Ei Jig 1530 Q8 PDF

Quality assurance requirements
for the manufacture, storage

and distribution of
aviation f uels to airports
EI/JIG STANDARD 1530
Issued under licence for use by Q8 employees only.

IMPORTANT: This file is subject to a licence agreement issued by the Energy Institute, London, UK. All rights reserved. It may only be used in accordance with
the licence terms and conditions. It must not be forwarded to, or stored or accessed by, any unauthorised user. Enquiries: e: pubs@energyinst.org.uk t: +44 (0)207 467 7100
Quality assurance requirements for the manufacture,
storage and distribution of aviation fuels to airports
EI/JIG STANDARD 1530
1st edition
October 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

The Energy Institute (EI) is the chartered professional membership body for the energy industry, supporting over 16 000 individuals
working in or studying energy and 250 energy companies worldwide. The EI provides learning and networking opportunities to support
professional development, as well as professional recognition and technical and scientific knowledge resources on energy in all its forms
and applications.
The EI’s purpose is to develop and disseminate knowledge, skills and good practice towards a safe, secure and sustainable energy system.
In fulfilling this mission, the EI addresses the depth and breadth of the energy sector, from fuels and fuels distribution to health and safety,
sustainability and the environment. It also informs policy by providing a platform for debate and scientifically-sound information on energy
issues.
This publication has been produced as a result of work carried out within the Technical Team of the 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
The EI gratefully acknowledges the financial contributions towards the scientific and technical programme
from the following companies
BG Group Premier Oil

BP Exploration Operating Co Ltd RWE npower
BP Oil UK Ltd Saudi Aramco
Centrica Scottish Power
Chevron SGS
ConocoPhillips Ltd Shell UK Oil Products Limited
DONG Energy Shell U.K. Exploration and Production Ltd
EDF Energy SSE
ENI Statkraft
E. ON UK Statoil
ExxonMobil International Ltd Talisman Energy (UK) Ltd
International Power Total E&P UK Limited
Kuwait Petroleum International Ltd Total UK Limited
Maersk Oil North Sea UK Limited Tullow
Murco Petroleum Ltd Valero
Nexen Vattenfall
Phillips 66 World Fuel Services

However, it should be noted that the above organisations have not all been directly involved in the development of this publication, nor
do they necessarily endorse its content.
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 the majority of 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 2 500 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 publisher.
ISBN 978 0 85293 637 5
Published by the Energy Institute
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t: +44 (0)1206 796 351 e: sales@portland-services.com
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Documents can be purchased online as downloadable pdfs or on an annual subscription for single users and companies.
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e: pubs@energyinst.org
QUALITY ASSURANCE REQUIREMENTS FOR THE MANUFACTURE, STORAGE AND DISTRIBUTION OF AVIATION FUELS TO AIRPORTS
CONTENTS
Page
Legal notices and disclaimers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Foreword . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Acknowledgements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
1 Introduction, scope, application and important definitions . . . . . . . . . . . . . . . . . . . 13

1.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
1.2 Scope �� 13
1.3 Application . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
1.4 Important definitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
1.4.1 On specification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
1.4.2 Glossary of terms and abbreviations . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
2 Aviation fuel quality assurance and traceability . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16

2.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
2.2 Quality assurance system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
2.2.1 Quality assurance system principles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
2.2.2 Refinery Certificate of Quality (RCQ) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
2.2.3 Certificate of Analysis (CoA) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
2.2.4 Recertification Test Certificate (RT Certificate) . . . . . . . . . . . . . . . . . . . . . 17
2.2.5 Release Certificate (RC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
2.2.6 Periodic Test Certificate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
2.2.7 Duration of validity of certificates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
2.2.8 Utilisation of test data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
2.3 Traceability . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
2.4 Quality assurance organisation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
2.5 Document retention requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
3 Management of change/new processes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26

3.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
3.2 Principles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
3.3 Management of change process . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
3.4 MoC process implementation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
3.5 Specific changes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
3.6 Example review questionnaire . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
4 Sampling and testing of aviation fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31

4.1 General sampling principles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
4.2 Key documents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
4.2.1 Sampling standards . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
4.2.2 Standard test methods which make reference to sampling . . . . . . . . . . . 32
4.3 Sampling and samples – terminology . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
4.4 Sampling tanks for batching, certification or recertification . . . . . . . . . . . . . . . . . . . 36
4.5 Sample testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
4.5.1 Fuel quality testing philosophy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
4.5.2 Sample containers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38

Contents cont... Page
4.5.3 Packaging for air transport . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38

4.5.4 RCQ testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
4.5.5 CoA testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
4.5.6 Recertification testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
4.5.7 Periodic test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
4.5.8 Testing for presence of FAME in jet fuel . . . . . . . . . . . . . . . . . . . . . . . . . . 41
4.5.9 Field tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42
5 Laboratories . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44
5.1 Laboratory quality assurance requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44
5.2 Authorised signatories . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45
5.3 Test method validation and monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45
5.4 Software and computer system validation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45
5.5 Equipment calibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
5.6 Document control (standards and specifications) . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
5.7 Training . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
5.8 Retention samples . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47
5.9 Sample handling and sample containers at laboratories . . . . . . . . . . . . . . . . . . . . . 47
5.10 Data traceability . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47
5.11 Data integrity management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48
5.12 Documentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48
6 Refineries: Manufacture . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49
6.1 Scope and application . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49
6.2 Aviation fuel standards and specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49
6.3 Fuel components used in aviation fuel manufacture . . . . . . . . . . . . . . . . . . . . . . . . 51
6.4 Monitoring of refinery processes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52
6.4.1 Controlling ingress of non-approved materials . . . . . . . . . . . . . . . . . . . . . 52
6.4.2 Hardware integrity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53
6.4.3 Refinery chemicals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53
6.4.4 Process controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53
6.4.5 Process monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57
6.5 Slops processing or recycling of off-grade material . . . . . . . . . . . . . . . . . . . . . . . . . 59
6.6 Additives used in aviation fuels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59
6.7 Documentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59
7 Additives used in aviation fuels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60

7.1 Scope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60
7.2 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60
7.3 Types of additive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61
7.3.1 Antioxidants . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61
7.3.2 Static dissipater additive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62
7.3.3 Metal deactivator additive (MDA) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63
7.3.4 Lubricity improver additive (LIA) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63
7.3.5 Fuel system icing inhibitor (FSII) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65
7.3.6 Biocides . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65
7.4 Receipt procedures for additives . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66
7.4.1 Selection and purchase . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66
7.4.2 Supplier’s quality documentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66
7.4.3 Receipt of additives . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67

7.5 Storage procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67

7.5.1 Storage of additive containers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67
7.5.2 Additive storage/injection tanks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67
7.6 Inspection and cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68
7.6.1 Containers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68
7.6.2 Storage/injection tanks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68
7.7 Additive shelf life . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68
7.8 Periodic testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68
7.8.1 Sealed containers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69
7.8.2 Storage/injection tanks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69
7.9 Additive dosing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69
7.9.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69
7.9.2 Dosage rate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70
7.9.3 Method of addition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70
7.10 Fuel containing additive(s) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72
7.10.1 Test methods for measuring additive content in fuels . . . . . . . . . . . . . . . . 72
7.10.2 Segregation and grade marking of fuel containing FSII . . . . . . . . . . . . . . 72
7.10.3 Material safety data sheets for additive-containing fuels . . . . . . . . . . . . . 72
7.11 Records . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73
8 Receipt, batching, certification and release . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74

8.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74
8.1.1 Batch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74
8.1.2 Point of manufacture . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74
8.1.3 Storage installations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74
8.2 Refinery import or receipt . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74
8.3 Receipt procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75
8.3.1 Documentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75
8.3.2 Receipt – general . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 76
8.3.3 Receipt from single grade pipeline . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 76
8.3.4 Receipt from multi-product pipeline . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77
8.3.5 Receipt from ocean tanker or coastal/inland waterway vessel . . . . . . . . . 78
8.3.6 Receipt from road tanker or rail tank car . . . . . . . . . . . . . . . . . . . . . . . . . 80
8.4 Quality control and release procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 81
8.4.1 Tank isolation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 81
8.4.2 Procedures after tank filling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 81
8.4.3 Product settling and draining before release . . . . . . . . . . . . . . . . . . . . . . 82
8.4.4 Product testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 82
8.4.5 Product release . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 84
8.5 Procedure for SDA addition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 84
8.6 Off-specification product . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 85
8.7 Documentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 85
8.7.1 Records – quality control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 85
8.7.2 Release documentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 86
9 Finished product: Storage design features and handling procedures . . . . . . . . . . . . 87

9.1 General principles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 87
9.2 Delivery mode definitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 89
9.3 Tankage and pipework design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 89
9.3.1 Number and size . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 89

9.3.2 Preventing dirt and water ingress . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 90

9.3.3 Vent requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 90
9.3.4 Roof type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 90
9.3.5 Tank water, sediment and sampling management system . . . . . . . . . . . . 90
9.3.6 Lining . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 91
9.3.7 Separate inlet and outlet tank lines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 92
9.3.8 Grade separation and positive segregation . . . . . . . . . . . . . . . . . . . . . . . 93
9.3.9 Floating suction/tank outlet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 93
9.3.10 Markings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 94
9.3.11 Access/entry point . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 94
9.3.12 Gauge hatches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 94
9.4 Filtration and fuel cleanliness . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 94
9.4.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 94
9.4.2 Fine filtration systems and vessels, mesh strainers . . . . . . . . . . . . . . . . . . 94
9.4.3 Into-storage filtration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 95
9.4.4 Out of storage filtration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 95
9.4.5 Filtration system installation requirements . . . . . . . . . . . . . . . . . . . . . . . . 95
9.4.6 Operational requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 96
9.4.7 Routine checks on all fine filtration systems . . . . . . . . . . . . . . . . . . . . . . . 97
9.4.8 Element change criteria . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 97
9.4.9 Records . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 98
9.4.10 Mesh strainers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 98
9.4.11 Differential pressure gauges . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 98
9.4.12 Filter element installation/filter vessel commissioning . . . . . . . . . . . . . . . . 99
9.5 Storage procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100
9.5.1 Routine checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100
9.5.2 Tank cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101
9.5.3 Bringing tanks (and associated pipework and equipment) into aviation
fuel service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 105
9.5.4 Testing for microbiological growth . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 105
9.5.5 Tank grade changing procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 106
9.6 Documentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 106

9.6.1 Records – quality control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 106
9.6.2 Records – maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 107
9.6.3 Signature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 107
9.6.4 Records – product quality incidents . . . . . . . . . . . . . . . . . . . . . . . . . . . . 107
9.6.5 Documentation retention requirements . . . . . . . . . . . . . . . . . . . . . . . . . 107
10 Transportation: Facilities and procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 108

10.1 Ocean tankers, coastal and inland waterway vessels/barges . . . . . . . . . . . . . . . . . 108
10.1.1 General considerations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 108
10.1.2 Vessel selection for aviation fuel transport . . . . . . . . . . . . . . . . . . . . . . . 108
10.1.3 Suitability assessment before selection . . . . . . . . . . . . . . . . . . . . . . . . . . 109
10.1.4 Suitability assessment prior to loading . . . . . . . . . . . . . . . . . . . . . . . . . . 110
10.1.5 Loading ocean tankers and coastal/inland waterway vessels/barges . . . . 111
10.1.6 Ship-to-ship transfers and floating storage . . . . . . . . . . . . . . . . . . . . . . 112
10.2 Pipeline transportation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 114
10.2.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 114
10.2.2 Product compatibility in multi-product pipelines . . . . . . . . . . . . . . . . . . 114

10.2.3 Jet fuel quality monitoring programme . . . . . . . . . . . . . . . . . . . . . . . . . 116

10.2.4 Route setting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 118
10.2.5 Quality control requirements for simultaneous pumping . . . . . . . . . . . . 118
10.2.6 Interface management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 118
10.2.7 Pipeline pigging operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 119
10.2.8 Addition of jet fuel additives . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 120
10.3 Road tankers and rail tank cars . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 120
10.3.1 Construction of road tankers, rail tank cars and loading facilities . . . . . . 120
10.3.2 Road tankers/rail tank cars: change of grade and cleaning procedures . . 121
10.3.3 Loading of road tankers and rail tank cars . . . . . . . . . . . . . . . . . . . . . . . 123
10.3.4 Documentation and records . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 124
10.4 Drum and intermediate bulk container (IBC) filling and ISO tank container loading. 124
10.4.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 124
10.4.2 Drums and IBCs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 124
10.4.3 ISO tank containers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 127
11 Synthetic jet fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 130

11.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 130
11.2 Approval of synthetic components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 130
11.3 Manufacture of synthetic fuel blends . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 132
11.4 Handling of synthetic fuel blends . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 132
Annexes
Annex A Authorised signatories . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 134

A.1 Definition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 134
A.2 Authorisation process . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 134
A.3 Example process for establishing authorised signatories in laboratories . 135
A.3.1 Documents required . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 135
A.3.2 Process . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 135
Annex B Example certificates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 137

B.1 Example form for avgas recertification . . . . . . . . . . . . . . . . . . . . . . . . . . 137
B.2 Example form for Jet A-1 recertification . . . . . . . . . . . . . . . . . . . . . . . . . 138
B.3 Example Release Certificate for tanks where additionally a RCQ, CoA
or RT Certificate exists �� 139
B.4 Example Release Certificate for tanks including expected
density calculation �� 140
B.5 Example Release Certificate for road or rail tank cars for Jet A-1 . . . . . . 141
B.6 Example Release Certificate for road or rail tank cars for avgas . . . . . . . 142
B.7 Example Release Certificate for pipelines, ocean tankers,
coastal/inland waterway vessels �� 143
B.8 Example form for recording condition of tank interior
fittings and coatings �� 144
Annex C Long term storage and return to use . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 146

C.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 146
C.2 Storage and making available for use process . . . . . . . . . . . . . . . . . . . . 146
C.3 Fuel specification requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 146

Annex D Equipment/installation pre-conditioning prior to use with aviation fuel . . 147

D.1 Introduction to pre-conditioning (flushing and soak testing) . . . . . . . . . 147
D.2 Application . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 147
D.2.1 New fixed systems and equipment . . . . . . . . . . . . . . . . . . . . . 147
D.2.2 New road tankers and rail tank cars . . . . . . . . . . . . . . . . . . . . 147
D.2.3 New/refurbished coastal/inland waterway barges
and ocean vessels �� 148
D.2.4 Existing fixed systems and equipment . . . . . . . . . . . . . . . . . . 148
D.2.5 Existing road tankers and rail tank cars . . . . . . . . . . . . . . . . . . 149
D.3 Soak testing procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 149
D.3.1 Soak periods . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 149
D.4 Soak quantities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 149
D.4.1 Fully lined storage tanks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 149
D.4.2 Partially lined storage tanks . . . . . . . . . . . . . . . . . . . . . . . . . . 150
D.4.3 Pipelines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 150
D.4.4 Road tankers and rail tank cars . . . . . . . . . . . . . . . . . . . . . . . 150
D.4.5 Coastal/inland waterway barges and ocean vessels . . . . . . . . 150
D.5 Sampling and testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 150
D.5.1 Sampling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 150
D.5.2 Laboratory testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 151
D.6 Summary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 152
Annex E Data integrity management flow charts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 153

E.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 153
E.2 Criteria for rejecting laboratory test data or for resampling . . . . . . . . . . 153
Annex F Requirements for and calibration of field equipment . . . . . . . . . . . . . . . . . . 156

F.1 Hydrometers and thermometers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 156
F.2 Conductivity meters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 156
Annex G Salt dryers and bulk water removal at refineries . . . . . . . . . . . . . . . . . . . . . . 157

G.1 Salt dryers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 157
G.2 Handling bulk water at refineries (industrial coalescers) . . . . . . . . . . . . . 157
G.2.1 Fibrous bed coalescers (e.g. dehydrators, hay packs, etc.). . . . 157
G.2.2 Sand coalescers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 158
G.2.3 Electrostatic coalescers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 158
G.2.4 Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 158
Annex H Clay treaters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 159

H.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 159
H.1.1 Why is it needed? . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 159
H.1.2 How does it work? . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 159
H.1.3 How is clay treatment applied? . . . . . . . . . . . . . . . . . . . . . . . 160
H.2 Clay treatment in refineries . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 160
H.2.1 Purpose . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 160
H.2.2 Design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 161
H.2.3 Correct usage of clay treaters in refinery processing . . . . . . . . 161
H.2.4 Clay treater feed specifications . . . . . . . . . . . . . . . . . . . . . . . . 161
H.2.5 Clay treater monitoring – Routine operations
and laboratory data �� 162
H.2.6 Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 162

H.3 Clay treatment in distribution systems . . . . . . . . . . . . . . . . . . . . . . . . . . 163

H.3.1 Purpose . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 163
H.3.2 Design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 163
H.3.3 Correct usage of clay treatment in distribution systems . . . . . 163
Annex I Jet fuel conductivity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 165

I.1 Purpose . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 165
I.2 Conductivity requirements and depletion in distribution systems . . . . . . 165
I.3 Impact of SDA on water separation (micro-separometer®) . . . . . . . . . . . 166
I.4 Recommendations for the dosing of STADIS® 450 . . . . . . . . . . . . . . . . . 166
Annex J Unit conversion factors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 168
Annex K Glossary of terms and abbreviations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 169

K.1 Terms and definitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 169
K.2 Abbreviations and acronyms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 179
Annex L Referenced publications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 182
Annex M Implementing EI/JIG 1530 and how to claim conformance . . . . . . . . . . . . . . 187

M.1 Conformance assessment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 187
M.2 Alternative means of conformance . . . . . . . . . . . . . . . . . . . . . . . . . . . . 188

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
DISCLAIM, ANY REPRESENTATION OR WARRANTY OF ANY KIND, WHETHER EXPRESS, IMPLIED
OR STATUTORY, INCLUDING, WITHOUT LIMITATION, WARRANTIES OF MERCHANTABILITY,
FITNESS FOR A PARTICULAR PURPOSE, TITLE AND NON-INFRINGEMENT. IN NO EVENT SHALL
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 DISCLAIM 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, SUBSIDIARIES, AFFILIATES, CONSULTANTS, OFFICERS,
DIRECTORS, EMPLOYEES, REPRESENTATIVES, AND MEMBERS SHALL HAVE NO LIABILITY
WHATSOEVER FOR, AND SHALL BE HELD HARMLESS AGAINST, ANY LIABILITY FOR ANY
INJURIES, LOSSES OR DAMAGES OF ANY KIND, INCLUDING DIRECT, INDIRECT, INCIDENTAL,
CONSEQUENTIAL, OR PUNITIVE DAMAGES, TO PERSONS, INCLUDING PERSONAL INJURY OR
DEATH, OR PROPERTY RESULTING IN WHOLE OR IN PART, DIRECTLY OR INDIRECTLY, FROM
ACCEPTANCE, USE OR COMPLIANCE WITH THIS STANDARD.
10

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. It
is not intended to be a substitute for a site-specific operating and fuel quality control manual.
This publication is intended for adoption worldwide, by any company or organisation 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.
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 these
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 (technical@energyinst.org) or to the Joint Inspection
Group (via www.jigonline.com).
11

ACKNOWLEDGEMENTS
This publication was prepared on behalf of the Energy Institute Aviation Committee and the
Joint Inspection Group Operations Committee, by a Working Group comprising the following
representatives:
Geoff Bishop Contractor to EI

Patrick Bosmans NATO Support Agency/CEPS Programme Office
Kevin Bower Air BP Ltd
Pascale Demoment TOTAL Aviation
Anja Heckert (Chair) Shell Aviation Ltd
Jean-Marie Longin NATO Support Agency/CEPS Programme Office
Nic Mason Kuwait Petroleum International Aviation Company Ltd
David Pullinger ExxonMobil Aviation International
Ed Selley Kuwait Petroleum International Aviation Company Ltd
Marie Stackpoole SGS
Richard Taylor SGS
A draft version of this publication was distributed to several hundred industry stakeholders for technical
review. The following (in addition to representatives from the above companies/organisations)
generously gave their time to provide feedback, which is greatly appreciated (their inclusion in this
list does not necessarily imply endorsement of content):
Mike Applegate (Minton, Treharne & Davies (S) Pte. Ltd.); Andy Aronson (Siluriatech); Steve Barker
(Airlines for America); Fred Barnes (Aviation Fuels Consulting LLC); Terry Carter (Biofuels Center of
North Carolina); Jay Choksi (Dorf Ketal Chemicals Pte Ltd); Alisdair Clark (AirBP); Glenn Cook (DEF
STAN); Michael Cooper (UKAS auditor); Ken Fontaine (CAA); David Freeman (Consultant); Kyriakos
Gennadis (ofc Aviation Fuel Services S.A.); Simon Goswell (The Oil and Pipelines Agency); Richmond
Hannah (Aviation Refuelling Compliance Solutions); Mark Harrison (Intertek); Dave Hawkins (Parker
Hannifin Corporation Velcon Filtration Division); Henk Hovius (Kuwait Petroleum); Guillermo Huarte
(AXION energy Argentina S.R.L.); Ibon Ibarrola Armendariz (CLH); Chris Jones (Consultant); Dmitri
Karimov (IDEX Liquid Controls Group); Anthony Kitson-Smith (Vitol Aviation); Bernhard Lendl
(Vienna University of Technology); Chris Lewis (Rolls-Royce); Martin Lockwood (Puma Energy);
Enrico Lodrigueza (Phillips66); Colin Matthews (TOTAL); Bruno Miller (Metron Aviation); Madalina
& Nabil Mohtadi (Nobil Petroleum Testing, Inc.); Ian Mylrea (Stanhope-Seta); Roger Organ (Technical
Fuels Consultant); Ron Osman (Flint Hills Resources, LP); David Parmenter (Airbus); Andy Pickard
(Consultant, Fuels & Technology Support); John Pitts (e-Jet International Ltd); Jonathan Randall
(Consultant); John Rhode (AirBP); Garry Rickard (Intertek); Maria Olalla del Río Barrio (CEPSA); Zamiel
Saadan (PETRONAS); Kati Sandberg (Neste Oil Corporation); Pamela Serino (Defense Logistics Agency
Energy); Mike Sherratt (Stanhope-Seta); Joe Sorena (Chevron); Richard Staples (Simon Storage Ltd);
Takeo Tateishi (Petroleum Association of Japan); Gordon Walker (Air Force Petroleum Agency); Ralf
Westphal (AFS); Nan Yanbo (Chevron), Alexander Zschocke (Deutsche Lufthansa AG).
Project co-ordination and editing was undertaken by Martin Hunnybun (EI).
12

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-for-purpose.
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 recognised by the International
Civil Aviation Organization (ICAO), which has issued Doc 9977 Manual on civil aviation jet
fuel supply. This has been issued to the civil aviation authorities of the 191 Member States
of ICAO.
Industry stakeholders have recognised 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 systems to airports. In
addition, good practice recommendations and informative material have been provided,
based on existing company operating procedures, and collective industry specialist knowledge
developed over many years of safe and efficient operations.
The content of this publication is distilled from a large body of information to provide
a supportable single standard for the manufacture, supply and distribution of aviation fuels.
All companies/organisations involved in maintaining aviation fuel quality are encouraged to
seek continuous 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,
cleanliness and traceability 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.
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;
−− release;
−− storage and handling;
−− receipt and discharge;
13

−− quality assurance requirements, and

−− operational procedures.
This publication does not address:

−− the storage and handling of aviation fuels at airports. Requirements for airport
installations can be found in:
−− ATA 103 Standards for jet fuel quality control at airports;
−− 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, and
−− EI 1540 Design, construction, operation and maintenance of aviation fuelling
facilities.
−− Health, safety, environmental protection and supply continuity (which it is assumed
companies/organisations have in place).
Note: Requirements for overfill prevention (formerly covered by JIG 3), can be found
in EI Model code of safe practice Part 2: Design, construction and operation of
distribution installations.
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.
For the purposes of demonstrating compliance with 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, and
−− 'may' is used where the provision is optional.
Existing facilities may not initially comply fully with mandatory provisions of this publication.
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 assessments shall be
clearly defined and documented (more detailed information can be found in ISO 31000 Risk
management – Principles and guidelines). The reliance on a combination of facilities and
quality assurance procedures, which are not compliant with this publication, shall not be
considered as an alternative permanent means of claiming compliance with those mandatory
provisions of this publication.
14

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 declaration of 'on specification' or 'meeting the specification' means that
the batch has been tested, in accordance with the prescribed methods and the results
conform to all the various maximum/minimum limits for fuel property tests and also
satisfies all other aspects of the specification such as material composition, approved
additives, quality assurance, management of change, cleanliness, traceability, etc.
1.4.2 Glossary of terms and abbreviations
A glossary of terms and abbreviations used in this publication is included as Annex K.
15

2 AVIATION FUEL QUALITY ASSURANCE AND TRACEABILITY
2.1 INTRODUCTION
The potential consequences of a failure to supply the correct, on-specification and

fit-for-purpose fuel to aircraft are such that every organisation in the supply chain from
refinery to airport shall have an effective, documented and auditable aviation fuel quality
assurance system. The system shall be designed to ensure the provision and maintenance of
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 principles
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, and
−− 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;
−− filter membrane testing;
−− Control Check;
−− conductivity, and
−− microbiological testing
2.2.2 Refinery Certificate of Quality (RCQ)
The RCQ (sometimes/formerly referred to as a Certificate of Quality, Certificate of Analysis,

or certified batch analysis) 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
non-hydroprocessed, mildly hydroprocessed, severely hydroprocessed and synthetic
components, which shall add up to 100 percent, and details of the addition of additives,
including both type and amount of any such additives permitted in the fuel specification.
16

The RCQ shall always be dated and signed by an authorised signatory (see Annex A).
In addition to the information mandated for inclusion in the RCQ by the cited aviation
fuel specification, the following information shall be included:
−− 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.
−− Tank number.
−− 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.
−− Date of certification.
The RCQ may be produced by an independent contracted laboratory working on behalf of a

refinery but the RCQ shall state the manufacturing source refinery. However, in all cases the
refinery is accountable for the reported results and certification.
2.2.3 Certificate of Analysis (CoA)
A CoA is issued by a laboratory that is preferably not that 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 commingled and that product rebatched.
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 non-hydroprocessed,
hydroprocessed or synthetic components. CoAs shall be dated and signed by an authorised
signatory.
The minimum information that shall be included on the CoA is:
−− Name and address of testing laboratory, including telephone and fax numbers and
e-mail address.
−− Tank number.
−− Quantity of fuel in the batch.
−− Properties tested including specification limit, test method and result of test.
A CoA shall not be treated as a RCQ.
2.2.4 Recertification Test Certificate (RT Certificate)
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 section 4 for minimum
requirements). The RT Certificate 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:
17

−− the specification limits are met, and

−− no significant change is noted for each property on the test certificate (see Annex B).
The minimum information that shall be included on the RT Certificate is:

−− Name and address of testing laboratory, including telephone and fax numbers and
e-mail address.
−− Tank number.
−− Volume of each originating batch that comprises the resulting new batch.
−− Properties tested including specification limit, test method and result of test including
comparison checks.
2.2.5 Release Certificate (RC)
The RC is an operational document, issued by the operator of the site handling/transferring the
product, that is 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 RT Certificate 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 (see 8.4.5).
The RC need not duplicate existing documents but the information shall be part of the
consignment notes.
2.2.6 Periodic Test Certificate
This test is carried out to certify that product which has been static in storage for more than
six months (see Annex C) 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 section 4). It shall be dated and signed by an
authorised signatory.
2.2.7 Duration of validity of certificates
Fuel supplied to an airport shall be supported by a RCQ, CoA or RT Certificate that is less
than 180 days old.
Note: Drum stocks are exempt from this requirement; here the certification is valid
for 12 months from filling date or the last retest date for the batch of drums.
18

If 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 retesting
shall be conducted.
2.2.8 Utilisation of test data
Test data (as recorded by the above documents/certificates) shall be used throughout the fuel
handling system to establish conformance, as detailed in section 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(s) of manufacture, which requires certification documentation
(RCQs and/or CoAs, RT Certificates and RCs).
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 Figures 1a and 1b) all the component batches that make up the new batch
that the CoA represents.
Batch make-up record

Batch number: Tank number: Quantity: litres/
USG
Grade: Date sampled: Test cert number:
Quantity Batch Test cert Import Consignor Receipt

(litres/ number number release location date
USG) note
Initial stock
1
2
3
4
5
New 6
product
7
received
8
9
10
11
12 Loss/(gain)
Total Litres/USG
Figure 1a Example of batch make-up record
19

Batch export record

Quantity Inspectors Method of dispatch Import Consignor Delivery
(litres/ number release location date
USG) note
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
Loss/(gain) Total litres/USG exported
Total of this batch left in tank
Signed
Figure 1b Example of batch export record
By listing the component batches, the certifying authority (for example the terminal
or laboratory manager) is confirming that it has the documents (RCQ or CoA) for each of the
component batches in its possession and that each document meets the requirements stated
in the fuel specification. The RCQs and CoAs of the component batches do not need to be
attached to the CoA. Example scenarios are shown here.
Note: Depending on circumstances CoAs may be replaced by RT Certificates.
Note: Any transfer of aviation fuel to and from storage installations is required to be
supported by a Release Certificate (see 8.3.1.1).
20

Scenario 1
Refineries Intermediate terminal or float- 'Direct delivery' or

ing storage, etc. 'pre-airfield' terminal
A RCQ A
RT 1
1 T
B RCQ B
RT 1
Airport
Location 1 receives batches from refineries A and B. The commingled product is rebatched
and CoA 1 produced. Location 1 needs to have RCQ A and RCQ B in its possession and to
verify that they meet the specification requirements. RCQ A and RCQ B need to be listed
by their batch number or other unique identifier on the RT Certificate 1, but copies do not
need to be attached to RT Certificate 1 when supplied to location T.
Scenario 2
Refineries Intermediate terminals or 'Direct delivery' or

floating storage, etc. 'pre-airfield' terminal
A RCQ A
RT 1 RT 2
1 2 T
B RCQ B
RT 2
RCQ C
C
Airport
Location 2 receives product from location 1 and also from refinery C. The commingled
product is rebatched and RT Certificate 2 produced. Location 2 needs to have RT
Certificate 1 and RCQ C in its possession, to verify that they meet the requirements of
the specification and list them by their batch number or other unique identifier on RT
Certificate 2. RCQ C and RT Certificate 1 do not need to be attached to RT Certificate 2
when supplied to location T.
21

Scenario 3
Refineries Intermediate terminals or 'Direct delivery' or

floating storage, etc. 'pre-airfield' terminal
A RCQ A
RT 1
1 2 RT 2
B RCQ B T
RT 3
RCQ C
3
C RT 3
Airport
D
Location 3 receives product from location 2 and also from refinery D. The commingled
product is rebatched and RT Certificate 3 produced. Location 3 needs to have RT
Certificate 2 and RCQ D in its possession, to verify that they meet the requirements of
the specification and list them by their batch number or other unique identifier on RT
Certificate 3. RCQ D and RT Certificate 2 do not need to be attached to RT Certificate 3
when supplied to Location T.
All batches of jet fuel that are mixed together downstream of refineries for subsequent
certification by a CoA as jet fuel shall have been originally manufactured and certified as
jet fuel meeting one of the major international jet fuel specifications, as listed in the IATA
Guidance material for aviation turbine fuels. It is a requirement of DEF STAN 91-91 that, in
this case, the original RCQs state explicitly that DEF STAN 91-91 restrictions on composition
(see 6.3) and additives (see 7.2) are satisfied.
In the case of jet fuel blended with synthesised components downstream of a refinery
(see section 11), the point of manufacture (blending) of the synthetic jet fuel blend shall be
stated on the CoA, along with the original source location and certification references for the
blend components used.
In fungible pipeline systems, multiple batches are commingled and the destination
of specific batches will be unknown. The operator of the pipeline is required to ensure that
all product entering its system meets the relevant specification as confirmed by RCQs and/
or CoAs. When the product is delivered and rebatched, a CoA shall be produced for the
new batch. The original RCQs and/or CoAs for the components of the new batch shall be
available to the pipeline operator, but do not necessarily have to accompany the product.
When certifying fuel, the heel of the previous batch in a tank need not be taken into
account in certification documentation provided that the heel volume is less than 3 % of the
volume of the new batch, and the previous batch was certified.
The flow chart in Figure 2 indicates the documentation that is required at each stage
of delivery.
22

PRODUCT AUDIT TRAIL
Refinery 1 Refinery 2
RCQ RCQ
RC RC
Receipt Receipt
RCQ + RC RCQ + RC
From Refinery From Refinery
Marine
Receipt Receipt Receipt Airport
Transport RCQ + RC RCQ + RC RCQ + RC
Depot
Intermediate Intermediate Intermediate

Terminal Terminal Terminal
BMR BMR BMR
Test Test Test

CoA or RT CoA or RT CoA or RT
Certificate Certificate Certificate
RC RC RC
Receipt Receipt
RCQ or CoA or RCQ or CoA or
RT Certificate RT Certificate
+ BMR + RC + BMR + RC
Intermediate Intermediate
Terminal Terminal
BMR BMR
Test Test
CoA or CoA or
RT Certificate RT Certificate
RC RC
Receipt
DEFINITIONS RCQ or CoA or
RT Certificate + BMR + RC
BMR – Batch Make-up Record
CoA – Certificate of Analysis
RC – Release Certificate
RCQ – Refinery Certificate of Quality Terminal
RT Certificate – Recertification Test
Certificate BMR
For Intermediate Terminals Test

CoA or
Receipt Documentation
RT Certificate Receipt
RCQ or CoA or RT Certificate + RC + BM
CoA or RT Certificate
RC + BMR + RC
Export From Terminal
Latest CoA or RT Certificate + BM +RC
Airport
Airport Depot
Depot
Figure 2 Documentation requirements
23

2.4 QUALITY ASSURANCE ORGANISATION
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 designated for specific roles
and their authorisation 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 person accountable for product quality and designated personnel responsible
for tasks critical to the product quality assurance system.
For each site that manufactures, blends, stores or handles aviation fuel, there shall be
a designated person who is responsible for the effective operation of the quality assurance
system at that site.
As a minimum, the designated person shall be responsible for:
−− Implementation of correct quality assurance procedures.
−− Maintenance of satisfactory documentation.
−− Only releasing product that meets the required specification.
−− Ensuring all staff at the site who are nominated to undertake tasks critical to the
product quality assurance system are suitably trained.
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 A for additional
requirements for staff responsible for the signing of documents supporting the release of
product ('authorised signatories').
The management of the operation is responsible for defining training and competency
requirements for the personnel under their control. The management shall ensure that all
personnel have 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 assess the competence requirements of
personnel:
−− The experience, knowledge and skills required in each position.
−− Any legal requirements applicable to the role.
−− Differing levels of responsibility, ability, language skills and literacy and risks associated
with the role/responsibilities.
Specific consideration shall be given to the competencies required for the following roles:
−− An executive and decision-making role, which oversees an operation to prevent the
occurrence or escalation of incidents.
−− 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 contractors and sub-contractors.
24

2.5 DOCUMENT RETENTION REQUIREMENTS
Aviation quality control documents shall be kept by the site operator for certain minimum
periods to provide adequate history and reference. Such records could be of significance to
any investigation of an aircraft incident where fuel quality might be called into question.
Records may be held electronically provided that a back-up system is in place.
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 one 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 three years. Other maintenance records shall be retained for at
least one year, or longer if still relevant to equipment condition (e.g. major repair work or
extension(s) to facilities).
−− Storage installation fuel movement/operational records – 12 months from last dated
record.
−− Local and international inspections and follow-up – three years or until all
recommendations have been closed out if longer.
−− Filtration differential pressure and filter membrane test records – a minimum of either
three years or current and previous changeout if longer.
−− Storage tank 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.
25

3 MANAGEMENT OF CHANGE/NEW PROCESSES
3.1 INTRODUCTION
DEF STAN 91-91 and ASTM D1655 require/highlight the need for aviation fuel manufacturers
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 recognised 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 section. Although it is
intended to be specifically applicable to refinery operations, the principles of MoC shall also
be applied to all sources of aviation fuel including synthetic components and operations/
installations within the distribution system.
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 are recognised and managed
accordingly. The impact of multiple minor changes as a cumulative effect should also be
reviewed.
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
(including fit-for-purpose requirements). Implementing a MoC process provides a system to
evaluate, authorise and document changes and ensure proper closure after the changes are
complete.
The process should apply to all permanent and temporary changes that could impact
fuel quality including those related 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.
Training, support and competency assessments should be provided for those with
accountabilities in the MoC process.
A record of all MoCs initiated should be established.
3.3 MANAGEMENT OF CHANGE PROCESS
The management of change process requires detailed definition of the change to be

considered, and shall systematically consider, as a minimum, the following before the change
is implemented:
26

−− Is it a permanent, temporary or emergency change?

−− What is 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?
−− Will the change impact on processes, activities or documentation upstream or
downstream of where the change is being proposed?
−− Is it part of a cumulative minor 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.
If the MoC process identifies that the risks from the proposed change cannot be
mitigated, and are unacceptable, the change shall not be implemented, and an alternative
solution should be sought.
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. This concludes the MoC process.
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 recognise 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 specialised expertise when analysing changes.
c) Hazard screening and risk analysis – Use appropriate hazard and risk analysis
techniques (e.g. HAZOP, HAZAN, HAZID).
d) Authorise 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 programme 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.
27

b) Introduction of new process(es) or product streams, or suspension of existing

processes.
c) Change in process (change in hydroprocessing severity, catalyst exchange, drying
system, etc).
d) Change in process additives (e.g. antifoam, antifoulants, demulsifiers, H2S scavengers,
anti-corrosion additives).
e) Change in off-site and ancilliary equipment and chemicals that may affect jet fuel
e.g. water-treating chemicals.
f) Change in use of pipelines and tanks (see Annex D for specific requirements)
impacting e.g. segregation effectiveness, mixing/homogeneity, residence time,
sampling facilities.
g) Importing of finished aviation fuel or blending components.
h) Introduction of new non-aviation products e.g those containing biocomponents.
i) Introduction of synthetic blending products, e.g. those derived from the Fischer-
Tropsch process, hydrotreated plant oils and animal fats, or those derived from other
approved processes
j) Start-up after shutdown maintenance.
k) Outsourcing of operations that may impact product quality assurance.
l) Changing the refinery from a manufacturing site to an import terminal.
m) Addition or removal of additives.
n) Changing a laboratory used for analysis.
o) Use of pipeline flow enhancers in other products in common distribution systems.
p) Intended use of replacement equipment.
q) Change in supplier of services, equipment, materials etc.
r) Use of newly approved aviation additives.
3.6 EXAMPLE REVIEW QUESTIONNAIRE
An example questionnaire, in this case 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.
Note: It is not definitive. It is used to help identify areas where any action/mitigation
measures should be applied and assess the overall impact of the proposed change.
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 Q19, Additives.
Appearance
Q2 Could the change affect the 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)?
Q5 Will the new process introduce higher levels of a component with properties that
may not be tested by the fuel specification?
Health, safety, environment
Q6 Will the fuel meet relevant health, safety and environment requirements?
28

−− Material safety data sheet (MSDS) (change required? benzene, toluene etc.)
−− will hazard classification and labelling requirements be affected?
Energy content/combustion
Q7 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
Q8 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
Q9 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.
Fuel stability
Q10 Are there any issues concerning storage stability?
−− existent gum, unsaturated species.
−− oxidation tests?
−− need to change anti-oxidant treat-rate?
Q11 Are there any issues of fuel thermal stability?
−− jet fuel thermal oxidation test, high levels of N, S and O containing 'organic'
molecules e.g. indoles, metals e.g. copper
−− change in breakpoint/borderline fuel?
Water separation
Q12 Is there any impact on water separation equipment e.g. filter/coalescers etc.?
−− surfactants present, micro-separometer® rating.
Lubricity
Q13 Is there any impact on fuel lubricity?
−− heavily hydrotreated fuels, ultra-low sulphur fuels.
−− need for BOCLE testing?
Process additives
Q14 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 detected and removed?
−− what verification of control will be applied? (i.e. what test method or property
can be used to detect the presence of the process additive or chemical?)
General considerations
Q15 Will the product meet the requirements of the relevant aviation fuel specification?
Q16 Will the product fall within the range that is 'typical' (for instance, by reference to
CRC Handbook of aviation fuel properties)?
Q17 Will the product, if jet fuel, meet all fit-for-purpose requirements of the relevant
aviation fuel specification? (for further information see ASTM D4054).
Q18 Will the new product be fungible with standard product and acceptable for transport
route e.g. pipeline approval/specifications?
29

Fuel additives
Q19 Is the additive approved by the specification?
Q20 Are there any issues concerning additive shelf life?
Q21 Is the additive injection system reconciliation and record keeping satisfactory?
Q22 Does the additive system lack any of the requirements from section 7 of EI/JIG 1530?
Q23 Are there any new procedures needed to ensure proper receipt and verification of the
additive?
Q24 Are there any concerns regarding the storage conditions of the additive relating to
its long term integrity and cleanliness?
Non-approved process additives
Q25 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.
Q26 Is the traceability of the additive known? Use knowledge of refinery processes to
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.).
Q27 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.
Q28 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 the distillate
system).
Q29 Are there any issues concerning additive shelf life?
Q30 Is the additive injection system reconciliation and record keeping satisfactory?
30

4 SAMPLING AND TESTING OF AVIATION FUEL
4.1 GENERAL SAMPLING PRINCIPLES
4.1.1 It should be kept in mind that the general goal of sampling is to obtain a test aliquot (portion)
that is taken for a specific purpose and is 'representative'; this is defined in ISO 3170 as:
representative sample – sample having its physical or chemical characteristics identical
to the volumetric average characteristics of the total volume being sampled.
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 may have 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).
4.1.2 Some test methods developed for aviation fuels have specific instructions for sampling, which
the user shall be familiar with (see 4.2.2).
4.1.3 Samples for laboratory testing should be drawn in sufficient volume to enable duplicate
samples to be prepared, one for analysis and one for retention. When preparing duplicates,
sample containers for analysis may be different than for retention, see ASTM D4306. It may
be necessary in some circumstances, in shared systems or because of commercial agreements,
to prepare three or more, but in general two should be sufficient. It is the expectation that
samples for analysis are sent directly to a laboratory and tested in a timely manner.
4.1.4 The use of suitable 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.
Note: PolyCone lined phenolic caps (polycone) form an exceptionally tight seal and
offer a good chemical barrier. This liner moulds itself around the sealing areas of the bottle
as the cap is screwed on, virtually eliminating leakage, evaporation and contamination.
Containers made from other materials may be suitable (e.g. soda lime glass); see ASTM
D4306 for advice. Also see ASTM D4306 for the approval procedure for internal coatings.
Because of the sensitivity of some test results to the UV content of light, dark glass bottles or
clear glass bottles with a means of preventing exposure to sunlight, should be available for
use when sampling jet fuel.
4.1.5 Before use, all bottles and cans require preparation (see 4.5.2). It is preferable for containers
for aviation fuel samples to be dedicated to aviation fuel.
4.1.6 Equipment used to draw samples shall be dedicated to aviation fuel. Sampling equipment
fabricated from copper or its alloys, galvanised or zinc-coated equipment shall not be used
for sampling jet fuel. Stainless steel sampling devices are preferred. Before use, the sampling
equipment should be thoroughly rinsed a minimum of three times with fuel to be sampled,
to remove any residues and/or dust.
4.1.7 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 cable contamination during the sampling process.
31

Note: If metal cables are used for sampling they require electrical bonding to the
storage structure.
4.1.8 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. Use of a tamper-proof
seal, such as a tab seal, lead or plastic crimp seal, is recommended for samples to ensure
integrity is maintained.
4.1.9 Sufficient air space shall be left in each bottle or can to allow for thermal expansion of the
sample (usually ca. 5 % of total volume, 2,5 cm (1 in.) is enough).
4.1.10 A record shall be maintained of all samples taken.
4.2 KEY DOCUMENTS
4.2.1 Sampling standards
Operational and quality assurance procedures, and training for those involved in sampling
should be based on the following standards:
ASTM D4057 Standard practice for manual sampling 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
ASTM D5854 Standard practice for mixing and handling of liquid samples of petroleum and
petroleum products
ISO 3170 Petroleum liquids – Manual sampling
ISO 3171 Petroleum liquids – Automatic sampling
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 D2276/IP 216 Standard test method for particulate contaminant in aviation fuel by
line sampling
ASTM D2624/IP 274 Standard test methods for electrical conductivity of aviation and distillate
fuels
ASTM D4952 Standard test method for qualitative analysis for active sulfur species in fuels
and solvents (Doctor Test)
ASTM D5452/IP 423 Standard test method for particulate contamination in aviation fuels by
laboratory filtration
ASTM D5842 Standard practice for sampling and handling of fuels for volatility measurement
IP 583 Determination of the fatty acid methyl esters content of aviation turbine fuel using
flow analysis by Fourier transform infrared spectroscopy – Rapid screening method
IP 585 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
IP 590 Determination of fatty acid methyl esters (FAME) in aviation turbine fuel-HPLC
evaporative light scattering detector method
32

4.3 SAMPLING AND SAMPLES – TERMINOLOGY
To facilitate understanding, the definitions included in Table 1 apply in this publication.
Table 1 Sampling and samples terminology
all-level sample Sample obtained with an apparatus which accumulates the

sample while passing in one direction only through the total
liquid height, excluding any free water.
automatic sampler 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.
bottom sample A spot sample taken from the petroleum at or close to the
bottom of a tank or container (see Figure 3).
Note: This has to be drawn using a dedicated bottom sampler;
it cannot be drawn using a conventional sampler.
closed sampling 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.
composite sample A sample obtained by combining a number of spot samples
(see also multiple tank in defined proportions so as to obtain a sample representative
composite) of the bulk of the product. A composite sample is prepared
from individual samples taken from upper, middle and lower
locations within the tank (see Figure 3).
drain sample A sample obtained from the water draw-off valve on a storage
tank, vehicle tank or filter vessel.
line sample A sample obtained from a line sampling point drawn while the
product is flowing. Not to be confused with running sample.
lower sample A spot sample taken at a level of five-sixths of the depth of
liquid below the top surface (see Figure 3).
middle sample A spot sample taken at a level of one-half of the depth of
multiple tank A sample obtained by combining a number of composite
composite (MTC) or all-level samples from more than one tank in defined
proportions so as to obtain a sample representative of the bulk
of the same material. It shall consist of proportional parts from
each tank sampled (see 4.4.3 for further information). It is
possible to obtain three types of multiple tank composites:
a) Simple weighted multiple tank 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 of all tanks to be
used in a particular movement.
33

multiple tank b) Unweighted composite (sometimes referred to as

composite (MTC) an aggregate sample): where each tank sampled is
continued... 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.
Note: This is not recommended for aviation fuels.
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.
open sampling A process of taking samples within a tank via an open gauge
hatch or gauging access point.
portable sampling A housing designed to provide a gas-tight connection to a
device (PSD) vapour-lock 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.
representative sample A sample having its physical or chemical characteristics
identical to the volumetric average characteristics of the total
volume being sampled.
restricted sampling The process of taking samples within a tank using equipment
which is designed to substantially reduce or minimise the
vapour losses that would occur during open sampling, but
where the equipment is not completely gas-tight.
running sample 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. Not
to be confused with line sample or all-level sample.
sample handling 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 analysed. (See ASTM D5854 for details).
skim sample A spot sample taken from the surface of the liquid (see Figure
3). Also referred to as a surface sample.
spot sample A sample taken at a specific location in a tank or from a
flowing stream in a pipe at a specific time.
still-well A vertical cylindrical pipe built into a tank to permit gauging
operations while reducing errors arising from turbulence or
agitation of the liquid. Sometimes also referred to as a guide
pole, still-pipe, sounding-pipe or stand pipe.
Note: Samples taken from unperforated or unslotted
still-wells should not be used for custody transfer or quality
determination applications.
34

suction-level sample A sample taken at the lowest level from which liquid
hydrocarbon is pumped from the tank (see Figure 3).
Sometimes also referred to as an outlet sample.
Note: In determining this level, allowance shall be made for
any fittings within the tank such as swing-arm, suction baffle
or internal bend.
sump sample A sample taken from a purposely designed low point in the
system for collection and removal of free water and solid
contaminants.
tank-side sample (tap A spot sample taken from a fixed sampling point on the side
sample) of a tank.
Note: Tank-side/tap samples shall always be drawn in such
a manner that at least 1,5 times the dead volume between
the bulk liquid and the sample point is drawn off first and
disposed of before the sample for use/analysis is drawn. On
aviation turbine fuel tanks fitted with this type of sample
facility the volume between the bulk liquid and the sample
point should be marked next to each sample point.
test portion The portion of a sample or subsample that is introduced into
the analytical test apparatus. May be referred to as a test
specimen.
top sample A spot sample obtained 150 mm (6 in.) below the top surface
of the liquid (see Figure 3).
upper sample A spot sample taken at a level of one-sixth of the depth of
vapour-lock valve A device fitted to the top of vapour-tight or pressure tanks to
permit manual measurement and/or sampling operations to be
carried out without loss of pressure. Sometimes referred to as
a vapour control valve.
35

Key
1 top sample 6 suction level or outlet sample
2 surface of fuel 7 lower sample
3 skim sample 8 bottom sample
4 upper sample 9 sump sample
5 middle sample
Figure 3 Example of spot sample positions
4.4 SAMPLING TANKS FOR BATCHING, CERTIFICATION OR RECERTIFICATION
4.4.1 When designing a sampling regime for a tank or tanks, due consideration shall be given to:
a) Storage tank design: aviation turbine fuel can layer, and if circulation is slow still-wells
can hold unrepresentative fuel. The person taking the sample shall take into account
the basic requirement that the sample submitted for test shall be representative of
the bulk liquid.
b) Marine vessel tank design: on board ships, access may be limited. The person taking
the sample 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 person
taking the sample 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.
c) 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.
d) 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
36

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 defined.
4.4.2 The method of preparing a composite sample should be documented and fully transparent at
each stage of the logistic chain. Care shall be taken to preserve the integrity of the samples.
Composites can normally be best made in the laboratory.
4.4.3 For a multiple tank composite, 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. For comparison purposes along the supply chain, the same compositing
procedures should be used (e.g. it is not good practice to switch from simple weighted
composite to batch or parcel weighted composite).
If all-level samples cannot be drawn, upper, middle and lower samples 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.
When making up a MTC, all-level samples from a maximum of seven compartments
may be combined.
If the off-loading sequences of compartments is known, and in particular where
there may be only partial off-loading at a destination on a multiple off-loading route, then
additional samples may be needed to set up the correct volumetrically weighted samples for
each of the off-loadings.
4.5 SAMPLE TESTING
4.5.1 Fuel quality testing philosophy
a) Full specification testing is normally performed only at the point of manufacture, or

where a mixture of several batches is being rebatched and a CoA generated. In a
refinery, a batch of fuel is tested against the specification and a RCQ is produced.
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 batches are mixed in a system in unknown proportions, or where more than
three batches are added to the heel in a tank, or where traceability is lost, 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 batches received that make up the
new batch.
d) In cases where fuel is transported in dedicated systems (and therefore there should
be no chance of contamination), it is necessary to perform only a Control Check
(appearance and density) together with testing of conductivity (if SDA is added).
The measured density (corrected to the standard reference temperature, usually
37

15 °C) is compared with the original density of the batch as a confirmation that no
bulk contamination has occurred from a breakdown in the quality assurance (QA)
controls.
e) If any test results indicate that the sample does not comply with the applicable
specification, or that contamination may have occurred, the product shall be
immediately quarantined. The product shall remain under quarantine until further
investigation has established that the quality is satisfactory. If this is not the case the
product needs to be downgraded.
4.5.2 Sample containers
4.5.2.1 Sample containers for fuel for laboratory testing

−− Only glass, metal or plastic containers that have been confirmed to be compatible
with the product(s) to be stored (in accordance with ASTM D4306) shall be used for
laboratory testing or for retention samples.
−− Steel containers should be of a suitable design, preferably internally lined with a
suitable epoxy coating. Aluminium (unlined) containers are also suitable.
−− All containers shall be visually assessed to confirm their suitability.
−− Containers, even when new, should be carefully rinsed at least three times with the
aviation fuel to be sampled (in accordance with ASTM D4306); this is particularly
important in the case of micro-separometer® testing because water separability may
be seriously degraded by even trace contamination by polar or surfactant materials.
Containers that have been used previously for aviation gasoline (avgas) shall not be
used for jet fuel. It is not recommended for sample containers to be washed using
detergents, owing to difficulties in ensuring that detergent residues are removed.
4.5.2.2 Sample containers for fuel for field testing

Clear, scrupulously clean (inside and outside) glass jars of at least 1 litre (1 USQ) capacity with
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 2 mm (0,08 in.) in order to allow static charges to dissipate. Buckets
shall be equipped with an effective bonding cable and clip.
4.5.3 Packaging for air transport
Containers for the transportation of samples by air shall be of an 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.
4.5.4 RCQ testing
RCQ testing covers all tests required by the latest issue of the relevant fuel specification.
38

Minimum sample quantity required.

Note: Specific test methods may also require separate samples:
Jet fuel: 8 litres (2 USG)
(comprising upper, middle, lower samples x 1 litre (1 USQ) each, + 5 litre
(5 USQ) composite)
Avgas: 23 litres (6 USG)
(comprising upper, middle, lower samples x 1 litre (1 USQ) each, + 20 litre
(5,25 USG) composite)
4.5.5 CoA testing
CoA testing covers all tests required by the latest issue of the relevant fuel specification.

Jet Fuel: 3 litres (3 USQ)
(comprising upper, middle, lower samples x 1 litre (1 USQ) each.
Note: If particulate content is to be included in CoA testing an additional 5 litres
(5 USQ) are required.
Avgas: 23 litres (6 USG)
(comprising upper, middle, lower samples x 1 litre (1 USQ) each, + 20 litres
(5,25 USG) composite)
4.5.6 Recertification testing
Recertification test requirements are as shown in Table 2.

(comprising upper, middle, lower samples x 1 litre (1 USQ) each)
Avgas: 3 litres (3 USQ)
comprising upper, middle, lower samples x 1 litre each (1 USQ))
39

Table 2 Recertification test requirements
Test Jet fuel Avgas

Appearance/colour X X
Saybolt colour X –
Distillation X X
Flashpoint X –
Density @ 15 ºC X X
Reid vapour pressure – X
Freezing point X –
Corrosion (copper) X X
Existent gum X X
Lead content Note 1 X
Knock rating (motor method) lean – X
Conductivity and temperature Note 2 –
Micro-separometer ®
X –
Thermal stability Note 3 –
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 or copper alloy pipework in their cargo
tanks. Thermal stability testing may also be necessary where product colour has
changed significantly (see DEF STAN 91-91 Annex E).
The results of all Recertification Tests shall be documented in accordance with the
forms included as Annex B, and checked to confirm that:
−− the specification limits are met, and
−− no significant changes have occurred in any of the properties.
If results of recertification tests do not meet specification limits, see section 5 and Annex E.
The results of all Recertification Tests shall be compared with the linear calculation of
expected 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 RT Certificate), 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 B. Acceptable differences are given on the forms.
In circumstances where more than one new batch is received into a tank:
−− the comparison shall be based on linear calculation of expected values taking into
account the amount of each batch in the tank;
−− if more than three new batches are received into a tank on top of a certified heel,
the contents of the tank shall be tested against (and meet) all the requirements of
the specification to produce a CoA, as in such cases comparison with previous data
is meaningless.
40

4.5.7 Periodic test
Test requirements for the Periodic Test are as shown in Table 3.
Sample quantity required.

(comprising minimum (upper, middle, lower samples x1 litre (1 USQ) to make
a composite)
Avgas: 3 litres (3 USQ)
(comprising upper, middle, lower samples x1 litre (1 USQ) to make a
composite)
Table 3 Periodic Test requirements
Test Jet Fuel Avgas

Appearance/colour X X
Saybolt colour X –
Distillation X X
Flashpoint X –
Density @ 15 °C X X
Reid vapour pressure – X
Corrosion (copper) X X
Existent gum X X
Lead content – X
Knock rating (motor method) lean – X
Conductivity and temperature Note 1 –
X –
Thermal stability X –
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 B. 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.
4.5.8 Testing for presence of FAME in jet fuel
Fatty Acid Methyl Ester (FAME), deriving from biodiesel fuel, can be present due to
carry-over or cross-contamination within the common unsegregated fuel distribution system.
A risk assessment shall be undertaken to quantify the potential risk of FAME carry-over in all
supply chains. Where such assessments indicate that there could be a potential risk of FAME
41

carry-over in jet fuel supplies, additional quality assurance procedures shall be introduced
to increase control. Where the risk of FAME carry-over exists and is difficult to control with
additional quality assurance procedures, testing prior to release (using IP 585 or IP 590) shall
be instigated. IP 585 is the primary reference method.
Note: Another test method, IP 583 has been developed in anticipation of a revised
specification limit for FAME in jet fuel. The method is suitable for measurement of FAME in
jet fuel, from 20 to 150 mg/kg (ppm). IP 583 is a rapid screening portable method deployable
throughout the supply chain.
4.5.9 Field tests
4.5.9.1 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 ambient temperature at the time
of sampling. Test requirements are as shown in Table 4.
Sample quantity required:

1 litre (1 USQ) after flushing sampling line.
Table 4 Appearance 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 solid contaminants and free
water 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/pale 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 may 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 may 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.
4.5.9.2 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).
42

The two values shall not differ by more than 3,0 kg/m3 (0,7 API gravity). If they do, then
contamination should be suspected and the matter shall be investigated.
4.5.9.3 Filter membrane testing

This test (when undertaken) shall be carried out and evaluated in accordance with
ASTM D2276/IP 216 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 3,78 to 5 litres (1 to 1,25 USG).
4.5.9.4 Conductivity test

This test, if required by the fuel specification, shall be carried out in accordance with
ASTM D2624 or IP 274 procedures, using a suitable conductivity meter.
4.5.9.5 Requirements and calibration of field test equipment

The requirements for field test equipment are included in Annex F.
43

5 LABORATORIES
5.1 LABORATORY QUALITY ASSURANCE REQUIREMENTS
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 for the relevant analytical techniques required for
aviation fuel testing; and
−− participate in external quality assurance/auditing schemes (EQA), or laboratory
proficiency testing programmes for aviation fuels.
In addition to establishing and maintaining a documented quality system that is appropriate

to the testing activities, the laboratory shall:
a) Have managerial staff with the authority and resources needed to discharge their
duties and meet the requirements of the standards in the quality manual.
b) Have a technical manager or leader who is accountable for technical operations.
c) 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.
d) Have written job descriptions for personnel who will test aviation fuels: to include
responsibilities, duties and skills; have a documented training programme for
qualifying these technical laboratory personnel, and have a documented programme
to ensure technical qualifications are maintained through continuing education.
e) Maintain records on the relevant qualifications, training, skills and experience of the
technical personnel involved in all aspects of aviation fuel testing and certification.
f) Follow written analytical procedures approved by the laboratory management/
technical manager.
g) Have a standard operating protocol for each analytical technique used that follows
current editions of the methods detailed in the relevant fuel specification.
h) Use equipment suitable for the methods employed and as detailed in the relevant
fuel specification.
i) Follow a documented programme to ensure that instruments and equipment
are properly maintained and periodically calibrated as per manufacturer’s
recommendations, and/or local operating procedures. 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.
j) Participate in comparative testing through statistically meaningful cross-check/
correlation schemes for aviation fuels 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
44

see EI Guidelines on development, implementation and improvement of quality

systems in petroleum laboratories.
k) Record all basic data used to generate a test result.
l) Have traceable records of any additive quantities reported on test certificates.
m) Establish and monitor the competency of any sub-contracted third party laboratories.
For further information, see EI Guidelines on development, implementation and improvement

of quality systems in petroleum laboratories.
5.2 AUTHORISED SIGNATORIES
The laboratory shall implement a documented process for authorising signatories for reports/
certification of aviation fuel analysis for release to clients/third parties, as described in Annex
A.
The key requirements of the process are:
−− Having a documented process for qualification as an authorised signatory.
−− Needing to maintain an up to date data release signature register.
−− Having an auditable record of a checking/validation procedure.
For electronic records, a password-protected access system, traceable to an individual person,

is acceptable as an alternative to a signature.
5.3 TEST METHOD VALIDATION AND MONITORING
Test method validation confirms that the analytical procedure employed for a specific test is
suitable for its intended use and complies with any additional test requirements included in
the fuel specification.
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 and delivers consistently accurate results.
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. SQC should be implemented through a laboratory information management
system (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 of quality systems in petroleum laboratories, section 5.6 Assuring the validity
of test results.
5.4 SOFTWARE AND COMPUTER SYSTEM VALIDATION
Validation of laboratory computer systems and software should be carried out when the
software is developed, configured, or customised by the user. Good laboratory practice is
to check calculations performed by software at a yearly frequency (even if no change to the
related software was made).
For further details on validation for different software and system risk categories
see EUROLAB Technial Report No. 2/2006 Guidance for the management of computers and
software in laboratories with reference to ISO/IEC 17025:2005.
45

5.5 EQUIPMENT CALIBRATION
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 and improvement of quality systems in petroleum 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.
5.6 DOCUMENT CONTROL (STANDARDS AND SPECIFICATIONS)
Only those test methods specified in the relevant aviation fuel specification shall be used for
certification testing.
Laboratories shall ensure they are notified immediately of updates/amendments to
test methods and fuel specifications. A process shall be in place for the timely implementation
of updates/amendments.
Note: DEF STAN 91-91 typically includes implementation dates for amendments.
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. Automatic electronic notifications are available.
For proper and consistent use, staff shall be provided with access to the latest issue of
standards and specification(s). Laboratories may use copies of the test methods which have
been translated into the local language for ease of understanding. Where this is the case a
formal system must be in place to ensure such translations are technically correct and do not
change the interpretation of the method or result.
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 the selecting.
5.7 TRAINING
Attaining and maintaining 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 education, qualifications, training, experience and/or demonstrated skills, required
to carry out testing, calibration and other skilled tasks.
A training procedure shall be established that includes:
a) An induction process.
b) Identified trainers.
c) Detailed individual training and assessment records for each method signed by
trainee and trainer confirming competence.
d) A record of what is covered in any training and applicable training sample results.
46

e) Regular reassessment of individual operators to identify training needs.

f) Procedures for retraining if method changes or after issues with correlation schemes.
g) Levels of competence and how each one is achieved:
1. Technician/technologist
2. Authorised signatories
3. Trainer
4. Quality assurance manager
A designated person shall be responsible for keeping staff training records up-to-date.
improvement of quality systems in petroleum laboratories, section 8 Training and competence
requirements of staff.
5.8 RETENTION SAMPLES
Retention samples are required to be kept (see 8.4.4.6). The entity required to do this is
usually specified by contract. If retention samples are to be kept by a laboratory, epoxy-lined
cans should be used. If clear 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 60 days for refineries/laboratories and 30 days for direct
supply storage installations). Retention samples shall be sealed, ideally with a tamper-proof
seal, and clearly labelled with the date, tank and batch number.
The retention sample store should ensure that samples do not deteriorate during the
sample retention period.
5.9 SAMPLE HANDLING AND SAMPLE CONTAINERS AT LABORATORIES
In the event that a laboratory receiving samples considers the samples as unsatisfactory (e.g.
not in accordance with this standard), 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 the preferred sample containers and their preparation.
improvement of quality systems in petroleum laboratories, section 5.4 Sample handling at
the laboratory prior to analysis.
5.10 DATA TRACEABILITY
The laboratory shall retain records of original observations, derived data and sufficient
information to establish an audit trail and a copy of each test report for a defined period.
The records for each test shall contain sufficient information to facilitate, if possible,
identification of factors affecting the uncertainty and to enable the test to be repeated under
conditions as close as possible to the original.
47

5.11 DATA INTEGRITY MANAGEMENT
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 be used to determine the acceptance or
rejection of the sample.
Laboratories shall have in place a procedure for investigating and 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:
−− All documentation that supports their quality system.
−− Comparative testing through recognised 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.

Laboratory quality control and product testing records and certificates shall be
retained for a minimum of seven years.
Where the laboratory has undertaken the issue of either CoA or RT Certificates, all
documents required to meet 'Traceability' criteria shall be available. These may include:
−− RCQ;
−− CoA;
−− RT Certificate.
Laboratories should be able to support secure electronic distribution of documents through

the supply chain.
48

6 REFINERIES: MANUFACTURE
6.1 SCOPE AND APPLICATION
This section 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 section 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-for-purpose.
A declaration of 'on specification' or 'meeting the specification' confirms that
fuel properties have been tested according to the designated methods and the
results conform to the requirements for the property of concern, and all other
requirements of the specification have been satisfied.
For refineries manufacturing aviation fuel, there is a key question – 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 section 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 avgas.
6.2 AVIATION 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 (see section 5). Manufacturing
49

companies shall have a system in place such that whenever there is an amendment to, or a
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 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 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 2531 or 2532
Fax: +44 141 224 2503
Website: http://www.dstan.mod.uk/
(all unclassified DEF STAN specifications are freely available from this website).
ASTM International specifications
ASTM specifications are published annually in the ASTM Book of Standards, Section 5 (in
printed copy, CD and online). 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 commingling
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 AFQRJOS Check List embodies the 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, generally, also meet the requirements of both DEF STAN 91-91
and ASTM D1655 Jet A-1 specifications.
The AFQRJOS 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.jigonline.
com (formerly www.jointinspectiongroup.org)).
50

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 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 AVIATION FUEL MANUFACTURE
The fuel specification requirement is that aviation fuel shall consist predominately 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 they meet certain requirements defined in the specification (see section
11).
A large variety of hydrocarbons boiling in the kerosine range may be manufactured in
a refinery but not all of these rundown streams, such as those containing olefins or diolefins,
may be suitable for jet fuel production.
The following components have traditionally been used for jet fuel production
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/catalytically cracked streams),
and
−− 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 kerosine, 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
or after delivery to aircraft. Before seeking to utilise previously untested streams in final
product, the refinery shall conduct a MoC process (see section 3), to include the generation
of data (including long-term thermal stability) necessary for assessment of the suitability and
fitness-for-purpose of the new component.
Certain synthetic kerosine components are permitted in jet fuel manufacture but
only after they have undergone an approval process involving industry stakeholders. Refer to
section 11 for full details.
For fuel manufactured to DEF STAN 91-91 the percentage of each component (e.g.
non-hydroprocessed, mildly hydrotreated, severely hydrotreated and synthetic) in a jet fuel
blend shall be reported on the RCQ.
51

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
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 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 significance to any investigation of an aircraft incident where fuel quality might be
called into question.
6.4.1 Controlling ingress of non-approved materials
To satisfy the specification requirement that aviation fuels consist predominately 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. 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. However, it is essential to design facilities and to adopt practices to
ensure that ingress of incidental material into aviation fuel is minimised as far as
practicable. Jet fuel specifications (e.g. ASTM D1655, DEF STAN 91-91) now include
maximum limits for specific incidental materials (e.g. FAME).
−− Adventitious* materials 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 description), 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
52

Contamination with non-hydrocarbon materials within a refinery may occur through

either mechanical/hardware or chemical routes, as described in 6.4.2 and 6.4.3.
6.4.2 Hardware integrity
Contamination of jet fuel with incidental or adventitious materials within the refinery may
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 section 9.
Refineries shall have a 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 chemicals
Refinery processing chemicals used in various refinery operations have not been assessed
for harm to aviation hardware and operations. Therefore, facilities and procedures shall be
in place 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: (deionised water/boiler feed water), caustic
treaters, etc, which may 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 fitness-for-purpose should have been
risk assessed and control/mitigation procedures established (e.g. filming amine corrosion
inhibitors could impact MSEP rating, water coalescence, conductivity additive response).
If chemicals are changed or their concentrations increased, a MoC (section 3) shall
be carried out.
6.4.4 Process controls
Experience has shown that aircraft fuel-related problems may sometimes be traced back to
refinery processing practices. Table 6 shows examples of the fuel properties that can under
unusual circumstances be compromised by different refinery processes.
53

Table 6 Impact of refinery processes on fuel properties
Refinery Process Sensitive fuel Likely causes Aircraft level risk

properties
Straight-run Mercaptan sulphur, Crude selection Degradation of
(untreated) acidity, thermal materials
stability, odour,
colour
Water separation Impurities, additives/ Increased
properties, chemicals in aqueous microbiological
conductivity response systems activity, icing
Salt content Carry-over from Fuel system
salt dryer due to equipment failure
improper operation
or maintenance (see
Annex G)
Hydrotreatment/ Corrosivity (H2S) Insufficient steam Corrosion of fuel
hydrocracking Peroxidation stripping system equipment
Thermal stability Insufficient or
Colour mis-applied
antioxidant
Insufficient
hydrotreatment of
cracked components
Change of catalyst
Wet treatments Acid/base number Insufficient water Corrosion of fuel
−− Caustic wash (caustic carry-over) wash and lack system equipment,
(including use of of acceptable water separation,
sweetening unit monitoring of caustic icing
without reactor settler drum
step) Water separation Impurities, surfactant Increased
−− Merox™ and properties, colour, formation microbiological
similar sweetening conductivity response activity, icing
units Deficiencies in caustic
−− Sulphuric acid quality
Insufficient water
wash and lack
of acceptable
monitoring of caustic
settler drum
Spent clay treaters
(see Annex H)
Salt content Carry-over from Fuel system
salt dryer due to equipment failure
improper operation
or maintenance (see
Annex G)
54

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.
Atmospheric
distillation Hydrotreater
Kerosine
JET
Diesel
CRUDE OIL
Hydrocracker
DIESEL
Gas oil
Figure 4 Generic schematic of hydroprocessor
The thermal oxidative stability of jet fuel may degrade in distribution if reactive
components (such as cracked stocks) have been insufficiently hydrotreated. Accordingly,
cracked blending components should be qualified for inclusion in jet fuel (see 6.3) and
controlled with defined operating envelopes and quality monitoring.
Severe hydrotreating may reduce the lubricity of jet fuel and this may result in excessive
wear in aircraft fuel pumps and controls. Severely hydroprocessed components are defined
in the DEF STAN 91-91 specification, as those petroleum-derived hydrocarbons that have
been subjected to a hydrogen partial pressure of greater than 7 000 kPa (70 bar or 1 015 psi)
during manufacture. Although the fuel specifications permit the use of lubricity improving
additive (LIA) to remediate low lubricity resulting from severe hydotreatment, this approach is
not preferred because LIAs, being surface active chemicals, are easily lost from the fuel during
downstream distribution. The preferred method for remediation is to back blend straight-run
kerosine, which will contain naturally occurring species that impart lubricity to the fuel. The
BOCLE test (ASTM D5001) can be used to monitor jet fuel lubricity.
6.4.4.2 Wet treatment

Wet treatments include 'sweetening' processes or simple 'washes' to remove impurities from
straight-run process streams and neutralise acidity. Sweetening processes employ a catalyst
suspended in a caustic solution in a reactor vessel to convert mercaptans (which are the
source of bad odour and corrosivity in the fuel) into disulphides. If the feedstock does not
require sweetening, the processing unit may be operated without the reactor stage as a
simple caustic wash.
55

Widely used sweetening processes include the caustic based Merox™ (Mercaptan
Oxidation) process and the MerrichemTM sweetening process, which have a long history of
producing satisfactory quality jet fuel. Treated kerosine where caustic is replaced by ammonia
has led to problems during subsequent aviation fuel transportation and is therefore no longer
widely used due to the risk of ammonia carry-over into the finished product.
Water Salt
Prewash wash dryer Clay
Reactor treater
Caustic
settler
Untreated Dilute Air Caustic Water Treated

hydrocarbon caustic (batch) (batch) hydrocarbon
feed feed
Figure 5 Generic schematic of wet treatment process
It is essential that the wet treatment unit and its ancillary components (e.g. caustic
addition to reactor, salt dryer, clay treater) be managed and operated in accordance with
specific instructions of the unit designer/manufacturer. Deviations from the recommended
unit operating parameters may lead to product quality problems.
6.4.4.3 Caustic management

For sweetening units, proper caustic addition to the reactor is critical in preventing carry-over
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, and the equipment
involved properly operated and maintained. Monitoring caustic treating effectiveness helps
meet clay treater feed micro-separometer® targets (see Annex H).
6.4.4.4 Salt dryer management

Refineries with processes involving a salt dryer step are at risk of delivering fuel containing
dissolved salt in water (which may 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 shall 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 G). Refineries shall ensure that only salt
types and grain sizes that are recommended by the unit manufacturer are used.
56

6.4.4.5 Clay treater management

Clay treaters are commonly used to remove low levels of surfactant materials that might
stabilise 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
may improve Saybolt colour. Although polar materials prefer to adsorb onto clay, they may
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 and/or
coalescers. Performance is primarily monitored by measuring the micro-separometer® rating
upstream and downstream of the clay treater. The micro-separometer® rating 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. Interfacial tension (IFT)
monitoring may also be considered. For further information see Annex H. Refineries shall only
use clay types recommended by the unit manufacturer.
6.4.5 Process monitoring
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.
Table 7 Laboratory data for monitoring of refining processes
Test Typical Frequency

Visual appearance Every day
Micro-separometer rating/IFT
®
Three times a week
Colour Once a week
Water (Karl Fischer) Once a week
Nitrogen Once a week
Basic nitrogen Once a week
Sulphur Once a week
Mercaptan sulphur Once a week
Thermal stability Once a week
Acidity Once a week
Metals Once a 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.
57

6.4.5.1 Troubleshooting
The following are recommended checks based on results obtained from samples taken
downstream of processing units.
a) If micro-separometer® rating 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 treater.
4. Caustic treat ratio.
5. Nitrogen content (including basic nitrogen).
b) If the product is failing thermal stability check the following:
1. Presence of contaminants or organic nitrogen or oxygen, surfactants, etc.
2. Olefins/diolefins.
3. Metals contamination (specifically copper).
Note: Assessment of ppb levels typically required.
4. Changes in upstream processing that would affect items 1 – 3.
5. Unhydrotreated cracked stocks entering the jet fuel pool (e.g. nitrogen
compounds and some acidic species in distillate fractions from coker units are
notoriously deleterious).
c) If the fuel has poor colour:
−− 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.
−− Colour may 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 Significant change

>25 >8
≤25, but ≥15 >5
<15 >3
A particularly dark colour may indicate unstable fuel.
−− 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.
d) If the fuel has high acidity check the following:
1. acidity of the feed, and
2. caustic treat ratio
58

6.5 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-for-purpose as defined in 6.1. 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 initially
assessed to define acceptable parameters. This shall include an MoC with risk assessment
that examines the likely impact on the aviation turbine fuel produced, and 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 MoC shall be kept. Any future changes shall be
subjected to a MoC process.
Chemical slops may contain heteroatoms (oxygen, nitrogen, metals, etc) which
may affect water-shedding properties and/or thermal stability, 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 may 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 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 AVIATION FUELS
For details of additives used in aviation fuels, refer to section 7.
6.7 DOCUMENTATION
As a minimum, refineries shall maintain the following documentation relating to the

production of aviation fuel:
a) Crude acceptance matrix.
b) Process unit controls including change history book.
c) Rundown controls (including schedule of testing).
d) MoC and risk assessments including process additive registrations (see section
3).
e) Authorised signatories for refinery processes*.
* An authorised signatory shall be part of a delegated control system as
defined by the refinery manager/operator.
59

7 ADDITIVES USED IN AVIATION FUELS
7.1 SCOPE
This section 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. In the event of contradictory guidance, the additive requirements of the
fuel specifications supersede any guidance given within this section. 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 required concentration.
This section does not address the usage of process chemicals/additives used during
the manufacture of jet fuel in a refinery and the attendant risk of carry-over into finished fuel
batches. This important aspect is covered in section 6.
This section does not address in detail the requirements for the receipt and storage
of lead additives and their injection and usage in aviation gasoline.
7.2 INTRODUCTION
Chemical additives are typically used in jet fuels for one of two reasons:
a) To prevent degradation of the fuel itself (e.g. the use of antioxidants to prevent
oxidation).
b) To enhance a particular fuel property (e.g. the use of static dissipater additive (SDA)
to increase electrical conductivity).
Some aviation fuel additives are typically added 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). In either case, the same rules 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 may 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: In DEF STAN 91-91, additives are identified by their appropriate RDE/A/XXX
number. In ASTM D1655 they are defined in Table 2. 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 – May be added up to maximum concentration or property limits.
−− By 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).
60

Refineries, and storage 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 detailed on-site procedures (this includes
ship tanks). The procedures shall also cover control of the quantity and type of material used,
with timely reconciliation of volume used to confirm addition rate. A system of additive batch
recording shall be in place to allow traceability of additive batches in the finished aviation
fuel.
7.3 TYPES OF ADDITIVE
Note: Information on additive types, names, dosage rates, etc. were correct at the time of
publication. The latest version of the aviation fuel specifications should always be consulted
for the current approval status of additives.
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 or to fuels that may
experience extended storage.
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 that have been hydroprocessed
(i.e. manufactured using a catalytic hydrogen process such as hydrotreating, hydrofining,
hydrocracking, etc.).
Antioxidants are mandatory in synthesised components as defined in the ASTM
D7566 specification.
Antioxidants shall always be added after hydroprocessing or synthesising 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 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 reduced 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 been hydroprocessed. For fuel
(or fuel component) which has not been hydroprocessed, addition is optional but shall not
exceed 24,0 mg/l. These concentrations apply to the active ingredient. Any dilution shall be
taken into consideration when adding the antioxidant.
The antioxidants listed below are qualified for use in Jet A/Jet A-1:
−− 2,6-ditertiary-butyl phenol [Qualification ref: RDE/A/606]
−− 2,6-ditertiary-butyl-4-methyl phenol [Qualification ref: RDE/A/607]
−− 2,4-dimethyl-6-tertiary-butyl phenol [Qualification ref: RDE/A/608]
−− 75 % min. 2,6-ditertiary-butyl phenol, plus 25 % max. mixed tertiary and tritertiary-
butyl phenols [Qualification ref: RDE/A/609]
61

−− 55 % min. 2,4-dimethyl-6-tertiary-butyl phenol, plus 15 % min. 2,6-ditertiary-butyl-

4-methyl phenol; remainder as monomethyl and dimethyl tertiary-butyl phenols
[Qualification ref: RDE/A/610]
−− 72 % min. 2,4-dimethyl-6-tertiary-butyl phenol, 28 % max. monomethyl and
dimethyl-tertiary-butyl phenols [Qualification ref: RDE/A/611]
Antioxidants have no known side effects that adversely affect fuel performance properties.
7.3.2 Static dissipater additive
SDA, also known as antistatic additive or conductivity improver, 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 AFQRJOS Check List) 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 (IG) systems) and the need to meet micro-separometer®
requirements, have highlighted the benefit of dosing the additive further downstream (see
Annex I). Refineries may supply product without SDA but the RCQ (when certifying to DEF
STAN 91-91) shall clearly state that 'product meets requirements of DEF STAN 91-91 except
for electrical 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: Other SDAs are currently undergoing the industry approval process. If
approved (and new RDE/A/ numbers allocated) and referenced/recognised by the governing
specification, they 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 storage installation) 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 storage installations. For details on how this is controlled, refer to 7.9
and 8.5. For further information see Annex I.
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 micro-separometer® values may indicate problems. However, it is
62

acknowledged that the ASTM D3948 test method is oversensitive to STADIS® 450 and low
micro-separometer® values could predict problems where they may not exist; guidance on
how to deal with such situations can be found in JIG Bulletin No.65 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
may be produced which may cause filtration problems downstream.
It should also be noted that maximum loading velocities into road tankers and rail
tank cars 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 deactivator additive (MDA)
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.
Note: ASTM D1655 permits initial treatment to exceed 2,0 mg/l if copper
contamination is suspected.
Cumulative, total addition of MDA shall not exceed 5,7 mg/l active ingredient.
Where the thermal stability fails the specification limit, the location 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 Lubricity improver additive (LIA)
The use of 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, or removal by clay treaters, 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 MeroxTM 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-
DTL-83133, MIL-DTL-5624, DEF STAN 91-87 and DEF STAN 91-86.
63

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 hydroprocessing
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, may 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 may have adverse effects on ground based filtration systems and on fuel/water
separation characteristics. Filter/water separator elements qualified to EI 1581 5th edition
are more resistant to the surface active effect of the LIA.
Most modern aircraft fuel system components have been designed to operate on low
lubricity fuel (test method ASTM D5001 (BOCLE) wear scar diameter up to 0,85 mm).
Other aircraft may have fuel system components that 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 hydroprocessed and where there is no commingling with fuels
from other sources during distribution between refinery and aircraft.
ASTM 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-11. This QPL
shows concentrations for each additive that provide acceptable lubricity properties while
minimising effects on water separation properties.
−− HiTEC 580 [Qualification ref: RDE/A/661]: Dosage rate: 15 – 23 mg/l
−− Innospec DCI-4A [Qualification ref: RDE/A/662]: Dosage rate: 9 – 23 mg/l
−− Innospec DCI-6A [Qualification ref: RDE/A/663]: Dosage rate: 9 – 15 mg/l
−− Nalco 5403 [Qualification ref: RDE/A/664]: Dosage rate: 12 – 23 mg/l
−− Tolad 4410 [Qualification ref: RDE/A/665]: Dosage rate: 9 – 23 mg/l
−− 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
1 For Jet A and Jet A-1 meeting ASTM D1655, only three of the above additives – HiTEC 580, DCI-4A and Nalco
5403 – are currently listed as approved.
64

(For the latest listing of approved LIAs, refer to the appropriate specification’s QPL)
For aviation gasolines, all of the above lubricity improver additives can be used as
corrosion inhibitors to provide protection for avgas storage facilities and for aircraft fuel
system components. (Note that dosage rates differ).
7.3.5 Fuel system icing inhibitor (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/fuel-oil heat exchangers, 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-
DTL-83133, MIL-DTL-5624, DEF STAN 91-87 and DEF STAN 91-86, and for certain general
aviation aircraft.
The only approved FSII for Jet A and Jet A-1 is diethylene glycol monomethyl ether
(Di-EGME) [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-DTL-85470B or DEF STAN 68-252. Where FSII is required, the concentration shall be
between 0,10 and 0,15 or between 0,07 and 0,10 volume percent, depending upon the
governing specification.
FSII is only sparingly soluble in jet fuel so effective injection/mixing facilities are
essential to ensure complete mixing. Undissolved FSII may 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.
Note: FSII is incompatible with EI 1583 filter monitors and EI 1581 Category C filter/
water separator systems. See 7.9.3.2 for more detail.
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 and are primarily intended for strictly controlled
use in aircraft fuel tanks. 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).
If biocide is used within a refinery or supply installation to treat infected tanks, any aviation
fuel containing biocide shall be downgraded to non-aviation use. ASTM D1655 lists biocides
as an acceptable additive class when agreed by the purchaser (for detailed information on
use of biocides, refer to the specification).
65

Biocides
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.
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 manufacturers' 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 on the handling and
disposal of biocide-treated fuel and any water bottom shall be understood before
biocide use is considered. If after such consideration, a biocide is used, then its use and
disposal of fuel and water bottoms shall be in full compliance with all local laws and
regulations and documented.
As noted in 7.3.5, Di-EGME has been found to have biostatic effects in some situations.
7.4 RECEIPT PROCEDURES FOR ADDITIVES
7.4.1 Selection and purchase
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 documentation
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.
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7.4.3 Receipt of additives
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).
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.
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 additive containers
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 three 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 should be stored separately to help avoid confusion with any other
materials. Product should be used in rotation according to batch dates, using the oldest first.
7.5.2 Additive storage/injection tanks
Tanks for the storage of additives shall be designed, constructed and commissioned in
accordance with good engineering practice, and 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
(including where blended with LIA). Stainless steel tanks are recommended for the storage
of FSII or FSII/LIA blends.
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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 or positive pressure nitrogen blanketing.
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.
7.6.2 Storage/injection tanks
At least once each month a sample shall be taken into a glass bottle from the tank low point
or upstream of the injection point, to confirm that the sample is visually clear and bright. If
the sample is not free from contamination, the system shall be flushed until a satisfactory
sample is obtained.
Storage tanks used to store/dispense additives shall be inspected internally every
six years and cleaned if necessary. If internal inspection is impracticable, the tanks shall be
cleaned every six years. 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 minimised.
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 and 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 contaminated additive shall be discarded, contaminated
parts of the injection system cleaned, and the system resupplied with uncontaminated
additive.
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.
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7.8.1 Sealed containers
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 six months in tropical climates, and
does not need to undergo periodic testing.
7.8.2 Storage/injection tanks
All storage/injection tanks containing FSII shall be sampled every 12 months and the samples
subjected to periodic testing. 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, a sample shall be taken every six months. As a minimum the testing in Table 8
is required.
Table 8 Minimum requirements for testing 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/l IP 189 1,024-1,028
Water Content, mass % D 1364, IP 356 Max 0,10
Note: Weight of sample 50 g, and concentration of KOH 0,05 molar
7.9 ADDITIVE DOSING
7.9.1 General
Additive dosing is difficult because:

−− 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.
−− To prevent possible chemical reactions among the concentrated forms of different
additives, premixing is only acceptable in limited circumstances.
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 batches.
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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
be outside of the limits 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 by the user 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 quantity of fuel dosed. Issues to consider include:
−− inclusion of tank heel in calculations;
−− correct conversion between volume and mass;
−− frequency being timely enough to correct any dosing errors on site before product
is released, and
−− regular monitoring/auditing of the process by management.
The amount(s) of additive(s) by type(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 addition
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 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. Specialist suppliers are available to design and construct
such systems.
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 pump with variable stroke/displacement, and
−− 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 six months) to verify the correct dosage is being delivered. On completion
of commissioning/maintenance/verification, any variation of the injection rate 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.
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7.9.3.2 Additive injection – FSII-specific

Owing to its limited 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 homogenisation.
FSII impairs the effective removal of free water from fuel using conventional water
removal technology such as filter/water separators or 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 shall 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 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, and
−− provided satisfactory mixing is confirmed.
One of the methods a) to g) shall be used for SDA and MDA additions when continuous
in-line 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.
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
pre-diluted 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 pre-diluted additive through the top of the tank, this should be after the
first foot (i.e. product depth of at least 300 mm) 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. Pre-diluted SDA should be added
to the compartment prior to loading of the fuel.
Confirm mixing is satisfactory:

−− for SDA additions, by measuring fuel conductivity at upper/middle/lower levels in
tank,
−− for MDA additions, by carrying out a jet fuel thermal oxidation test on sufficient
samples (e.g. upper, middle and lower spot samples, or whichever is likely to have
the lowest concentration of MDA).
Consideration should be given to the need to pre-dilute the required amount of additive with
fuel to facilitate mixing.
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7.10 FUEL CONTAINING ADDITIVE(S)
7.10.1 Test methods for measuring additive 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). Because there is no field test method to measure SDA
concentration, a system for tracking all SDA addition to a batch of fuel shall be implemented
to ensure specification compliance.
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.
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
quantities of additive used with quantities of fuel dosed, ensuring correct correlations with
density and temperature at time of addition, where addition is measured by mass.
7.10.2 Segregation and grade marking of fuel containing FSII
Fuel containing FSII shall be treated as a different grade, requiring the usual dedication and
segregation from all other fuel grades. (Fuel containing LIA, SDA or MDA does not normally
need to be dedicated/segregated).
There is no generally agreed-upon grade name or marking for commercial fuel
containing FSII. The grade marking needs 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. Jet A-1 to which FSII has been added
would be designated 'Jet A-1/FSII'
7.10.3 Material safety data sheets for additive-containing fuels
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 up to 60 % FSII. Users, including employees and
agents as well as customers, need to be aware of this so precautions may be taken. MSDSs
shall be available at all locations where FSII additives are present in fuels.
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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. Records should be retained for a minimum of
seven years.
For refinery additions, the amount(s) added shall be recorded on the RCQ. For additive
dosing when rebatching 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 (0,7 API gravity) 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, RT Certificate). It is not acceptable to average on-line analysis results or use other
statistical results in the reporting.
8.1.2 Point of manufacture
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 section 4.
8.1.3 Storage installations
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
a minimum period of 30 minutes allowed before sampling and testing. Sampling shall be in
accordance with section 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:
−− a scheduled or unscheduled shutdown, or
−− a need to supplement production at an operational refinery.
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Generally these imports are received from marine vessels, in which case the relevant unloading
procedures (see 8.3.5) shall be applied.
When this operation is not fully documented, risk assessed and up to date, a MoC
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 or CoA
and/or a RT Certificate, and a RC.
The refinery shall ensure 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. The import batch is mixed in tank with another certified jet fuel batch or batches.
2. The import batch is mixed in tank with an uncertified refinery batch (rundown batch).
Scenario 1:
If product is received via a non-dedicated vessel or a non-segregated system, it shall either
be subjected to recertification testing, or subjected to full CoA testing. In both cases a new
batch number will be required. It is not acceptable for a RCQ to be issued because the
refinery is acting simply as a storage installation in this situation.
Scenario 2:
A RCQ shall be issued. The information relating to additive concentration, hydroprocessed
content and synthetic components (if present) shall be available on the original RCQs/CoAs
(if compliant with DEF STAN 91-91) and this shall be referenced on the RCQ.
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 or CoA or RT Certificate
(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 documentation.
All accompanying documentation shall be maintained together with batch number,
quantity and receiving tank(s), and 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 or CoAs or
RT Certificates together with volume data for all batches entering the system so that the
authenticity of all product can be assured.
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8.3.2 Receipt – general
8.3.2.1 At storage installations handling only aviation fuels, jet fuel and aviation gasoline shall be
received via dedicated and separated lines. There shall be positive segregation between
tested and untested fuels of the same grade.
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 positively
segregated, white oil cargo lines. Jet fuel should be received via lines reserved for middle
distillates (kerosine, gasoil, automotive diesel). Aviation gasoline should be received via
lines reserved for light distillates (gasoline, special solvents, etc). At the manifold there shall
be positive segregation between the multiproduct receipt line and the aviation fuel tank
inlet line. The system shall be designed to facilitate the detection and isolation of interfaces
and prevent contamination of the aviation fuel. Procedures shall be established to manage
interfaces. There shall be positive segregation between tested and untested fuels of the same
grade.
Note: If the middle distillate contains bio-components, the requirement for FAME
testing shall be assessed (as described in 4.5.8).
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 full of water, it should be fresh or suitably buffered (pH neutral) water.
8.3.2.4 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.
8.3.2.5 One or more tanks shall be segregated for receipt of product. Tanks should be checked
for water, and any water removed before receipt begins. More than one vessel may be
discharged into the same tank.
8.3.2.6 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.
8.3.2.7 Stock management is an important part of quality control when receiving aviation fuels.
Differences between delivered and received volumes (e.g. >0,2 %) 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. It shall be ensured that all
designated low points have been drained. 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), approximately one minute after liquid starts to flow, approximately half
way through the pumping period, approximately five minutes before pumping is due to
be completed, and at any change of batch. Each of the samples should be subjected to a
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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 (see 4.5.9.2) are 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.
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 pipeline
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 one minute and 10 minutes after liquid starts to flow,
every two hours, approximately five minutes before pumping is due to be completed, and at
any notified 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 If large amounts of water or 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. Delivery into the storage tank shall only be resumed after clearance has
been given by the installation manager.
8.3.4.4 Automatic or continuous line monitoring systems that include calibrated densitometers/
turbidity analysers (or equivalent) may be considered as equivalent to 8.3.3.2.
8.3.4.5 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.
8.3.4.6 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.
8.3.4.7 To limit the degradation of jet fuel due to interface commingling or pipeline pick-up, leading
and trailing consignments should be one of the following products, listed in order of
preference:
−− Light distillates.
−− Middle distillates.
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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 shall be stopped
sufficiently in advance of the jet fuel interface to avoid any possibility of the jet fuel picking
up even traces of DRA.
8.3.4.8 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 may 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.
8.3.4.9 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
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 two
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 20 000 tonnes 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:
1. RC;
2. RCQ, CoA and/or RT Certificate (whichever is applicable);
3. bill of lading;
4. ullage report;
5. 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;
6. inspector’s (surveyor’s) report from load port, including previous cargo and
cleaning procedures;
7. inventory of samples, and
8. 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
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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, either using a
suitable water-finding paste, or electronic means. 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 minimum 500 ml (0,5 USQ) all-level sample shall be taken from each compartment
and checked according to the Control Check.
Note: This may require the use of modified equipment in closed systems.
If satisfactory results are obtained and the corrected density at 15 °C is within
3 kg/m3 (0,7 API gravity) 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 density determination.
Note: Additional testing/analysis including flash point, distillation, Saybolt colour
may be undertaken depending on assessment of potential cross-contamination
onboard non-dedicated vessels.
The conductivity of these samples should also be checked so that, if necessary,
static dissipater additive may be added during discharge in a manner that ensures
adequate mixing with the product (see 7.9.3) and that does not exceed the cumulative
fuel specification dosage limit.
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.
f) 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 two days after the
relevant batch(es) have been tested and released by the receipt location.
g) 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 five minutes after starting and immediately before the end
of discharge. For receipt from non-dedicated vessels, samples shall also be taken during
discharge, at intervals determined by risk assessment. 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 ground fuel/non-aviation product or
slops tank.
79

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 shall be advised promptly.
Contingency plans, agreed with supplying companies, should be available to deal with this
situation.
The simultaneous discharge of jet fuel and a tank of a different product is permitted
only if the ship’s cargo tanks and lines, discharge manifold and shore-lines enable a minimum
of two valve segregation.
8.3.5.3 Procedures after discharge

After discharge, the vessel cargo system should be checked to ensure that the correct quantity
has been discharged.
Inlet lines and valves of the relevant storage tanks shall be closed, sealed or locked
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 (e.g. on outlet and filling points, and/or tank access chamber lids) 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 B) 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. This may require a
settling time of greater than five minutes, and/or repeated draining operations.
8.3.6.3 For receipt of fuels containing FSII, particular attention should be paid to the presence of free
(undissolved) FSII in water drains, to ensure that FSII content of the bulk fuel remains within
specification. This can be confirmed by testing in accordance with ASTM D5006.
Representative samples shall then 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/m3 (0,7 API gravity) 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 (0,7 API gravity), and/or the sample fails the
Appearance Check 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 may be a difficult and
time-consuming process. In some cases, individual sample lines from the bottom of each
compartment may 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.
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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 isolation
After product has been received into a tank, the stock shall be isolated by closing and sealing/
locking the inlet valves/lines (see 9.3.8 for requirements) and a unique identifier (e.g. a batch
number) assigned to the aviation fuel. 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.
8.4.2 Procedures after tank filling
A key requirement of international aviation fuel specifications is to ensure that aviation fuels
are free from dirt and water. 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 controls 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 (IP 438 or
IP 439), implemented as part of regular process monitoring.
After tank filling the tank contents shall be left for at least 30 minutes. Then, upper,
middle and lower samples shall be taken and checked to confirm:
a) the density of each sample to establish homogeneity of product within the tank, and
b) freedom from visible sediment and suspended water.
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 8.4.2 a) and b) are satisfactory, proceed with sampling and testing as defined in
8.4.4.
Where 8.4.2 a) indicates layering in the tank, i.e. density difference between layers
is greater than 3 kg/m3 (0,7 API gravity), in refineries or manufacturing locations blending
synthetic fuel components, further mixing or circulation of the product shall be performed.
81

Where 8.4.2 a) indicates layering in the tank, i.e. density difference between layers is
greater than 3 kg/m3 (0,7 API gravity), in storage locations not blending synthetic components,
proceed as in 8.4.4.4 a) to d). Where facilities and circumstances permit, the tank contents
should be circulated to ensure the homogeneity of the product before sampling.
Where 8.4.2 b) cannot initially be achieved, settling of the product shall be performed
until clear and bright samples are obtained.
8.4.3 Product settling and draining before release
Product settling plays an important role in removing dirt and water to achieve clear and
bright product and reducing the risk of microbiological growth.
The fuel in tanks shall be settled for a minimum of three hours per metre depth of
fuel or 24 hours, whichever is less, and avgas for 45 minutes per metre depth of fuel, unless
the tanks are provided with inlet and outlet filtration meeting the requirements of EI 1581
Specification and qualification procedures for aviation jet fuel filter/separators 5th edition,
floating suction, full internal lining, fixed roof and coned down bottoms, in which case a
two-hour minimum settling time is allowed for jet fuel and 45 minutes for aviation gasoline.
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 fuel
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, tank low points shall be flushed of free water and sediment:
−− after settling;
−− before putting tank on delivery;
−− daily when on delivery, and
−− weekly if not on delivery.
8.4.4 Product testing
8.4.4.1 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 or
recertification 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.
8.4.4.2 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 8.4.4.2 a) to c):
a) If upper, middle and lower samples confirm the fuel in the tank is 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 8.4.5.
c) Record all results.
It shall be noted that the procedure for layered tank release (described in 8.4.4.4) is not
acceptable for refineries and other points of manufacture blending synthetic fuels.
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8.4.4.3 Tanks at a terminal supplied by a dedicated and separated system

Where product is received via fully separated 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 confirm the fuel in 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/m3 (0,7 API
gravity) then release procedures can be followed.
c) If the observed density differs by more than 3 kg/m3 (0,7 API gravity) 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 8.4.4.4 (c) and (d)).
Note: Layered tank release is not acceptable where synthetic jet fuel is blended, or
where a refinery is receiving imported jet fuel and commingling it with uncertified
rundown material.
d) Record all results.
8.4.4.4 Tanks at a terminal supplied by a non-dedicated 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 confirm the fuel in the tank is 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 8.4.5. 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.
c) If upper, middle and lower samples demonstrate the tank is not homogeneous
(indicating layering within the tank), and cannot be recovered differently by mixing/
recirculation, then the following tests shall be carried out on each sample:
Jet fuel: density, flash point, initial boiling point, end point, freeze 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 individual layered tank results to receivers of the fuel,
by their inclusion on the CoA, RT Certificate or a separate test report, and the
density results being documented on the RC.
−− Ensuring that when Control Checks are undertaken downstream of the tank the
correct density is used for comparisons.
−− Note: Layered tank release is not acceptable where synthetic jet fuel is blended,
or where a refinery is receiving imported jet fuel and commingling it with
uncertified rundown material.
d) Record all results.
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8.4.4.5 In storage installations where fuels contain SDA, measure the conductivity and temperature
on completion of settling.
8.4.4.6 When RCQ, CoA or RT Certificate testing is required, additional 5 litre (1,25 USG) composite
samples shall be prepared for each tank and these samples shall be retained. The samples
may 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. Longer sample retention times may be required. Suitable sealed containers (see section
4), clearly labelled with the date, tank and batch number, shall be used. Storage conditions
should be evaluated to demonstrate no deterioration in the sample for the defined retention
period. Samples should be disposed of after the required period.
8.4.5 Product 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 section 3), that samples were representative,
valve positions and line-ups were set correctly, tanks settled, drained, etc.
8.4.5.1 Product release procedure

Product shall not be released from storage for delivery until:
−− Product has been settled in accordance with 8.4.3 and tested in accordance with
8.4.4.
−− Results of RCQ, CoA, recertification 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.
After satisfactory completion of the steps above, a RC (see Annex B) 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 section 7).
8.5 PROCEDURE FOR SDA ADDITION
8.5.1 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 storage installation 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
section 7.
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8.5.2 If the documentation for a receipt by pipeline or from a road tanker or rail tank car indicates
that the conductivity may be lower than required at the location, the conductivity should be
checked on a sample drawn at the start of the receipt and static dissipater additive added if
necessary.
8.5.3 If the conductivity of samples drawn from coastal/inland waterway vessels before discharge
is low, it may be necessary to add SDA.
8.5.4 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.
8.5.5 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 RT Certificate or RC.
8.5.6 The means of addition of SDA shall be as described in section 7.
8.6 OFF-SPECIFICATION PRODUCT
Product that does not meet the aviation fuel specification parameters or is not fit-for-purpose
(see 1.4.1) shall be considered off-specification. Any off-specification product shall not be
released as aviation fuel.
8.7 DOCUMENTATION
8.7.1 Records – quality control
The results of checks and testing shall be documented, and be readily available, kept up-to-
date and retained for a minimum of one year (see 2.5). 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.
85

−− Product receipt including production, deliveries and transfers including date/time

when tanks put in service.
−− Periodic Test Certificates.
−− RCQ, CoA, RT Certificate (whichever is applicable) and RCs covering outgoing
consignments.
8.7.2 Release documentation
Every transfer of product shall be supported by a Release Certificate (see section 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 should be designed
and constructed in accordance with recognised 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 pipework 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 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 cross-contamination 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 may 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. Consequently, copper or cadmium alloys (e.g. bronze), cadmium plating, galvanised
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.
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 newly-lined components shall 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 ensure that these materials have no effect on the properties of the fuel to be stored
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 practices. All commissioning procedures shall be written
for each facility, addressing site-specific requirements and hazards. The commissioning
87

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 systems, 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 acceptance criteria are:
−− a successful pass on a post-lining cure 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
−− sign-off by an authorised person that facilities are suitable for the receipt, storage
and onward transportation of aviation fuel.
9.1.6 Pipework fittings such as 100 – 150 mm (4 – 6 in.) diameter swivels used on loading hoses
shall be self-lubricating and under no circumstances shall these be fitted with grease nipples
or similar devices into which grease or oils can be injected and consequently contaminate
the fuel due to seal leakage. Where existing loading arms cannot be modified to be
self-lubricating, swivels may be lightly greased by hand when the swivel is re-assembled after
maintenance in accordance with the manufacturer’s instructions, provided that the packing
seal/diaphragm, to prevent grease from contacting the fuel, is intact.
Marine loading arms that may be up to 40,6 cm (16 in.) diameter are often fitted
with an auto-lube function because of their size. Large marine arm swivels may be lightly
greased in accordance with the manufacturer’s instructions provided that the packing
seal/diaphragm, to prevent grease from contacting the fuel, is intact.
9.1.7 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, sump drain/product recovery arrangements).
−− Piping and instrumentation diagram (with shutdown functions incorporated or
shown separately in a cause and effect chart).
−− A process flow diagram.
Critical drawings shall be updated after any modification or system change.

An example of a process flow diagram is shown schematically in Figure 6.
88

Additive(s)
Key
FWS filter/water separator
HC hydrocracking
HT hydrotreating
MF microfilter
Figure 6 Example process flow diagram
9.1.8 Instructions for performing the product receipt and delivery/filling operations shall be easily
available for reference by the persons operating the equipment.
9.1.9 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 synthetic jet fuel
components. Refinery jet and avgas component tanks such as straight run, wet treated,
hydroprocessed should also follow the same design criteria.
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.
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9.3.2 Preventing dirt and water ingress
Tanks shall be designed to avoid ingress of water and dirt.
9.3.3 Vent requirements
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 type
New tanks, or tanks brought into aviation fuel service, shall have either a fixed roof or a
floating roof with a geodesic dome cover.
It should be noted that existing tanks that have open floating roofs are much more
prone to rainwater ingress and fine rust and dirt particle generation via abrasion in the rim
seal area.
If there is a requirement for open/external floating roof tanks to stay in use, facilities
and/or procedures shall be in place to ensure that rainwater and dirt entering the system
are not transferred with the product, and do not impact product quality. In the longer term,
open/external floating roof tanks should be converted or replaced.
9.3.5 Tank water, sediment and sampling management system
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, for structural/engineering reasons, 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 should be positioned above each drain
point to enable water measurement.
It is recognised 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.
Tank floor plates shall be lapped to ensure any water or sediment can drain freely
towards the low point drain.
Although not a preferred method, some tanks are constructed with a centre structure
to support the tank roof. Where fitted, the base of the support structure shall not impede the
flow of water or sediment to the centre drain.
In case of flat, cone up or sloping to one side bottom types, 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.
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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.
Stainless steel or light-coloured epoxy-lined mild Hinged inspection cover

steel wide Recovery Tank for easy cleaning access; Latch to enable easy tank cleaning
Top edge to be below eye level: If not possible, level
indicator required
Counterweight to
Inlet on side aid lifting of cover -
VISIJAR cover lockable in
to create vortex
ASSEMBLY open position
Gate valve or ball
valve (for each
storage tank, close
to shell) Funnel
Spring-loaded (preferably
ball valve removable) with
Hook mesh strainer
screen and
extended down
pipe for sample
Sampling returns
line from Sightglass Sampling point with
sump dust cap for open Product
sampling to bucket or return
retention Cone down to to tank
tank bottom
Spring-loaded
ball valve
NOTES:
1. Adequate clearance to be allowed under sampling points for
Notes:
sampling into a stainless steel bucket.
−− All flushing/sampling lines to be of stainless steel.
2. Impermeable curbed spill containment to be provided under sample
−− Adequate
points clearance
and recovery tank. to be provided under sampling points for sampling into a
3. A stainless steel
bonding point bucket.
to be fitted adjacent to each sampling point.
−− Impermeable curbed spill containment to be provided under sample points and tank.
4. Lines must have no low points that might accumulate water.
−− Bonding point to be fitted adjacent to each sampling point.
5. Size of recovery tank is minimum capacity 200 litres, but may need
−− to Lines to havelarger
be significantly no low pointson
depending that might accumulate
application and if for use inwater.
−− Minimum
conjunction tank
with capacity
storage of 200 litres
tanks sampling, (53 USG).
it will need It may
to be related to need to be significantly larger
tank size, sump on
depending sizeapplication
and water draw off/sample
(related line capacity.
to tank size, sump size and water draw off/sample
6. The
line side wall must be high enough to prevent surge splash during
capacity).
high rate flushing.
−− The vessel side wall to be high enough to prevent surge splash during high rate
7. Allflushing.
flushing/sampling lines to be of stainless steel
Figure 7 Example of a suitable design of tankside fast-flush facility
9.3.6 Lining
At least the bottom and first metre of the walls of:

a) all new tanks, and/or;
b) tanks classified as delivering directly to airports, and/or;
91

c) 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, which for newly-lined tanks is 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 minimum requirements for internal lining of storage tanks
Tank scenario Internal lining requirement

Newly constructed tank Lining of the bottom and first 1 m (3,5 ft)
of walls
Existing tanks that deliver directly to Lining of the bottom and first 1 m (3,5 ft)
airports of walls. If not currently the case, upgrade
as soon as practicable
Tanks brought into jet fuel service Lining of the bottom and first 1 m (3,5 ft)
of walls
Existing tanks that do not deliver directly No lining requirement, but consider the
to airports benefits of lining
9.3.7 Separate inlet and outlet tank lines
All tanks shall be fitted with separate inlet and outlet pipework systems. This is to ensure that
only fully batched/certified product is delivered.
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 locking with chains or padlocks or similar
locks.
A valve 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.
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.
92

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 Grade separation and positive segregation
Positive segregation shall be achieved by:

−− a double block and bleed (DBB) valve arrangement. This may 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 both 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.
All facilities used for supplying aviation fuels direct to airport service tanks shall be fully grade
separated, and provide positive segregation between tested and untested material.
If the facility receives fuel from multi-product vessels, or from multi-product
pipelines, this requirement may be relaxed provided the receipt pipework is designed to
facilitate the detection and isolation of interfaces and there is positive segregation between
the multiproduct receipt line and the aviation fuel tank inlet line to prevent contamination of
the aviation fuel. Procedures shall be established to manage interfaces.
In all facilities where aviation fuel is exported through non-dedicated systems such
as ships, multi-product pipelines, rail or road, positive segregation at multiproduct manifolds
is the minimum requirement to isolate the tank from non-aviation products. A single sealing
arrangement is not acceptable.
In refineries that do not deliver directly to an airport service tank, it is acceptable to
segregate certified and uncertified aviation fuel of the same grade 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.
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 bypass 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 bypass to storage tanks provided that a non-return valve is fitted to prevent reverse
flow (in the case of TRV failure).
9.3.9 Floating suction/tank outlet
A means shall be provided to minimise dirt/water contamination uptake during delivery from
storage tanks (e.g. by the use of a floating suction arm).
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 (e.g. such as landing legs or a cradle).
Floating suction arms shall be provided with a means to establish whether they are
floating.
In cases where internal floating roofs/covers are installed, it is necessary to ensure
that the floating suction will not interfere with the operation of the floating cover.
93

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 computerised systems provide sufficient
detailed monitoring of these dates, labelling on tanks is not required. Flow directional arrows
shall be indicated on pipework at all manifolds, T-connections, interchanges etc.
Tanks that contain or have contained leaded products in the past shall be labelled
accordingly on all tank access chamber(s).
9.3.11 Access/entry point
A means of tank entry for personnel shall be provided to enable cleaning operations after
gas freeing.
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 minimise the likelihood of supply disruptions or quality
complaints from product recipients.
For information on maintaining aviation fuel cleanliness see EI 1550.
9.4.2 Fine filtration systems and vessels, mesh strainers
Fine filtration 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 fine filtration 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 H.
94

9.4.3 Into-storage filtration
It is recommended that filter/water separators meeting EI 1581 5th edition should be installed
at into-storage locations. For road and rail receipt points handling avgas only, a microfilter
compliant with EI 1590 2nd edition, 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 filtration
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. Fine filtration 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 fine filtration 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.
For avgas deliveries directly to airport service tanks, a filter/water separator meeting
EI 1581 5th edition, a filter monitor meeting EI 1583 6th edition or a microfilter meeting EI
1590 2nd 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 fine filtration 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 inlet and outlet pipework of each filtration vessel for suitable sampling
points 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. In cases where there
is a threat of the vessel partially draining because of elevation, the design of the
installation should be reviewed and if necessary design changes made, or additional
equipment fitted to prevent the vessel partially draining in service.
Note: Any devices fitted downstream of the air eliminator should not limit the
operation of the air eliminator valve.
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 wire-sealed 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).
95

−− Provision of high and low differential pressure (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.
−− 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 not flowing.
−− Vessel design in accordance with EI 1596.
9.4.6 Operational requirements
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
2nd edition, and this shall be updated whenever a different model of filter element is used.
Operational procedures should ensure that fine filtration systems are routinely
exposed to flowing fuel and draining under pressure. If this is not the case, internal inspection
intervals should be reduced to ensure that there is no microbiological contamination.
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 fine filtration 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
achievable flow rate. The correction to maximum achievable flow shall be established
by using 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
96

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 0,35 bar (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 torque wrench that positively confirms torque setting (click stop type) and
adjusted in accordance with the element manufacturer’s recommendations. If one
or more filter/coalescer elements have abnormalities (e.g. damage, leopard spotting)
the entire set 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 vessel low point drains or fuel downstream of the filter.
−− Note: Consideration should also be given to undertaking monthly filter membrane
testing.
9.4.8 Element change criteria
All filter elements shall be removed from a vessel (and new ones installed) if the criteria
specified in either 9.4.8.1, 9.4.8.2, 9.4.8.3 or 9.4.8.4 as appropriate, occur.
9.4.8.1 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.
−− 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.
9.4.8.2 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).
97

−− 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.
9.4.8.3 Filter/water separators–separator elements

−− If testing in accordance with the manufacturer’s recommendations fails.
Note: Separators need to be completely wetted with aviation fuel prior to the test.
9.4.8.4 Filter monitor elements

−− For filter monitors with 50 mm (2 in.) nominal diameter elements, if the differential
pressure reaches 1,5 bar (22 psi), or the service life reaches manufacturer’s
recommendations.
−− For filter monitors with 150 mm (6 in.) nominal diameter elements in accordance
with manufacturer’s recommendations.
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;
−− filter membrane test results to enable trend monitoring (where undertaken), and
−− 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;
−− number of blank/dummy elements installed;
−− torque values for elements and blank plates;
−− cover seal replacement (after the vessel has been opened three times), and
−− the condition of the epoxy coating.
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 to
remove any water or particles collected in the low point.
Mesh strainers shall be opened and cleaned at least annually.
9.4.11 Differential pressure gauges
All differential pressure gauges shall be tested every six 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.
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9.4.12 Filter element installation/filter vessel commissioning
For information on the installation and commissioning of filter elements see EI 1550.
Date of element changeout/

replacement
Location of vessel/locally assigned
filter vessel number
Fine filtration system type (microfilter, filter/water separator or filter
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
– torque value
New or existing separator elements (if
applicable)
– make
– model
– quantity
Figure 8 Example of filtration maintenance record
99

New or existing blank/dummy elements (if

applicable)
– make
– model
– quantity
Cover seal replacement (every three
openings)
Condition of internal epoxy coating
Differential pressure after element
changeout
Other data/comments
Signature confirming that installation of
elements has been completed correctly,
and that the vessel lid is secured
Figure 8 Example of filtration maintenance record continued
9.5 STORAGE PROCEDURES
9.5.1 Routine checks
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 (MBG) 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 as glass jars or stainless steel buckets, but
it is necessary to ensure that these samples are not contaminated by precipitation or other
environmental contaminants, e.g. dust. To minimise 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. During initial fill, check that the floating suction cable
does not become entangled in the floats or arm.
100

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 one 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 six months (static stock). Samples should
also be taken from each tank in which less than half of the product has been replaced during
a six-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, they shall be drained
after receipt or transfer of product, and checked before transfer, by opening the bleed
valves and draining any product, or by the use of leak detection systems in accordance
with manufacturer’s instructions. If the checks release a significant quantity of product, or
if there is a continuous flow of product indicating a leaking block valve, then 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.
9.5.2 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 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.
Tanks that have been newly-lined should be internally visually assessed to confirm the
continued integrity of the lining and cleaned, 12 months after being commissioned.
Note: The specified cleaning frequencies in Tables 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 any other tank that has 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 delivery or indirect delivery locations shall be clearly defined
using the criteria in Table 12 and documented (including photographs where safe to take
them). 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.
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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

Bottom type Cone down/ Cone down/ Flat Flat
cone up/ cone up/
sloping sloping
Roof type Fixed* Open/external Fixed* Open/external
floating** floating**
Maximum 5 years 5 years 3 years 2 years
tank cleaning
interval
Microbiological Yearly 6 monthly 3 monthly Monthly
testing
requirement
* This includes floating roof tanks fitted with geodesic dome covers.
** Open/external 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.
Where storage installations directly supplying airports are lined and/or have multiple
draining points ('additional design features'), 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 adversely influence product cleanliness.
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Table 11 Modified cleaning intervals for storage installations with additional design
features directly supplying airports
Low risk Medium risk High risk High high risk

Bottom type Cone down/ Cone down/ Flat Flat
cone up/ cone up/
sloping sloping
Roof type Fixed* Open/external Fixed* Open/external
floating** floating**
Maximum 10 years if 5 years 5 years if: 2 years
tank cleaning tank lined −− tank lined,
interval or
−− multiple
drain
points, or
−− in
refineries,
product
is hydro-
processed
Microbiological Yearly 6 monthly 3 monthly Monthly
testing
requirement
* This includes floating roof tanks fitted with geodesic dome covers.
** Note: There is no tank cleaning interval extension (relative to Table 10) for tanks
with open/external floating roofs.
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 those 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 open/external floating
roofs where a maximum cleaning interval of five years shall apply.
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Table 12 Minimum conditions to be met for establishing tank cleaning intervals
−− Dirt levels being within established cleanliness levels/trends. Defined by testing of

bottom or drain/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 carrying out an Appearance Check to confirm
the 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 showing 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 indicating the absence of excessive contamination, e.g.
filters having good element service life, good filter membrane test results or low
particle counts.
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 for analysis,
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 B. 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

When a tank is refilled after cleaning, the product release procedures in section 8 shall be
followed.
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
D).
9.5.2.10 Product recovery tanks

Fixed product recovery tanks (used to consolidate tank drains and fuel samples from tankside
fast-flush facilities) shall be cleaned in accordance with the design category in Table 10 or
Table 11 as appropriate. The microbiological growth test on a sump sample after flushing
shall be carried out quarterly, irrespective of the tank category. Details of suitable test kits can
be obtained from the EI2.
2 Email: info@energyinst.org
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Mobile product recovery tanks shall be inspected (without entry) quarterly for
cleanliness and condition.
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 Bringing tanks (and associated pipework and equipment) into aviation fuel service
Tanks and associated pipework and equipment (including valves, thermal relief and pressure
relief valve lines) that have been used previously for non-aviation grade fuels, shall only be
brought into aviation fuel service if in compliance with the requirements in this section, and
an MoC process has confirmed that they have been positively isolated or rerouted to ensure
there is no possibility of crossover of non-aviation fuels.
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.
9.5.4 Testing for microbiological growth
The fundamental method for assessing the presence of microbiological growth in storage
tanks and filters is the daily Appearance Check 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 specialist advice.
The investigation shall include an on-site assay test for microbiological activity carried
out on drain samples of jet fuel using a suitable test kit (details of suitable test kits available
from the EI2), 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. This may require specialist advice. As a minimum, this shall include on-site
assay tests for microbiological activity carried out on drain samples of jet fuel using a suitable
test kit (details of suitable test kits available from the EI2), at least as defined in Table 10 or
every six months (whichever is shorter) for a period of two 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.
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The use of biocide to treat tank contamination is restricted by the major fuel
specifications (see section 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. A mild hypochlorite solution
may be used for cleaning the tank, significantly improving the chances of removing traces
of microbiological contamination and preventing a reinfestation on refilling the tank. If a
mild hypochlorite solution is used, the tank shall be thoroughly water washed with potable
water to remove all traces of the hypochlorite. 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.
9.5.5 Tank grade changing procedures
a) The tank to be brought into aviation service shall conform to the requirements
described in 9.3.
b) The tank shall be emptied and cleaned prior to filling with aviation fuel. Tanks that
have contained leaded products in the past shall be labelled accordingly on the access
chambers.
c) If the internal surface of a tank is newly lined, the tank shall be pre-conditioned
(flushed and soak tested) in compliance with Annex D.
d) After filling with the new grade, a Periodic Test shall be carried out on a composite
sample, which shall confirm that the aviation fuel is on specification before the tank
contents are released.
9.6 DOCUMENTATION
9.6.1 Records – quality control
The results of checks and testing shall be recorded on documents which are readily available
and kept up-to-date. 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) All mandatory checks detailed in this section.
b) Product dips or metering and tank contents checks, including date/time.
c) Details of incoming consignments with reference to RCQ/CoA/RT Certificate and RC,
quantity, including date and time.
d) Receipt tank details, settling and release checks including intertank transfers.
e) Batch make-up record and batch number allocated.
f) Product deliveries and transfers including date/time when tanks put in service.
g) CoA, RT Certificate and Periodic Test Certificates of tank contents.
h) RCs covering outgoing consignments.
i) Tank and filter sump drains, microbiological test and, where undertaken, filter
membrane test 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.
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9.6.2 Records – maintenance
The following maintenance activities shall be recorded on documents which are readily
available and kept up-to-date. 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 (inc. 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.
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 – product quality incidents
A detailed record of product quality incidents should be maintained for at least five years.
9.6.5 Documentation retention requirements
Aviation quality control documents shall be kept for certain minimum periods to provide
adequate history and reference. This applies equally to short-term rented storage for aviation
fuels. 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 one 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 three years. Other maintenance records shall be retained for at least one 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 – seven years.
−− Local and international inspections and follow-up – three years or until all
recommendations have been closed out if longer.
−− Filtration differential pressure and filter membrane test records – a minimum of either
three years or the last two changeouts 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 and inland water vessels/barges 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.
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 20 000 tonnes are not necessarily dedicated.
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 safety of life at sea
(SOLAS) requirements and International safety guide for oil tankers and terminals (ISGOTT)
recommendations, where an IG system is required to be fitted, 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 ship’s 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 should follow
the correct change of grade cleaning requirements, as defined in EI HM 50. The requirements
are written with ocean-going tankers in mind, but in principle may be applied (with some
modifications where necessary) to coastal vessels and barges. Where the change is not
covered by HM 50 specialist advice should be sought.
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 transport
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 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 Master 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
HM 50 for more detailed guidance). This information shall be readily available to all parties
with an interest in the transport of the fuel.
Items a) to n) provide guidance on minimum acceptance criteria to be used:
a) 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.
b) 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.
c) 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 control of flow direction during
IG replenishment (e.g. the ullage space above aviation fuel before the ullage space
above other cargoes).
d) 'Closed loading' (IG 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. IG system: Guidance on the design, operation and maintenance of IG 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.
e) All cargo tank hatches/openings shall be watertight. Hatches and sea valves which
access the cargo tanks shall be capable of being locked and secured in the closed
position.
f) 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.
g) As a minimum, all new build and refurbished vessels shall have been pre-conditioned
in accordance with Annex D before carrying aviation fuel.
h) The documentation specifying in detail the last three cargoes carried by the vessel
(including, where possible, any additives/dyes/stabilising 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.
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i) As a minimum, EI HM 50 should be used to determine if the cleaning methods

employed on cargo grade changes are suitable.
j) Note: Many jet fuel cargoes are carried in chemical ships, and EI HM 50 may not
address all circumstances encountered in such cases. Other reference databases may
need to be consulted for guidance.
k) Where it is identified that a gas oil or diesel cargo is listed on the last three 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.
l) EI HM 50 recommends that cargoes of B15 or greater should not have been carried
in the previous three cargoes.
m) If cargoes of less than B15, but greater than B5, have been carried in the last three
cargoes, the recommendations of EI HM 50 should be followed. In addition, FAME
testing should be carried out on the loaded cargo, and be within the specification
limit, before discharge commences.
n) Where it is identified that there has been addition of dye on board the vessel in the
last three cargoes, there is the risk of dye transfer in transit (e.g. from the roof of the
tank), and of sample contamination with dye residues when using closed-operations
valves.
10.1.4 Suitability assessment prior to loading
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:
a) In order to maintain aviation fuel quality it is essential that all ship's tank cleaning
records such as cargo logs and the oil record book 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.
b) 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, FAME, etc. as
each of these poses specific risks to the cargo.
c) All the details obtained from the ship's 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
−− 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 HM 50). 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.
d) A tank inspection report/certificate of cleanliness should be prepared. 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 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.
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e) It should be confirmed that the IG system is operating satisfactorily. Records for the
previous two weeks that the IG system was operational should be obtained from
the ship’s officers and the IG readings at the time of loading noted in the inspector's
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 should be informed of any data
deficiencies immediately, and loading should 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
a) Companies shall appoint a responsible person to inspect the vessel, witness the
loading procedure and prepare a report. This individual could be from a third party
(e.g. an inspector or surveyor) or a competent and trained shore staff.
b) 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 RT Certificate,
accompanied by the necessary Release Certificate.
There may be occasions where the completed RCQ and, if applicable, the CoA and/
or RT Certificate 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 or reject them. The RCQ and, if applicable, the CoA and/
or RT Certificate 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
immediately notify the principals.
c) Prior to loading, ensure that all loading lines contain the same grade of aviation fuel
as that to be loaded, and determine from which batch the content derived. For line
preparation requirements see 8.3.5 and API MPMS section 17.6/EI HM 66. Subsea
lines will require a modified procedure. Witness the loading procedure.
d) As a minimum, line samples shall be drawn at, or near to, the ship's manifold for
a Control Check, at the start, immediately before the end of pumping and if there
is a change of batch. During the start, samples should be taken after one and 10
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 they differ by more than 3 kg/m3 (0,7 API gravity) 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.
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e) For non-dedicated vessels or where loading is via non-segregated shore facilities,

a first foot sample (filling to at least 300 mm depth in each cargo tank) should be
taken 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 straw/pale yellow and not the Saybolt colour.
−− density;
−− flash point (jet fuel only), and
−− freezing point.
f) To minimise 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 ship's
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 restart 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 (5,5 F) for the flash or freeze point
between measured and expected results, contamination should be suspected and
further investigations shall be carried out.
g) After completion of loading, three, 3 litre (1 USG), 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
contractual requirements as well, 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 (retention of individual compartment samples that satisfy the volume
requirement may be acceptable as an alternative). 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.
h) Before departure, it shall be ensured that tank hatches and covers are closed and
secured.
i) All quality and loading documents should be presented to the ship’s Master or his
representative either in hardcopy or electronically.
j) Results of the quality checks shall be recorded and reported.
10.1.6 Ship-to-ship transfers and floating storage
Ship-to-ship transfer may 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.
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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
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 oils and drained dry between usage. For further
information see OCIMF Guide for the handling, storage, inspection and testing of hoses in
the field.
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 on board any vessel. After
each receipt into a ship's tank on the floating storage, samples shall be taken in duplicate and
sealed, and one set tested as soon as possible. Traceability through mass balance calculation
shall be established and documented throughout any offshore movements.
During ship-to-ship transfers, or when mother vessel(s) are lightered, samples shall
be taken from the mother vessel and the receiving vessel(s) in duplicate and sealed.
At the time of transfer from one ship onto another, there are specific difficulties in
demonstrating traceability and formulating a full testing regime, similar to those in a fungible
pipeline system. The minimum documentation before operations start shall be a compliant
CoA based on samples drawn from the storage vessel (the vessel supplying the cargo to the
other) which is to be lightered/trans-shipped. The same documentation shall be available
from the recipient vessel, if any cargo is already on board in tanks to be added to. These shall
be provided to the principals prior to the cargo being transferred.
In addition, duplicate samples from the receiving vessel(s) shall be taken after receipt
and the fuel recertified, prior to the cargo being discharged at final destination or off loaded
overboard (this being the case with floating storage installations used as temporary/buffer
storage).
If vessels are lightering/trans-shipping to a larger vessel and the possibility of batch
blending or commingling exists, either the loading port RQC(s) or CoA(s) of the fuel batch(es)
being transferred (if they are representative) or the certification documentation (CoA or RT
Certificate) based on one of the samples drawn from each of the supplying vessels shall be
provided prior to the cargo being transferred or being discharged at final destination.
This is wholly consistent with the same process ashore at terminals as the principle is
maintenance of batch traceability at all times, ashore or in ship's tanks.
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 of avoidance and remedial 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 commingling 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;
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d) the grade of fuel stored;

e) the sampled date;
f) the laboratory test certificate number;
g) heel batch number and test certificate number, and
h) received fuel volume(s), batch number(s), test certificate number(s), received
fuel release note(s), the consigning refinery/storage installation and receipt
date.
An example is shown in Figure 1 a).
10.2 PIPELINE TRANSPORTATION
10.2.1 Introduction
Pipelines provide an efficient means of transporting jet fuel (as well as other petroleum
products) and form an important part of many distribution systems.
Note: Avgas is not transported by pipeline.
Pipelines may transfer different petroleum products, and interface commingling
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 the standard
thickness of the pipe and the manufacturing tolerance for each diameter. Technical
specifications for welds are very detailed.
To protect against corrosion when buried, steel pipelines should be cathodically
protected and have an electrically isolated coating.
Design, construction, testing and commissioning of pipelines should be in accordance
with ASME B31.4 Pipeline transportation systems for liquid hydrocarbons and other liquids,
or ISO 13623 Petroleum and natural gas industries – Pipeline transportation systems, and API
Recommended Practice 1110 Pressure testing of liquid petroleum pipelines.
10.2.2 Product compatibility in multi-product 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. Interface
management requirements (including management of the transmix) are an important part of
multi-product pipeline operations.
The products listed in Table 13 shall not be transported in pipelines that transport jet
fuel:
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Table 13 Products that shall not be transported in multi-product pipelines that carry
jet fuel
−− 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 14 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 commingling or pipeline pick-up. They are listed in Table 14 in order of preference:
Table 14 Products that are acceptable as leading or trailing parcels when transporting
jet fuel in multi-product pipelines
−− Light distillate feedstock (naphtha)

−− FAME-free and undyed middle distillates (diesel and kerosine)
−− Motor gasoline (free of detergent-type additives)/blendstock for oxygenate blends
(BOB)
In certain circumstances it is acceptable for product containing 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 Multi-product pipelines: Minimum
criteria to determine additive acceptability.
Certain product additives, e.g. drag-reducing additives (DRAs) and 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 off-
specification.
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 break-out 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,
e.g. parcel size, pumping time etc.) to ensure aviation fuel quality is maintained. EI
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 multi-product 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 Multi-product pipelines: Minimum
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criteria to determine additive 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.
10.2.3 Jet fuel quality monitoring programme
10.2.3.1 Key principles

a) The pipeline operator’s procedures shall ensure maintenance of jet fuel quality from
point of ingress to point of egress.
b) Pipeline operating procedures shall be specified and implemented to avoid any
possibility of jet fuel contamination in the pipeline system, between the ingress 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.
c) Within refineries or terminals, jet fuel shall be handled in such a way as to 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 from dead legs, manifolds,
meter proving loops, etc.
d) 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.
e) 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 determine density at a standard temperature is
also required. This could be achieved by the use of an in-line densitometer, automated
densitometer, hydrometers and thermometers or thermohydrometers.
b) Additional equipment such as colorimeters, flow meters or turbidimeters may be
considered.
c) 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 commingling at intermediate terminals (fungible pipeline
systems), or the possible mixing in the buffer tanks (intermediate terminals).
d) The potential impact of equipment on the maintenance of jet fuel quality should be
assessed by the pipeline operator. Such assessments 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.
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−− The potential for downgrading off-specification product. Further investigations

shall be conducted and corrective measures identified and implemented
(modification of the infrastructure, strengthening of the operating procedures,
etc.).
10.2.3.3 Samples
Before loading or transfer by pipeline, the issuing tank shall be checked by the storage
installation 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 storage installation operator
for free water and any free water found shall be drained.
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.
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 one minute
after liquid starts to flow, approximately halfway through the pumping period, approximately
five 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 SDA has been added
to the fuel upstream of this point). Results from the Control Check shall be documented.
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.
For receipt from or delivery into multi-product delivery systems, procedures similar
to those for single grade pipelines shall be followed but with samples drawn as close as
possible to the CTP approximately one minute and 10 minutes after liquid starts to flow,
or at any change of batch, then every two hours, and approximately five minutes before
pumping is due to be completed. The use of in-line monitoring is an acceptable alternative.
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
non-aviation storage. Adequate sampling procedures assist in the detection of these
interfaces.
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.
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 line sample for each receiving tank from
approximately the middle of the receipt parcel that is delivered to each tank. If there are
multiple export or receipt batches, each one should be subject to individual line sampling.
Operating procedures shall be established and documented 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 B). These should include a procedure
for notification of 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.
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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), RT Certificate(s), RC(s) for the shipping tank(s).
−− The certificate will reference the shipment as it appears on the pumping plan
given by the pipeline operator to the shipper.
−− The certificate will be signed by an official authority of the shipper, or by a
subcontracted inspection authority.
This documentation shall also be sent to the receiving terminal(s) or, for a fungible system,
to the pipeline operator.
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 RT Certificate 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 RT
Certificate from the ingress storage installation to the egress storage installation 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 required specification. At the egress point of the pipeline a full certification test shall be
completed and a CoA issued.
10.2.4 Route setting
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
storage installations see section 8.
10.2.5 Quality control requirements for simultaneous 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 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.
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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 in order of preference, is:
−− Any product in which the total quantity of transmix can be downgraded, without
compromising the quality of the mixed product (i.e. petrochemical naphtha).
−− Product that does not contain any bio or dyed component.
−− Product that does contain bio-component measured by the stipulated test method;
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.
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, micro-separometer® 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
correct 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.
Reinjection 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.
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10.2.8 Addition of jet fuel additives
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 section 7 for required information on
handling and injection.
10.3 ROAD TANKERS AND RAIL TANK CARS
10.3.1 Construction of road tankers, rail tank cars and loading facilities
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 should be internally coated with
an epoxy coating complying with EI 1541 (but see d). New rail tank cars, and those
that have had major maintenance activities performed, shall be pre-conditioned and
soak tested in compliance with Annex D.
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, where applicable. 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 (see also 10.3.1.4). 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 should 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 correct 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 constructed of carbon steel used for supply to airport depots shall be
internally coated with an 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 D. 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.
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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 correct
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.
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
separate from other loading facilities.
Where top loading is employed, a downpipe shall be used to minimise hazards
associated with static charge generation.
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 cars: change of grade and cleaning 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 acceptable 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 in Table 15 shall be applied to ensure there is no product contamination
from the last grade carried.
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Table 15 Road tanker/rail tank car grade changes
Previous grade carried Grade to be loaded

Jet fuel Avgas
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 C C
diesel and biodiesel, containing up to 15 % bio
component*
Black oils, chemicals, lubricating oils, vegetable oils Seek specialist advice
and biodiesel containing greater than 15 % FAME
*It should be noted that diesel/gas oil that is not declared as a 'bio' fuel may still
contain FAME at concentrations up to a level defined by the locally applicable diesel
specification (e.g. 7 % for EN 590).
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.
Note: Precautions are required to mitigate the risk of static discharge occurring.
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. If undertaken,
adequate drying/draining is required.
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10.3.3 Loading of road 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.
b) Where top loading is employed or non-selective couplings are used, systems shall be
used to assist in eliminating/minimising incorrect grade loading. This can be achieved
by the utilisation of swipe card systems (IT controls), density checking, 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 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 walkway 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.
Grease-free 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 five minutes. Each 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. From the first jet fuel road tanker or rail tank car for a
particular day, or after a change in batch, a sample shall be drawn, and a density
measurement made. If the density differs by more than +/- 3,0 kg/m3 (0,7 API
gravity) from the density of the batch certificate, the matter shall be investigated
and the vehicle quarantined pending resolution. For multiple compartment tanks all
compartments shall be tested; however, composite samples may be made from up to
three compartments (to reduce the total number of tests) for a density measurement.
c) 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.
d) 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.
e) The above actions and results shall be recorded.
f) Before dispatch, all tank compartment openings shall be secured, preferably sealed
and a check made that the tank is correctly grade-marked.
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10.3.4 Documentation and records
a) Prior to deliveries, a copy of the latest supplying tank RCQ, CoA, or RT Certificate
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 one year.
10.4 DRUM AND INTERMEDIATE BULK CONTAINER (IBC) 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 internal and external 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
15750-2. IBCs are rigid reusable containers up to 1 500 litres (396 USG) capacity. Drums
and IBCs may be used either for international transportation by sea, rail or road or for use as
temporary storage.
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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).
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.
10.4.2.3 Quality control

Provided that product is available for release as defined in section 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.
10.4.2.4 Reuse of drums or IBCs

A drum or IBC may be reused 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.
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−− 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 removed 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.
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 three 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 12 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 samples to be drawn and analysed
Number of drums/IBCs Number of samples Number of composite

taken 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 – 1 000 10 4
1 001 – 1 331 11 4
As an example, if there are 250 containers in a batch, samples will be drawn from seven
containers at random. Of these seven 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.
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Where the results of testing are unsatisfactory, the batch shall be quarantined and
the issue investigated.
10.4.3 ISO tank containers
10.4.3.1 Definition
This section details the use of ISO IMO type 1 tank containers in the capacity range of 20 m3
to 50 m3. They may be used either for international transportation by sea, rail or road or for
use as temporary storage.
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;
−− 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.
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);
−− drained, gas-freed and cleaned, typically by a specialist contractor, (and deemed
acceptable for use) (procedure B in Table 17), or
−− rejected as unacceptable.
When changing from one grade to another, procedure 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 Grade to be loaded

Jet fuels Avgas
Avgas A A
Motor gasoline (leaded or unleaded) A A
Kerosine A A
Jet fuels A A
Gas oil or diesel including ultra-low sulphur diesel B B
and biodiesel containing up to 15 % FAME
Black oils, other chemicals, lubricating oils, * *
vegetable oils and biodiesel containing greater than
15 % FAME
Cleaning procedure 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 removed.
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.
Cleaning procedure B:
The ISO tank container shall 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 section 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.
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On completion of loading the ISO tank container, the product shall be allowed to
settle for a minimum of five minutes. The ISO tank container shall then be drained of any
water and sediment and a sample taken for a Control Check. If the density differs by more
than +/- 3,0 kg/m3 (0,7 API gravity) from the density of the batch certificate, the matter shall
be investigated and the ISO tank container quarantined pending resolution.
After filling, ISO tank containers shall be clearly marked with the grade of fuel.
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.
129

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, hydrocarbon 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 and animal fats.
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 a marketing name and not a technical term.
To manage the introduction of jet fuels from non-conventional sources, ASTM D7566
Standard specification for aviation turbine fuel containing synthesised hydrocarbons was
developed. This specification defines the requirements for aviation turbine fuel containing up
to 50 % synthesised hydrocarbons, and the quality of the synthesised blending components.
ASTM D7566 contains annexes specific to each class of synthetic materials; Annex A.1 defines
Fischer-Tropsch hydroprocessed synthesised paraffinic kerosine (SPK) while Annex A.2 defines
synthesised 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
then 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 recertification 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 a 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
use of the component in a finished product be approved by the OEMs and subsequently
listed in ASTM D7566, 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).
These approvals were obtained before the development of the ASTM D7566 specification
130

and it was the experience gained during this approval process that led to the development of
that specification and also the ASTM D4054 evaluation and approval process.
The D7566 specification (Annex 1 and Annex 2) 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.
Some of the production processes currently in development may be capable of
producing synthetic components that provide the required fuel characteristics for use as neat
fuels; therefore, the blending requirement in D7566 may be revised in the future.
Fermented sugar
Sugar cane/ Fermentation Microbes Jet component
Sugar
Alcohol to jet
Fermentation Dehydration
alcohol olefins Oligomerisation
Catalysed sugar
Catalysis
syn- Jet component
Hydroprocessing
crude
Fischer-Tropsch (FT)
Coal
Gas Gasification FT process
Lignocellulose syn-
crude
Esters and fatty acids

Lignocellulose
Algae Pyrolysis
Animal fats bio-
crude
Figure 9 Example routes to synthetic jet fuel components
An approval for a particular synthetic component is specific to its manufacturing

route and includes controls on the manufacturing/synthesising process. Any proposed
alterations to the process that produced the prototype batches on which approval was based
are required to be subjected to a MoC process (see section 3), which may identify the need
for evaluation by the process outlined in ASTM D4054. The proposed changes are required
to be submitted to the specification authorities for approval before they can be implemented.
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11.3 MANUFACTURE OF SYNTHETIC FUEL BLENDS
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), see section 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 synthesised
components is mandatory. It shall be added to the bulk product prior to movements or
operations that will significantly expose the product to air and in such a way as to ensure
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 synthetic blending component is required to comply with the detailed batch
requirements of the relevant annex of ASTM D7566, or DEF STAN 91-91 for manufacturer-
specific blends, and be covered by a RCQ. 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.
From the point of manufacture to the point of blending, all synthetic blend
components shall be handled and transported in the same manner as finished jet fuel in
order to maintain product integrity and traceability.
Owing to the differences in density, care is required during the blending operation
to ensure batch homogeneity. The release of layered tanks, as detailed in section 8, is not
acceptable for 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, a batch defined, and the batch
tested in accordance with either ASTM D7566 Table 1, Parts 1 and 2, or DEF STAN 91-
91, a CoA can be issued confirming compliance of the batch with either ASTM D1655 or
DEF STAN 91-91. All of the requirements for batching, certification and release detailed in
section 8 shall apply.
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 section 9.
11.4 HANDLING OF SYNTHETIC FUEL BLENDS
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
132

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.
133

ANNEX A (normative/mandatory)
AUTHORISED SIGNATORIES
A.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 pre-qualification 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.
A.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 seven 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.
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.
134

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.
A.3 Example process for establishing authorised signatories in

laboratories
A.3.1 Documents required
a) Personal details/human resources 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, AFQRJOS Check
List, laboratory ISO 9001 and/or ISO 17025 manual, work instructions and records.
d) Company policy level documents, such as
1) group safety manual;
2) code of conduct and associated documents;
3) sustainability policy, and
4) communication policy
e) Aviation fuel laboratory data release signature register
A.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:
1) academic qualifications;
2) professional qualifications and affiliations;
3) laboratory work experience in general;
4) experience of the analysis of aviation fuels specifically, and
5) relevant training records
b) The laboratory manager, or a 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) (b) above) shall be reviewed twice:
1) With the candidate as a debrief on performance.
2) 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:
135

1) rejected
2) trainee
3) application received pending review, or
4) 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.
136

ANNEX B (normative/mandatory)
EXAMPLE CERTIFICATES
B.1 Example form for avgas recertification
Date: ....................... Grade .................... Quantity in tank before ...................

Tank no: .................. Specification ASTM D910 or Quality received ...............................
Batch no: ................ DEF STAN 91-90 Quantity in tank after ......................
Property Test Spec. Previous New New New Weighted Current Acceptable
method limits recert 1 2 3 average recert difference
* (heel) RCQ/ RCQ/ RCQ/
CoA CoA CoA
Appearance
Lean knock rating 3
TEL content, gPb/litre 0,05
Density at 15 °C, kg/m3 3
Upper
Middle
Lower
Distillation
Initial boiling point °C 8
10 % evaporated at °C 4
End point, °C 10
Sum of 10+50 %
evaporated 10
Recovery, % vol -
Loss, % vol -
Reid vapour pressure, 4,5
kPA
Corrosion, Cu strip Spec limit
Existent gum, 3
mg/100 ml
* List test methods in accordance with relevant specification.
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.
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B.2 Example form for Jet A-1 recertification
Date: ......................................................... Quantity in tank before .....................................

Tank no: ................................................... Quality received .................................................
Batch no: ................................................. Quantity in tank after ........................................
Property Test Spec. Previous New New New Weighted Current Acceptable
method limits recert 1 2 3 average recert difference
* (heel) RCQ/ RCQ/ RCQ/
CoA CoA CoA
Quantity
Appearance C&B
Saybolt colour Report **
Distillation
Initial boiling point °C Report 8
10 % evaporated at °C 205 max 8
50 % evaporated at °C Report 8
90 % evaporated at °C Report 8
End point, °C 300 max 8
Residue, % vol 1,5 -
Loss, % vol 1,5 -
Flash point, °C 38 min 3
Density at 15 °C, 775/840 3
kg/m3
Upper 3
Middle 3
Lower 3
Freezing point, °C -47 max 3
Corrosion, Cu strip 1 max Spec limit
Existent gum, 7,0 max Spec limit
mg/100 ml
Micro-separometer®
rating***
Electrical conductivity, 50 min Spec limit
pS/m at °C 600 max
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.
** Previous Saybolt colour Change from previous Saybolt colour
>25 <8
≤25, but ≥15 <5
<15 <3
The Saybolt colour change is cause for further investigation, but it is not to be used as the sole reason for
rejection of a fuel batch.
*** Precision data are not available for fuel containing SDA. A micro-separometer® rating below the minimum
specification limit should be grounds for investigation, but it is not to be used as the sole reason for rejection of
a fuel batch, see JIG Bulletin 65.
Concentration of static dissipater additive added ………………………….
Batch recertification approved by ...................................... Date .................................
Tank checked and released for service .............................. Date .................................
138

B.3 Example Release Certificate for tanks where additionally a RCQ, CoA or
RT Certificate exists
Aviation fuel tank Release Certificate
This Release Certificate certifies that the product in this tank is released in accordance
with EI/JIG Standard 1530 procedures at:
Date: Time:
Change working tank to: Tank location:
Product:
Batch no:
Certification test report no:
Density @ 15 °C:
Jet A-1 released under specification:
DEF STAN 91-91 ADD latest issue number
ASTM D1655 ADD latest issue number
AFQRJOS Check List ADD latest issue number
−− The tank contents have been settled for __________ hours and a sample drawn from
the drain point of the tank showed the product to be clear and bright and free of any
solid matter and undissolved water.
−− The tank inlet valves are closed and outlet valves opened only for delivery.
−− The conductivity prior to release is __________ pS/m at __________ °C
−− STADIS® 450 added at __________ mg/l
Release authorised signatory
Name and role: Signature:
Date and time:
139

B.4 Example release certificate for tanks including expected density

calculation
Tank Release Certificate

Tank no: Product: Jet A-1
Date of last tank release:
Information about tank receipts
From Batch no. Date Time Ambient volume Temp. (°C) Volume @15 °C Batch* density Weight
(m3) (m3) @ 15 °C (kg)
(kg/m3)
Tank bottom X =
X =
X =
X =
X =
X =
X =
X =
Total (A) = (B) =
Calculated density @ 15 °C kg/m3:

(C) =
(C) = (B)/(A)
Date and time of end of receipt:
Tank inlet and outlet valves closed***: Yes No
Quality control after settling
Date and time of end of settling:
Batch no. Ambient density Temp Conductivity Density @ 15 °C

assigned (kg/m3) (°C) (pS/m) (kg/m3)
(D) =
Difference of density (kg/m3) @ 15 °C between calculated and physical**

(E) = (C) - (D) (E) =
Product free from water and sediments***: Yes No
Tank inlet valves closed and outlet valves opened only for delivery***: Yes No
Product is released under the specification:
Date and time of release:
Name and role of person to approve tank Signature

release:
* batch density @ 15 °C is:

−− for the tank bottom: the measured or calculated one from the previous batch and its tank release
−− for the receipts: the listed one on the import CoA or RT Certificate or from the rundown units.
** if difference is more than 3 kg/m3, an investigation shall be conducted.
*** cross applicable field.
140

B.5 Example release certificate for road or rail tank cars for Jet A-1
1. TO BE COMPLETED BY THE SUPPLYING STORAGE INSTALLATION

Serial no:
Supplying installation: ______________

Dispatched to: ______________ JET A1
Grade/specification: ______________ Date: ______________
Transport no: ______________ Batch no: ______________
Batch density @ 15 °C: ______________ Quantity: ______________
BOL number: ______________ Tank no: ______________
2. TO BE COMPLETED BY THE CARRIER (TANKER) OR LOADING TERMINAL (RAIL CAR)

Pre-loading transport checklist Post-loading contents checklist
(1) Dedicated jet fuel (6) Delivery hoses & (1) Each compartment (2) Density Density
service? couplings capped? sampled & inspected: kg/m3*:
YES/NO YES/NO Water free? YES/NO Observed Temp °C
Dirt free? YES/NO
(2) If not dedicated, state (7) Correct grade plate Clear & bright? YES/NO Density @ 15 °C (kg/m3) (1)
previous grade: displayed?
Colour:
YES/NO Batch density @ 15 °C
(kg/m3) (2)
(3) Steam cleaned & (8) Internal valves opened (3) Seals applied? YES/NO **Difference between (1) ± ±
dried? & contents drained & and (2)
YES/NO inspected:
(4) Cleaning certificate Water free? YES/NO * Up to three compartments ** If the difference is greater
provided? Dirt free? YES/NO from one transport may be than 3 kg/m3, verify the correct
YES/NO combined for the density batch density. Notify the terminal
~ Volume drained: determination. immediately. Do not depart until the
discrepancy is resolved.
(5) Residual BOL provided? I certify the product has been handled in Transport company:
YES/NO accordance with the XXXXX company guidelines, Driver name (printed):
and the requirements of EI/JIG Standard 1530, for
loading and delivery of aviation products. Signature:
3. TO BE COMPLETED BY THE RECEIVING STORAGE INSTALLATION PRIOR TO DISCHARGE

Transport compartment 1 2 3 4 5 6 7
1) Seals intact
2) Grade identification
3) Appearance (C & B and colour)
4) Observed density kg/m3
5) Observed temperature (°C)
6) Density @ 15 °C (kg/m3)
7) Batch density @ 15 °C (kg/m3)
8) Difference between 6 & 7 (±)
4. TO BE COMPLETED BY THE RECEIVING STORAGE INSTALLATION AFTER DISCHARGE

Quantity received Customer
Tank No. Location
Discharge date Customer representative
Time Signature
141

B.6 Example release certificate for road or rail tank cars for avgas

Serial no:
Supplying installation: ______________
Dispatched to: ______________
AVGAS
Grade/specification: ______________ Date: ______________
Transport no: ______________ Batch no: ______________
Batch density @ 15 °C: ______________ Quantity: ______________
BOL number: ______________ Tank no: ______________
2. TO BE COMPLETED BY THE CARRIER (TANKER) OR LOADING TERMINAL (RAIL CAR)

Pre-loading transport checklist Post-loading contents checklist
(1) Dedicated AVGAS (6) Delivery hoses & (1) Each compartment (2) Density Density
service? couplings capped? sampled & inspected: kg/m3*:
YES/NO YES/NO Water free? YES/NO Observed Temp °C
Dirt free? YES/NO
(2) If not dedicated, state (7) Correct DOT grade Clear & bright? YES/NO Density @ 15 ° C (kg/m3) (1)
previous grade: plate displayed?
Colour:
YES/NO Batch density @ 15 °C
(kg/m3) (2)
(3) Steam cleaned & (8) Internal valves opened (3) Seals applied? YES/NO **Difference between (1) ± ±
dried? & contents drained & and (2)
YES/NO inspected:
(4) Cleaning certificate Water free? YES/NO * Up to three compartments ** If the difference is greater
provided? Dirt free? YES/NO from one transport may be than 3 kg/m3, verify the correct
YES/NO ~ Volume drained: combined for the density batch density. Notify the terminal
determination. immediately. Do not depart until the
discrepancy is resolved.
(5) Residual BOL provided? I certify the product has been handled in Transport company:
YES/NO accordance with the XXXXX company guidelines, Driver name (printed):
and the requirements of EI/JIG Standard 1530, for
loading and delivery of aviation products. Signature:
3. TO BE COMPLETED BY THE RECEIVING STORAGE INSTALLATION PRIOR TO DISCHARGE

Transport compartment 1 2 3 4 5 6 7
1) Seals intact
2) Grade identification
3) Appearance (C & B and colour)
4) Observed density kg/m3
5) Observed temperature (°C)
6) Density @ 15 °C (kg/m3)
7) Batch density @ 15 °C (kg/m3)
8) Difference between 6 & 7 (±)
4. TO BE COMPLETED BY THE RECEIVING STORAGE INSTALLATION AFTER DISCHARGE

Quantity received Customer
Tank No. Location
Discharge date Customer representative
Time Signature
142

B.7 Example release certificate for pipelines, ocean tankers, coastal/

inland waterway vessels
Serial no:
Supplying installation: ______________ Date: ______________
Dispatched to: ______________ Vessel: ______________
Grade/specification: ______________ Pipeline: ______________
Order no: ______________
Shipping record:
Tank number Batch number Sample number Quantity (m3) Batch density
(@ 15 °C)
Certified that the products detailed herein conform to the relevant fuel specifications and have
been handled in accordance with XXXXX’s quality control procedures, and the requirements of EI/
JIG Standard 1530.
Date: _____________ Name: __________________________

Signature: __________________________
One (1) copy to be kept on file at the supplying installation
One (1) copy to be provided to the receiving installation
143

B.8 Example form for recording condition of tank interior fittings and
coatings
Terminal/airport ___________________________ Number ________________________________
1. Tank data
Tank number _______________________________ Capacity _________________________m3/USG
Vertical Horizontal Other _____________________
Above ground 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 _____________________________________________________________________
4. Inspection of fittings Condition

Contents gauge _______________________________________________________________________
Temperature gauge _____________________________________________________________________
Level alarms ___________________________________________________________________________
Floating suction/swivels/cables ___________________________________________________________
Water drain facilities ____________________________________________________________________
Valves: Inlet __________________________________________________________________________
Outlet ________________________________________________________________________
Pressure/vacuum ________________________________________________________________
Leak detection system __________________________________________________________________
Under-floor valves ______________________________________________________________________
Other fittings (specify) __________________________________________________________________
5. Details of contamination removed

Quantity of sludge ______________________ Quantity of water ________________________
Comments ____________________________________________________________________________
6. Details of external examination _______________________________________________________

______________________________________________________________________________________
144

7. Details of internal examination

(a) Floor ______________________________________________________________________________
______________________________________________________________________________________
(b) Walls ______________________________________________________________________________
______________________________________________________________________________________
(c) Columns and beams _________________________________________________________________
______________________________________________________________________________________
(d) Roof ______________________________________________________________________________
______________________________________________________________________________________
______________________________________________________________________________________
8. Diagram
Horizontal section
______________________________________________________________________________________
______________________________________________________________________________________
______________________________________________________________________________________
9. Recommendations (tick as appropriate)
The tank is considered 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: _______________________________
145

ANNEX C (normative/mandatory)
LONG TERM STORAGE AND RETURN TO USE
C.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 six months,
with no receipts or deliveries. Where product is stored with no receipts for longer than six
months but product continues to be delivered, see 9.5.1.5.
C.2 STORAGE AND MAKING AVAILABLE 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.
C.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 RT Certificate that is less than 180 days old (for drum stocks the certification is
valid for 12 months from filling date or last retest date for the batch of drums). Should there
have been subsequent changes to the fuel specification since the date on the RCQ, CoA or
RT Certificate, any additional testing required by the current specification shall be undertaken
at the time of retesting.
146

ANNEX D (normative/mandatory)
EQUIPMENT/INSTALLATION PRE-CONDITIONING PRIOR TO USE
WITH AVIATION FUEL
D.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 (after construction work and repairs) equipment and facilities are suitable for use
with aviation fuel. This involves flushing (of lined and unlined facilities and equipment), 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 it has been confirmed that 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 RT Certificate
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.
D.2 APPLICATION
D.2.1 New fixed systems and equipment
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. sections of pipework, filter vessels
etc.), 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. Tanks shall be soak
tested as individual units after their construction.
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.
Internal wetted surfaces of any new components shall be rinsed prior to use.
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.
D.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.
147

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 shall 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.
D.2.3 New/refurbished coastal/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 (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 (see 10.1.5 e);
−− a recertification test and a thermal stability test of one or more MTCs shall be carried
out after loading (a RCQ or CoA from the shore tank may be acceptable to be used
for the data comparison), and
−− a recertification test and a thermal stability test of one or more MTCs shall be carried
out before discharge.
D.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, recommissioning involves
confirmation of acceptable curing of the repaired lining area without soak testing.
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.
148

D.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 and have not been in dedicated aviation fuel service
previously, or
−− have been through a facility involving major repairs to the lining (see definition of
major in D.2.4),
D.3 SOAK TESTING PROCEDURES
D.3.1 Soak periods
D.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 four day and
maximum seven 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, and
−− 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, a soak time of 10 days
shall be applied.
D.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.
D.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 four day and maximum seven day soak period.
D.4 SOAK QUANTITIES
The general principle is to maximise 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.
D.4.1 Fully lined storage 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.
149

D.4.2 Partially lined storage 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.
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.
D.4.3 Pipelines
Pipelines shall be filled completely.
D.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.
D.4.5 Coastal/inland 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 parameters.
D.5 SAMPLING AND TESTING
At the end of the soak period representative samples shall be obtained from locations as
outlined in D.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.
D.5.1 Sampling
D.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.
D.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.
D.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.
150

Larger supply piping networks shall have samples taken from each major section (e.g.
receipt and delivery lines), for separate testing. Samples should be taken from more than one
point and combined into a single composite sample.
D.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.
D.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 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
resampled and retested. If the fuel still fails to comply, it shall be removed and downgraded
to non-aviation use, the system refilled with on-specification fuel and the soak test repeated.
The required laboratory tests are shown in Table D.1.
Table D.1 Required laboratory tests
Test method***
Jet fuels Avgas
ASTM IP
Appearance X X D4176
Existent gum X X D381 540
Water reaction X D1094 289
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 °C to allow for test precision.
** Distillation by simulated distillation (i.e. IP 406/ASTM D2887) may be used for
further investigation as it is more sensitive to residues/contamination.
*** Alternative test methods defined in the fuel specifications are acceptable, but for
meaningful comparison, results from tests following the same test methods are
required.
151

D.6 SUMMARY
Table D.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.
Table D.2 Summary of soak testing requirements
Storage tanks Ancillary Road Inland

equipment tankers and waterway/
(pumps, rail tank cars coastal
Partially Pipelines valves, (fully lined) barges,
Fully lined meters, filter marine
lined
vessels, etc.) vessels (fully
lined)
Duration 4 – 7 days Min 24
4 – 7 days 4 – 7 days 4 – 7 days
(Note 1) hours
Fuel volume Enough
product to
cover the
floating
or fixed
Sufficient suction and (Note 2) Sufficient
See
to fill to the receipt Fill lines to fill to
comments
'normal fill nozzle completely 'normal fill
in text
level' to allow level'
circulation
of product
without
pump
cavitation
Laboratory Jet fuel: Appearance, existent gum, micro-separometer®, conductivity, Saybolt colour,
testing thermal stability, distillation and flash point
Avgas: Appearance, existent gum, water reaction and distillation
Sample Jet fuel: Minimum 2 litres or 1 USG
volume 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.
152

ANNEX E (normative/mandatory)
DATA INTEGRITY MANAGEMENT FLOW CHARTS
E.1 Introduction
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 resampling
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.
Resampling 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.
153

Carry out single test analyses
using agreed test methods
and compare results with
specification
One or more tests Yes Check sample No

is OFF spec and original
Yes All test results within
results on Calculate and report method r Repeat off spec
spec? the results from ALL test on second
Product quality is
tests

suspect. Repeat off spec check sample
test using same sample
Yes and
Yes and average average is Yes
Is average on Yes No
is OFF spec Repeat result ON spec Is difference between
within method
spec?
check samples results
r of original
within method r?
value
Is there a No
Yes No
154
valid reason Calculate and report Agree corrective action
to doubt Correct testing the average results with customer before
the testing? problem and discard from the check further sampling/testing is
all previous results for Report samples performed
suspect property average
result
Product NOT to
be released into No Yes
Is there a No Is average on
valid reason Product NOT to be supply chain. Report
spec?
to doubt the released into supply average of ALL results
Retest composite
sampling? chain (including original
of check samples
sample) for off spec
for other spec
Yes properties
properties
Obtain two check

samples and repeat
Yes On spec? No
off spec tests on one
of the check samples
Product released into If any property is
off spec, start the
supply chain
Key process again
r is the repeatability of the relevant test method
Figure E.1 Data interpretation decision process for test methods with stated precision
Carry out single test
analyses using agreed test
methods and compare
results with specification
One or more tests

is OFF spec Yes Check sample No
Yes All test
confirms off
results
spec result
on spec? Repeat off spec
Product quality is
test on second

suspect. Repeat off
check sample
spec test using same
sample
Report off spec
result
Yes
Repeat result Yes Confirms first No
confirms original check sample
off spec result result is on
spec
Yes No
155
Is there a Report on spec
valid reason Correct testing problem result
to doubt the Agree corrective action
and discard all previous with customer before
testing? results for suspect further sampling/testing is
property performed
Retest composite
of check samples
for other spec
properties
Is there a
No Product NOT to be
valid reason
released into supply
to doubt the
chain Yes No
sampling?
All on spec?
Yes
Obtain two check If any property is

samples and repeat off spec, start the
off spec tests on process again
one of the check

samples
Product released into
supply chain
Figure E.2 Data interpretation decision process for test methods with no stated precision (e.g. thermal stability, copper strip etc.)
ANNEX F (NORMATIVE/MANDATORY)
REQUIREMENTS FOR AND CALIBRATION OF FIELD EQUIPMENT
F.1 Hydrometers and thermometers
F.1.1 Hydrometers should comply with BS 718: 1991 (types M50SP and L50SP) and thermometers
with IP Standard Test Methods for analysis and testing of petroleum and related products,
Appendix A: 2008, Specifications – IP standard thermometers, type IP 64C/ASTM E1 No.12C.
For reference purposes, each location should retain, or have easy access to, at least one
hydrometer and thermometer meeting these standards. Alternative instruments meeting the
accuracy requirements of these standards may also be acceptable.
Where alternative types of instruments are used for field tests, the thermometers
should have scale increments of no greater than 0,5 °C and hydrometers of no greater than
0,000 5 kg/litre.
The accuracy of all in-service instruments shall be checked at least once every six
months against reference instruments meeting the above standards, or in accordance with
the other options given in F.1.5. Resistance temperature devices (RTDs) should be checked
monthly against a reference thermometer.
Electronic densitometers should meet the requirements of IP 559.
F.1.2 Hydrometers and thermometers shall not be left in direct sunlight or near heating appliances.
Hydrometers should be stored vertically.
F.1.3 Before each period of use, hydrometers should be carefully examined to ensure that:
a) The etched line on the hydrometer stem corresponds to the arrow (or line) at the top
of the paper scale. A fingernail can be used to detect the etched line position.
b) The bitumen weighting material has not flowed. If it had, it would cause the
hydrometer to float in a non-vertical plane.
c) The glass is intact.
F.1.4 Before each period of use, thermometers should be carefully examined to ensure that there
is no separation of the fluid column.
F.1.5 If a measurement of temperature or density is suspected as being inaccurate, having

established that the quality and condition of the fuel is not suspect in any way, the accuracy
of the thermometer and hydrometer should be checked. These checks may be carried out by
means of one of the following options:
a) sending to a laboratory;
b) checking against a reference thermometer/hydrometer on site;
c) checking against a reference fluid provided by a laboratory, or
d) checking by comparison with other thermometers/hydrometers
Accuracy requirements are +/- 0,5 degrees C and +/- 0,001 kg/litre.
F.2 Conductivity meters
Conductivity meters should be calibrated according to the manufacturer’s recommended

frequency, but at least three-yearly, by an approved test facility or against a certified standard.
156

ANNEX G (INFORMATIVE/NON-MANDATORY)
SALT DRYERS AND BULK WATER REMOVAL AT REFINERIES
G.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), in a vessel (which may be more than 10 m in height).
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 consumption depends on many factors but typically averages approximately
60 kg per 1 000 m3 (20 pounds per 1 000 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.
The use of salt dryers is an effective means to complete the essential task of drying jet
fuel before it is clay-treated. Refineries are required to operate their salt dryers and subsequent
treating units in a manner that ensures carry-over of salt in the jet fuel is prevented.
There have been well-documented examples of salt carry-over onto aircraft with
serious consequences for 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 H), 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. The unit manufacturer will
provide operating parameters specific to the unit(s).
There is currently no requirement in the jet fuel specification to test for salt; however,
refineries are required to 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.
G.2 Handling bulk water at refineries (Industrial 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.
G.2.1 Fibrous bed coalescers (e.g. dehydrators, hay packs, etc.)
These units typically utilise 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 one to two 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 v/v).
G.2.2 Sand coalescers
These units typically utilise 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 v/v
free water. Key advantages of sand coalescers are their relatively low cost and extremely long
life (typically two to four 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 minimise carry-over of separated water in the effluent.
G.2.3 Electrostatic coalescers
These units are often found at refineries as part of caustic and water washing processes.
They utilise high voltage (dc) electrodes to polarise and thereby aid coalescence of fine water
droplets, which otherwise would not settle under gravity, as they flow past the electrodes.
G.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/changeout 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.
158

ANNEX H (INFORMATIVE/NON-MANDATORY)
CLAY TREATERS
H.1 INTRODUCTION
H.1.1 Why is it needed?
Clay treatment is used as a means of removing surface active compounds (otherwise known as
surfactants), and other polar species from aviation fuel. These trace materials are undesirable
as they may affect a number of fuel properties such as thermal stability and water separation
ability, a critical factor for filter/water separator performance.
Note: The impact of surfactants on the coalescence of fine water droplets in a filter/
water separator system is explained in EI 1550.
Trace surfactants can occur naturally in the crude, or may originate from the
manufacture of jet fuel using some refinery processes. Such processes incorporate clay
treatment as the final stage of manufacturing.
When aviation fuel is transported through multi-product supply chains (e.g. by
pipeline, tanker, etc.), it may pick up incidental material such as traces of additives and
other 'polar' materials from previous consignments of other fuels. A variety of control and
mitigation measures are implemented to ensure aviation fuel is not adversely impacted,
including in some distribution systems, the use of clay treaters.
H.1.2 How does it work?
Clay treatment is an adsorption process. Clay has a very large surface area (approximately
110 m2/g (1 200 ft2/g)), and an affinity for polar materials, meaning surfactants are adsorbed
on the surface and within the porous structure of the clay, see Figure H.1. Removing
surfactants improves the quality of aviation fuel (see H.2 for details). Clay may also remove
unwanted colouration from the fuel.
Note: It is a common industry misnomer to call clay treaters, clay filters. Although
clay can be used as a filter, particulate entrapment is not its primary function (and reduces
its effectiveness in removing surfactants). Clay treaters are so called because the process can
improve 'treatable' jet fuels, just like other refining processes.
Aviation
fuel in Polar species are held
Blow-up of packed
on the clay surface and
clay particles
in the porous structure
Clay bed
Blow-up of clay
particle (30-60 mesh)
Jet fuel fills clay pores
Aviation and flows through void
fuel out spaces within the bed
Figure H.1 Adsorption within 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.
H.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 large vessels filled
with replaceable cartridges of clay. Clay cartridges are available as either bags or canisters for
installation in the vessel. 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 (approximately 5 psi), across a clay treater
containing fresh clay. 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.
H.2 CLAY TREATMENT IN REFINERIES
H.2.1 Purpose
Independent of the primary treating process used (e.g. hydroprocessing, caustic wash,
MeroxTM), 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.
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H.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 units will provide recommendations, which for bulk clay units, typically involve a
maximum bed velocity of around 5,0 gpm/ft2 and a residence time of ca. 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 changeout 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 treater.
−− 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.
H.2.3 Correct usage of clay treaters in refinery processing
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.
H.2.4 Clay treater feed specifications
To help maintain effective clay treatment, and to maximise service life of the clay, it is
important to minimise the amount of free water contamination, and to maintain high
micro-separometer® ratings, 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.
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Feed micro-separometer® rating

Minimising trace materials/surfactants in the feed to the clay treater (as indicated by a high
micro-separometer® value) will maximise the service life of clay.
H.2.5 Clay treater monitoring – Routine 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 predicted and varies widely for different feedstocks, ranging typically from 1 600 to
8 000 m3/tonne (10 000 to 50 000 bbl/tonne).
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 Micro-separometer®.
Comparing the micro-separometer® ratings 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 micro-separometer® ratings, 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.
H.2.6 Troubleshooting
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.
Micro-separometer® rating is low downstream of clay treatment, or micro-separometer®
rating is not improved by clay treatment
This is the most common product quality issue in jet fuel refining. Low micro-separometer®
ratings 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: Micro-separometer® ratings 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
162

'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) water separability;
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, or
f) dryer operation.
H.3 CLAY TREATMENT IN DISTRIBUTION SYSTEMS
H.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.
H.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 changeout 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 SDA and lubricity improver additives, which may be required in the fuel
by specification or customer agreement. Therefore, clay treatment vessels should
be located upstream of any additive injection points, otherwise re-dosing may be
necessary.
H.3.3 Correct usage of clay treatment in distribution 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
surface-active materials upstream and downstream of the clay treater:
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1. Conductivity can be used if the upstream fuel value is significant (>25 pS/m);
downstream conductivity should be lower than the upstream value.
2. Water separability if measured by micro-separometer® (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).
−− 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 microfilter should be installed
upstream of the clay treater.
164

ANNEX I (INFORMATIVE/NON-MANDATORY)
JET FUEL CONDUCTIVITY
I.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 (micro-separometer®), and to offer suggestions on the
optimum location and method of addition of the additive.
I.2 CONDUCTIVITY REQUIREMENTS AND DEPLETION IN DISTRIBUTION SYSTEMS
Typically, unadditised jet fuel has conductivity in the range 0 to 5 pS/m. The rationale for
increasing the conductivity by the addition of 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 Innospec3.
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 AFQRJOS 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 recognises 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 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 found in DEF STAN 91-91 (Issue 7, amendment 2).
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.
3 Other SDAs are currently being progressed through the industry approval process.
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I.3 IMPACT OF SDA ON WATER SEPARATION (MICRO-SEPAROMETER®)
In addition to changes in conductivity during distribution (which are sometimes unpredictable),

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 micro-separometer® rating. This is well known and the DEF STAN 91-91
specification has different micro-separometer® limits for fuel with and without STADIS® 450
(70 and 85 respectively).
The reduction in micro-separometer® rating 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 micro-separometer® test (D3948) can be overly sensitive to STADIS®
450 with some fuels.
Although DEF STAN 91-91 sets micro-separometer® limits at point of manufacture
only, and does not require testing in the distribution system, micro-separometer® 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 micro-separometer® test
results is complicated by the poor reproducibility of the micro-separometer® test method
itself. JIG has endorsed, and encourages the use of, a micro-separometer® protocol (JIG
Bulletin 65) 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
micro-separometer® 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.
I.4 RECOMMENDATIONS FOR THE DOSING OF STADIS® 450
I.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.
I.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 overdosing 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.
I.4.3 The optimum point for additive injection within a storage facility depends on the specific
local circumstances, and the principles outlined in I.4.3.1 – I.4.3.2 are provided for guidance.
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I.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
injection. Suitable injection schemes would be in-line dosing during transfer from receipt to
delivery tanks or by tank recirculation.
I.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).
I.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.
I.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 micro-separometer® rating, and it is
therefore not mandatory to quote the micro-separometer® rating on the Release Certificate.
167

ANNEX J (informative/non-mandatory)
UNIT CONVERSION FACTORS
The following conversion factors are used in this publication:
1 US gallon 3,785 litres

1 US quarter gallon (USQ) 0,25 US gallon
1 litre 0,264 US gallon
1 imperial gallon 4,546 litres
1 litre 0,220 imperial gallon
1 kg 2,205 lbs
1 lb 0,454 kg
1 bar 14,50 psi
1 bar 100 kPa
1 psi 0,069 bar
1 psi 6,895 kPa
3,0 kg/m³ 0,7 API gravity
T °F = 1,8 x T °C + 32
168

ANNEX K
GLOSSARY OF TERMS AND ABBREVIATIONS
K.1 TERMS AND DEFINITIONS
additives 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.).
adventitious materials 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, which
are homogeneous, adventitious materials are heterogeneous, and
can be removed from aviation fuels by appropriate settling and
filtration/separation.
all-level sample See Table 1.
approved additives 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.
ASTM D4054 Standard practice for qualification and approval
of new aviation turbine fuels and fuel additives provides guidance
concerning the testing required and approval process.
Appearance Check 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).
authorised signatory See Annex A.
automatic sampler See Table 1.
aviation fuel A general term referring to any grade of jet fuel or aviation gasoline
which meets defined fuel specifications.
banking system A process of delivering fuel complying with the reference
(pipeline) 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.
batch; batched An identifiable quantity, produced at a refinery, tested

material and identified as a single entity. If product from two or more
batches is mixed within or downstream of the refinery, it is
retested and reidentified as a new batch. (See also certified
material).
batch tank A tank in a refinery or supply installation in which fuel can be
batched.
bio component Material derived from plant or animal sources, used as a blending
component to produce biofuel; most commonly biodiesel fuel with
FAME or gasoline with ethanol. Not to be confused with biojet.
169

biojet Jet fuel 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. See synthetic fuel blend.
bonding 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/rail tank car and the loading rack before filling.
bottom sample See Table 1.
bridger Road tank truck used to supply aviation fuel from one storage area
to another, such as refinery to terminal or terminal to airport.
calibration 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.
cathodic protection or A method of preventing or reducing corrosion to a metal surface (by
cathodically protected using an impressed direct current or attaching sacrificial anodes).
Certificate of Analysis A document which shows the applicable specification requirements
(CoA) 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 commingled in the
batch being certified by the 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.
Certificate of Quality See Refinery Certificate of Quality (RCQ).
(CoQ)
certified material 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 (RT) certificate) has been
issued.
chemical water A 'go/no-go' device used to confirm the presence of free or
detector suspended water in jet fuel (e.g. Hydrokit, Shell Water
Detector, POZ-T, etc.). Chemical water detectors are designed to
give a positive indication of free water in fuel, at ppm (v/v) levels.
clay treater 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).
closed sampling See Table 1.
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colour 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.
commingle, The mixing of the same product grade from two or more different
commingling sources or batches.
compartment A liquid-tight division in a cargo tank.
competent person A person who can consistently demonstrate application of
the knowledge, skills, behaviours and aptitude required to perform
a task to a specified proficiency standard.
composite sample See Table 1. See also multiple tank composite.
contaminated fuel Fuel that has been contaminated by adventitious or incidental
materials in excess of specified limits, or by mixture with other
fuels.
contamination 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).
Control Check The Control Check consists of an Appearance Check plus density
determination.
copper strip corrosion An analytical test to assess the relative degree of corrosivity of a
test fuel.
cross-contamination See inter-product contamination.
custody transfer An event where fuel passes from one entity/operator to another.
custody transfer The point where responsibility for fuel quality changes from one
point (CTP) 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.
dedicated 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.
differential pressure The difference in pressure between the inlet and outlet sides of a
filter vessel. Often referred to as delta P, dP or ∆P. Expressed in psi,
bar or kPa.
dipstick A graduated rod or stick that is inserted into a tank to measure the
amount of product in the tank.
direct delivery Where a storage installation delivers directly to an airport facility,
via e.g. a dedicated truck, rail, pipeline or barge system (see indirect
delivery).
171

distillation Testing of a sample to derive a curve of volume percent distilled

against temperature. The resulting curve is called a 'distillation
curve'.
downgraded The process whereby fuel is removed from the aviation fuel
handling system, and no longer considered as aviation fuel.
drain sample See Table 1.
existent gum A non-volatile residue left following evaporation of the fuel.
FAME Fatty Acid Methyl Ester, derived from plant or animal materials,
used as a blending component to produce biodiesel. May be
present at mg/kg levels in jet fuel as an incidental material.
fast flush Refers to an effective water draw-off from storage tanks (e.g. at
flow rates sufficient to create turbulence in a tank sump).
filter/coalescer An element that contains a porous media through which fuel is
element 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 fibreglass. Coalescers also contain pleated
filter media for the removal of fine particulate matter.
filter elements 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.
filter membrane test 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.
filter/water separator 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.
fine filtration Filtration systems that comply with the requirements of EI 1581
5th edition, EI 1583 6th edition or EI 1590 2nd edition.
flash point The lowest temperature of the test portion, corrected to a
barometric pressure of 101,3 kPa, at which application of an
ignition source causes the vapours of the test portion to ignite
momentarily and the flame to propagate across the surface of the
liquid under the specified conditions of test.
floating storage A marine vessel that is used for the storage, receipt and delivery of
aviation fuel in batches or for aggregation and redelivery to other
vessels.
floating suction 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.
free water Any undissolved water in fuel; generally in finely dispersed droplets
that may cause cloudiness and may settle due to gravity, and form
172

a defined layer at the bottom of a container, or in larger quantities

as bulk water.
freezing point The fuel temperature at which solid hydrocarbon crystals, formed
on cooling, disappear when the temperature of the fuel is allowed
to rise under specified 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.
fuel system icing Approved chemical added to fuel to prevent formation of ice
inhibitor (FSII) crystals in fuel upon cooling.
fungible pipeline Fungible pipeline systems are those that transport products
system commingled with other quantities of product meeting the same
product specification.
hazard Potential for human injury or adverse health, damage to assets,
environmental impact, or adverse impact to a fuel property.
incident An occurrence which affects or could affect the safety of operations.
incidental materials 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 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.
indirect delivery Where a refinery or terminal delivers to an intermediate storage
installation (see direct delivery).
inspector/surveyor A trained, competent person who conducts inspections, surveys or
examinations of fuel movements to assess, monitor and report on
their quality and quantity.
interface cut 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.
intermediate A storage terminal or plant situated between the supplying refinery
terminal/storage and the airport operating storage. Also includes receipt storage at
an airport from which fuel is transferred to airport operating tanks.
inter-product Another type of fuel contaminating aviation fuel in sufficient
contamination quantity to cause measurable effects on the 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. Also
referred to as cross-contamination.
173

ISO tank container A steel container (usually cylindrical with hemispherical ends)
installed within a standard ISO frame (normal dimensions
6 x 2,4 x 2,6 m; 20 x 8 x 8,5 feet), used for the transport of bulk
liquids. Most common tank capacity is 25 000 L (6 600 USG).
isolation A physical means of separating equipment containing different
grades of fuel or certified and uncertified aviation fuel grades. (See
segregation.)
leak Any loss of fuel due to a defect in the storage, piping, or delivery
system.
line sample See Table 1.
low point – A drain point in a pipeline where significant quantities of
(designated) 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).
lower sample See Table 1.
manufacture/ The word 'manufacture' normally applies to the refinery production
manufacturer of aviation fuels from conventional sources (crude oil, natural gas
liquid condensates, heavy oil, shale oil and tar sands), (see section
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 section 11).
master meter A certified accurate meter used to check flow meters on dispensing
equipment or fixed facilities.
mesh strainer 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.
microfilter, A filter specifically designed to remove only dirt particles from a
(micronic filter) fuel stream. Typically used upstream of filter/water separators
(FWS) in high dirt environments to prolong life of the FWS elements.
micro-separometer® A test method for determining water separation characteristics of
jet fuel.
middle sample See Table 1.
multiple-tank See Table 1.
composite sample
multi-product Pipeline system transporting different qualities of product,
pipeline corresponding to different specifications, with or without physical
separation between products.
174

non-dedicated A system of tankage, pipes, vehicles, etc. in which more than one
product or grade of product may be transported, or can or does
flow through the same system. Also referred to as a multi-product
system.
non-fungible system When the original identity of each batch will be maintained and
(pipeline) the parcels transported in a segregated manner.
open sampling See Table 1.
parcel Discrete defined volume of fuel in a pipeline.
parts per million Used as a description of concentration, which may be expressed in
(ppm) a variety of different units, e.g. mass/mass, volume/volume or
mass/volume.
particulates Solid contaminants found in jet fuel (i.e. dirt, rust, sand, fibres,
microbial growth); see also adventitious materials.
Periodic Test A selected set of tests carried out on samples of static stock after
six 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.
portable sampling See Table 1.
device
positive segregation 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.
pressure, operating The pressure against a pump’s maximum no-flow head, existing in
a system under flowing conditions or static conditions but excluding
surge pressures.
pressure, test The pressure at which a system or a component of the system is
tested to verify its integrity.
product recovery tank A small tank used for the consolidation of drain samples and fuel
samples from storage tanks containing the same grade of aviation
fuel, where, after quality checks, the drained product can be
pumped back into finished aviation fuel storage tankage. Not to be
confused with slop tank or tankside fast-flush facility.
prover tank A volumetrically calibrated tank used to prove the accuracy of the
meters. Also called meter proving tank or calibration tank.
qualification Demonstrated skill, documented training, demonstrated
knowledge, and experience required for personnel to properly
perform the duties of a specific job.
rebatching The process of commingling different batches in a single volume and
retesting as a single entity.
175

Recertification Test 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.
reconciliation Comparison of the quantity of additive used with the volume of
fuel additivated to verify the dosage rate.
Refinery Certificate of A document which shows the applicable specification requirements
Quality (RCQ) 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.
relaxation time 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.
Release Certificate 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 recertification 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.
representative sample See Table 1.
restricted sampling See Table 1.
risk Likelihood of human injury or adverse health, damage to assets,
environmental impact, or adverse impact to a fuel property from a
specified hazard.
rundown tank A tank in a refinery receiving product direct from a processing unit.
running sample See Table 1.
sample handling See Table 1.
176

segregation/ The isolation, usually via a single valve, of aviation fuel from other
segregated grades of fuel. See also positive segregation.
separator element 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.
service tank A tank in which fuel has been certified for release (also referred to
as a working tank or delivery tank).
settling time The time required after receipt and before shipment of product
from a storage tank to provide adequate settling of solid
contaminants and water.
shipper (pipeline) The company providing aviation fuel to the ingress CTP of a
pipeline.
single-tank composite A sample obtained by blending upper, middle and lower samples.
sample For a vertical tank of uniform cross-section, the blend consists of
equal parts of the three samples.
skim sample See Table 1.
slop tank A tank designed to collect any product which will not be returned
to finished product storage (see product recovery tank), but will be
directed to reprocessing or disposal.
smoke point A test to provide an indication of the relative smoke-producing
properties of a jet fuel. A high smoke point indicates a low
smoke-producing tendency.
soak testing 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.
spot sample See Table 1.
static dissipater Approved additive for improving fuel conductivity leading to
additive (SDA) more rapid relaxation of static electricity. Sometimes referred to as
anti-static additive or conductivity improving additive.
static electricity 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.
static storage/ Storage of fuel in tanks that have had no new fuel introduced in six
static stock months for jet fuel or avgas.
still-well See Table 1.
storage installation Refinery storage or storage at terminals/distribution installations/
depots (intermediate and pre-airfield).
suction-level sample See Table 1.
177

sulphur, total; A measure of total sulphur in jet fuel in accordance with a defined
total sulphur 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.
sump 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 procedures or maintenance on equipment.
sump sample See Table 1.
surfactants (surface Detergent-like compounds frequently found in jet fuel. These
active-agents) 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.
synthetic fuel blend A blend containing synthetic hydrocarbons, as defined by ASTM
D7566 or DEF STAN 91-91, and jet fuel refined from conventional
sources. Also referred to as semi-synthetic jet fuel.
tank-side sample See Table 1.
(tap sample)
test portion See Table 1.
tested material Components where all or specific tests have been performed.
thermal stability test A Jet Fuel Thermal Oxidation Test (IP 323/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.
thief pump 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.
top sample See Table 1.
traceability The ability to track distinct batches of fuel through the distribution
system, back to the point of manufacture.
transmix A volume of interface material made up from two different
materials in pipelines.
ullage Volume of the space between a hatch of a tank/compartment to
the surface of fuel.
unbatched A quantity of fuel not yet identified as a discrete batch.
uncertified material A batch for which a RCQ has not yet been issued. This cannot be
regarded as aviation fuel.
upper sample See Table 1.
vapour-lock valve See Table 1.
178

visi-jar A clear glass container with a lid, which is permanently connected

to a sample point in order to facilitate a Visual Check and/or
Appearance Check, and to minimise skin contact with fuel. Also
known as a closed circuit sampler.
visual appearance A test to confirm fuel is clear, bright and visually free from solid
matter and undissolved water at ambient fuel temperature.
visual check An Appearance Check plus the use of a chemical water detector to
confirm water-free status of fuel.
water dip 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.
white oils Clean, refined petroleum products which are not dark in colour,
such as motor spirit, kerosine, gas oil, diesel fuel and blending
components.
K.2 ABBREVIATIONS AND ACRONYMS
μm micrometre
A4A Airlines for America
ABS American Bureau of Shipping
AFQRJOS aviation fuel quality requirements for jointly operated systems
AMS alternative means of conformance
avgas aviation gasoline
B5 biodiesel fuel containing 5 % FAME
B15 biodiesel fuel containing 15 % FAME
B100 pure FAME
BMR batch make-up record
BOB blendstock for oxygenate blends
BOL Bill of lading
C&B clear and bright
CEN Comité Européen de Normalisation
CI corrosion inhibitor
CoA Certificate of Analysis
CoQ Certificate of Quality (synonymous with RCQ)
CRC Coordinating Research Council
CRM certified reference material
CTP custody transfer point
DBB double block and bleed
dc direct current
DEF STAN Defence Standardization
Di-EGME diethylene glycol monomethyl ether
dP differential pressure
DPK dual purpose kerosine
DRA drag reducing additive
EI Energy Institute
EQA external quality assurance
FAME fatty acid methyl ester
179

FSII fuel system icing inhibitor

FWS filter/water separator
gpm US gallons per minute
HAZAN hazard analysis
HAZID hazard identification
HAZOP hazardous operation
HC hydrocracking
HEFA hydroprocessed esters and fatty acids
HM hydrocarbon management (series of publications from the EI)
HPLC high performance liquid chromatograph
HT hydrotreating
IATA International Air Transport Association
IBC intermediate bulk container
ICAO International Civil Aviation Organization
IFT interfacial tension
IG inert gas
IPK iso-paraffinic kerosine
ISGOTT International Safety Guide for Oil Tankers and Terminals
ISO International Organization for Standardization
IT information technology
JFTOT® Jet Fuel Thermal Oxidation Test
JHA job hazard analysis
JIG Joint Inspection Group
kPa kilopascal
LI lubricity improver
LIA lubricity improving additive
LIMS laboratory information management system
LVM low volatile matter
MBG microbiological growth
MDA metal deactivator additive
MF microfilter
mg milligram
mm millimetre
MoC management of change
MoD UK Ministry of Defence
MPPL multi-product pipeline
MSDS material safety data sheet
MSEP® micro-separometer®
MTC multiple tank composite
OCIMF Oil Companies International Marine Forum
OEM original equipment manufacturer
P&ID piping and instrumentation diagram
ppb parts per billion
ppm parts per million
pS/m picosiemens per metre
PSD portable sampling device
PTW permit-to-work
QA quality assurance
QPL qualified products list
RC Release Certificate
RCQ Refinery Certificate of Quality
RDE/A/xxx numbering system used by UK MoD for identifying approved fuel additives
180

RT recertification test
RTD residual temperature device
RVM regular volatile matter
SDA static dissipater additive
SOLAS safety of life at sea
SPK synthesised paraffinic kerosine
SQC statistical quality control
TEL tetraethyl lead
TRV thermal relief valve
USG US gallon
USQ US quarter gallon
UV ultraviolet
181

ANNEX L (informative/non-mandatory)
REFERENCED PUBLICATIONS
The following publications are cited in this publication. Where the publications are undated/
without edition number; the latest available edition applies.
Airlines for America (A4A)4

ATA 103 Standards for jet fuel quality control at airports
American Bureau of Shipping (ABS)5

Publication 24 Guidance manual for material selection and inspection of inert gas systems
Publication 131 Guide for inert gas system for ballast tanks
API6
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
Recommended practice 2003 Protection against ignitions arising out of static, lightning, and
stray currents
ASME7
B31.4 Pipeline transportation systems for liquid hydrocarbons and other liquids
ASTM International8
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 Standard test method for electrical conductivity of aviation and distillate fuels
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
4 Airlines for America, 1301 Pennsylvania Ave., NW, Suite 1100, Washington, DC 20004, USA.
http://www.airlines.org
5 ABS, 6855 Northchase Drive, Houston TX 77060, USA. www.eagle.com
6 API, 1220 L Street, NW, Washington, DC 20005-4070, USA. http://www.api.org
7 American Society of Mechanical Engineers, 3 Park Avenue, New York, New York 10016-5990.
http://www.asme.org
8 ASTM International, 100 Barr Harbour Drive, West Conshohocken, Pennsylvania 19428, USA. http://www.astm.org
182

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)
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 for 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
Comité Européen de Normalisation (CEN)9

EN 590 Automotive fuels. Diesel. Requirements and test methods
Coordinating Research Council (CRC)10

Report No 635 Handbook of aviation fuel properties
Energy Institute (EI)11

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
9 Available from http://www.cen.eu

10 Available from http://www.crcao.com
11 Available from http://www.energypublishing.org
183

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
HM 50 Guidelines for the cleaning of tanks and lines for marine tank vessels carrying
petroleum and refined products
HM 66 Guidelines for determining the fullness of pipelines between vessels and shore tanks
Model code of safe practice Part 2: Design, construction and operation of distribution
installations
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
European Federation of National Associations of Measurement, Testing and

Analytical Laboratories (EUROLAB)12
EUROLAB Technical Report No.2 Guidance for the management of computers and software
in laboratories with reference to ISO/IEC 17025:2005
International Air Transport Association (IATA)13

Guidelines for sodium chloride contamination troubleshooting and decontamination of
airframe and engine fuel systems, 2nd edition, February 1998.
International Civil Aviation Organization (ICAO)14

Doc 9977 Manual on civil aviation jet fuel supply
Technical instructions for the safe transport of dangerous goods by air
International Organization for Standardization (ISO)15

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
IP Test Methods16
IP 123 Petroleum products – Determination of distillation characteristics at atmospheric
pressure
IP 139 Petroleum products and lubricants – Determination of acid or base number – Colour-
indicator titration method
IP 170 Determination of flash point – Abel closed-cup method
12 Available from http://www.eurolab.org

13 Available from http://www.iata.org
14 Available from http://www.icao.int
15 Available from http://www.iso.org
16 Available from http://www.energypublishing.org
184

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
conductivity (ISO 6297)
IP 289 Determination of water reaction of aviation fuels
IP 323 Determination of thermal oxidation stability of gas turbine fuels
IP 356 Crude petroleum – Determination of water – Potentiometric Karl Fischer titration
method
IP 406 Petroleum products – Determination of boiling range distribution by gas
chromatography
IP 423 Standard test method for particulate contamination in aviation fuels by laboratory
filtration
IP 438 Petroleum products – Determination of water – Coulometric Karl Fischer titration
method
IP 439 Petroleum products – Determination of water – Potentiometric Karl Fischer titration
method
IP 540 Determination of the existent gum content of aviation turbine fuel – Jet evaporation
method
IP 559 Determination of density of middle distillate fuels – Hand held oscillating U-tube
density meter method
IP 568 Determination of the static dissipater additives (SDA) in aviation turbine fuel and
middle distillate fuels – HPLC method
IP 583 Determination of the fatty acid methyl esters content of aviation turbine fuel using
flow analysis by Fourier transform infrared spectroscopy – Rapid screening method
IP 585 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
IP 590 Determination of fatty acid methyl esters (FAME) in aviation turbine fuel – HPLC
evaporative light scattering detector method
IP Standard Test Methods for analysis and testing of petroleum and related products,
Appendix A: 2008, Specifications – IP standard thermometers
Joint Inspection Group (JIG)17

Aviation fuel quality requirements for jointly operated systems (AFQRJOS)
Bulletin No.65 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)
Oil Companies International Marine Forum (OCIMF)18

Guide for the handling, storage, inspection and testing of hoses in the field
International safety guide for oil tankers and terminals
17 Joint Inspection Group, c/o 35 Abercorn Place, London, NW8 9DR, UK. http://www.jointinspectiongroup.org
18 Available from http://www.ocimf.com
185

UK Ministry of Defence (MoD)19

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
US Military20
MIL-DTL-5624 Turbine fuel, aviation, grades JP-4 and JP-5
MIL-PRF-2501 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
19 Ministry of Defence Directorate of Standardization, Room 1138, Kentigern House, 65 Brown Street, Glasgow G2
8EX, UK. http://www.dstan.mod.uk
20 US Military, Commanding Officer, Naval Publications and Forms Center, 5801 Tabor Avenue, Philadelphia,
Pennsylvania 19120, USA.
186

ANNEX M (NORMATIVE/MANDATORY)
IMPLEMENTING EI/JIG 1530 AND HOW TO CLAIM
CONFORMANCE
M.1 CONFORMANCE ASSESSMENT
EI/JIG 1530 sets out industry-accepted requirements for the manufacture, storage and
handling of aviation fuels upstream of airports. Publication of EI/JIG 1530 represents a major
step forward for the aviation fuel supply industry because it is the first time that such a
comprehensive document has existed. With the publication of this Standard comes the
associated question of how to implement it and how to show conformance with it.
As with many industry standards, the requirements in EI/JIG 1530 are defined as
either mandatory ('shall') or recommended ('should'). The mandatory requirements have
not been specified lightly. There has been intense discussion within the drafting group of
specialists and they have been challenged through the public consultation process. The
weighting of these requirements is therefore based on collective experience and learning,
including from specific fuel quality incidents, over many years. It can be concluded that the
industry at large really does believe that the mandatory requirements are essential for the
assurance of aviation fuel quality.
Therefore, it is envisaged that, for locations to claim conformance with EI/JIG 1530,
they will need to meet all the mandatory requirements. However, it is acknowledged that
it might not be possible to meet all the 'shalls' at all locations immediately. There is a great
deal of variability in the design and construction of the supply chain facilities upstream of
airports; primarily because facilities have been built over a 50 year time span, often with
different intended uses, and it will be essential to allow different combinations of facilities
and procedures that effectively meet the same objective as the requirements in the Standard.
For the EI/JIG 1530 Standard to meet the needs of the industry, all locations shall
strive to conform fully to EI/JIG 1530 requirements. In reality, this should not be too difficult.
For those high capital areas where making changes are expensive and disruptive (such as
storage tank design), the Standard allows some flexibility in how the mandatory requirements
are met.
In principle, for new builds, there should be no reason why the requirements cannot
be met from day one. Likewise, for items which are solely procedural or require low cost
equipment/facilities, conformance with the 'mandatory' requirements should be manageable.
For existing facilities, an assessment shall be conducted of the current facility design
and operating procedures versus the EI/JIG 1530 requirements. The assessment process shall:
a) Define the scope.
b) Assess facilities/procedures against the EI/JIG 1530 Standard. (The use of a
comprehensive gap assessment tool/checklist21 may assist in this process.)
c) Identify gaps (non-conformances) for both 'shalls' and 'shoulds'.
d) Set out corrective action plans to close the gaps against EI/JIG 1530 requirements.
e) Where action plans to close gaps with mandatory 'shall' requirements have
implementation periods > three months, an alternative means of conformance
(AMC) shall be developed and implemented to mitigate ongoing risk (see M.2 for
requirements for AMCs).
f) AMCs shall not be seen as 'evergreen' corrective action. Their validity shall be regularly
reviewed (e.g. annually). Whenever possible (e.g. during planned maintenance
21 One is currently in development by EI/JIG.
187

or storage tank cleaning) facilities should be upgraded in line with EI/JIG 1530 to
remove the need for AMCs.
g) Over time it is the expectation that the number of AMCs will decline as action plans
to close gaps are implemented, with the objective of there being none.
h) If gaps with mandatory 'shall' requirements cannot be addressed via an AMC,
conformance with EI/JIG 1530 shall not be claimed.
The two routes to claiming conformance with EI/JIG 1530 are shown in Figure 1.
Primary conformance route Secondary conformance route
Conduct exercise to assess Does not meet all Assess where modifications
current operation/facility requirements can be implemented in
against relevant 'shall' short-term (e.g. < three
requirements of 1530 months)
After modification After AMC

Meets all
meets all modification is not
requirements
requirements does not sufficient
meet all to meet
Your current operation/facility requirements objective/
conforms with the mandated intent of
requirements of 1530 1530
AMC is sufficient
to meet objective/ AMC process required. For
intent of 1530 each deviation, list risks,
define mitigation methods,
review and sign off.
Conduct exercise to assess
operation/facility against
'should' recommendations of
1530
Figure 1 Implementing EI/JIG 1530 and claiming conformance
M.2 ALTERNATIVE MEANS OF CONFORMANCE
An AMC is the outcome of a management of change process including a full risk assessment.
The change that is being considered represents a move away from the idealised requirement.
As in any management of change process, the first activity is to identify and assess
the risks that such a deviation or change will generate. The second step is to ensure that
there are suitable procedures and/or facilities in place to mitigate the identified risks to a
reasonable level.
The AMC process shall include:
1) Clear identification of the gap between a mandatory requirement of EI/JIG 1530 and
the existing arrangements.
2) Identification and listing of the risks that the specific requirement in EI/JIG 1530 is
designed to manage.
3) Definition of the AMC and statement on how it manages the risks identified in step
2.
4) Listing of any other conditions, documents or processes that are needed by the AMC
to manage the risk adequately.
5) Review and sign-off by formally constituted body.
188

It is preferable that the formally constituted body is independent of the location management.
The key requirements of this constituted body ('AMC Review Committee') are:
a) The Committee has formal terms of reference.
b) Members are appointed to the Committee and have specialist knowledge across the
activities being considered.
c) Members are not directly involved with the locations seeking AMCs.
d) Mechanisms are in place to bring in additional specialist knowledge if members judge
it necessary.
e) The Chair of the Committee reports back to the location management at a senior
level so that any concerns can be voiced effectively.
f) Submitted applications for AMC are documented and recorded using suitable
templates.
g) Discussion and decisions on each submitted AMC request are documented in minutes
of the Committee and can be examined by any audit or inspection process (internal
or external).
h) A copy of the documentation for each AMC is held at the relevant location and
referenced in the QA procedures for that location. In this way, in the event of an
external inspection, the management process for the AMC would be clear to the
inspector.
189

JIG’s vision is to be 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, and that those standards are
recognised and endorsed by all parties with a
stake in the industry.
Joint Inspection Group

PO Box 33094
London, W9 2Y, UK
www.jigonline.com
The Energy Institute (EI) is the professional body

for the energy industry, delivering good practice
and professionalism across the depth and
breadth of the sector.
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 and other stakeholders. 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.
Energy Institute
61 New Cavendish Street
London W1G 7AR, UK
t: +44 (0) 20 7467 7100

f: +44 (0) 20 7255 1472
e: pubs@energyinst.org
www.energyinst.org
Registered Charity Number 1097899 ISBN 978 0 85293 637 5


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Quality assurance requirements

for the manufacture, storage

EI/JIG STANDARD 1530

Issued under licence for use by Q8 employees only.

EI/JIG STANDARD 1530

Issued under licence for use by Q8 employees only.

For further information, please visit http://www.energyinst.org

BG Group Premier Oil

ISBN 978 0 85293 637 5

Published by the Energy Institute

Electronic access to EI and IP publications is available via our website, www.energypublishing.org.

Legal notices and disclaimers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10

1 Introduction, scope, application and important definitions . . . . . . . . . . . . . . . . . . . 13

2 Aviation fuel quality assurance and traceability . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16

3 Management of change/new processes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26

4 Sampling and testing of aviation fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31

Issued under licence for use by Q8 employees only.

Contents cont... Page

4.5.3 Packaging for air transport . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38

7 Additives used in aviation fuels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60

Issued under licence for use by Q8 employees only.

Contents cont... Page

7.5 Storage procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67

8 Receipt, batching, certification and release . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74

9 Finished product: Storage design features and handling procedures . . . . . . . . . . . . 87

Issued under licence for use by Q8 employees only.

Contents cont... Page

9.3.2 Preventing dirt and water ingress . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 90

9.6 Documentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 106

10 Transportation: Facilities and procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 108

Issued under licence for use by Q8 employees only.

Contents cont... Page

10.2.3 Jet fuel quality monitoring programme . . . . . . . . . . . . . . . . . . . . . . . . . 116

11 Synthetic jet fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 130

Annex A Authorised signatories . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 134

Annex B Example certificates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 137

Annex C Long term storage and return to use . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 146

Issued under licence for use by Q8 employees only.

Contents cont... Page

Annex D Equipment/installation pre-conditioning prior to use with aviation fuel . . 147

Annex E Data integrity management flow charts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 153

Annex F Requirements for and calibration of field equipment . . . . . . . . . . . . . . . . . . 156

Annex G Salt dryers and bulk water removal at refineries . . . . . . . . . . . . . . . . . . . . . . 157

Annex H Clay treaters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 159

Issued under licence for use by Q8 employees only.

Contents cont... Page

H.3 Clay treatment in distribution systems . . . . . . . . . . . . . . . . . . . . . . . . . . 163

Annex I Jet fuel conductivity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 165

Annex J Unit conversion factors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 168

Annex K Glossary of terms and abbreviations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 169

Annex L Referenced publications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 182

Annex M Implementing EI/JIG 1530 and how to claim conformance . . . . . . . . . . . . . . 187

Issued under licence for use by Q8 employees only.

LEGAL NOTICES AND DISCLAIMERS

EI, JIG AND THEIR AFFILIATES, REPRESENTATIVES, CONSULTANTS, AND CONTRACTORS

Issued under licence for use by Q8 employees only.

Issued under licence for use by Q8 employees only.

Geoff Bishop Contractor to EI

Project co-ordination and editing was undertaken by Martin Hunnybun (EI).

Issued under licence for use by Q8 employees only.

1 INTRODUCTION, SCOPE, APPLICATION AND IMPORTANT

Issued under licence for use by Q8 employees only.

−− quality assurance requirements, and