activity, which require immediate investigation and appropriate specialist advice. The investigation shall include an on-site assay test for microbiological activity carried out on Drain Line Samples of jet fuel using a test kit listed in IATA Guidance material on microbiological contamination in aircraft fuel tanks, and the checking of filter membrane colour test history for any significant change. Internal inspection and investigation of filter vessels may also be required. Warning and Action (quarantine) limits should be defined with reference to the IATA Guidance material on microbiological contamination in aircraft fuel tanks and following advice from specialists in the use of field testing kits and interpretation of results. Where microbiological growth is confirmed to be above acceptable levels, remedial action is required. As a minimum, this shall include on-site assay tests for microbiological activity carried out on Drain Line Samples of jet fuel using a test kit listed in IATA Guidance Material, at least as defined in Table 10 or every 6 months (whichever is shorter) for a period of 2 years. Where three successive on-site assay tests show that microbiological growth levels are at a satisfactory level, the testing intervals may be relaxed provided there are no other contra-indications of microbiological activity. Note: Fuel samples from storage tanks for on-site assay testing shall be drawn from low point drains and allowed to settle to remove any traces of water. To ensure consistency of test results, sampling should be performed after tank settling and immediately before tank release. Contamination of the sample for testing shall be avoided by strict observance of the test kit manufacturer’s guidance on cleanliness. Alcohol wipes should be used to clean sample points before sampling. The sample point shall then be flushed with jet fuel to remove traces of alcohol before taking the sample for testing. If a positive result is obtained then the test shall be repeated. If the result is confirmed, specialist advice is required. The use of biocide to treat tank contamination is restricted by the major fuel specifications (see chapter 7 for further information) and is intended for strictly controlled use in aircraft fuel tanks. In most cases it is therefore only possible to decontaminate storage tanks by using hydrocarbon solvents, steam cleaning or hot water washing. Where biocides are used, the product shall be downgraded to non-aviation use and the tank cleaned before bringing it back into aviation fuel service. For further information on managing the risk of microbial growth see EI Guidelines for the investigation of the microbiological content of petroleum fuel and for the implementation of avoidance and remedial strategies. 9.6

DOCUMENTATION

9.6.1 Records – quality contr ol The results of checks and testing shall be recorded on documents which are readily available, kept up-to-date and retained for a minimum of 1 year (see 2.5 and 9.6.5). Records may be held electronically provided that a back-up system (at least weekly) is in place. The records shall include, but not be limited to:

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a) All mandatory checks detailed in this chapter. b) Product dips or metering and tank contents checks, including date/time. c) Details of incoming consignments with reference to RCQ/CoA/RTC and RC, quantity, including date and time. d) Receipt tank details, settling and release checks including intertank transfers. e) Batch makeup record and batch number allocated. f) Product deliveries and transfers including date/time when tanks put in service. g) CoA, RTC and Periodic Test Certificates of tank contents. h) RCs covering outgoing consignments. i) Tank and filter sump drains, microbiological test and Millipore results. j) Monthly conductivity test results when stock is static (and only when the jet fuel contains SDA). k) Vent and valve checks. l) In case of additive additions, additive receipt CoAs, blending and reconciliation results. 9.6.2 Records – maint enance The following maintenance activities shall be recorded on documents which are readily available, kept up-to-date and retained for a minimum of 1 year (see 9.6.5). Records may be held electronically provided that a back-up system (at least weekly) is in place. The records shall include, but not be limited to: a) Storage tank inspection and cleaning records. b) Microfilter and filter/water separator differential pressure graphs and dates of inspections and element changes. c) Filter assembly records of all filter types (incl. strainer). d) Floating suction arm checks. e) Details and dates of all maintenance work. f) Additive tank inspection and cleaning records. g) Additive injection equipment calibration. Tank cleaning and filter records shall be retained as detailed in 9.4.9 and 9.5.2. 9.6.3 Signature All records shall be dated and signed by the person responsible for that specific activity. For electronic records, a password-protected access system, traceable to an individual person, is acceptable as an alternative to a signature. 9.6.4 Records – accid ent/inc ident A detailed record of accidents/incidents should be maintained for at least 5 years. 9.6.5 Documentation retention requirements Aviation quality control documents shall be kept for certain minimum periods to provide adequate history and reference. The following are minimum retention times, but local regulations or external quality assurance requirements may require longer retention periods. Records of all daily, weekly and monthly checks shall be retained for at least 1 year. Records of all less frequent routine checks, filter membrane test results and logbooks on all non-routine matters shall be retained for at least 3 years. Other maintenance records shall be retained for at least 1 year, or longer if still relevant to equipment condition (e.g., major repair work or extension(s) to facilities). Document retention requirements: Storage installation product quality records - 12 months from last dated record. Laboratory quality control and product testing records and certificates - 10 years. − −

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Local and international inspections and follow-up - 3 years or until all recommendations have been closed out if longer. Filtration differential pressure and membrane filtration (Millipore) records - a minimum of either 3 years or the last two change-outs if longer. Storage tank and filter cleaning and maintenance records - life of tank Storage installation design, modification and major maintenance - life of installation Underground pipeline design, modification and testing records - life of installation.

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10 TRANSPORTATION: FACILITIES AND PROCEDURES 10.1

OCEAN TANKERS, COASTAL AND INLAND WATERWAY VESSELS/BARGES

10.1.1 General considerations Historically, transportation of jet fuel by sea meant relatively short costal tanker voyages but changes to supply chains have resulted in significant volumes of aviation fuel now being transported long distances by ocean tankers. Ocean tankers used to convey aviation fuel are also used for the transportation of various other cargoes, i.e. they are not aviation dedicated. These vessels require specific attention to ensure fuel quality is maintained. Also, where new build vessels are intended to be utilised for the transportation of Aviation fuel, these also present a potential fuel quality issue. For quality control testing purposes, ocean tankers shall not be considered dedicated under any circumstances due to the complex nature of their compartments and piping arrangements, and therefore strict precautions are necessary to ensure that grade changes are adequately controlled. Coastal and inland waterway vessels may have complex cargo compartment and piping arrangements and therefore, as with ocean tankers, strict precautions are necessary to ensure that, where grade changes are required, these are adequately controlled. It is appreciated that, on occasions, coastal vessels may be permanently employed carrying solely jet fuel cargo and therefore the requirement for cargo change of grade cleaning is not required. However, it is necessary to ensure cargo tanks remain clean and fit for purpose. Inland waterway vessels/barges may be dedicated to aviation fuel. Although it is preferable before loading that cargo tanks, piping systems and pump arrangements are inspected and confirmed clean, dry and free from traces of any other product, this is not practical with Ocean Tankers. To comply with ISGOTT (International Safety Guide for Oil Tankers and Terminals) requirements, ship compartments are normally in an inert condition when the ship arrives for loading. Access to the cargo compartments is therefore not possible and full documentation showing the cleaning methods and any chemicals used shall be obtained. This documentation shall be verified and signed by both the independent person collating it and a responsible ships officer. Where vessels are used to carry multiple cargo grades, grade segregation is vitally important and any change to the cargo tank being employed to carry jet fuel shall follow the correct change of grade cleaning requirements, as defined in EI HM50. The requirements are written with ocean going tankers in mind, but in principle can be applied (with some modifications where necessary) to coastal vessels and barges. Where a vessel has transported, during the previous journey, exclusively one grade of aviation fuel in all the cargo compartments nominated for the current voyage, only draining of tanks will be required (refer to EI HM 50 for more detailed additional guidance). A vessel that uses cargo tanks for ballast on return journeys, irrespective of the cargoes carried, shall be treated as a non-dedicated delivery system. 10.1.2 Vessel selection for aviation fuel transpor t Vessel vetting is normally carried out to ascertain if a vessel is suitable for carrying a cargo safely. It is further assessed with respect to crew capability, vessel condition, vessel experience factor, etc, and this second step is an integral part of risk management.

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Additionally the details of the ship cargo tank internal coating material, the existence of any copper-containing metals in the tank, the tank washing system (hot fresh water, steam, detergents), the inert gas (IG) system, the slops storage and disposal system, shall also be considered as part of the selection process, as these may impact on the quality of the transported cargo. 10.1.3 Suitability assessment before selection In addition to the selection process, details specific to previous cargoes, cargo tanks cleaning, etc. also need to be assessed. Although it remains the responsibility of the ship’s Captain to present the ship in a condition suitable for loading the intended cargo, the organisation chartering the ship should also satisfy itself that all the cleaning carried out to effect a grade change is adequate to protect the integrity of the aviation fuel to be loaded (refer to EI HM50 for more detailed guidance). This information shall be readily available to all parties with an interest in the transport of the fuel. The following provides guidance on minimum acceptance criteria to be used. −

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Cargo tanks shall be constructed from corrosion-resistant material or be coated internally with a suitable epoxy material. The cargo tanks and their linings shall not affect the specification properties of the product in any way. Cargo tanks with zinc coatings or zinc silicate linings, or with copper heating coils or other copper-containing components, should not be used for transportation of jet fuel because of the potential adverse impact on fuel thermal stability. Where this is unavoidable, specialist advice shall be sought regarding additional testing requirements , e.g. thermal stability testing at elevated temperatures prior to loading and discharge, and, where applicable, measurement of copper content prior to discharge. Segregation shall be provided between cargo and ballast tanks. If more than one product or grade is to be carried, segregation shall also be provided between the grades. This includes compartments, pipework, pumps, valves, and other physical installations on board where cross-contamination can occur. This also includes the IG system, which may be achieved by isolation or flow direction (e.g. aviation fuel before other cargoes). “Closed Loading” (inert gas system) vessels are subject to specific procedures being in place at both loading and discharge ports to ensure that fuel quality is monitored. These procedures shall include the requirement for the inspector and/or the ship’s Master to confirm that the vessel is clean and dry and suitable for the transportation of jet fuel. Inert gas system: Guidance on the design, operation and maintenance of inert gas systems can be found in American Bureau of Shipping documents Pub 131 Guide for inert gas system for ballast tanks and Pub 24 Guidance Manual for Material Selection and Inspection of Inert Gas Systems. At the time of writing these could be downloaded from www.eagle.org All cargo tank hatches/openings shall be watertight. Hatches and sea valves which access the cargo tanks shall be capable of being locked and sealed in the closed position. New build and refurbished vessels shall not be accepted for the carriage of aviation fuel as the first cargo due to the high risk of product contamination. As a minimum, all new build and refurbished vessels shall have been pre-conditioned in accordance with Annex C before carrying aviation fuel. For any vessels that have previously carried other products but never aviation fuel, for the first aviation fuel cargo, a Recertification Test plus thermal stability test shall be carried out on the multiple tank composite sample after loading. This documentation shall be supplied to the receiver of the fuel before the ship can be discharged, unless otherwise agreed with the receiver of the fuel.

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The documentation specifying in detail the last 3 cargoes carried by the vessel (including, where possible, any additives / dyes / stabilizing chemicals contained in the previous cargoes or added on board the vessel) shall always be checked, and be available to the receiver of the fuel. As a minimum, EI HM50 shall be used to determine if the cleaning methods employed on cargo grade changes are suitable. Note – many jet fuel cargoes are carried in chemical ships, and EI HM50 may not address all circumstances encountered in such cases. Other reference databases may need to be consulted for guidance. Where it is identified that a gas oil or diesel cargo is listed on the last 3 cargoes, checks shall be carried out to establish if the cargo contained a bio component. If this cannot be firmly established then it shall be assumed that bio component was present. EI HM50 recommends that cargoes of B15 or greater should not have been carried in the previous three cargoes. If cargoes of less than B15, but greater than B5, have been carried in the last three cargoes, the recommendations of EI HM50 should be followed. In addition, FAME testing should be carried out on the loaded cargo, and be within the specification limit, before discharge commences. Where it is identified that there has been addition of dye on the vessel in the last two or three cargoes, there is the risk of dye transfer from the roof of the tank in transit, and of sample contamination with dye residues when using closed-operations valves.

10.1.4 Suitability assessment prior to lo ading It should be confirmed that the vessel meets the requirements outlined in 10.1.2 and 10.1.3 and an inspector/surveyor employed. This individual could be from a third party or competent and trained shore staff fulfilling the role of inspector/surveyors. Vessels should be cleaned to the satisfaction of the inspector. The inspector should also carry out the following: In order to maintain aviation fuel quality it is essential that all ships tank cleaning records such as cargo logs are thoroughly examined (and where possible copies obtained) by a competent person. This person shall assess any potential contamination and fuel quality loss risks prior to loading, based on the data provided. −

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Particular notice shall be taken of any previous cargoes that may have contained high risk species such as metal ions (such as are found in some octane and cetane improvers), surfactants, luboils containing metallic modifiers , dyes etc. as each of these poses specific risks to the cargo. All the details obtained from the ships records shall be listed in a single document (cargo tank history report) and this document shall be dated, signed and stamped by the ship’s officers confirming that the details recorded are correct. The records shall include, for each tank on the ship, details of: −

the last three cargoes, and

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any cleaning chemicals/detergents used.

Based on the information supplied, risks shall be assessed and an initial loading plan commensurate with any identified risk prepared. (Guidance may be obtained from EI HM50). Should any of the details listed above not be provided , all stakeholders with an interest in the loading of the aviation fuel shall be informed of any data deficiencies immediately and loading shall not proceed until all interested parties have agreed a process to address the deficiencies in the tank history records −

A Tank Inspection Report /Certificate of Cleanliness should be prepared by an independent person. It is recognised however, that due to modern environmental controls the ability to make any form of physical inspection is rare, and so when such

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limitations prevent access to the tanks, a statement of facts clearly noting the inability to make a visual examination of tanks, lines, pumps, etc. shall be issued instead. Regardless of which document is issued they shall be countersigned by the responsible ship’s officer. −

It should be confirmed that the IG system is operating satisfactorily. Records for the previous two weeks that the IG was operational should be obtained from the ship’s officers and the IG readings at the time of loading noted in the inspectors report. These should preferably show detailed logs with O2 levels, flow rates and even SOx levels on a constant monitoring basis. As a minimum daily checks of the running system and random tank samples taken using an O2 meter shall be available. The inspector should ask if the IG to and from the aviation fuel containing tanks is separated from any other parcels on board and whether it will remain so for the whole voyage. Should any of the details listed above not be provided, all stakeholders with an interest in the loading of the aviation fuel shall be informed of any data deficiencies immediately, and loading shall not proceed until all interested parties have agreed a process to address the deficiencies in the records.

10.1.5 Loading ocean tankers and coastal/inland waterway vessels/barges Companies shall appoint an inspector (surveyor) to inspect the vessel, witness the loading procedure and prepare a report. This individual could be from a third party or competent and trained shore staff fulfilling the role of inspector/surveyors. Product quality data shall be available and their completeness verified. The data shall be verified to comply with the relevant specification before loading. Typically these data are presented as RCQ and, if applicable, CoA and/or RTC accompanied by the necessary Release Certificate. There may be occasions where the completed RCQ and, if applicable, the CoA and/or RTC as well as the Release Certificate documents are not immediately available. Under these circumstances traceable data shall be available from authenticated sources such as a known email address with equivalent detail. The principals (e.g. buyer and seller) shall be advised of these equivalent data and may decide to accept them. The RCQ and, if applicable, the CoA and/or RTC as well as the RC documents, shall be available before the ship is discharged. Increasingly, documents are made available in electronic format rather than as paper documents. The objective of all these requirements is that no cargo is loaded into a vessel until and unless sufficient data are available to verify that it complies with the advised quality and specification. If there are any deficiencies in the data, the inspector shall notify the principals immediately of the deficiencies known. Prior to loading, ensure that all loading lines contain the same grade of aviation fuel as that to be loaded and from which batch the content derived. For line preparation requirements see 8.3.5 and API MPMS chapter 17.6/EI HM66. Subsea lines will require a modified procedure. Witness the loading procedure. As a minimum, line samples shall be drawn at, or near to, the ships manifold at the start, immediately before the end of pumping and if there is a change of shore tank for a Control Check. During the start, samples should be taken after one, three and ten minutes. The sample points should be located at a point as close to the ship as possible. Generally there is a sample point available near the foot of the loading arm. It is recommended, in particular for non-dedicated loading lines, that line samples are taken every two hours. The results shall be compared with the shore tank analysis. If t hey differ by more than 3 kg/m 3 on corrected density (at 15°C), or exhibit a cloudy or hazy appearance that persists at room temperature for 15 minutes, contamination should be suspected and further investigations shall be carried out. Where contamination is suspected, these samples should be taken in triplicate, labelled and retained. For non-dedicated vessels or where loading is via non-segregated shore facilities, a first foot sample (filling to approximately 500 mm depth in each cargo tank) should be taken −

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from each compartment, a multiple tank composite sample prepared, and the following properties measured. The results shall be compared with the results of the product being loaded: appearance/visual colour; (Note: Colour in this context is the visual observation of fuel colour from water white to pale straw and not the Saybolt Colour) density; flash point (jet fuel only); freezing point. To minimize the volume at risk, where possible, it is recommended that the first foot loading be limited to two or three tanks as far away as possible from the ships manifold in order to flush the maximum pipework. Samples from these limited numbers of tanks can be tested fairly quickly and if any problems are detected, remediation done without too much waste or delay. If the first three tanks pass, first foots can be loaded into the other nominated tanks and testing performed on them. To avoid unnecessary delays to vessels, the loading may re-start following satisfactory density, appearance and visual colour comparisons with the shore tank and jetty line test results. The results of the flash and freeze point tests shall be compared with the shore tank results. If they differ by more than 3°C for the flash or freeze point between measured and expected results, contamination should be suspected and further investigations shall be carried out. After completion of loading, the ship’s tanks shall be sampled and three, 5 litre (5 USQ), weighted multiple tank Composite Ship’s Samples shall be prepared, using suitable containers (as defined by ASTM D4306); those required for retention shall be sealed. These samples may cover, as well, contractual requirements but are considered as minimum sample numbers. One sample, which need not be tested unless the quality of the consignment is subsequently questioned, shall be retained at the supplying location for at least one month. The second sample shall be provided to the ship’s Master for retention on the ship. The third sample should be used for Recertification Testing to confirm the quality of the product on board the vessel. The Recertification Test analysis should not delay the departure of the vessel. However, the results of the test should be made available to all interested parties (e.g. buyer and seller) promptly, but certainly before the vessel is discharged. −

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Before departure, it shall be ensured that tank hatches and covers are closed and secured. All quality and loading documents should be presented to the Ship’s Master or his representative either in hardcopy or electronically. Results of the quality checks shall be recorded and reported.

10.1.6 Ship to ship t ransfers and floating sto rage Ship to ship transfer can be required for replenishment of large tankers used as floating storage, or for transfer of product from a large to a smaller vessel due to port limitations. Unless ship to ship transfers and floating storage are strictly controlled, there is the potential for fuel quality issues to occur. Where a vessel is being used as floating storage, or is receiving jet fuel at sea, and is not initially loaded at a refinery or intermediate terminal, all the suitability assessment procedures detailed in 10.1.2 and 10.1.3 shall be employed. Owing to the exposure time, copper coils and zinc coatings shall not be used. Where a vessel is being loaded from floating storage or during ship-to-ship transfer, the assessment procedures in 10.1.3 and 10.1.4 shall be employed. As line samples may be

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difficult to take during line transfer operations, first foot samples should be taken for Control Check. Attention should be paid to the suitability of individual cargo tanks for the storage of aviation fuel. Hoses used for the transfer of fuel shall be maintained in good condition and regularly inspected internally and externally for wear, degradation and cleanliness. A record of use and maintenance checks shall be maintained. It is strongly recommended that hoses are dedicated to jet fuel use and marked in accordance with EI 1542. Where this is not possible, they shall only be used for transfer of white oil without bio components. Fuel testing requirements apply to all points in the supply chain, including floating storage and transfers at sea, and shall be treated in the same manner as for an Intermediate Terminal. Each floating storage cargo tank shall be treated and tested as an individual shore tank. Note that each tank should be segregated from other cargoes onboard any vessel. After each receipt into a ships tank on the floating storage, samples shall be taken in triplicate and sealed, and one set tested as soon as possible. Traceability through mass balance calculation shall be established and documented throughout any offshore movements. Because of the difficulty of traceability and testing at the time of transfer onto a ship, as a minimum, a CoA based on one of the triplicate samples drawn from the floating storage vessel shall be provided, prior to the cargo being discharged. In addition, samples from the receiving vessel shall be tested and the fuel recertified, prior to the cargo being discharged. These requirements preserve traceability. Consideration Consideration should also be given to undertaking microbiological testing (see EI Guidelines for the investigation of the microbiological content of petroleum fuel and for the implementation implementation of avoidance and remedial strategies). strategies ). Following receipt into floating storage, or after a ship-to-ship transfer, Recertification or CoA Testing shall be conducted. If more than three new batches, including any tank heel and any co-mingling in the delivery vessel, are received into a tank, Recertification Test comparison becomes difficult and possibly meaningless, and therefore the contents of the tank shall be tested against all the requirements of the Specification, i.e. CoA. Compile a batch make-up record. This record shall include, as a minimum: a) The Batch Number (following successful testing) b) The tank number c) Volume in the tank d) The grade of fuel stored e) The sampled date f) The laboratory Test Certificate Number g) Heel Batch Number and Test Certificate Number h) Received fuel volume(s), Batch Number(s), Number(s), Test certificate certificate Number(s), Number(s), received fuel Release Note(s), the consigning refinery/depot and receipt date An example is shown shown in Figure 1. 1. 10.2

PIPELINE TRANSPORTATION TRANSPORTA TION

10.2.1 Introduction Pipelines provide an efficient means of transporting aviation fuel (as well as other petroleum products) and form an important part of many distribution systems.

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Pipelines may transfer different petroleum products, and interface comingling between them and pipeline ‘pick-up’ from one product to another due to adhesion to pipeline walls is routine. Robust operational procedures are therefore required to ensure risks to jet fuel quality are effectively managed. 10.2.1.1 Definition of a pipeline A pipeline can be considered as a long tube, made up of one or many conduit sections, that connects installations such as terminals/depots, refineries, jetties etc. Pipeline systems include associated installations such as pumping stations, valves, reception and delivery terminals, metering stations, quality control stations and interconnection stations with other pipeline systems. 10.2.1.2 Construction and commissioning The quality of steel used for pipelines is described in national or international specifications, and is typically agreed to by local/national authorities. Specifications define, for each diameter, the standard thickness of the pipe and the manufacturing tolerance. Technical specifications for welds are very detailed. To protect against corrosion when buried, steel pipelines are frequently either cathodically protected or have an electrically isolated coating. Commissioning of pipelines should be in accordance with ASME B31.4 Pipeline transportation systems for liquid hydrocarbons and other liquids and API Recommended Practice 1110 Pressure testing of liquid petroleum pipelines. pipelines. 10.2 10.2.2 .2 Product compatibil ity in multi-produc t pipelines The preference is for jet fuel to be transported in pipelines dedicated to jet fuel but, for logistical reasons, pipelines may have to be operated as multi-product pipelines. Multiproduct pipeline operation is dominated by interface management requirements (including management of the transmix). The products listed in Table 14 shall not be transported in pipelines that transport jet fuel: Table Table 14 – Produc Produc ts th at shall not be transpor ted in mult i-product pipelines that carry jet fu el -

Neat oxygenated chemical products (organic acids, alcohols) and other surface active products, or those that have a high content of surface active components Chemical products that could downgrade the thermal stability of jet fuel (e.g. products with peroxides, low levels of lead, iron, copper or nickel) or products that could develop free radicals in the conditions of transport

The products listed in Table 15 are acceptable, as leading and trailing consignments, for transport in multi-product pipelines that also transport jet fuel. When adjacent to a parcel of jet fuel, these products have been found to limit the degradation of jet fuel due to interface comingling or pipeline pick-up. They are listed in Table 15 in order of preference: Table Table 15 – Products that are acceptable acceptable as leading leading or t railing p arcels when transporting jet fuel in multi-product pipelines pipelines -

Light distillate feedstock (naphtha) FAME-free and un-dyed middle distillates/diesel distillates/diesel fuel Motor gasoline (free of detergent-type additives)/Blendstock additives)/ Blendstock for Oxygenate Blends (BOB)

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In certain circumstances it is acceptable for product containing bio-component bio-component (or dye) to be transported in a multi-product pipeline that transports jet fuel provided that a risk assessment and successful trial have been completed, and specific operating procedures are implemented (e.g. testing of product received to confirm the absence of contamination). For further information on requirements for trials see EI publication Multi-product pipelines: Minimum criteria to determine additive acceptability. acceptability. Certain product additives, e.g. drag-reducing additives (DRAs), dyes, are known to be detrimental to aviation fuel quality because of their chemistry. When products containing these additives precede aviation fuel pipeline consignments, there is a risk that resultant pick-up from pipeline walls, poor interface cutting and/or poor control of additive injection will cause aviation fuel quality problems, and potentially result in the aviation fuel being offspecification. Where such additives are known to be included in products intended for transportation within multi-product pipelines carrying aviation fuels, the pipeline operator should exclude the additives from the product entering the pipeline and injection should take place after breakout points. Where this is not practical, products containing such additives shall not be transported adjacent to a batch of aviation fuel but shall be separated from it by a buffer of acceptable, non-additivated, product. The pipeline operator shall undertake a risk assessment to establish what additional controls will be required (in addition to sequencing) to ensure aviation fuel quality is maintained. EI publication Multi-product pipelines: Minimum criteria to determine additive acceptability shall be followed as part of this assessment. Other products not listed here, which are being considered for transportation in a multiproduct pipeline transporting jet fuel, require further investigation by the pipeline operator and operators of connected installations. Assessment of the characteristics of the products and their influence on the quality of subsequent aviation fuel batches (or on the pipeline system itself) is required. The principles of EI publication Multi-product pipelines: Minimum criteria to determine additive acceptability shall acceptability shall apply (namely that the product will not cause any degradation to aviation fuel quality). It is likely that an experimental transport test will need to be undertaken. 10.2 10.2.3 .3 Jet fuel quality monit oring progr amme 10.2.3.1 Key principles The pipeline pipeline operator’s operator’s procedures procedures shall shall ensure maintenance of jet fuel fuel quality from point of ingress to point of egress.

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Pipeline operating operating procedures procedures shall be specified and implemented implemented to avoid any any possibility of jet fuel contamination in the pipeline system, between the ingress custody transfer point (CTP) and the egress CTP. A robust fuel quality monitoring system based on industry good practice, including site specific procedures and experience, shall be implemented. Within refineries refineries or terminals, terminals, jet fuel shall be handled in such a way as to prevent prevent contamination with other products between the tank and pipeline ingress. Where the use of non-dedicated pipework within the refinery/terminal is unavoidable, procedures shall be in place to adequately flush the pipework of other products prior to receiving or delivering jet fuel. With non-dedicated systems, particular attention shall be given to eliminating potential contamination contamination from dead legs, manifolds, meter proving loops, etc.

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Jet fuel quality shall be maintained from the egress point of the pipeline to the terminal or airport storage tanks. Consideration needs to be given to pipeline contents, manifolds, dead-legs, valves, pumps, etc. all of which have given rise to product quality incidents. Receipt facilities shall be capable of dealing with the pressure, flowrate and volume of jet fuel from the pipeline.

10.2.3.2 Equipment a) Receipt and export lines shall be fitted with sampling points, which should be installed as close as possible to the CTP. It is preferable for in-line samplers, either automatic or manual, to be used. A capability to measure density at 15°C or API gravity is also required. This could be achieved by the use of an in-line densitometer, automated densitometer or hydrometers and thermometers. b)

Additional equipment such as colorimeters, flow meters or turbidimeters may be considered.

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The equipment listed in a and b monitors: - The product within the lines between storage tanks and the ingress and/or egress points of the pipeline; - The product coming from the certified tank of the shipping terminal; - The products coming from every subsequent tank, when the pipeline operator is informed of tank changes. The pipeline operator’s monitoring system should enable the detection of non-scheduled tank changes; - Possible product comingling at intermediate terminals (fungible pipeline systems), or the possible mixing in the buffer tanks (intermediate terminals);

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The potential impact of equipment on the maintenance of jet fuel quality should be assessed by the pipeline operator. Such issues include: - The creation of a register to record all sources of potential cross-contamination, even at low levels. Equipment that should be inspected includes: manifolds, pumping stations, separation valves, dead-legs, meters, fixed prover loops, etc. - Inspection and compliance with operational protocols (flushing of the installation, dead-legs, boosters, etc.) associated with the equipment and control of their effectiveness in preventing contamination, even at low level. - The potential for downgrading off-specification product. Further investigations shall be conducted and corrective measures identified and implemented (definitive modification of the infrastructure, strengthening of the operating procedures, etc.).

10.2.3.3 Samples a) Before loading or transfer by pipeline, the issuing tank shall be checked by the depot operator for free water, and any free water found shall be drained. All low points on transfer or loading pipeline systems shall be checked by the depot operator for free water and any free water found shall be drained. b) For traceability and quality purposes every parcel of jet fuel in the pipeline should be sampled, automatically or manually. These samples shall be retained for a defined period and managed as specified in the pipeline operating procedures. c) For receipt from or delivery into a single grade pipeline, during the pumping of the product, samples shall be drawn as close as possible to the CTP approximately 1 minute after liquid starts to flow, approximately half way through the pumping period, approximately 5 minutes before pumping is due to be completed, and at any change of batch. Each of the samples shall be subjected to a Control Check (and conductivity if

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SDA has been added to the fuel upstream of this point). Results from the Control Check shall be documented. d) If large amounts of water, solid contaminants or abnormal density are noted, the flow shall be stopped if possible, or diverted to a slop tank, and the pumping station of the pipeline notified. The transfer into or from a storage tank shall only be resumed after clearance has been given by the installation manager. e) For receipt from or delivery into multi-product delivery systems, procedures similar to those in 10.2.3.3 (c) shall be enforced but with samples drawn as close as possible to the CTP approximately 1, 3 and 10 minutes after liquid starts to flow, every two hours, approximately 5 minutes before pumping is due to be completed, and at any change of batch, Additional testing of samples drawn during the transfer may be performed to ensure that no cross-contamination has occurred. The most important quality protection measure in multi-product pipeline movements is the method used for handling product interface cuts (see 10.2.6). Care should be taken to ensure that the leading and trailing interfaces between the products are directed into nonaviation storage. Adequate sampling procedures assist in the detection of these interfaces. a) The pipeline operator may draw spot samples manually. These samples are representative only of the product at the exact time they are taken but may help in determining if the product is contaminated. b) In fungible pipeline systems, or those managed as a banking system, there should be a retained sample for each delivered parcel. Moreover, if the pumped batch is split into two or more receiving tanks at any one location, it is recommended that the sampling operation should be split in the same manner, to obtain a sample for each receiving tank. If there are multiple export or receipt batches, each one should be subject to individual sampling. c) Operating procedures shall be established and recorded to define the processes to be followed if sample analysis carried out by the shipper or pipeline operator during transfer indicates a deviation outside of the fuel specification limits or exceeding the acceptable differences during Recertification testing (see Annex D). These should include a notification procedure to the relevant parties, remedial action plans, and defined authorities for remedial product release. The action plans may include items such as layered tank release, continued receipt into other tankage, blending, pump backs, etc. 10.2.3.4 Responsibility for aviation fuel quality maintenance - documentation The quality of the product when introduced into the pipeline is the responsibility of the shipper. To enable the pipeline operator to monitor and maintain the quality and traceability of the fuel, the shipper shall release the following documents to the pipeline operator, before any transfer starts: Reference numbers of the shipping tank(s) Respective volumes of the shipping tank(s) RCQ(s), CoA(s), RTC(s), RC(s) for the shipping tank(s). This Certificate will mention the reference of the shipment as it appears on the pumping plan given by the pipeline operator to the shipper This Certificate will be signed by an official authority of the shipper, or by a subcontracted inspection authority − − − −

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Product introduced into a pipeline from a tank may differ from the certified batch because of the connection lines and manifolds between the tank and the pipeline ingress point. The line content between the tank and the ingress point shall also be covered by a RCQ, CoA or RTC and be listed on the RC. The principle is that all line content is covered by one or more Certificates. In fungible and non-fungible pipeline systems, and where the original identity of the jet fuel batch is recorded and maintained from the shipping point to the point of delivery, pipeline operators shall manage a system to transfer the RC, RCQ, and/or CoA and/or RTC from the ingress terminal to the egress terminal before the delivery of the product. In fungible pipeline systems and where the original identity of the jet fuel is lost, the pipeline operator shall ensure that all jet fuel batches being transferred into the pipeline meet the appropriate specification. At the egress point of the pipeline a full certification test shall be completed and a CoA issued. 10.2.4 Route settin g Pipeline operators shall check the position of all relevant valves when setting up (i.e. prior to the movement) to ensure the correct route as detailed in the site specific procedure between the ingress and egress CTPs of the pipeline. For other valve position monitoring controls at refineries and terminals see chapter 8. 10.2.5 Quality con trol requirements for simu ltaneous pumping In the case of simultaneous pumping from two pipelines into a single pipeline, a Control Check shall be carried out. The measured density of the downstream product shall be compared with the calculated volumetric average densities of both upstream products. Rebatching after simultaneous pumping is mandatory before direct delivery to airport depots. 10.2.6 Interface management In a multi-product pipeline, where jet fuel is in contact with other refined products, the pipeline operator shall manage the transmix, in particular at the points of delivery, and shall take appropriate measures to maintain the jet fuel integrity, and its conformity with the specification. The time when the pipeline is stopped or operated at low flow rates should be reduced to a minimum to avoid increasing the transmix volume at the head and tail of the products. When handling multi-product batches, the sequence should be arranged to minimise the effects of interface contamination of the aviation fuel. To mitigate the risk of contamination of jet fuel and to minimise the volume of the transmix to be downgraded or re-treated, the following sequencing of product in contact with jet fuel is recommended: Any product in which the total quantity of transmix can be downgraded, without compromising the quality of the mixed product (i.e. petrochemical naphtha). −

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Product that does not contain any bio or dyed component. Product that does contain bio-component measured by the appropriate test method. For this type of product, a risk assessment will need to be conducted and specific operating procedures implemented by the pipeline operator. A leading and/or trailing buffer batch (containing no bio-component) should be employed, the volume of which shall be established by experimentation / trial, which shall be downgraded.

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During receipt, leading and trailing product interfaces shall be diverted into non-aviation storage or slop tanks. Pipeline operators should undertake risk assessments and implement mitigation measures within their operating procedures to ensure that the quality of jet fuel parcels is not compromised by inter-product contamination. Control measures may include testing for specific sensitive characteristics of jet fuel (depending on the other transported products, characteristics such as flash point or freezing point could be tested from in-line samples), and/or contamination tests such as particle content, water content, MSEP or FAME content. The cutting shall be based on density measurement and (where applicable) colour. Local procedures shall be established to ensure that only jet fuel enters jet fuel receipt tanks. These will need to take into account the position of the density measurement equipment, valves, signal delays, flow rates, buffer and interface volumes etc. Equipment used to manage interface cutting may comprise the following: densitometers, installed far enough upstream of the manifold to allow sufficient time to receive the information and to command the shutting and opening of the appropriate valves colorimeters to confirm the information given by the densitometers manifolds, to lead any non-jet fuel products in their correct direction, to direct contaminated product into slop tanks, and to direct the neat jet fuel into jet fuel tanks. There is a requirement for these manifolds to be designed and operated so as to avoid cross-contamination of the jet fuel. −

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Re-injection from slop tanks or interfaces into jet fuel is not permitted. 10.2.7 Pipeline pigging operations Pipeline operators are required to implement pigging procedures on a regular basis, or when needed depending on transported product cleanliness, and legal requirements for the maintenance of pipeline integrity. In multiproduct pipelines no pigging operation shall take place in jet fuel. This prevents potential contamination of jet fuel by other materials removed from pipeline walls, and issues with particulates. In dedicated jet fuel pipelines, the operator will have to undertake pigging in jet fuel. The operator shall ensure procedures are in place to handle the ‘pigged cloud’ that will be generated. This may include segregation and/or disposal as well as additional settling times or filtration. 10.2.8 Jet fuel additivation Pipeline operators shall not inject into jet fuel any additives during transport of the jet fuel through the pipeline system, unless by specific and documented request from the receiving client. Where additive injection is authorised, refer to chapter 7 for required information on handling and injection.

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ROAD TANKERS AND RAIL TANK CARS

10.3.1 Construct ion of r oad tankers, rail tank cars and loading facili ties 10.3.1.1 Rail tank cars a) The tanks of rail tank cars shall be constructed of carbon steel, stainless steel or aluminium. For carbon steel construction the tank shall be internally coated with an approved epoxy coating complying with EI 1541. New rail tank cars, and those that have had major maintenance activities performed, shall be pre-conditioned and soak tested in compliance with Annex C. b) Design shall be such that fuel is protected from the ingress of dirt and water during transit. Tanks shall be equipped with bottom drains to facilitate the clearance of water and sediment, and drawing of samples. Rail tank cars should be dedicated to one grade of aviation product and be provided with couplings chosen to give the maximum practical degree of grade security. Where rail tank cars are fitted with more than one size/design of discharge coupling, the unused one shall be sealed or, preferably, removed. c) Clear grade markings shall be painted on or affixed to rail tank cars. The EI fuel grade naming and colour coding system as detailed in EI 1542 should be used. The appropriate grade markings, (e.g. "JET A-1", "Avgas 100LL") shall be prominently displayed on both sides of rail tank cars. Grade markings shall also be clearly visible at the rail tank car discharge connections. d) Rail tank cars used for supply to airport depots should be internally coated with an approved epoxy coating complying with EI 1541. 10.3.1.2 Road tankers a) Road tankers shall be constructed of aluminium alloy, stainless steel, or carbon steel. For carbon steel construction the tank shall be internally coated with an approved epoxy coating complying with EI 1541. New road tankers, and those that have had major maintenance activities performed, shall be pre-conditioned and soak tested in compliance with Annex C. Each tank compartment shall have a drain line and suitable valves to facilitate the drawing of samples and drainage of water. The sample lines should not be manifolded together. Where sample lines are manifolded procedures shall be in place to ensure representative samples of each compartment can be taken without cross contamination from other compartments. b) All tank access chamber and dip point covers shall be sealed completely against the ingress of water or dirt. c) Filling and discharge points should be provided with couplings of a size and type chosen to give the maximum practical degree of grade security. Where vehicles are fitted with more than one size/design of discharge coupling, the unused one shall be sealed or, preferably, removed. (See also 10.3.1.4). Where grade selective couplings are not employed, procedures shall be in place that provide the same degree of grade protection as grade selective couplings. d) Clear grade markings shall be painted on or affixed to the vehicle. The EI fuel grade naming and colour coding system detailed in EI 1542 should be used. The appropriate grade markings, (e.g. "JET A-1", "Avgas 100LL") shall be prominently displayed on both sides of the vehicle. Grade markings shall also be clearly visible at the vehicle discharge connections.

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10.3.1.3 Loading facilities The preferred method of loading both rail tank cars and road tankers is bottom loading as this avoids working at height. It is also preferred that loading facilities for aviation fuels are on separate loading facilities. Where top loading is employed, fall restraint and barrier protection measures shall be in place. A purpose built loading gantry shall be provided giving direct access to the rail tank car/road tanker top via a drop down platform. The platform shall have handrails and railing protection shall be provided for the loading operative whilst on the tank top. 10.3.1.4 Grade selectivity Grade selective couplings operate on a pin and slot system. This allows the couplings of the receiving and delivery systems to be matched and therefore to protect against the wrong grade of fuel being received into storage. 10.3.2 Road tankers/rail tank c ars: change of grade and c leaning procedures 10.3.2.1 Dedicated rail tank cars and road tankers are the preferred option but where rail tank cars or road tankers have been previously used for other duties, cleaning procedures shall be employed to ensure they are fit for purpose to carry aviation fuels. 10.3.2.2 Only vehicles which have carried an appropriate last load shall be used for the transportation of aviation fuels. When changing road tankers and rail tank cars from one grade to another, Procedures A, B or C shall be applied to ensure that there can be no product contamination from any residues of the last grade carried: Previou s Grade Carri ed/ Grade to be Loaded

Jet fuel

Avg as

Avgas

B

-

Motor gasoline (leaded or unleaded) / Jet-B / JP-4

B

A

Kerosine/JP-8/TS1

A

B

Jet A/A-1

-

B

Gas Oil or diesel including ultra-low sulphur diesel and biodiesel containing up to 15% bio component*

C

C

Black oils, chemicals, lubricating oils, vegetable oils and greater than 15% FAME

Seek specialist advice

*It should be noted that diesel/gas oil not declared as a bio fuel may contain FAME at concentrations up to 7%.

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Cleaning Procedure A: The tank, pipework, and where installed, meter, pump and filter, shall be completely drained until no liquid remains (drainings to be downgraded to non-aviation use). Internally inspect each compartment through the tank access chamber to ascertain that it is clean and dry. If sludge or dirt is present, it shall be removed. Cleaning Procedure B: The tank, pipework, and where installed, meter, pump and filter, shall be completely drained. Introduce flushing product to cover the foot valves (flushing product shall be the new grade to be loaded or, for Avgas, should preferably be unleaded motor gasoline); hold for 10 minutes. The tank and pipework shall be completely drained until no liquid remains (drainings to be downgraded to non-aviation use). Internally inspect each compartment through the tank access chamber to ascertain that it is clean and dry. If sludge or dirt is present, it shall be removed. The intention of these procedures is to confirm that the next grade can be loaded safely and delivered in an uncontaminated condition. If these procedures fail to satisfy this requirement then flushing in the case of procedure A or further flushing in the case of procedure B of the compartments may be required. If the vehicle tank cannot be left in a suitable condition for filling by using procedures A or B, then the tank shall be gas freed and thoroughly cleaned. Detergents or cleaning chemicals shall not be used. In circumstances where the above procedures are not permitted due to automatic loading and/or vapour recovery systems, then local procedures that meet these additional requirements shall be developed. Cleaning Procedure C: Either the tank shall be gas freed and thoroughly cleaned, or the tank shall carry a buffer load (motor gasoline or kerosine) followed by grade change procedure A or B as required. The first cargo of Jet A-1 loaded after a cleaning/buffer load shall be tested for FAME to validate the change of grade procedure. Steam cleaning may be considered equivalent to the procedures above. 10.3.3 Loading of r oad tankers and rail tank cars 10.3.3.1 General a) The preferred method of loading both rail tank cars and road tankers is bottom loading. In addition to the safety issue of working at height, bottom loading through grade selective couplings provides a higher degree of grade protection. b) Where top loading is employed, systems can be used that assist in eliminating/minimising incorrect grade loading. This can be by the utilisation of swipe card systems (IT controls), density checking and procedural controls, etc. c) Rail tank cars and road tankers shall be inspected to ensure that they are clean and free of water before loading. To avoid working at height, this may be done by checking the low points of each tank compartment and draining any traces of water or particulates. For dedicated road tankers which are bottom loaded via selective couplings this inspection shall be performed once only at the first loading of the day. When loading is carried out with non-selective couplings this check shall be undertaken before each loading. Where rail tank cars and or road tankers are top loaded, the cleanliness can be

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checked from the tank top access. This shall only be undertaken from a purpose-built gantry providing safe access. d) If water, and/or heavy residue is identified, the tank(s) shall not be filled and the shipper of the fuel informed and a report submitted to relevant parties. Checks of the tank top manway access, and other possible points of contamination ingress, shall be made, the results recorded and findings included in the submitted report. 10.3.3.2 Loading a) Rail tank cars and road tankers shall be loaded via hoses complying with the requirements of the latest issues of EI 1529 Aviation fuelling hose and hose assemblies (grade 2), or ISO 1825 type C (semi-conductive) or equivalent. Pantograph loading systems are also acceptable. b) On completion of rail tank car or road tanker loading, the product shall be allowed to settle for a minimum of 5 minutes. The rail tank car or road tanker sump/low point shall then be drained of any water and sediment and a sample taken for an Appearance Check. Drain sample buckets and metal containers used for fuel draining shall be bonded to the rail tank car or road tanker prior to and during the draining operation, and to the receiving vessel/tank when decanting. The use of plastic or galvanised containers is not permitted. c) Where local legislation prohibits open sampling, alternative procedures/equipment e.g. water/particulate/density sensors or closed sampling systems, that provide the same degree of grade protection as open sampling shall be in place. d) The above actions and results shall be recorded. e) Before dispatch, all tank compartment openings shall be secured, preferably sealed and a check made that the tank is correctly grade marked. 10.3.4 Documentation and records a) Prior to deliveries, a copy of the latest supplying tank RCQ, CoA, or RTC shall be provided to each receiving location. b) All shipments by rail tank car or road tanker shall be accompanied by a Release Certificate. The RC shall contain details of the fuel specification, supplying tank number, the fuel batch number, rail tank car or road tanker number, the loaded quantity at standard temperature, water free statement and, where applicable, the quantity of SDA added and the measured conductivity on loading. It shall also contain details of the supply and receiving locations and contain a unique identification number/document serial number. The document shall be signed by an Authorised person representing the supplying location. c) Where tank changes occur during loading, two Release Certificates may be required. Each location shall record the pipeline volume from each tank to the loading point. The rail tank car or road tanker that is loaded with the interface volume shall have two RCs issued defining the volume loaded from each supply tank. d) Copies of the documentation shall be retained for a minimum of 1 year.

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10.3.5 Samples and sample retention for dr iver cont rolled loading and delivery A daily line sample of 1 litre (1 USQ) shall be taken from the issuing tank and retained for 1 week. When a second tank is placed on issue in any one day, a further line sample shall be taken and retained. 10.4

DRUM AND INTERMEDIATE BULK CONTAINER FILLING AND ISO TANK CONTAINER LOADING

10.4.1 General If aviation product is to be supplied in drums, Intermediate Bulk Containers (IBC) or ISO tank containers, the requirements of 10.4.1 to 10.4.3 shall be applied. To meet these requirements, locations where drums or IBCs are filled or ISO tank containers are loaded shall have documented procedures and systems in place to ensure quality (as well as health, safety and environmental) considerations are adequately managed. These should include: Procedures for the inspection of new and used drums, IBCs and ISO tank containers, including defined rejection criteria. Systems to ensure adequate control of any drum or IBC flushing, cleaning and waste disposal. Procedures to ensure drum or IBC filling or ISO tank container loading is carried out safely, including consideration of manual handling requirements, bonding, fire hazards and spill hazards. Procedures for the storage and release of product in drums or IBCs and ISO tank containers. Recognition of any statutory requirements applicable to drum and IBC filling and ISO tank container loading operations. −

−

−

−

−

10.4.2 Drums and IBCs Drums are typically of 210 litres (55 USG) capacity, and of a design to protect against mechanical damage to the lining. Drums should comply with ISO/ANSI MH2a or ISO 157502. IBCs are rigid reusable containers up to 1 500 litres (396 USG) capacity. Drums and IBCs can be used either for international transportation by sea, rail or road or for use as temporary storage. 10.4.2.1 Materials of construction Drums used for storage of aviation fuel shall be manufactured from steel. They shall be lined with a suitable lacquer or lining meeting EI 1541. Under no circumstances shall internally galvanised drums or plastic drums be used. Any material used for the sealing/seaming of the bottom and top of drums shall be compatible with aviation fuel. Any sealing material used in the manufacture of drum closures and bungs shall be compatible with aviation fuel. IBCs used for storage of aviation fuel shall be manufactured from stainless steel or aluminium. Under no circumstances shall internally galvanised IBCs or plastic IBCs be used. 10.4.2.2 Filling equipment The filling system for each grade of product shall be fully segregated to provide complete protection against cross-contamination. The product grade name and colour code shall be clearly displayed on all filling equipment, tanks, pipelines, etc. (in accordance with EI 1542).

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Since aviation fuel in drums or IBCs will normally be supplied directly to aircraft (and may not be filtered during fuelling), filling equipment for Avgas or jet fuel shall include a filtration system as used for into-plane filtration, i.e: A filter monitor meeting EI 1583, 6th edition, or A filter/water separator meeting EI 1581, 5th edition, or for Avgas only, a microfilter meeting EI 1590, 2nd edition. − − −

NOTE: filter monitors shall not be used with jet fuels containing FSII. Filling shall be accomplished in such a way as to avoid "splash" filling, for example by use of a stand pipe. The drum or IBC shall be bonded to the filling equipment and/or grounded through the rollers or through a dedicated grounding strap beneath the drum or IBC being filled. 10.4.2.3 Quality control Provided that product is available for Release as defined in chapter 8, then no further testing is required before filling begins. Every empty drum or IBC (including those that are new) shall be examined internally before filling to ensure that it is in a satisfactory condition, i.e. clean and free from rust, water, manufacturing oils or other contaminants and, for drums, free from lining defects. Before filling, drums shall be colour coded (in accordance with EI 1542) and, for drums and IBCs, clearly marked with the grade of fuel, specification to which the aviation fuel was manufactured, batch number, filling date, date of retest (if applicable), quantity, filling location and 'leaded fuel' statement if applicable. After filling, a Control Check shall be carried out on a representative number of drums or IBCs. The drums or IBCs chosen shall include the first and last one filled, and the first and last ones when there is a change in fuel batch. Drums or IBCs shall be sealed immediately after filling with grade-marked tab seals. All consignments of drums or IBCs released shall be covered by a Release Certificate. 10.2.2.4 Re-Use of drums or IBCs A drum or IBC may be re-used provided that: In the past it has only been used for the grade of aviation fuel with which it is to be refilled. The interior is inspected, rinsed and found to be satisfactory. Only the grade of fuel with which it is to be filled shall be used for rinsing and the fuel downgraded to non-aviation use afterwards. For a lined drum, the lining is free of any damage, cracking, flaking etc. A record of inspection is maintained. All labelling is updated. Whenever an aviation fuel drum or IBC is to be filled with a non-aviation product, the old grade marking and colour identification shall be completely obliterated before refilling. −

−

− − − −

10.4.2.5 Storage Whenever possible, the use of well-ventilated buildings is recommended for storage. Storage outside of buildings is acceptable, provided that a means of protection against environmental exposure (precipitation, sunlight) is provided.

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Drums should be stored horizontally with bungs below the liquid level. The bottom drums shall be held in position (e.g. by wedges) to prevent collapse of stacks. Where this is not possible, drums may be stored upright (typically on pallets) provided that they are stored under cover, or stored with drum top covers for not more than 3 months (before release). IBCS should be stored upright (typically on pallets) and under cover. Consignments should be stored in separate batches to facilitate periodic inspection, and issued in rotation according to filling date, preferably first in – first out. Drums and IBCs shall be inspected for leakage after filling, initial storage and monthly thereafter. Markings shall be checked and renewed as necessary to maintain clear identity of the information listed in 10.4.2.3. Batches remaining in stock twelve months after the filling date, and at six monthly intervals thereafter, shall be sampled and the product subjected to a Periodic Test. 10.4.2.6 Sampling and testing If a batch of packaged stock requires a Periodic Test, the number of containers to be sampled, and the actual number of Composite Samples required for laboratory testing shall be in accordance with Table 16. Table 16 - Number of sampl es to be drawn and analysed Number of drums/IBCs

Number of samples taken

Number of composite samples analysed 1-3 All 1 4-64 4 2 65-125 5 3 126-216 6 3 217-343 7 3 344-512 8 3 513-729 9 3 730-1000 10 4 1001-1331 11 4 As an example, if there are 250 containers in a batch, samples will be drawn from 7 containers at random. Of these 7 samples, three random (but identifiable) samples should be mixed to form one Composite Sample, two others mixed to make another sample, and the remaining two to make a third sample, thus giving a total of THREE Composite Samples to be actually analysed, as indicated in the table. Where the results of testing are unsatisfactory, the batch shall be quarantined and the issue investigated . 10.4.3 ISO Tank Contain ers 10.4.3.1 Definition This section details the use of ISO IMO Type 1 tank containers in the capacity range of 20m 3 to 50 m3. They can be used either for international transportation by sea, rail or road or for use as temporary storage.

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10.4.3.2 Materials of construction and design ISO tank containers used for storage and transportation of aviation fuel should be manufactured from stainless steel, aluminium or carbon steel. Carbon steel ISO tank containers should be lined with a suitable lacquer or lining meeting EI 1541. The ISO tank container should have a drain line and suitable valves to facilitate the drawing of samples and drainage of water, and to facilitate cleaning. All top tank access chamber and dip point covers shall be sealed completely against the ingress of water and/or dirt. Filling should preferably be via bottom loading. 10.4.3.3 Loading facilities The supply tank and filling system for each grade of product shall be fully grade segregated to provide complete protection against cross-contamination. The product grade name and colour code should be clearly displayed on all tanks, pipelines etc. ISO tank container filling equipment for Avgas and jet fuel shall be fitted with a filter. This shall be: A filter monitor meeting EI 1583, 6th edition; or A filter/water separator meeting EI 1581, 5th edition; or for avgas only a 5 micron microfilter meeting EI 1590, 2nd edition. − − −

NOTE: filter monitors shall not be used with jet fuels containing FSII. Loading connections should be fitted with couplings of a size and type chosen to give the maximum practical degree of grade security. 10.4.3.4 Change of grade ISO tank containers are used to carry a wide range of cargoes/grades of petroleum, and non-petroleum products. They are rarely dedicated for use for one specific grade, or product group/type, and for this reason there is the risk of cross-contamination from previous cargoes unless stringent control measures are implemented. ISO tank containers shall be either: drained (and deemed acceptable for use) (Procedure A in Table 17), or drained, gas-freed and cleaned, typically by a specialist contractor, (and deemed acceptable for use) (Procedure B in Table 17), or rejected as unacceptable following assessment by a specialist. − −

−

When changing from one grade to another, procedures A or B from Table 17 shall be applied to ensure that there can be no product contamination from any residues of the last grade carried.

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Table 17 - Requirements for ISO tank container grade changes Previous Product Carried Avgas Motor gasoline (leaded or unleaded) Kerosine Jet fuels Gas Oil or diesel including ultra-low sulphur diesel and biodiesel containing up to 15% FAME Black oils, other chemicals, lubricating oils, vegetable oils and biodiesel containing greater than 15% FAME

Grade to be loaded Jet fuels Avgas A A A A A A A A B B *

*

A: The ISO tank container shall be drained completely until no liquid remains (drainings to be downgraded to non-aviation use). The ISO tank container shall be internally inspected through the tank access chamber to ascertain that it is clean and dry. If sludge or dirt is present, it shall be cleaned out. The intention of procedure A is to allow Product Quality Inspectors to be satisfied that the next grade can be loaded safely and delivered in an uncontaminated condition. If the ISO tank container cannot be left in a suitable condition for filling by using procedure A, then it shall be gas freed and thoroughly cleaned. Detergents or cleaning chemicals shall not be used. In circumstances where procedure A is not permitted due to automatic loading and/or vapour recovery systems, then local procedures which meet these additional requirements shall be developed. B: The ISO tank container to be gas-freed and subjected to cleaning following specialist advice. Detergents or cleaning chemicals shall not be used. *Specialist advice is required on a case by case basis. Issues to consider include surfactancy, water solubility, presence of trace metals, presence of additives, presence of nitrogen-containing components, whether it is a hydrocarbon. This assessment will either conclude that specialist cleaning is required, or that the ISO tank container is to be rejected as not suitable. After any cleaning is carried out, a cleaning certificate should be prepared and be available for review prior to loading. 10.4.3.5 Quality assurance Provided that product is available for Release as defined in chapter 8, then no further testing is required before loading begins. The cleaning certificate, if applicable, should be reviewed. The ISO tank container shall be inspected to ensure that it is clean and free of water before loading. To avoid working at height, this may be done by checking the low points and draining any traces of water or particulates. On completion of loading the ISO tank container shall be checked by the fuel supplier for the presence of free water and any found shall be removed. After filling, ISO tank containers shall be clearly marked with the grade of fuel.

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Before dispatch, all ISO tank container openings shall be secured and sealed by the fuel supplier. All ISO tank containers released shall be covered by a Release Certificate.

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11 SYNTHETIC JET FUEL 11.1

INTRODUCTION

Traditionally, jet fuels have been produced using so-called “conventional” sources, defined in the major jet fuel specifications as refined hydrocarbons derived from crude oil, natural gas liquid condensates, heavy oil, shale oil, and oil sands. Recently, fuel components produced from certain “non-conventional” sources, so-called “synthetic” components, have been approved for inclusion in the two major jet fuel specifications. Examples of these are: 1. materials produced by the Fischer-Tropsch processing of feedstocks derived from coal, natural gas or biomass. 2. materials derived from the hydrogenation of vegetable oils Note: Other feedstock sources and production methods are in the process of being approved by the OEMs for eventual inclusion in the jet fuel specifications. Synthetic fuel components derived from biomass are sometimes referred to as “biojet”; however, this is more of a marketing name that a technical term. To manage the introduction of jet fuels from non-conventional sources, ASTM D7566 Standard specification for aviation turbine fuel containing synthesized hydrocarbons was developed. This speci fication defines the requirements for aviation turbine fuel containing up to 50% synthesized hydrocarbons, and the quality of the synthesized blending components. ASTM D7566 contains Annexes specific to each class of synthetic materials; Annex A defines Fischer-Tropsch hydroprocessed synthesized paraffinic kerosine (SPK) while Annex B defines synthesized paraffinic kerosine from hydroprocessed esters and fatty acids (HEFA). Other Annexes will be added as other classes of synthetic components are approved by the OEMs. The established jet fuel specifications DEF STAN 91-91 and ASTM D1655 require that synthesised hydrocarbons from non-conventional sources be approved by the OEMs and listed in ASTM D7566 before they can be incorporated into commercial jet fuel. Certification of a jet fuel blend containing synthetic components to ASTM D7566 is intended only as a step to re-Certification to D1655 or DEF STAN 91-91, before product enters a distribution system supplying an airport. It should be noted that once the fuel has been certified to D1655 or DEF STAN 91-91 it should never re-enter the D7566 process. 11.2

APPROVAL OF SYNTHETIC COMPONENTS

Before any synthetic component can be considered for use in jet fuel, there is a requirement for it to be submitted to the process defined in ASTM D4054 Standard practice for qualification and approval of new aviation turbine fuels and fuel additives. Only after successfully completing this process, together with any additional testing required by the OEMs, can the component be approved by the OEMs and subsequently listed in ASTM D7566, ASTM D1655 and DEF STAN 91-91. The first synthetic fuel components to be individually approved by the OEMs and listed in ASTM D1655 and DEF STAN 91-91 were coal-derived, Fischer-Tropsch materials produced by the SASOL company in South Africa. Firstly, a synthetic iso-paraffinic kerosine (IPK) was approved as a blending component for semi-synthetic jet fuel blends. This was followed by a fully synthetic jet fuel, a blend of up to five synthetic streams (including aromatic fractions).

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These approvals were obtained before the development of the ASTM D7566 specification and it was the experience gained during this approval process that led to the development of that specification. The D7655 specification restricts the quantity of synthetic component to no more than 50% by volume of the jet fuel blend. The synthetic components in themselves are not suitable for use as jet fuel for a number of reasons: low density, which can affect aircraft range lack of aromatics, which can cause elastomeric seals in the aircraft fuel system to shrink, leading to leakage flat distillation curves, which can have an adverse impact on combustion performance in turbine engines − −

−

Consequently, blending with conventional jet fuel is an essential requirement to remedy these deficiencies.

[INSERT DIAGRAM/SCHEMATIC]

Figure 9 – Example of synthetic fuel approval pro cess An approval for a particular synthetic component is specific to its manufacturing route and includes controls on the manufacturing/synthesizing process. Any proposed alterations to the process that produced the prototype batches on which approval was based are required to be subjected to a Management of Change process (see chapter 3). The proposed changes are required to be submitted to the specification authorities for approval before they can be implemented. 11.3

MANUFACTURE OF SYNTHETIC FUEL BL ENDS

ASTM D7566 covers the “manufacture” of aviation turbine fuel that consists of conventional and synthetic blending components. The word “manufacture” normally applies to the refinery production of aviation fuels from conventional sources (crude oil, natural gas liquid condensates, heavy oil, shale oil and tar sands) using conventional refinery processes (see chapter 6). In the context of ASTM D7566, the word “manufacture” is used to refer to the blending of synthetic and conventional fuel components to produce a synthetic fuel blend (also referred to as semi-synthetic jet fuel). Only those synthetic blending components described and listed in the ASTM D7566 and its Annexes, ASTM D1655 Annex A1 and DEF STAN 91-91 Annex D (latest issue) are permitted. The addition of an approved antioxidant additive (see 7.3.1) to all synthesized components is mandatory. It shall be added to the bulk product prior to movements or operations that will signi ficantly expose the product to air and in such a way as to ensure

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adequate mixing. This shall be done as soon as practicable after hydroprocessing or fractionation to prevent peroxidation and gum formation after manufacture. In-line injection and tank blenders are considered acceptable methods for ensuring adequate mixing. The batch of synthetic blending component is required to comply with ASTM D7566 and be covered by a Test Report. The batch of blending component derived from conventional sources shall comply with ASTM D1655, DEF STAN 91-91 or equivalent, recognised jet fuel specification and be covered by a RCQ or CoA. This blending operation is more likely to occur in downstream supply installations than in a conventional oil refinery; nevertheless, it is useful to refer to the location as the “point of manufacture” for the purposes of batching, testing and certification of the synthetic fuel blend. Note: DEF STAN 91-91 does not permit the manufacture of synthetic jet fuel blends within airport depots. Owing to the differences in density, care is required during the blending operation to ensure batch homogeneity. The requirements for the release of layered tanks detailed in chapter 8 do not apply to synthetic fuel blends. ASTM D7566 restricts blends of synthetic and conventional jet fuel to no more than 50% by volume of the synthetic component(s). Once the synthetic fuel blend has been created and a batch defined, all of the requirements for Batching, Certification and Release detailed in chapter 8 shall apply. Each batch of blended product shall be fully tested against the DEF STAN 91-91 or ASTM D1655 jet fuel specification and a CoA issued. It is essential that the CoA states the volume percentage of synthetic component(s) in the blend to alert subsequent handlers of the batch that any further blending of synthetic components is not permitted if it takes the synthetic percentage above 50 volume percent. The blending operation shall be conducted in facilities that comply with the requirements detailed in chapter 9. 11.4

HANDLING OF SYNTHETIC FUEL BL ENDS

Synthetic fuel blends are intended as “drop in” fuels that are completely equivalent to conventional jet fuels in terms of aircraft operations. Consequently, storage and ground handling procedures required for synthetic fuel blends are identical to those for conventional jet fuel. Nevertheless, during their introductory period where they have been used in various flight testing exercises, synthetic fuel blends have been handled in dedicated distribution facilities while experience is gained.

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ANNEX A (informative) GLOSSARY OF TERMS AND ABBREVIATIONS A.1

TERMS AND DEFINITIONS

additives

adventitious materials

approved additives

Ap pearanc e Check

Au th or is ed signatory banking system (pipeline)

batch; batched material

batch tank bio component

biojet

bonding

Material(s) (usually chemical products) added to change the existing properties of, or impart new characteristics to, aviation fuels (e.g. fuel system icing inhibitor (FSII), static dissipater additive (SDA) etc.). solid or liquid contaminants that can be picked up by aviation fuels during storage and handling (including in refineries), and distribution. Examples are rust, dirt, free (undissolved) water, salt and microbiological growth. Unlike incidental materials (see below), which are homogeneous, adventitious materials are heterogeneous, and can be removed from aviation fuels by appropriate settling and filtration/separation. Additives that have been approved for use in aviation fuels. NOTE: Fuel additives can only be listed in fuel specifications after they have been approved by the aircraft and engine OEMs following evaluation under ASTM D4054 Standard practice for qualification and approval of new aviation turbine fuels and fuel additives. A field check to confirm the acceptability of the fuel (i.e. the correct colour and that it is visually clear, bright and free from particulate matter and undissolved water at ambient temperature). See Annex B. A process of delivering fuel complying with the reference specification, which is of the same volume as that received by the pipeline operator, but not necessarily the same batch. Note: Such systems are not necessarily fungible. an identifiable quantity, produced at a refinery, tested and identified as a single entity. If product from two or more batches is mixed within or downstream of the refinery, it is re-tested and reidentified as a new batch. (See also certified material) A tank in a refinery or supply installation in which fuel can be batched. Material derived from plant or animal sources, used as a blending component to produce biofuel; most commonly biodiesel fuel with Fatty Acid Methyl Esters (FAME) or gasoline with ethanol. Not to be confused with biojet Synthetic jet fuel blend containing synthetic hydrocarbons produced by hydroprocessing of materials derived from plant or animal sources (e.g. HEFA). Note: “biojet” is more of a marketing term than an accepted technical definition. The physical connection of two metal objects by an electrical conductor that equalises the charge or electrical potential between the two objects. Example: connecting a bonding cable between a bridger/RTW and the loading rack before filling.

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bottom sample

bridger calibration

cathodic protection or cathodically protected Certif icate of An aly si s(Co A)

Certif icate of Quality (CoQ) certified material

chemical water detector

clay t reater

colour

comingle, comingling compartment competent person

EI12/059

A sample obtained from the material on the bottom surface of a tank or container at its lowest point (Note: this has to be drawn using a dedicated bottom sampler; it cannot be drawn using a conventional sampler). Road tank truck used to supply aviation fuel from one storage area to another, such as refinery to terminal or terminal to airport. Set of operations which establish, under specified conditions, the relationship between the values indicated by a measuring device and the corresponding known values obtained using a traceable reference measurement standard with a defined measurement uncertainty. A method of preventing or reducing corrosion to a metal surface (by using an impressed direct current or attaching sacrificial anodes). A document which shows the applicable specification requirements of the product tested, the date, the test methods followed and the test results. It also includes the quantity of the batch, the batch number, the number of the tank containing the product and references of the RCQs of the different batches comingled in the batch being certified by t he CoA (traceability). The CoA is required to be signed by designated personnel. Note: CoAs are valid for 180 days (or 12 months for drummed stocks). A CoA is raised whenever a full specification test is performed downstream of the original refinery tanks. See Refinery Certif icate of Quality (RCQ) Defined quantity of fuel that has been batched, tested and where a certificate (Refinery Certificate of Quality (RCQ), Certificate of Analysis (CoA) or Recertification Test Certificate (RTC)) has been issued. A device used to confirm the presence of free or suspended water in jet fuel (e.g. Hydrokit, Shell Water Detector etc.). Chemical water detectors are designed to give a positive indication of water in fuel at concentrations of above 30 parts per million. A treater that uses the medium of a special Attapulgus clay, either in bulk or in replaceable cartridges, to adsorb and pick up surface active agents, colour bodies and very fine particles in the fuel, not otherwise removable. (Clay treaters are sometimes erroneously referred to as clay filters) In aviation gasolines, colour relates to the appearance of the product compared with the expected colour, e.g. Avgas Grade 100LL is dyed blue and therefore is checked against this known standard for product identification. For jet fuel, Saybolt colour, a defined quality parameter, is tested using ASTM D156. Saybolt colour detects depth of colour, not tint. The mixing of the same product grade from two or more different sources or batches. A liquid-tight division in a cargo tank. A person who has documented capabilities and has the experience in the relevant areas.

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contaminated fuel

contamination

Control Check copper strip corrosion test custody transfer Custody transfer poi nt (CTP)

dedicated

diff erential pressure dipstick direct delivery

distillation drain line sample Existent gum FAME

fast flush filter/coalescer element

filt er elements

filt er membrane test filter/water separator

EI12/059

Fuel that has been contaminated by adventitious or incidental materials in excess of specified limits, or by mixture with other fuels. Foreign matter, solid or liquid, which gets into any aviation product, e.g., water, rust, dirt, another product grade, etc. (See also adventitious and incidental material). The Control Check consists of an Ap pearance Check plus density determination. An analytical test to assess the relative degree of corrosivity of a fuel. An event where fuel passes from one entity/operator to another. The point where responsibility for fuel quality changes from one party to another, e.g. a defined point between a terminal transferring fuel to a pipeline operator, or from the pipeline operator to a receiving terminal. The CTP has to be agreed between the parties involved. The use of equipment for carrying and storing only a single grade of product. For tanks, vessels, tank trucks, tank containers and rail cars, dedicated means that at least the previous two cargoes have been the same product as the one being loaded/stored and change of grade procedures have been followed. See segregated. The difference in pressure readings between the inlet and outlet sides of a filter vessel. Often referred to as Delta P, DP or ∆P. A graduated rod or stick that is inserted into a tank to measure the amount of product in the tank. Where a storage installation delivers directly to an airport facility, via e.g. a dedicated truck, rail, pipeline or barge system (cf . indirect delivery) The process of separating the components of a liquid mixture by boiling the liquid and then recondensing the resulting vapour. Samples obtained from the water draw-off or drain point of a storage tank, vehicle tank or filter vessel. a non-volatile residue left following evaporation of the fuel. Fatty Acid Methyl Ester, derived from plant or animal materials, used as a blending component to produce biodiesel. May be present at ppm levels in jet fuel as an Incidental Material. Refers to an effective water draw-off from storage tanks. An element that contains a porous media through which fuel is passed to remove free water by causing very small droplets of water to form larger drops (coalesce) which separate from fuel by gravity. Typically made from fibre-glass. Coalescers also contain pleated filter media for the removal of fine particulate matter. Generic term given to ‘disposable’ separation media installed in filter vessels (i.e. filter/coalescers, separators and microfilters) in order to remove suspended water and particulate matter. See Millipore. A vessel that contains filter/coalescer elements to remove solid particulate matter and to coalesce fine water droplets, and separator elements to prevent coalesced water droplets from passing downstream of the vessel. Free water from the fuel collects in the sump of the vessel from where it has to be periodically drained.

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flash point

floating suction

free water

freezing point

fuel system icing inhibitor (FSII) fungible pipeline system gravimetric test

hazardo us area classification

Hydrokit incident incid ental materials

indirect delivery inspector/surveyor

interface cut

intermediate terminal/storage

EI12/059

The lowest temperature at which a liquid or a solid gives off enough vapour to form a flammable air vapour mixture near its surface. Suction pipe that floats on the top of liquid in a tank permitting product withdrawal from the top layer of liquid, which directionally is the cleanest and driest fuel in the tank at the time. Any undissolved water in fuel; generally in finely dispersed droplets that may cause cloudiness and may settle due to gravity, and form a defined layer at the bottom of a container, or in larger quantities as bulk water. the fuel temperature at which solid hydrocarbon crystals, formed on cooling, disappear when the temperature of the fuel is allowed to rise under speci fied conditions of test. Sometimes referred to as “freeze point”. Note: This is an aviation-specific definition. The ‘normal’ definition is the temperature at which a liquid becomes a solid, at normal atmospheric pressure. Approved chemical added to fuel to prevent formation of ice crystals in fuel upon cooling. Fungible pipeline systems are those that transport products comingled with other quantities of product meeting the same product specification. A membrane filtration test using two pre-weighed filter membranes to allow a quantitative assessment of particulate in the fuel. A system of classification for equipment to determine requirements for equipment operation in the presence of flammable vapours etc. e.g. in Europe ATEX. (See intrinsically safe.) A ‘go-no-go’ test using a chemical powder to detect greater than about 30 ppm free water in jet fuel. An occurrence which affects or could affect the safety of operations. Chemicals and compositions that can occur in aviation fuels as a result of refinery production, processing, distribution, or storage. Examples are refinery process chemicals, FAME (biodiesel), and copper or other metals in soluble form. They differ from adventitious materials (see above) in that, once in the fuel, they are homogeneous and cannot be easily removed. In refinery processing (and in multi-product distribution systems), contamination of aviation fuel with trace levels of incidental materials is unavoidable from a practical point of view. Where a refinery or terminal delivers to an intermediate storage installation (cf . direct delivery). A trained, competent person who conducts inspections, surveys or examinations of fuel movements to assess, monitor and report on their quality and quantity. A procedure used to isolate or segregate one product from another at the receiving end of a non-dedicated pipeline, as the products go into tankage. A storage terminal or plant situated between the supplying refinery and the airport operating storage. Also includes receipt storage at an airport from which fuel is transferred to airport operating tanks.

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inter-product contamination (crosscontamination)

intrinsically safe

ISO tank c ontainer

isolation

leak line sample low point (designated)

lower sample Manufacture/ manufacturer

master meter Mesh strainer

Microfilter, (micronic filter)

microfiltration

EI12/059

Another type of fuel contaminating aviation fuel in sufficient quantity to cause measurable effects on t he properties of that aviation fuel, or to cause measurable contamination with incidental materials. For example, a small volume of gasoline in jet fuel can significantly lower its flash point, while contamination with diesel fuel can raise its freezing point. Contamination with biodiesel can raise the FAME content in jet fuel over the acceptable limit. Equipment and wiring that is incapable of releasing sufficient electrical or thermal energy under normal or abnormal conditions to cause ignition of a flammable atmosphere in its most easily ignited concentration. See hazardous area classific ation. A steel container (usually cylindrical with hemispherical ends) installed within a standard ISO frame (normal dimensions 20 x 8 x 8.5 feet), used for the transport of bulk liquids. Most common tank capacity is 25,000L (6,600 USG) A physical means of separating equipment containing different grades of fuel or certified and uncertified aviation fuel grades. (See segregation.) Any loss of fuel due to a defect in the storage, piping, or delivery system. A sample obtained from a line sampling point, drawn while the product is flowing. Not to be confused with Running sample. A drain point in a pipeline where significant quantities of particulate/water would accumulate if the position was not flushed on a regular basis. Note: The frequency of flushing should be determined by documented experience. Where pipelines are in turbulent flow conditions, it is unlikely that significant quantities of particulate/water will accumulate (it is recommended to operate pipelines as close as possible to the nominal flow rate). A sample obtained from the middle depth of the lower third of the tank contents The word “manufacture” normally applies to the refinery production of aviation fuels from conventional sources (crude oil, natural gas liquid condensates, heavy oil, shale oil and t ar sands) using conventional refinery processes (see chapter 6). In the context of ASTM D7566, the word “manufacture” is used to refer to the blending of synthetic and conventional fuel components to produce a synthetic fuel blend (also referred to as semi-synthetic jet fuel). (See chapter 11) A certified accurate meter used to check flow meters on dispensing equipment or fixed facilities. A woven metal filter. Coarse strainers are used in pipework to protect pumps, meters, etc. from debris within the pipe that could damage them. Fine mesh strainers are used for product quality purposes to filter out rust, pipescale, etc. from the fuel. A filter specifically designed to remove only dirt particles from a fuel stream. Typically used upstream of Filter/water Separators (FWS) in high dirt environments to prolong life of the FWS elements. Filtration systems that comply with the requirements of EI 1581 5th edition, EI 1583 6 th edition or EI 1590 2 nd edition.

128


Micro-separometer (MSEP) middle sample Millipore

multiple-tank composite sample (ships, barges, etc) multi-product pip eline (MPPL) non-dedicated

non-fungible system (pipeline) parcel particulates Periodi c Test

Positive segregation

POZ-T

pressure, operating

pressure, test prover tank qualification

rebatching

EI12/059

A test method for determining water separation characteristics of jet fuel. A sample obtained from the middle depth of the tank contents A test for solid contaminant in a sample of fuel that is passed through a filter membrane, which is then weighed (Gravimetric Test), or matched to a colour standard (Colorimetric Test) to determine the degree of contamination. A mixture of individual Composite Samples from several compartments each of which contains the same grade of product. The mixture is blended in proportion to the volume of material in each compartment. Pipeline system transporting different qualities of product, corresponding to different specifications, with or without physical separation between products A system of tankage, pipes, vehicles, etc., in which more than one product or grade of product can or does flow through the same system; single valve isolation is considered non-dedicated. Also referred to as a multi-product system. When the original identity of each batch will be maintained and the parcels transported in a segregated manner Discrete defined volume of fuel in a pipeline Solid contaminants found in Jet fuel (i.e., dirt, rust, sand, fibres, microbial growth); see also adventitious materials A selected set of tests carried out on samples of static stock after 6 months to confirm that fuel meets the relevant specification and that the quality of the fuel has not changed significantly since the last test was carried out. The Periodic Test is the same as a Recertification Test with the addition of a thermal stability test requirement. A means of providing more effective isolation than that provided by single valve separation (which can leak). Examples are double block and bleed valve; spectacle blinds, spades or equivalent; or removable distance pieces like spools or flanges. See also segregation A chemical water detector and dirt contamination device produced in Russia and approved by JIG/IATA for use. Similar to Hydrokit and Shell Water Detector, but with an additional dirt contamination indicator. The pressure against a pump’s maximum no-flow head, existing in a system under flowing conditions or static conditions but excluding surge pressures. The pressure at which a system or a component of the system is tested to verify its integrity. A volumetrically calibrated tank used to prove the accuracy of the meters. Also called meter proving tank or calibration tank. Demonstrated skill, documented training, demonstrated knowledge, and experience required for personnel to properly perform the duties of a specific job. The process of comingling different batches in a single volume and retesting as a single entity.

129


Recertifi cation Test

reconciliation Refinery Certif icate of Quality (RCQ) (Certificate of Quality (CoQ))

relaxation time

Release Certi fic ate

rundown tank running sample

segregation/ segregated

separator element

service tank

EI12/059

A selected set of tests carried out on fuel supplied during or after certain types of movement, to verify that the fuel has not been contaminated and that the quality of the fuel concerned has not otherwise changed. Samples tested are required to remain within the specification limits. Test results for specified critical properties are also required to be within maximum variances of the previous analysis of the same fuel batch. Implicit in the definition of Recertification Test is the comparison of the results with those on the original RCQ or CoA. Comparison of the quantity of additive used with the volume of fuel additivated to verify the dosage rate. A document which shows the applicable specification requirements for the products being tested, the date, the test method and the test results. It also includes the amount and type of additives used, the quantity of the batch, the batch number and the number of the tank containing the product. The RCQ is required to be signed by designated personnel. Note: RCQs are valid for 180 days (or 12 months for drummed stocks). A RCQ is raised whenever full certification tests are performed at a refinery. Note: sometimes also referred to as Refinery Batch Test Certificate. The time required to allow any build-up of static electricity within the fuel to dissipate. This is calculated by including volumetric capacity in a fuel handling system, which increases the residence time (downstream of any charge generating equipment such as filters) for the purpose of dissipating, or losing, static electricity charge, before the fuel discharges from the fuel system into a tank, truck or aircraft. A document that supports any transfer of aviation fuel, confirming compliance with the applicable specification and containing, as a minimum: reference to batch number or other unique identifier (e.g. tank number, date and time), test report number (last full certification - RCQ or CoA or re-certification test on this batch), date and time of release, certified batch density, quantity of fuel (this may be added subsequently for pipeline transfers), compliance with the visual appearance requirement (and conductivity if SDA is present), grade of fuel and specification, signature of releasing authority. A tank in a refinery receiving product direct from a processing unit. A sample obtained with an apparatus that accumulates the sample from a storage tank while passing in both directions through the total liquid depth (sometimes called an all levels sample). Not to be confused with Line sample The isolation, usually via single valve separation, of aviation fuel from other grades of fuel in a multiproduct system, and of certified fuel from uncertified fuel in a dedicated aviation fuel system. See also positive segregation A simple water-repelling (hydrophobic) screen (element) that prevents water droplets from passing downstream of a filter/water separator vessel. The separator element is positioned downstream of the filter/coalescer element. A tank in which fuel has been certified for release (also referred to as a working tank or delivery tank)

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settling time

Shell Water Detector (SWD) shipper (pipeline) single-tank composite sample slug valve

smoke point

soak testing

static dissipater additive (SDA) static electricity

static st orage/ static stock storage installation sulphur, total; total sulphur

sump

surfactants (surface active-agents)

tested m aterial thermal stability test

EI12/059

The time required after receipt and before shipment of product from a storage tank to provide adequate settling of solid contaminants and water. A chemical water detection test. A faint colour change from yellow to pale green occurs with water content as low as 5 ppm. Colour at 30 ppm is a definite green or blue green. The company providing aviation fuel to the ingress CTP of a pipeline A sample obtained by blending Upper, Middle and Lower samples. For a vertical tank of uniform cross-section, the blend consists of equal parts of the three samples An inline valve that is triggered to close and shut off flow, when excess water builds up in a sump and trips a solenoid by means of a float or electrical probe. A test to provide an indication of the relative smoke-producing properties of a jet fuel. A high smoke point indicates a low smokeproducing tendency. A comparative test of fuel properties from before and after a period of static exposure to a tank or pipeline (normally several days) to determine that exposure to the surface does not affect fuel quality. This is normally associated with commissioning of tanks or pipelines following internal treatments such as epoxy lining. Approved additive for improving fuel conductivity leading to more rapid relaxation of static electricity. Sometimes referred to as antistatic additive or conductivity improving additive. An electrical potential generally built up by friction (e.g. between flowing fuel and another surface). A build-up of static electricity may be great enough to cause sparking or arcing capable of causing combustion. Storage of fuel in tanks that have had no new fuel introduced in six months for jet fuel or three months for Avgas. Refinery storage or storage at terminals/distribution installations/ depots (intermediate and pre-airfield). A measure of total sulphur in jet fuel in accordance with a defined standard test method. Controlling total sulphur below a maximum limit ensures that possible corrosion of turbine metal parts by the sulphur oxides formed during combustion is minimal. The lowest point in a storage tank, vehicle tank or filter, purposely designed to collect water and particulate. When a tank or filter is ‘sumped’, the contaminants are removed as part of routine quality assurance tests or maintenance on equipment. Detergent-like compounds frequently found in jet fuel. These compounds are of concern because they have a disarming effect on elements used in filter/water separators. Clay treatment is one means of removing surfactants from jet fuel. Components where all or specific tests have been performed A Jet Fuel Thermal Oxidation Test (IP323 / ASTM D3241), often referred to as the JFTOT ®, which is used to ensure that jet fuel has acceptable thermal stability. Fuel instability leads to thermal breakdown causing particle or gum formation, either in suspension in the fuel or as lacquer build-up on metal surfaces, which can adversely affect the operation of the aircraft engine fuel system and injector nozzles.

131


thief pump

traceability transmix ullage unbatched uncertif ied material

upper sample Visi-jar

Visual Check waste fuel water defence system water dip

EI12/059

A small hand- or motor-operated pump with a long suction tube, which reaches to the bottom of a tank to drain off any water collected on the tank bottom, or to collect samples. The ability to track distinct batches of fuel through the distribution system, back to the point of manufacture. A volume of interface material made up from two different materials in pipelines Volume of the space between a hatch of a tank/compartment to the surface of fuel. A quantity of fuel not yet identified as a discrete batch A batch for which a RCQ has not been issued. A blend of certified materials that has not yet been certified itself. This cannot be regarded as aviation fuel. A sample obtained from the middle depth of the upper third of a tank contents. A clear glass container with a lid, which is permanently connected to a sample point in order to facilitate a visual appearance check, and to minimise skin contact with fuel. Also known as a closed circuit sampler. An Appearance Check plus the use of a Chemical Water Detector to confirm water-free status of fuel. Fuel not suitable for aircraft use, or for recycling back into fuel. A device that senses a predetermined level of free water in a filter/water separator sump, and automatically stops the flow of fuel to prevent downstream contamination. A water-sensitive paste applied to the end of a rod or weight, which is lowered to the bottom of a tank or drum to check for the presence of water, as determined by a change in colour of the paste.

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A.2

AB BREVIATIONS AND ACRONYMS

μm B5 B15 B100 CoA CoQ CRM CTP DP DPK DRA EI FAME FSII FWS gpm HEFA HM IBC ISGOTT JFTOT kPa LIA LIMS MBG MoC mg mm MPPL MSEP MTC OEM P&ID ppm pS/m RC RCQ RTC RDE/A/xxx

SDA SPK SQC SWD TRV USG USQ

micrometre Biodiesel fuel containing 5 % FAME Biodiesel fuel containing 15 % FAME Pure FAME Certificate of Analysis Certificate of Quality (synonymous with RCQ) Certified Reference Material Custody Transfer Point Differential Pressure Dual purpose kerosine Drag Reducing Additive Energy Institute Fatty Acid Methyl Ester Fuel system icing inhibitor Filter/water separator U.S. gallons per minute Hydroprocessed esters and fatty acids Hydrocarbon Management (series of publications from the EI) Intermediate Bulk Container (usually 1 m3) International Safety Guide for Oil Tankers and Terminals Jet Fuel Thermal Oxidation Test kilopascal Lubricity Improving Additive Laboratory Information Management System Microbiological growth Management of Change milligram millimetre Multi-product Pipeline Micro-separometer Multiple Tank Composite Original Equipment Manufacturer Piping and Instrumentation Diagram parts per million; equates to mg/kg picosiemens per metre Release Certificate Refinery Certificate Of Quality Recertification Test Certificate Numbering system used by UK MoD for identifying approved fuel additives Static Dissipater Additive Synthetic Paraffinic Kerosine Statistical Quality Control Shell Water Detector Thermal Relief Valve US gallon US quart

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EI12/059

ANNEX B (normative) AUTHORISED SIGNATORIES B.1

DEFINITION

An authorised signatory is an individual who has been granted the written authority to sign one or more classes of document on behalf of a corporation, company or other institutional collective such as a partnership. There is no such thing as an automatic right to sign documents on behalf of an organisation. It may be that within the corporate structure, rights are granted to individuals as part of a job description by law if the person is, for instance, the designated safety manager, but it should be understood that the right to sign documents on behalf of a legal body is something that has to be well controlled, and forms a fundamental part of corporate security, management and liability control. Signatories may come by their authorisations in a number of ways. a) Pre-qualification may be necessary such as membership of a professional body (e.g. licensed engineers, chemists, etc.). Whilst such prequalification may authorise the person to sign certain documents in a general sense, there shall also be a written record of such empowerment by the directors of the Corporation or through line management to directors. b) Authorisation may be granted on the basis of qualification, experience or skill level. Typically this is the case with engineering and laboratory staff. These authorisations are specific and are best kept time-bound and subject to renewal. c) Authorisation may also be granted for specific limited purposes in response to circumstance, for instance if the laboratory manager is unavailable due to vacation or other commitments, a deputy may be authorised to sign various paperwork as the alternate. It is important that such temporary or limited authorisations are fully documented, strictly time and scope bound, and reviewed regularly. B.2

AUTHORISATION PROCESS

The authorisation process shall be fully documented, including a simple registry of those holding the signatory authority, any time- and scope limits, the date of authorisation, the name(s) of those granting the authorisation, a counter signatory confirming the authorisation and at least one specimen signature. The registry is to be secure and shall be kept available for audit by a qualified custodian of records. Signatory records shall be maintained for 7 years after the signatory rights of an individual expire. Before a signatory is confirmed, a due diligence process, commensurate with the level of authority, responsibility and risk placed on the corporation by the signature being affixed, shall be carried out. The monetary, safety, commercial and legal risks shall be reviewed and the process raised to an appropriate level of corporate management before any candidate is authorised. The usual mechanism by which this is recorded is a series of countersignatures.

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When setting up any authorisation scheme the following elements shall be addressed a) The establishment of a registry of authorised signatories b) The appointment of a custodian of records c) The documentation of the minimum qualifications, training experience, etc. for candidacy for authorisation d) The appointment and registration of those at each level of the process who may confirm a candidate’s qualifications and suitability e) Senior management level approval of the scheme as a whole f) Documentation of the workflow within the process g) A timeline for the review of the scheme by an appropriate level of management B.3

Example process for establishing authorised signatori es in laboratories.

B.3.1. Documents required a) personal details / HR records of the candidate including all training records, professional affiliations and experience b) Statement from current direct supervisor as to recent work on aviation fuels in the laboratory, including comments as to scope and frequency of the work routinely carried out c) Current industry standards such as DEF STAN 91-91, ASTM D1655, JIG 3 / AFQRJOS Checklist / Laboratory ISO 9001 and/or ISO 17025 manual, work instructions and records. d) Company policy level documents such as i) Group Safety Manual ii) Code of Conduct and associated documents iii) Sustainability Policy iv) Communication Policy e) Aviation Fuel Laboratory Data Release Signature Register B.3.2. Process a) The laboratory manager shall identify any candidate they feel is suitable as an Aviation Fuels Signatory (title may be company-specific). The candidacy shall be supported by records detailing. i) Academic qualifications ii) Professional qualifications and affiliations iii) Laboratory work experience in general iv) Experience of the analysis of aviation fuels specifically v) relevant training records b) The laboratory manager, or an appropriate deputy or authorised auditor, shall observe the candidate at work analysing aviation fuels, or in the case that authorisation is sought for Test Observation status only, observing aviation testing. c) A written record of the observation session(s) ((2) above) shall be reviewed twice i) With the candidate as a debrief on performance ii) With the lab manager and / or next line manager to establish candidate compliance with minimum standards of knowledge, skill, performance and understanding concering aviation fuels and the risks posed by inadequate performance of analysis and / or test observation. d) An application form shall be completed by the candidate and the line managers and submitted to the registry manager for assessment. e) The registry manager shall make an assessment of the application and assign a status to the application. The available status designators are:

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i) Rejected ii) Trainee iii) Application received pending review iv) Authorised signatory (valid for 24 months from the time of acceptance) f) The registry shall be subject to periodic corporate QA audit. g) The registry and the registration process shall be reviewed with senior management periodically.

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ANNEX C (normative) EQUIPMENT/INSTALLATION PRECONDITIONING PRIOR TO USE WITH AVIATION FUEL C.1

INTRODUCTION TO PRE-CONDITIONING (FLUSHING AND SOAK TESTING)

Pre-conditioning shall be carried out to ensure that fuel wetted surfaces of new and/or refurbished equipment (after construction work and repairs) and facilities are suitable for use with aviation fuel. This involves flushing (lined and unlined) to ensure the removal of welding flux, valve grease, corrosion inhibitor fluids or other general debris, and for internally lined systems, soak testing to ensure that there are no potential contaminants present in the form of solvents from the coating/lining. Soak testing is not necessary for unlined systems (aluminium, mild or stainless steel) where commissioning and flushing procedures have been effective. A soak test consists of filling the system being commissioned with the appropriate fuel grade and leaving it to stand for a soak period. A retention sample of the fuel used is taken before filling as a control. At the end of the soak period, fuel samples are taken from the system being commissioned and submitted for laboratory testing. Test results are compared with the fuel specification limits and with the original RCQ, CoA or RTC to look for differences and to establish whether the system is suitable for use. If there is a concern that the test certificate results are not representative of the fuel used for the soak test due to line content etc, it is recommended that the retention (pre-soak) sample is analysed in parallel with the post-soak sample. C.2

APPLICATION

C.2.1 New fix ed sys tems and equip ment Documented soak test action plans should be developed, reviewed and approved by competent personnel before commissioning begins. Soak testing shall be carried out on the constructed facility rather than on representative sections of pipe or individual pieces of equipment (e.g. tanks or filter vessels) prior to installation. This ensures that the soak test identifies any contamination caused by the fabrication of the equipment or from on-site construction work. Where in-situ soak testing may not be practicable, relatively short sections of pipe, fittings or valves involved may be soak-tested before installation, provided that adequate precautions are taken to maintain the cleanliness of the components until the new system is put into service. Once the system has been filled with the correct grade of fuel, all components in the system that contain moving parts in contact with the fuel should be operated to help ‘wash out’ any contaminants, for instance by opening and closing each valve a number of times. C.2.2 New road tankers and rail tank cars New road tankers and rail tank cars are typically manufactured from aluminium or stainless steel, and are unlined, but may be delivered with residual water from hydrostatic testing.

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Prior to use the tanks should be cleaned with a steam or hot water wash to remove any residual welding fluxes, valve greases, corrosion inhibitor fluids etc. During this cleaning the drain valves shall be left open to aid the removal of any contaminants. Following cleaning, and before the first aviation fuel grade fuel is carried, an effective flushing procedure shall be completed using the grade intended for service. The flushing quantity should be downgraded. All lined road and rail tank cars, regardless of the tank shell construction material, shall be soak tested. The requirement to soak test new lined road tankers and rail tank cars can be fulfilled by the manufacturer in accordance with this annex prior to delivery. However, if the condition of the road tankers and rail tank cars upon initial inspection indicates possible contamination, then a soak test shall be carried out before the unit is placed into service. C.2.3 New/refurbi shed coast al/inland waterway barges and ocean vessels Coastal/inland waterway barges and ocean vessels have pipework and pumping configurations that may be difficult to adequately soak test and pipework sampling may not identify contamination. While soak testing in accordance with this annex is typically impractical for these types of vessels, new and refurbished vessels require pre-conditioning prior to their first use for aviation fuel service. As a minimum, all new or refurbished vessels shall be either soak tested in accordance with this annex, or shall have transported white oil cargoes to a minimum of 80% of the cargo tank capacity for a minimum fuel residence time of six days (50 % longer than minimum required for soak testing) before carrying aviation fuel. When transporting aviation fuel for the first time: the ship tank inspection report shall be reviewed; there shall be first foot testing of every compartment loaded; A full CoA testing of a multiple tank composite sample (MTC) shall be carried out after loading, and A Recertification test of a multiple tank composite sample (MTC) shall be carried out before discharge. − − −

−

C.2.4 Existing fixed systems and equipment Soak testing shall be conducted following major repair work or major modifications to existing lined systems. Major repair or modifications are typically defined as new lining material applied to more than 5% of the tank’s coated surface area or surface area of existing piping. However following a risk assessment by a competent person, different criteria may be applicable. Each entity (tank or pipework) shall be treated as a separate element for the purposes of defining the percentage area. After minor spot repairs to internal lining, re-commissioning involves confirmation of acceptable hardness of the repaired lining area without soak t esting. Replacement or repaired equipment (pumps, filter vessels, valves etc.) do not generally require soak testing prior to use because of the small internal fuel-wetted surface areas compared with the total system. However, some equipment (e.g. fuel pumps) may be stored and shipped with preservative oil or lined with a rust inhibitor to prevent corrosion. Small amounts of these materials can result in the contamination of large volumes of fuel. Confirmation that no undesirable materials are present on the internal surfaces, which come in contact with the fuel, shall be obtained from the equipment supplier or repairing service before installation.

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C.2.5 Existing road tankers and rail tank cars Existing lined road tankers and rail tank cars shall be treated as new equipment and soak tested accordingly where: they are without records, or have been through a facility involving major repairs to the lining (see definition of major in C.2.4), − −

C.3

SOAK TESTING PROCEDURES

C.3.1 Soak period s C.3.1.1 Storage tanks, pipelines and ancillary equipment Due to the stringent test requirements contained in EI 1541 there is little risk of fuel contamination from a lining meeting these requirements if the lining is properly applied and allowed to fully cure in accordance with the manufacturer’s recommendations. Other contaminants that may be present such as rolling oils, welding flux or valve grease will dissolve into the fuel rapidly or may be removed by flushing and draining of the system. To ensure sufficient contact time is achieved, there shall be a minimum 4 day and maximum 7 day soak period after construction work or major repairs to a fuel system, provided that: The lining meets the performance requirements specified in EI 1541 The lining is properly applied and allowed to fully cure in accordance with the manufacturer’s recommendations The lining is covered by a 10-year application and material warranty − −

−

If the lining material has not been confirmed to comply with the requirements of EI 1541 and/or is not covered by a 10-year application and material warranty, additional soak times and sampling and testing shall be applied to demonstrate suitability. C.3.1.2 Road tanker and rail tank cars For road tankers and rail tank cars with lined tanks and piping, the product shall be left after circulation to soak for a minimum of 24 hours. C.3.1.3 Coastal/inland waterway barges and ocean vessels For vessels with lined tanks and piping, the product shall be left after circulation for a minimum 4 day and maximum 7 day soak period. C.4

SOAK QUANTITIES

The general principle is to maximize contact of the fuel with the surface area of the lined system under test. In most cases this means filling the system with a large quantity of fuel. C.4.1 Fully lin ed st orage tanks Filling fully lined storage tanks to the “Normal Fill Level” is recommended for soak testing. However, as a minimum, there shall be sufficient fuel to cover the floating or fixed suction and the receipt nozzle to allow for circulation through the piping system to flush out any contaminants without pump cavitation. C.4.2 Partially lin ed sto rage tanks There shall be sufficient fuel to cover the floating or fixed suction and the receipt nozzle to allow for circulation through the piping system to flush out any contaminants without pump cavitation.

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Local circumstances may demand more (or less) stringent procedures, which should be determined by a competent person, in line with the principles set out in this annex. C.4.3 Pipelines Supply Lines shall be filled completely. C.4.4 Road tankers and rail tank cars It is recommended that lined road tankers and rail tank cars are filled completely. However, as a minimum, the level shall be sufficient to cover the inlet and outlet valves/suction. C.4.5 Coastal/inl and waterway barges and ocean vessels Filling fully lined compartments to their “Normal Fill Level” is recommended. However, as a minimum, there shall be sufficient fuel to cover the first foot. Note: The smaller the fuel volume used the more stringent the soak test. C.5

SAMPLING AND TESTING

At the end of the soak period representative samples shall be obtained from appropriate locations as outlined in C.5.1 and submitted for laboratory testing. A minimum of 2 litres (2 USQ) is required for jet fuel or a minimum of 4 litres (1 USG) for Avgas. C.5.1 Sampling C.5.1.1 General In all cases it is important to ensure that the sampling point is clean and flushed prior to taking the sample. Any accumulated solid matter (particulate) and/or free water should be removed until the fuel is clear and bright. This is very important because sampling lines on tanks are sometimes inadvertently overlooked during commissioning. Only approved sample containers shall be used and the container shall be flushed and rinsed thoroughly with the product to be sampled and allowed to drain before use. C.5.1.2 Storage tanks A Bottom Sample from the low point shall be used for horizontal and vertical tanks. A sample taken from this location represents the most severe case as the fuel is in close contact with the lining and any heavy contaminants are likely to be collected during sampling. C.5.1.3 Pipework Small piping configurations that can be circulated into a tank may be tested as part of the tank soak test and not sampled/tested separately. Larger supply piping networks shall have samples taken from each major section (e.g. receipt & delivery lines) for separate testing. Samples should be taken from more than one point and combined into a single composite sample. C.5.1.4 Road Tankers and Rail Tank Cars. A sample shall be taken from each compartment, preferably from the low point or outlet of the tank. C.5.2 Laboratory Testing A selection of laboratory tests is carried out on the representative sample to determine the quality of the fuel following the soak test. The fuel properties tested shall be compared with the specification limits for the grade of fuel used and with the pre-soak test results for the fuel used (either from the original certification or from testing a pre-soak sample). A

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successful result requires that all tested properties are within the specification limits and within the tolerance limits established for recertification. If any test result does not fully comply with the applicable specification or falls outside the allowable variances, the product shall be re-sampled and re-tested. If the fuel still fails to comply, it shall be removed and downgraded to non-aviation use, the system re-filled with on-specification fuel and the soak test repeated. The required laboratory tests are shown in Table C.1. Table C.1 Required laboratory tests Test Method ASTM IP Appearance X X D4176 Existent Gum X X D381 540 Water Reaction X D1094 289 MSEP X D3948 Conductivity X D2624 274 Saybolt Colour X D156 Thermal Stability * X D3241 323 Distillation ** X X D86 123 Flash Point X D56 170 * It is recommended that the Thermal Stability of the fuel used for Soak Testing has a breakpoint of at least 275 deg C to allow for test precision ** Distillation by Simulated Distillation (ie IP406/ASTM D2887) may be used for further investigation as it is more sensitive to residues/contamination Jet Fuels

C.6

Avgas

SUMMARY

Table C.2 and accompanying notes provide a summary of the soak test requirements for storage tanks, piping, ancillary equipment, vehicles and inland waterway/coastal barges/ marine vessels.

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Table C.2 - Summary of soak testing requirements Storage Tanks

Duration

Fuel Volume

Fully Lined

Partially Lined

4-7 days (Note 1)

4-7 days

Ancillary Equipment (Pumps, Pipelines valves, meters filter vessels, etc)

Road tankers & rail tank cars (fully lined).

4-7 days

Min 24 hours

Enough product to cover the floating or fixed Sufficient to fill suction & the Fill lines to ‘Normal fill receipt nozzle completely level’ to allow circulation of product without pump cavitation

(Note 2)

Inland waterway/co astal barges, marine vessels (fully lined) 4-7 days Sufficient to fill to ‘Normal fill level’

See comments in text

Jet Fuel: Appearance, Existent Gum, MSEP, Conductivity, Saybolt Colour, thermal Laboratory stability, Distillation & Flash Point Testing Avgas: Appearance, Existent Gum, Water Reaction & Distillation Sample Volume

Jet Fuel: Minimum 2 Litres or 1 USG Avgas: Minimum 4 Litres or 1 USG

Note 1: Applies to lining material meeting EI 1541 and covered by a 10 year joint material and applications warranty from the manufacturer. Note 2: Newly installed ancillary equipment (e.g. pumps, filter vessels, valves, control valves, meters, sense tubing, water drain lines, etc.) should be soak-tested during the system soak test.

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ANNEX D (normative) EXAMPLE CERTIFICATES D.1 Example form for Avgas recertification

Date: Tank No: Batch No:

Grade Specificati on *ASTM D910 *DEF STAN 91-90

Quantity in Tank Before Quality Received Quantity In Tank After *Delete as appropriate

Property

Test method

Spec limits

Previous Recert (Heel)

New 1 RCQ/ CoA

New 2 RCQ/ CoA

New 3 RCQ/ CoA

Weighted Current Accept. average Recert Diff.

Appearance Lean Knock Rating

D2700

3

Tel Content, gPb/1

IP228

0.05

Density at 15 °C, kg/m Upper Middle Lower

D1298

3

Distillation

D86

10 % evaporated at °C

8


8


8


8

End Point, °C

8

Sum of 10+50 % evaporated

8

Recovery, % vol

-

Loss, % vol

-

Reid Vapour Pressure, kPA

D323

4.5

Corrosion, Cu strip

IP154

Spec limit

Existent Gum, mg/100 ml

D381

3

Batch recertification approved by ……………………………. Date ……………………………… Tank checked and released for service …………………………

Date ………………………

Where minimum/maximum limits are given, the Acceptable Difference values do not apply to results below minimum or above maximum. * Test methods in accordance with relevant specification.

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D.2 Example form fo r Jet A-1 recertification Date: Tank No: Batch No: Property

Quantity in Tank Before Quality Received Quantity In Tank After Test method*

Appearance

Spec limits

Previous Recert (Heel)

New 1 RCQ/ CoA

New 2 RCQ/ CoA

New 3 RCQ/ CoA

Weighted Current Accept. average Recert Diff.

C&B

Saybolt Colour

D156

Distillation

D86

Report


205 max

8


Report

8


Report

8

300 max

8

Residue, % vol

1.5

-

Loss, % vol

1.5

-

End Point, °C

Flash Point, °C

IP170

38 min

3

Density at 15 °C, kg/m Upper Middle Lower

D1298 775/840

3 3 3 3

Freezing Point, °C

D2386 -47 max

3

Corrosion, Cu strip

D130

1 max

Spec limit

Existent Gum (Steam jet)

IP540

7.0 max

Spec limit

Microseparometer (MSEP) rating

D3948

70 min

Electrical conductivity, pS/m at °C

D2624

50 min 600 max

FAME content, mg/kg**

IP585 IP590

5.0 max

Spec limit

Where minimum/maximum limits are given, the Acceptable Difference values do not apply to results below minimum or above maximum. * Test methods in accordance with relevant specification. ** FAME test limit may be revised in 2013.

Batch recertification approved by ……………………………. Date ………….…………………… Tank checked and released for service …………………………

144

Date ………………………


D.3 Example release certificate for road or r ail tank cars for J et A-1

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D.4 Example release certificate for road or r ail tank cars for avgas

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D.5 Example release certific ate for pi pelines, ocean tankers, coastal/inland waterway vessels

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D.6 Example form for recording condi tion of tank interior fitt ings and coatings

Number

Terminal/Airport 1.

TANK DATA Capacity

Tank Number ertical

Horizontal

Above Ground

m3/USG

Other

Semi-Buried

Buried

Date Constructed

Leaded/Unleaded

Extent of Lining

Date of Lining

Grade Before Cleaning

Grade After Cleaning

Date of Last Repair

Type of Repair

Date of Last Inspection

Date of This Inspection

2. TYPE OF INSPECTION

By Entry

Without Entry

Entry Permit Number

Dated

3. CLEANING METHOD CONDITION

4. INSPECTION OF FITTINGS Contents Gauge Temperature Gauge Level Alarms Floating Suction/Swivels/Cables Water Drain Facilities alves: Inlet Outlet P & V Leak Detection System Under-floor Valves Other Fittings (Specify)

5. DETAILS OF CONTAMINATION REMOVED Quantity of Sludge

Quantity of Water

Comments

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6. DETAILS OF EXTERNAL EXAMINATION

7. DETAILS OF INTERNAL EXAMINATION (a) Floor

(b) Walls

(c) Columns And Beams

(d) Roof

8. DIAGRAM

Horizontal Section

10. RECOMMENDATIONS - The Tank is considered to be clean and satisfactory for the storage of aviation fuel - The following actions should be completed before the Tank can be considered suitable for the storage of aviation fuel:

Signed

Inspector

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ANNEX E (normative) DATA INTEGRITY MANAGEMENT FLOW CHARTS E.1 Introd uctio n This annex has been prepared to assist Laboratories and affected departments (e.g. Oil Movements) understand and implement a process for releasing product (issuing certification documents) based on analytical data. It also provides additional information on interpretation of test results to aid understanding the criteria for determining when product is “on” or “off” specification. It is applicable to testing carried out in a single laboratory only; not to data supplied by multiple laboratories. The flow charts in Figures E.1 and E.2 outline the process to be used when interpreting analytical data for product release decision-making. E.2 Criteria for rejecting laboratory test data or for re-sampling Data can only be rejected if there are justifiable reasons to do so. These include: statistical reasons, clear errors with the analysis that can be identified, proof that the sample was not representative, or concerns about the analytical performance of a particular laboratory or laboratories. − − − −

Re-sampling should only be carried out if there are valid reasons to suspect the integrity of the sample received. These include: incorrect sampling point used, unsuitable sample container, atypical product appearance, unacceptable differences between test results for samples of the same material taken from different sources, (e.g. tank upper, middle, lower), or test results not consistent with plant process conditions or previous results on the same material. − − − −

−

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Figure E.1 – Data interpretation decision process fo r test methods with s tated precision

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Figure E.2 Data interpretation decis ion pro cess for t est methods wit h no st ated precisio n (e.g. thermal stability, copper st rip etc)

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Figure E.2 Data interpretation decis ion pro cess for t est methods wit h no st ated precisio n (e.g. thermal stability, copper st rip etc)

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ANNEX F (informative) SALT DRYERS AND BULK WATER REMOVAL AT REFINERIES F.1 Salt Dryers Salt dryers are used to remove water from fuel as an integral step in certain refinery processes. A salt dryer comprises a bed of granular rock salt, NaCl, (although calcium chloride or a mixture of the two is sometimes used) emplaced in a vessel. Its function is to remove free water entrained in a hydrocarbon product as well as small amounts of dissolved water. It is installed upstream of a product clay filter to protect the clay from premature failure due to free water attack on the crystalline clay structure. Salt dryers may be units measuring 10m or more in height. Salt consumption depends on many factors but typically averages approximately 60 kg per 1000 m 3 (20 pounds per 1000 barrels) of hydrocarbon product treated when operated at 38°C (100°F). It is essential that the bed be monitored regularly and replenished before it is 50 % consumed. Although the use of salt as a drying medium is effective, there are inherent risks with its use. Refineries with wet treating units are particularly at a risk of delivering fuel containing dissolved salt in water to airports, which can then precipitate out, or carry through into hydrants and degrade the performance of downstream filtration. There have been well-documented examples of salt carry-over onto aircraft with serious consequences for aircraft fuel system performance (refer to IATA Guidelines for sodium


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ANNEX F (informative) SALT DRYERS AND BULK WATER REMOVAL AT REFINERIES F.1 Salt Dryers Salt dryers are used to remove water from fuel as an integral step in certain refinery processes. A salt dryer comprises a bed of granular rock salt, NaCl, (although calcium chloride or a mixture of the two is sometimes used) emplaced in a vessel. Its function is to remove free water entrained in a hydrocarbon product as well as small amounts of dissolved water. It is installed upstream of a product clay filter to protect the clay from premature failure due to free water attack on the crystalline clay structure. Salt dryers may be units measuring 10m or more in height. Salt consumption depends on many factors but typically averages approximately 60 kg per 1000 m 3 (20 pounds per 1000 barrels) of hydrocarbon product treated when operated at 38°C (100°F). It is essential that the bed be monitored regularly and replenished before it is 50 % consumed. Although the use of salt as a drying medium is effective, there are inherent risks with its use. Refineries with wet treating units are particularly at a risk of delivering fuel containing dissolved salt in water to airports, which can then precipitate out, or carry through into hydrants and degrade the performance of downstream filtration. There have been well-documented examples of salt carry-over onto aircraft with serious consequences for aircraft fuel system performance (refer to IATA Guidelines for sodium chloride contamination troubleshooting and decontamination of airframe and engine fuel systems, 2nd edition, February 1998). A salt drier is normally followed by a clay treater (refer Annex G), which should prevent any salt carry-over from progressing into the finished jet fuel. However this depends entirely on the correct operation and maintenance of both salt drier and clay treater. To ensure that only on-specification jet fuel is produced in a refinery, it is essential that such processing units are operated within the parameters set by the manufacturer(s) for those units. This is particularly important with wet treating processes and the unit manufacturer will provide operating parameters specific to the unit(s) installed. There is currently no requirement in the jet fuel specification to test for salt; however refineries shall have systems in place to ensure that no salt is carried over into finished jet fuel, e.g. monitoring of salt drier operation, periodic testing of fuel samples, etc. F.2 Handling bulk water at refineries (Indust rial Coalescers) It is common practice for refineries to use industrial coalescers for the removal of bulk free water from aviation fuel. Typical designs include fibrous bed coalescers, sand coalescers, and electrostatic coalescers. F.2.1 Fibrous bed coalescers (e.g. dehydrators, hay packs, etc.) These units typically utilize polypropylene felt or glass wool, although other media, such as excelsior, steel wool or fibreglass wafers are also used. Fibre, of c. 50 µm diameter, is used to produce mats approximately 12 mm (0,5 in.) thick. These mats are layered to form a bed about 60 cm (2 ft.) thick. A key advantage of the fibrous bed coalescer is its long service life (typically 1-2 years). However, the media can be sensitive to contaminants and prone to plugging (depending upon media density). In some vessel designs, the upstream mats or wafers can be replaced to remove contaminants and extend the service life of the coalescer.

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Over the last decade or so, the use of a combination of hydrophobic and hydrophilic fibrous materials has aided the removal of free water to very low levels (e.g., <20 ppm). F.2.2 Sand coalesc ers These units typically utilize 20-40 mesh, “filter sand” grade material which is washed, hard, naturally occurring, and high in silica content (e.g., Ottawa sand). In this application, very large beds (e.g. 3 m (10 ft.) diameter X 15 m (50 ft.) long) are required to provide the required water removal capacity. Effluent typically exits the sand coalescer with less than 100 ppm free water. Key advantages of sand coalescers are their relatively low cost and extremely long life (typically 2-4 years). Compared with fibrous bed coalescers, sand coalescers are much less sensitive to contaminants in fuel. However, they are unable to coalesce fine water droplets, have relatively large vessel sizes, and there is difficulty in changing the sand. Designs of sand coalescers have evolved to minimize carryover of separated water in the effluent. F.2.3 Electrostatic coalescers These units are often found at refineries as part of caustic and water washing processes. They utilize high voltage (dc) electrodes to polarize and thereby aid coalescence of fine water droplets, which would otherwise not settle under gravity, as they flow past the electrodes. F.2.4 Operation Irrespective of the type of coalescer(s) used at a refinery, their operation should be in accordance with manufacturer’s recommendations. They should be monitored to ensure that their maximum rated flow is not exceeded and that any free water in effluent is at expected levels. A means of establishing suitable service-life/change-out intervals should also be implemented. Consideration should also be given to the requirements for media changes, and the potential impact of these on refinery operations.

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AN EX G (infor ativ ) CL Y TR ATE S G.1

INTRODU TION

G.1.1 Why is it n eeded? Clay tr atment is sed as a eans of re moving sur face active compound s (otherwis known as sur actants) and other olar speci es from a iation fuel. These t ace mater ials are undesi able as th y may aff ct a num er of fuel properties such as th ermal stability and water separation ability, a critical factor f or filter/water separator performa ce. Note: he impact of surfactants on the coalescence of fine ater dropl ets in a filter/water separa or system is explaine in EI 1550 . Trace surfactants may originate from the manufacture of et fuel us ing some refinery proces es, or can occur natu ally in the rude. Suc processe incorporat e clay treatment as the final stage of anufacturi g. When aviation fu l is trans orted thro ugh multi- roduct su ply chains (e.g. by ipeline, tanker, etc.) it ma pick up i cidental m aterial suc as traces of additive s and other “polar” materials from pr vious consignments of other f els. A var iety of con trol and mitigation measu es are im lemented o ensure viation fuel is not ad ersely im acted, including in some distribution ystems, th use of cla y treaters. G.1.2 How does it work? Clay tr atment is n adsorptiio n proces . Clay has a very large surface a rea (appro imately 110 m2 g (1 200 ft /g)), and an affinity fo r polar materials, meaning surfac tants are adsorbed on the surface a d within the porous structure of the clay, see Figu re G.1. R moving surfact nts improves the quality of aviatiion fuel (see G.2 for details). Cla y may also remove unwant ed colouration from th fuel. Note: It is a com on industr misnomer to call cla y treaters, clay filters. Although lay can be used as a filt er, particulate entrap ment is n t its prim ry functio (and reduces its effectiveness in removing su factants). lay treater s are so-c lled becau se the pro ess can improv "treatable" jet fuels, just like oth r refining rocesses.

Figure G.1 – Ads rption wit hin a clay treater

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Despite its large surface area, clay has a finite capacity to adsorb polar species. There is a threshold above which the clay will not be able to remove the polar species: this is the service life, or capacity, of the clay. G.1.3 How is clay treatment applied? This annex discusses the use of clay treatment in two distinct areas, a) as a component of a refinery manufacturing process and b) in downstream distribution systems. Clay treaters in downstream distribution systems are commonly vessels filled with replaceable cartridges of clay. Clay cartridges are available as either bags or canisters for installation in the large vessels. Compared with canisters, the bags are typically less expensive, and contain more clay, but can be difficult to install and remove. Clay treaters in refineries may utilise ‘bulk’ clay. The clay used in the bags and canisters is typically low volatile matter (LVM), 50 - 90 mesh, attapulgite clay mined in Attapulgus, Georgia, USA. (Note coarser 30-60 mesh can also be supplied). LVM clay has better water tolerance and therefore less tendency to cake or agglomerate, compared with regular volatile matter (RVM) clay (used primarily in bulk units). Initial differential pressure is typically low across a clay treater containing fresh clay (approximately 5 psi). Use of clay with a larger mesh number (smaller clay particles and more compact structure) causes higher initial and accumulated differential pressure throughout its service life, however, it can provide substantially more capacity. Aviation fuel flow through cartridge-type clay treatment units is typically 19 - 26 l/min (5 - 7 gpm) per 178 mm x 457 mm (7 in. x 18 in.) element. Lower fuel flow rates result in longer contact times, which increases the effectiveness of clay treatment. G.2

CLA Y TREATMENT IN REFINERIES

G.2.1 Purpose Independent of the primary treating process used (e.g. hydroprocessing, caustic wash, Merox), clay treating has significant benefits for jet fuel product quality. Refiners have historically used clay treating as a ‘final polish’ for jet fuel streams before they enter product tankage. Effective clay treatment of jet fuel provides the following protection: It guards against process upsets. It removes undesirable trace materials, such as naphthenates originating from processing or naturally occurring in the crude. It helps ensure that product delivered into the downstream distribution system is of suitable quality. − −

−

Clay acts as a safeguard for treatable product quality issues, especially when unit upsets or feed fluctuations occur. However, it is important to appreciate that clay has limited capacity under such stressed conditions. Severity and duration of process upsets determine the impact on the clay, but the service life of clay will decrease if process upsets are long, severe, or frequent. Therefore it is critical that clay treaters are not relied upon to compensate for poor process control. Clay treating is an essential part of the process to maintain product quality as jet fuel feedstocks and component streams become more challenging. G.2.2 Design The size of a clay treatment vessel is dependent on the velocity of fuel flow through the clay (bed velocity) and the residence time of the fuel in the clay. Manufacturers of the −

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−

− −

−

−

− −

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units will provide recommendations, which for bulk clay units, typically involve a maximum bed velocity of around 5,0 gpm/ft 2 and a residence time of c.30 minutes. The residence time needs to be sufficient to enable trace materials to be adsorbed onto the clay. Consideration should be given to the number of clay treaters necessary to maintain operational flexibility during clay change-out in a vessel. A vessel should ideally have a length to diameter ratio of at least 2.5 to facilitate maintenance. Vessels should be constructed of stainless steel, aluminium or carbon steel. The clay treater inlet distributor (for the fuel) should be designed to ensure the maximum use of the clay bed, avoiding preferential flow. Good distribution helps utilise the clay to its maximum capacity. Slotted cylindrical distributors or perforated pipe ring or antennae configurations are available. Note: Designs should ensure that clay loading is not impeded. Outlet collectors should incorporate a baffle, shield mechanism or mesh screen to help protect against clay particulate being carried downstream of the clay t reater. Support grids (sometimes referred to as Johnson screens) within the vessel should be well secured to make sure they do not move during loading or operation. A means of ensuring relief in the event of a pressure surge should be incorporated. One or more work platforms, including access steps and handrails, shall be provided to facilitate clay loading and unloading, and to permit vessel inspection and maintenance. Platforms shall not be welded or physically attached to the vessel.

G.2.3 Correct usage of clay filt ers in refinery processin g It is essential that clay treaters are operated within the parameters set by the manufacturer of that unit and are carefully monitored and controlled. Any clay treater operation outside the parameters (e.g. above the unit’s maximum design flowrate) set by the manufacturer is likely to reduce its performance. G.2.4 Clay tr eater feed speci fic ation s To help maintain effective clay treatment, and to maximise service life of the clay, it is important to minimize the amount of free water contamination, and to maintain high MSEP values, in the ‘feed’ fuel. Impact of water contamination If the clay treater is overloaded with free water (e.g. due to process upset or poor drying), the clay will become soggy, agglomerate, and will "cake" or "mud". This is likely to create an increase in differential pressure across the vessel, cause ‘flow channelling’ of the fuel within the vessel, and may also lead to particulates in jet fuel downstream of the vessel. The correct operation of drying equipment upstream of clay treatment is required to ensure a "dry" feed to the clay treater. Water is polar and will also block adsorption sites on the clay that would normally pick up trace materials. Also, if free water is present, surfactants may congregate at the oil-water interface and may not be removed by the clay. Feed MSEP Minimising trace materials/surfactants in the feed to the clay treater (as indicated by a high MSEP value) will maximise the service life of clay. G.2.5 Clay treater monito ring – Routin e operations and laboratory data The vessel vent line should be frequently checked for formation of a separate air phase. If present, the air phase should be promptly vented. A separate air phase penetrating the bed will result in channelling and require premature clay replacement. Clay life cannot be

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predicted and varies widely for different feedstocks, ranging typically from 10,000 to 50,000 bbl/ton (1600 to 8000 m 3/ton). Monitoring the water content (Karl Fischer) of the clay treater feed should be considered to protect the clay from water contamination. In addition to operational data (temperatures, pressures, and flowrates), laboratory data from fuel samples taken upstream and downstream of the clay treater are required for effective clay treater performance monitoring, and to assess the need for clay changeout (at the end of its service life). The most important test is ASTM D3948 Microseparometer (MSEP). Comparing the MSEP values obtained from samples upstream and downstream of the treater is an effective way to monitor the clay's ability to adsorb trace materials. If clay has lost the ability to routinely improve MSEP values, clay changeout is necessary. It is important that laboratory data are obtained routinely. This enables trend monitoring over time, and also facilitates troubleshooting. Note: Other laboratory tests are required to monitor the effectiveness of refining processes (see 6.4.5 for further information). It is important that these measurements are obtained from samples taken upstream of clay treatment, to avoid clay treatment masking a potential problem. G.2.6 Troubl eshooting The following are the most frequently experienced issues relating to clay treater operation. Other issues (that may be detected downstream of clay treatment) typically result from process upsets, a change in refining processes or a feed change. See 6.4.5.1 for refining troubleshooting tips. MSEP is low downstream of clay treatment, or MSEP is not improved by clay treatment This is the most common product quality issue in jet fuel refining. Low MSEP values downstream of clay treatment indicate that the ability of clay to adsorb trace materials has been exhausted (the service life of the clay has been exceeded). The date of the last clay changeout should be investigated. NOTE: MSEP values upstream of clay treatment should also be reviewed to investigate whether there is an issue with refining processes. Thermal stability failure on fuel taken downstream of clay treatment This is the second most common product quality issue with jet fuel. Although clay does not consistently improve thermal stability, it should be capable of removing occasional trace materials that contribute to thermal stability failures. Thermal stability failures downstream of clay treatment are indicative of a refining process issue and exhausted clay. High levels of particulates in the product High particulate concentrations downstream of a clay treater are usually caused by free water contamination upstream of the clay. Once a clay treater is contaminated with water the clay ‘cakes’ and can carry over into the fuel. If particulate levels are an issue in the product, check the following: a) Clay lifetime (change if necessary) b) MSEP c) Clay treater pressure differential d) Particulates in the feed to the clay treater e) Water (by Karl Fischer) in the feed to and product from the clay treater f) Dryer operation

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CLAY TREATMENT IN DISTRIBUTION SYSTEMS

G.3.1 Purpose Clay treaters can be used at terminals and airports to remove trace materials that can inhibit water removal (by disarming filter/water separators). Clay treaters used in pipelines, terminals, and airports are generally cartridge style units. G.3.2 Design Clay treatment vessels should be correctly sized for their intended application, in accordance with manufacturer’s recommendations. Consideration should be given to the number of clay treaters necessary to maintain operational flexibility during clay change-out in a vessel. A vessel should ideally have a length to diameter ratio of at least 2.5 to facilitate maintenance. All metal parts in contact with the fuel shall be free of vanadium, zinc, cadmium, copper and their alloys. Vessels may be constructed of stainless steel, aluminium or carbon steel. A means of ensuring relief in the event of a pressure surge should be incorporated. One or more work platforms, including access steps and handrails, shall be provided to facilitate clay loading and unloading, and to permit vessel inspection and maintenance. Platforms shall not be welded or physically attached to the vessel. In addition to removing trace materials, clay treatment also removes additives such as static dissipator (SDA) and lubricity improver additives, which may be required in the fuel by speci fication or customer agreement. Therefore, clay treatment vessels should be located upstream of any additive injection points, otherwise re-dosing may be necessary. •

•

•

•

• •

•

G.3.3 Correct usage of clay treatment in distribu tion systems It is essential that clay cartridges are installed properly, to ensure fuel cannot bypass the clay. Care is needed to ensure that the clay bags or canisters cannot suffer structural failure, releasing clay into the aviation fuel stream. In some locations, it may be advisable to install a microfilter immediately downstream of the clay treatment vessel to intercept any migrating clay. The effectiveness of clay treatment should be regularly monitored. This is best done by making comparative measurements of fuel properties that relate to the presence of surfaceactive materials upstream and downstream of the clay treater: 1. Conductivity can be used if the upstream fuel value is signi ficant (>25 pS/m); downstream conductivity should be lower than the upstream value. 2. Water Separability: if measured by MSEP (ASTM D3948), the downstream value should be higher (better separability) than that for the upstream fuel. For further information refer to API 1595 (13.3 in first edition) 3. The differential pressure reading should be no more than 15 psi at rated flow (for cartridge units), to confirm that bed plugging (blocking of the porous structure) has not occurred. If any of the conditions in 1-3 above are not met, then the clay bed is probably exhausted and should be changed. Furthermore, one or more of the following observations from a filter/water separator located downstream of a clay treater can also indicate that the clay bed is exhausted: Disarmed filter/coalescer (surfactants not being removed) Significant volume of water drains (wet system/clay) − −

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Brown water drains (surfactants not being removed)

To maximise the life of clay cartridges, care should be taken to minimise exposure to water and rust or other particulate matter. Water is attracted to the clay. Over time the water can disarm the clay and potentially flush adsorbed surfactants from the clay into the aviation fuel stream. Excessive water contact can also cause flow channelling and clay dispersion, resulting in high particulate content in the downstream aviation fuel. If there is any chance of high water content in the fuel to be clay treated, it is recommended that coarse water separators or hay-packs should be used upstream of the clay treater. Particulate matter can disarm the clay by occluding adsorption sites on the surface of, and within, the clay structure. Exposure to rust or particulate matter also plugs the clay bed increasing the differential pressure. If there is any chance of high particulate matter content in the fuel to be clay treated, it is recommended that a micro filter should be installed upstream of the clay treater.

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ANNEX H (informative) JET FUEL CONDUCTIVITY H.1

PURPOSE

The purpose of this annex (the content of which was formerly published as JIG Bulletin 25) is to provide information on jet fuel conductivity variations that can occur in the distribution system, the impact of the additive Stadis 450 on water separation characteristics as determined by the ASTM D3948 test (MSEP), and to offer suggestions on the optimum location and method of addition of the additive. H.2

CONDUCTIVITY REQUIREMENTS AND DEPLETION IN DISTRIBUTION SYSTEMS

Typically, undoped jet fuel has conductivity in the range 0 to 5 pS/m. The rationale for increasing the conductivity by the addition of Static Dissipater Additive (SDA) is to speed up the rate at which static charge can dissipate, thereby reducing the time for which a static hazard might exist. The only SDA recognised by DEF STAN 91-91 is Stadis 450 produced by Innospec1. The presence of SDA does not prevent the generation of static charge; bonding is essential when transferring jet fuel during activities such as sampling, loading or fuelling aircraft. The requirement for conductivity (50-600 pS/m at the ambient temperature of aircraft fuelling) in the Joint Fuelling Systems Check List comes from DEF STAN 91-91, but it is acknowledged that the SDA may be injected downstream of the point of manufacture for practical reasons. The ASTM D1655 specification for Jet A-1 has no mandatory conductivity requirement; the use of SDA is optional. It is a well-known phenomenon for conductivity to decrease as fuel moves through the supply chain and this can lead to the need for re-doping between the refinery and the airport fuelling operation. The DEF STAN 91-91 and ASTM D1655 specifications acknowledge this by applying a 3 mg/L max limit for Stadis 450 on initial doping and a cumulative limit of 5 mg/L. DEF STAN 91-91 also recognizes that, because of losses in the distribution system, the refinery may not be the best place to inject Stadis 450. According to DEF STAN 91-91 (and hence also the Joint Fuelling Systems (AFQRJOS) Check List), the conductivity limits need only be met at the point of aircraft fuelling at ambient temperature. In the supply chain, it is permitted to certify that ‘product meets the requirements of the specification for all properties except conductivity’. At the skin of the aircraft, if the conductivity does not meet the minimum requirement cited here, a temporary lower limit of 25 pS/m can be adopted (subject to user notification requirements) to avoid supply disruption, provided that at the SDA injection point, the conductivity at ambient temperature was over 50 pS/m. This is known as the Low Conductivity Protocol and full details can be f ound in DEF STAN 91-91 (latest edition). Note: The specification requirement for conductivity is at bulk liquid temperature. Laboratory measurements are seldom at the same temperature as the bulk liquid, and hence may be misleading. Where laboratory testing of samples for conductivity shows non-conforming results, these shall be confirmed by in-situ measurement of the bulk liquid conductivity. 1

Other SDAs are currently being progressed through the industry approval process.

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IMPACT OF SDA ON WATER SEPARATION (MSEP)

In addition to (sometimes unpredictable) changes in conductivity during distribution, the other major problem is that Stadis 450 is a surfactant. As a result, it can increase the pick-up and dispersion of dirt and water in the fuel, especially if it is poorly mixed into the fuel. Although Stadis 450 is not a strong surfactant, in some fuels it can cause significant reductions in the MSEP rating. This is well known and the DEF STAN 91-91 specification has different MSEP limits for fuel with and without Stadis 450 (70 and 85 respectively). The reduction in MSEP caused by Stadis 450 does not necessarily indicate problems with the performance of filter/water separators, especially since the introduction of filter/coalescer elements meeting EI 1581 5th edition. All the evidence points to the fact that the MSEP test (D3948) can be overly sensitive to Stadis 450 with some fuels. Although DEF STAN 91-91 sets MSEP limits at point of manufacture only, and does not require testing in the distribution system, MSEP testing in the supply chain is quite common as a means of identifying potentially harmful surfactant contamination. In addition to the problems noted, interpretation of MSEP test results is complicated by the poor reproducibility of the MSEP test method itself. JIG has endorsed, and encourages the use of, an MSEP protocol (JIG Bulletin 14) to help interpret measurements that are made in the distribution system and prevent unnecessary supply disruption. As a result of the problems noted here, suppliers often find themselves having to re-dope with Stadis 450 to make up for lost conductivity, only to find that the MSEP rating has dropped below 70 (sometimes used as an ad-hoc limit for custody transfer). This is an extremely difficult situation to manage. The following recommendations for dosing are intended to help operators manage the situation. H.4

RECOMMENDATIONS FOR THE DOSING OF STADIS 450

H.4.1 Stadis 450 may be injected into Jet A-1 at refineries. The advantages of this are that refineries are often well equipped to inject additives and for some supply chains no further dosing is required. However, this is not necessarily best practice because transport modes from the refinery (such as multi-product vessels and pipelines) can cause significant and unpredictable loss of conductivity. It is also worth noting that there is no requirement for a defined conductivity level when handling jet fuel on multi-product ships or pipelines. H.4.2 Initial injection of Stadis 450 should be done as close as possible to the airport, preferably into storage directly upstream of a dedicated supply route to the airport. Injection at the airport itself is an option, but only where the installation has capacity to deal with problems such as over-dosing or unresponsive jet fuel. Also, the options for blending and problem mitigation are usually limited at airports. Consequently, injection of Stadis 450 at airports should be limited to fine-tuning conductivity levels where necessary to meet the specification limits. H.4.3 The optimum point for additive injection within a storage facility depends on the specific local circumstances, and the principles outlined in H.4.3.1 – H.4.3.2 are provided for guidance. H.4.3.1 Given that Stadis 450 is a surfactant and can increase dirt and water pick-up, it is best to delay injection until after dirt and water removal. Injection during a receipt from a multi-product tanker or pipeline into storage only makes sense if there is a high level of confidence that the incoming product is consistently free from dirt and water. Unless this is the case, it is better to wait until after the product has been settled and drained before

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injection. Suitable injection schemes would be inline dosing during transfer from receipt to delivery tanks or by tank recirculation. H.4.3.2 Injection of Stadis 450 during delivery of product from a storage facility by dedicated pipeline to an airport is not recommended. This is because airport depots are unlikely to have the capacity to deal with problems such as overdosed or unresponsive jet fuel (requiring facilities for further injection or blending). H.4.4 Experience shows that the least effective place to inject Stadis 450 is in multi-product marine vessels or inland waterway/coastal barges. Injection during loading will help disperse dirt and water from the vessels’ tanks with little increase in conductivity. It is unacceptable to manually add the additive to ship’s compartments using the closed loading access/sampling tube. The concentrated Stadis 450 does not mix well and can lead to major dirt and water problems, with limited conductivity improvement and/or the creation of non-homogeneous batches. Both are very inefficient methods for using the additive. H.4.5 It should also be noted that after SDA is added downstream of the point of manufacture, there is no specification requirement to re-check the MSEP rating, and it is therefore not mandatory to quote the MSEP rating on the Release Certificate.

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ANNEX I (normative) LONG-TERM STORAGE AND RETURN TO USE I.1

INTRODUCTION

Many supply chains worldwide ensure that the fuel which enters them is uplifted to aircraft within a relatively short timescale (several days to weeks). However, there are also situations where fuel may be intentionally stored for a longer period; typically involving State strategic storage, or for military applications. Long-term storage is defined as product held in storage for longer than 6 months, with no receipts or deliveries. Where product is stored with no receipts for longer than 6 months but product continues to be delivered, see 9.5.1.5 I.2

STORAGE AND MAKING AVAIL AB LE FOR USE PROCESS

Organisations involved in long-term storage shall have in place a documented process for ensuring that aviation fuel product quality is maintained within acceptable limits, and a documented process to ensure the fuel is fit for use prior to release. Key issues to consider include: The conditions of storage, and the likelihood that these may impact on product quality. Whether fuel is going to be subsequently introduced into the market (in which case the requirements of this annex are mandatory), or retained for use within a single organisation, e.g. military. Whether there have been any amendments/revisions to the fuel specification that the fuel was originally certified to since entry into storage that will impact the suitability of the fuel for release. Whether testing is required periodically during storage to monitor potential deterioration (e.g. six monthly). Establishment of procedures/requirements for the maintenance of fuel cleanliness both during storage, and its subsequent transfer out of storage. Procedures to ensure stock rotation. Before release, CoA testing shall be undertaken to confirm the product meets the current requirements of the fuel specification. A comparison of the new CoA should be made with the original CoA on entry to storage. Any significant differences shall be investigated prior to release to confirm that the product is fit for use. − −

−

−

−

−

I.3

FUEL SPECIFICATION REQUIREMENTS

As noted in 2.2.7, DEF STAN 91-91 specifies that fuel supplied to an airport be supported by a RCQ, CoA or RTC that is less than 180 days old (for drum stocks the certification is valid for 12 months from filling date or last re-test date for the batch of drums). Should there have been subsequent changes to the fuel specification since the date on the RCQ, CoA or RTC, any additional testing required by the current specification shall be uindertaken at the time of re-testing.

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ANNEX J (informative) REFERENCED PUBLICATIONS The following publications are cited in this publication. Where the publications are undated/without edition number; the latest available edition applies. Ai rl in es f or Am eri ca (A 4A) A4A 103 Standards for jet fuel quality control at airports. API Manual of Petroleum Measurement Standards Chapter 17.6 Marine measurement: Guidelines for determining the fullness of pipelines between vessels and shore tanks Recommended Practice 1110 Pressure testing of liquid petroleum pipelines Recommended Practice 1543 Documentation, monitoring and laboratory testing of aviation fuel during shipment from refinery to airport Recommended Practice 1595 Design, construction, operation, maintenance and inspection of aviation pre-airfield storage terminals ASME 2 B31.4 Pipeline transportation systems for liquid hydrocarbons and other liquids ASTM In ter nat io nal 3 D56 Standard test method for flash point by tag closed cup tester D86 Standard test method for distillation of petroleum products at atmospheric pressure D156 Test method for saybolt colour of petroleum products (Saybolt chromometer method) D381 Test method for existent gum in fuels by jet evaporation D910 Standard specification for aviation gasolines D1094 Test method for water reaction of aviation fuels D1655 Standard specification for aviation turbine fuels D2276 Standard test method for particulate contaminant in aviation fuel by line sampling D2624 Test method for electrical conductivity of aviation and distillate fuels containing a static dissipater additive D2887 Standard test method for boiling range distribution of petroleum fractions by gas chromatography D3241 Standard test method for thermal oxidation stability of aviation turbine fuels D3948 Test method for determining water separation characteristics of aviation turbine fuels by portable separometer D4054 Standard practice for qualification and approval of new aviation turbine fuels and fuel additives D4057 Standard practice for manual sampling of petroleum and petroleum products D4171 Standard specification for fuel system icing inhibitors D4176 Standard test method for free water and particulate contamination in distillate fuels (Visual inspection procedures) D4177 Standard practice for automatic sampling of petroleum and petroleum products D4306 Standard practice for aviation fuel sample containers for tests affected by trace contamination D4952 Standard test method for qualitative analysis for active sulfur species in fuels and solvents (Doctor Test) D5001 Standard test method for measurement of lubricity of aviation turbine fuels by the Ball-on-Cylinder Lubricity Evaluator (BOCLE)

2 3

American Society of Mechanical Engineers, 3 Park Avenue, New York, New York 10016-5990. www.asme.org ASTM International, 100 Barr Harbour Drive, West Conshohocken, Pennsylvania 19428, USA. www.astm.org

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D5006 Standard test method for measurement of fuel system icing inhibitors (ether type) in aviation fuels D5452 Standard test method for particulate contamination in aviation fuels by laboratory filtration D5842 Standard practice for sampling and handling of fuels f or volatility measurement D5854 Standard practice for mixing and handling of liquid samples of petroleum and petroleum products D6792 Standard practice for quality system in petroleum products and lubricants testing laboratories D7524 Standard test method for determination of static dissipater additives (SDA) in aviation turbine fuel and middle distillate fuels—High performance liquid chromatograph (HPLC) method D7566 Standard specification for aviation turbine fuel containing synthesized hydrocarbons EI4 1529 Aviation fuelling hose and hose assemblies 1540 Design, construction, operation and maintenance of aviation fuelling facilities 1541 Performance requirements for protective coating systems used in aviation fuel storage tanks and piping 1542 Identification markings for dedicated aviation fuel manufacturing and distribution facilities, airport storage and mobile fuelling equipment 1550 Handbook on equipment used for the maintenance and delivery of clean aviation fuel 1581 Specification and qualification procedures for aviation jet fuel filter/separators , 5th edition 1582 Specification for similarity for EI 1581 aviation jet fuel filter/separators, 2nd edition 1583 Laboratory tests and minimum performance levels for aviation fuel filter monitors , 6th edition 1590 Specification and qualification procedures for aviation fuel microfilters , 2nd edition 1596 Design and construction of aviation fuel filter vessels Guidance on development, implementation and improvement of quality systems in petroleum laboratories Guidelines for the investigation of the microbiological content of petroleum fuel and for the implementation of avoidance and remedial strategies HM50 Guidelines for the cleaning of tanks and lines for marine tank vessels carrying petroleum and refined products HM66 Guidelines for determining the fullness of pipelines between vessels and shore tanks Model code of safe practice Part 16 Tank cleaning safety code Model code of safe practice Part 21 Guidelines for the control of hazards arising from static electricity Multi-product pipelines: Minimum criteria to determine additive acceptability IP Test Method s 5 IP 123 Petroleum products – Determination of distillation characteristics at atmospheric pressure IP 139 Petroleum products and lubricants - Determination of acid or base number - Colourindicator titration method IP 170 Determination of flash point - Abel closed-cup method IP 189 Crude petroleum and liquid or solid petroleum products - Determination of density or relative density - Capillary-stoppered pyknometer and graduated bicapillary pyknometer methods IP 216 Determination of particulate contaminant of aviation turbine fuels by line sampling (ASTM D 2276) IP 274 Petroleum products – Aviation and distillate fuels – Determination of electrical 4 5

Available from www.energyinstpubs.org.uk Available from www.energyinstpubs.org.uk

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IP 289 IP 323 IP 356 IP 423 IP 540 IP 568 IP 585 IP 590

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conductivity (ISO 6297) Determination of water reaction of aviation fuels Determination of thermal oxidation stability of gas turbine fuels Crude petroleum - Determination of water - Potentiometric Karl Fischer titration method Standard test method for particulate contamination in aviation fuels by laboratory filtration Determination of the existent gum content of aviation turbine fuel - Jet evaporation method Determination of the static dissipater additives (SDA) in aviation turbine fuel and middle distillate fuels - HPLC method Determination of fatty acid methyl esters (FAME), derived from bio-diesel fuel, in aviation turbine fuel - GC-MS with selective ion monitoring/scan detection method Determination of fatty acid methyl esters (FAME) in aviation turbine fuel - HPLC evaporative light scattering detector method

ISO ISO 1825 Rubber hoses and hose assemblies for aircraft ground fuelling and defuelling Specification ISO 3170 Petroleum liquids - Manual sampling ISO 3171 Petroleum liquids - Automatic sampling ISO 4259 Petroleum products - Determination and application of precision data in relation to methods of test ISO 9001 Quality management systems - requirements ISO 15750-2 Packaging - Steel drums - Part 2: Non-removable head (tight head) drums with a minimum total capacity of 212 l, 216,5 l and 230 l ISO 17025 General requirements for the competence of testing and calibration laboratories ISO 31000 Risk management - Principles and guidelines ISO/ANSI MH2a Materials handling (containers) - Steel drums and pails Joint Inspection Group (JIG)6 Aviation fuel quality requirements for jointly operated systems (AFQRJOS) Bulletin No.14 MSEP protocol JIG 1 Standards for aviation fuel quality control and operating procedures for into-plane fuelling services JIG 2 Standards for aviation fuel quality control and operating procedures for airport depots JIG 3 Standards for aviation fuel quality control and operating procedures for supply and distribution facilities (Issue 11, January 2012) UK Ministry of Defence (MoD) 7 Defence Standard 68-251 Fuel Soluble Lubricity Improving Additives for Aviation Turbine Fuels, NATO Code S-1747 Defence Standard 68-252 Fuel System Icing Inhibitor, NATO Code S-1745 Defence Standard 91-86 Turbine Fuel, Aviation Kerosine Type: High Flash Type, Containing Fuel System Icing Inhibitor NATO Code F-44 Defence Standard 91-87 Turbine fuel, aviation kerosine type: Containing Fuel System Icing Inhibitor NATO Code F-34 Defence Standard 91-91 Turbine fuel, aviation kerosine type, Jet A-1 NATO Code: F-35, Joint service designation: AVTUR

6 7

Joint Inspection Group, c/o 35 Abercorn Place, London, NW8 9DR, UK. www.jointinspectiongroup.org Ministry of Defence Directorate of Standardization, Room 1138, Kentigern House, 65 Brown Street, Glasgow G2 8EX, UK. www.dstan.mod.uk

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US Military 8 MIL-DTL-5624 Turbine Fuel, Aviation, Grades JP-4 and JP-5 MIL-PRF-25017 Inhibitor, Corrosion/Lubricity Improver, Fuel Soluble MIL-DTL-83133 Turbine Fuel Aviation, Kerosine Type, JP-8 (NATO F-34), and JP-8+100 (NATO F-37) MIL-DTL-85470B Inhibitor, Icing, Fuel System, High Flash. NATO Code Number S-1745

8

US Military, Commanding Officer, Naval Publications and Forms Center, 5801 Tabor Avenue, Philadelphia, Pennsylvania 19120, USA.

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Jig Standard 1530 Manual

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