Aircraft Fueling Manual

FUELING MANUAL ( FMA )

i Rev. 01 Date: MAR-22-07

FUELING MANUAL

ii Rev. 00 Date: Dec-11-06

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GENERAL Introduction 1

MAINTENANCE CONSORTIUM FUELING MANUAL

INTRODUCTION This Fueling Manual has been prepared in accordance with the Grupo TACA Maintenance Consortium Airlines, policies and where applicable to the requirements of the International Organization of Civil Aviation (Organizacin de Aviacin Civil Internacional O.A.C.I), the Civil Aviation General Law and its rules. Therefore abiding the requirements of the Air Carrier and the Applicable Regulating Agencies. Grupo TACA Maintenance Consortium is not an air carrier, but rather is a term to encompass the following FAR Part 129.14 air carriers:

- LACSA Airlines - TACA International Airlines - TACA-Peru

Costa Rica, El Salvador, Peru.

In addition, the following operators are associates of the Grupo TACA Maintenance Consortium and have adopted the use of the Grupo TACA Fueling Manual.

- AVIATECA Airlines - TACA Costa Rica

Guatemala, Costa Rica.

For reference in this manual, Grupo TACA Maintenance Consortium can be referred to as "Grupo Taca", "The Company", and/or "The Operator".

The CIVIL AVIATION AUTHORITY (AUTORIDAD DE AVIACION CIVIL A.A.C, DIRECCION GENERAL DE AVIACION CIVIL D.G.A.C) can be referred to as "Civil Aviation Authority", "Authority" or "Aeronautical Authority"


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This manual explains the technical policies and procedures that are applicable to the Airline, which operates within the approved Limitations and Operations Specifications regulations or any other requirement that the Civil Aviation Authority deems convenient. Every aircraft listed in the Limitations and Operations Specifications will be operated according to the specifications and/or requirements described in Airworthiness Certificate, Flight Manual and its Type Certificate.

The Airline will permit that the inspectors of the Aeronautical Authority audit the inspection system, records and general capacity at any time, as required. When the Aeronautical Authority request it, the Airline will produce in a timely manner, all the document and requirements requested.

When the content of this manual disagrees with any regulation or with the approved Aircraft Flight Manual, the latter regulatory source should prevail. Any detected discrepancy must be brought to the attention of the Quality Assurance Director for the corresponding correction. All operating and maintenance personnel must comply with the instructions established in this manual, in addition to the laws, regulations and procedures of the State where the operations take place and that are related to their field of work.

The use of manuals that are not approved and/or accepted by the Aeronautical Authority is not allowed. It is the responsibility of the Quality Assurance Director or his designee to ensure that all the information contained in this manual is accurate and update.

The responsible party for the quality in the distribution process and availability of volumes of the Fueling Manual is the Technical Publications Chief, monitored by the Quality Assurance Department.


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Security is the most important factor of the Airline, which requires the highest degree of care through every phase of operation. Employees are responsible while performing their duties.

In order to carry out safe operations, all the employees must be familiar with the laws, rules, regulations and procedures that have a direct relationship with the development of their functions and obligations. To that effect, these requirements are included in the content

provided in the recurrent trainings.

The procedures and instructions in this manual are based in the latest technical information. These have been established in order to plan and carry out commercial flights according to the policies of the Company.

The Airline guarantees that all the assigned personnel with direct participation in the ground and flight operations, is properly instructed, have demonstrated their capacity in company policies and procedures, in order to maintain the highest degree of safety.


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11-DEC-06 22-MAR-07 01


GENERAL General Index 1


GENERAL INDEXPAGE NUMBER 1

COVER Introduction List of Effective Pages Record of Revisions General Index Manual Change Request Highlights of Changes Manual Distribution Manual Control Electronic Manual Control Revision of Information Identification of new/amend Information Manual Approval Definitions

1 1 1 1 1 1 1 1 1 1 1

AIRCRAFT FUELING

Grupo Taca Maintenance Consortium Airbus Aircraft Differences General Jet Fuel Standards Fuel Acceptance Fuel Equipment Checks Hydrant Systems Checks Refueler Requirements Fueling Vehicle Checks Visual Test Membrane Filtration Test Refueling Procedures Fueling Agent Responsibility Fueling With Passengers On Board Refueling using mobile jetways Airlines Maintenance Responsibility Airlines Quality Assurance Responsibility Waiver /Variance Sample Waiver Request Sample Grant of WaiverA319/ A320/A321 PROCEDURES Refuel/Defuel System - Description And Operation Manual (Magnetic) Indicators - Description And Operation SUPPLEMENT 01

1 2 4 6 6 7 9 12 18 20 21 31 32 35 35 36 36 40 41

1 22 1


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MANUAL CHANGE REQUEST

Any person assigned to the organization may submit a request through their supervisor to change or modify information contained in this manual The request will be submitted to the Maintenance Review Board (MRB) using the following format: Name/Department of Requestor: Signature of Approving Department Supervisor: Signature of Approving Department Director: List the manual; section, page and paragraph propose to be revised: Enter your requested change or attach it to this page:

The MRB will review the request and if they concur, will forward it to the Quality Assurance Director for inclusion in the next manual revision to be submitted to the Civil Aviation Authority. If the request is refused by the MRB, they will notify the initiator. The notification will list the reasons why the request was not approved. All revisions in this manual will be coordinated with the Quality Assurance Director, before being published and approved, in order to assure there will not be any conflict with other manuals, as well as to keep updated the Aeronautical Authority Statement of Compliance. The Quality Assurance Department will coordinate with the Training Department, if the changes proposed in this manual require training.


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GENERAL Highlights of Changes1


HIGHLIGHTS OF CHANGES

The following amendments of the Fueling Manual (FM) revision 04 have been changed. SECTION List of Effective Pages Highlights of Changes Manual Distribution Manual Control Manual Control Supplement 01 PAGES 1, 3 and 5 1 1 1 3 2 DETAIL OF CHANGES Modified as Revision 04. Description of changes contained in Revision 04. Updated media used for manual distribution and users required to have a controlled copy. Removed obsolete verification procedure. Updated Revision Transmittal Sheet Updated E190 fuel tolerance.


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GENERAL Manual Distribution 1


MANUAL DISTRIBUTIONThe Quality Assurance Department will be responsible of monitoring the revision and distribution of this manual to every holder. In addition, it will be able to establish and modify the policies of the Manual Distribution process. The Technical Publications Department will be responsible for distributing a hardcopy or electronic copy (CD) of the manual and keep a current record of the distribution list. This is available in form QA-104/06-QA-F. Distribution. Civil Aviation Authority. Quality Assurance Manager. Quality Control Manager. Maintenance Manager. Station Manager. Station Maintenance Provider. Station Service Provider.

For those holders that do not have access to electronic devices, the Department of Technical publications will provide a hard copy through the Companys mail.

Distribution of Manual to subcontractors The distribution of the Airline manuals to subcontracted companies in locations other than the main base will be the responsibility of the airline station manager. He should provide a copy to the subcontracted company

Availability of Manuals to personnel at locations other than the outstations Occasional access to the airline manuals will be necessary during operations to other that the outstations. These operations may include unscheduled flights, diversions due to maintenance or weather, charter, etc. If the required manual is not available onboard the aircraft, the airline personnel requesting the information will coordinate with the Maintenance Control Center (MCC) to provide them with copies either by fax or by means to the locations where the document is required. In case of problems with the electronic systems, the user must request copies to the Technical Publications Department.


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GENERAL Manual Control 1


MANUAL CONTROL

The Master Hardcopy manuals are assigned to the Civil Aviation Authority and the Technical Publications Department, who will be responsible to keep a master list with their location and current status of each revision. Technical Publications Department will be responsible for controlling the appropriate distribution and keeping track of the current revisions status. Each responsible holder must update it by completing the Record of Revisions Sheet. A copy of all the proposed revisions will be sent to the Aeronautical Authority for their approval and acceptance. After the approval, copies must be made of the revision(s), of the approval and acceptance letter of the Aeronautical Authority, and of the new listing of effective pages with the signature of approval and acceptance of the Aeronautical Authority by the Technical Publications department. These must be distributed among the responsible parties of the manual. Once each holder receives the revision, it must be inserted and/or change the corresponding pages, write down the revision information in the record of revisions sheet and return the revision transmittal sheet (see page 3 of this section) to the Technical Publications Department. The Technical Publications Department will maintain an original copy of the manual. Every holder will perform the physical revisions of this manual.

Person Responsible of the Manual The Quality Control Manager is responsible for the revision of the procedures described in this manual for the accomplishment of current operational assignations. Each user is directly and solely responsible of completing the assigned tasks. They are also directly responsible of establishing the necessary mechanisms to accomplish the procedures requested by the airline and by certain established standards. Any proposed procedure modification must first be submitted to the person responsible of the manual for his approval. This person has the prerogative to make, accept or reject modifications that affect the different departments in the execution of the procedures. Said modifications or rough drafts must be submitted to the approval of the Maintenance Review Board before being implemented. The MRB is composed by the person responsible of each manual and includes the users assigned by the persons responsible of each manual.


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Once the Maintenance Review Board revises it, it is sent to the Quality Assurance Department, who verifies that the proposed changes to the manual do not interfere with other manuals in the company. This department is also responsible for the updating of the accomplishment letter. The Quality Assurance Department will submit these revisions to the Aeronautical Authority for its acceptance and approval. After the approval, the operational departments are responsible of the logistics involved in the implementation of the modification. The users of this manual who are also directly involved in the operations of the company must be acutely aware of its contents.


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11-DEC-06 21-AUG-09 03b MAINTENANCE CONSORTIUM FUELING MANUAL


GENERAL Electronic Manual Control 1

ELECTRONIC MANUAL CONTROL

The Fueling Manual is maintained on line. Technical Publication area is in charge to update the manual during the following three days since was notified about the new revision. This allows employees to get immediate access to information directly from their computer without having to ask supervisors or find the information in paper manuals. It also speeds communication by reducing the time to disseminate information and permits the documentation to be easily found, it is cost efficient since it takes fewer resources, time, paper, etc., reduces revision time significantly and allows the manual administrator complete control over the posted documentation. It is the responsibility of the supervisor to ensure that all employees have accessibility and enough resources to this information. The manual is located in the company network with Internet style specially built to deploy and administer Airline information. This web-based environment is accessible through the Intranet (enlace.taca.com), for airline employees and through the Internet (conexion.taca.com) for third-party and service providers. It delivers interactive information to employees as well as to the applicable regulatory agencies. This site is secured and exclusive to company employees and of the applicable Regulatory Agencies, access to the system is allowed through a registered password with read only privileges, this will ensures that no one will tamper with the posted information. When a username and a password are required by any Airline employee, the Help Desk Department will be contacted to obtain access to this site at [email protected]. The employee name, employee number, position and department are required to acquire such access, once the Help desk has verified this information, it will provide the user name and password.


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REVISION OF INFORMATION

Each person responsible of a manual should revise the manual and if there are any changes he should submit a Manual Change Request and should implement the changes as necessary. Handwritten modifications and revisions are not allowed, except in those occasions that require an immediate modification or revision because of a security issue.

Uncontrolled Copies All distribute copies form the master manual are considered as controlled copies, in those cases where an additional copy (complete or partial) is needed, it must specify that is for reference only and must be identified as uncontrolled copy. List of distribution is controlled by the Technical Publications Department. The copies that may circulate in the companys premises or outside of them must have the original seal of the department it belongs to so it can be considered valid. No copies are allowed if they are not in compliance with this procedure.


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IDENTIFICATION OF NEW/AMENDED INFORMATION

When a new revision is issued, a line along the left margin will identify all amended material. This vertical line will be keep only in the pages affected in the current revision with new /amended information.

Every revision is updated in the header (column three) of each page with the date and number of revision without affecting the rest of the manual.


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MANUAL APPROVALA duplicated set of effective pages along with a copy of the revision signed by the person responsible of the manual will be forward to the Federal Aviation Administration and to the Aeronautical Authority for their approval and acceptance. If the Federal Aviation Administration/Aeronautical Authority approves/accepts the revision, the inspector will sign and date the List of Effective Pages and return it to the Quality Assurance Department for its distribution to all the corresponding areas. The Quality Assurance Department will place the original copies of the revisions in the Master Manual located at the Quality Assurance Director and mark the record of revisions sheet accordingly. The Quality Assurance Director maintains the original manual to prove that the information available at the Portal has been approved and accepted by the Federal Aviation Administration/Aeronautical Authority. The Quality Assurance Director is responsible for keeping and ensuring that all the manuals are updated. Additionally, it is also responsible to submit new revisions to the Federal Aviation Administration/Aeronautical Authority for their approval and acceptance. The Technical Publications Department will notify the holders of the status of the latest revision on a monthly basis. A list with the operations publications may be found in every flight cabin of each aircraft. The flight crew and the mechanics must make sure that these documents are always on board during each flight.


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DEFINITIONS Terms and definitions peculiar to the petroleum and aviation industry in handling jet fuel. Adsorption: A separation method where one component is concentrated on the surface of a porous solid. Surfactants (surface-active-agents) are separated from jet fuel by adsorption on clay. API: American petroleum Institute. API Gravity: The petroleum industrys scale and method of measuring density of liquid petroleum products. Ambient Temperature: The air temperature surrounding a specific area. ASTM: American Society for Testing and Materials. Clay Treatment Vessel: A filtration vessel equipped with bulk clay, clay bags, or clay canisters use for removing surfactants (surface-active-agents) from jet fuel. Coalescence: The property of a coalescer element to bring together very fine droplets of free and entrained water to form large droplets which are heavy enough to fall to the bottom (sump) of filter/ separator vessel. Coalescer Element: The first stage cartridges in a filter/ separator vessel that removes solid particles and coalesces free water from jet fuel. It is upstream of the separator cartridge. Contaminants: Substances either foreign or native, which may be present in jet fuel, that detracts from its performance.


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Cyclone Separator: A device that uses the principal of centrifugal force to cause the contaminate in jet fuel to settle to the bottom of a vessel without the use of filtration media. Deadman Control: A control device, which must be physically held open by the system operator to allow fuel to flow. When released, fuel flow stops automatically. Density: The amount of mass (weight) in a unit volume of material. Differential Pressure (Delta P): The measured difference in pressure between any two points, generally between inlet and outlet connections on filtration vessels. Direct Reading Differential Pressures Gauge: A pressure gauge, which automatically displays the differential pressure between the inlet and outlet connections of filtration vessels. Disarming Action: The rendering of elements in filtration systems incapable of performing their designed functions; e.g. Coalescers incapable of coalescing water and separator elements incapable of separating water from fuel. Dissolved Water: Water, which is in solution in jet fuel. This water is not free water and cannot be removed by conventional means. Effluent: Stream of fluid at the outlet of filtration vessels. Elements: A generic term given to different types of decontamination media installed in various types of filtration vessels. Emulsion: A dispersion of two dissimilar immiscible droplets in a continuous liquid phase. Endrained Water: Small droplets of free water in suspension that may make jet fuel appear hazy or cloudy.


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Filter: A decontamination device to remove solid particles form fuel. Filter Membrane (Millipore) Test: A standard test in which jet fuel is passed through a small filter membrane housed in a plastic holder. The cleanliness of the fuel can be determined by measuring the residue or amount of solid contaminates left on the membrane. Filter/ Separator: A filtration vessel which removes solids and coalesces free water from jet fuel. All filters/ separators are equipped with two types of cartridges. Coalescer elements (first stage) and separator elements (second stage). Fixed Base Operator (FBO): Common title for aircraft fuelling agents or vendors at airports. Flash Point: The lowest fuel temperature at which the vapor above the fuel will ignite. Floating Suction: Pump suction piping with floatation capability used to draw the cleanest product from the upper level of the fuel in a jet fuel storage tank. Free Water: Water in fuel other than dissolved water/ free water may be in the form of droplets or haze suspended in fuel (entrained water or an emulsion) and / or water layered at the bottom of the container holding the fuel. Freeze Point: The coldest fuel temperature at which the last fuel wax crystals disappear when fuel physically changes from a solid back to a liquid when warmed. Hydrophilic: Attracts water or is water wetting. Has an affinity form water. Opposite of hydrophobic. Hydrophobic: Repels water or is non-water wetting. Resists attracting water. Opposite of hydrophilic. Immiscible: Liquids which are mutually insoluble. Opposite of miscible.


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Influent: Stream of fluid at the inlet of filtration vessels. Joint Use Fueling Systems: Where two or more users share and receive fuel from a common pipeline system Micronic Filter: A filtration vessel equipped with pleated paper cartridges designed to remove solid particles from aviation fuels. Micron (Micrometer): A unit of linear measurement. One micron is equal to 0.000039 inches and approximately 25,400 microns equals one inch. Miscible: Liquids which are mutually soluble. Opposite of immiscible. NIST: National Institute of Standards and Technology. NFPA: National Fire Protection Association. Particulates: Solid contaminates found in jet fuel, i.e. dirt, rust, sand and fibers. Pre-Check Valve: A device used to check the operation of the automatic high level shut-off equipment on tank trucks form preventing fuel spills. Prefilter: A high dirt holding capacity Micronic Filter with pleated paper cartridges installed upstream of other filtration units. Prefilters are designed to extend the useful life of other more expensive filtration media in a fuel distribution system exposed to high solid levels. Pressure Drop: See Differential Pressure. Product: Unless indicated otherwise, it will mean jet fuel.


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PSI: Pounds per Square Inch. Relative Density: The ratio of weight of any volume of fuel to the weight of an equal volume of water. Sometimes referred as Specific Gravity. Separator Element: The second stage cartridge or shroud in a filter/ separator vessel that allows passage of jet fuel but repels free water. It is located downstream of the coalescer cartridge. Setting Time: The time allowed for water or dirt entrained in jet fuel to drop to the bottom (sump) of the fuel storage tank. Specific Gravity: See Relative Density. Sump: A chamber or depression installed at the bottom of a fuel storage tank or filtration vessel to facilitate the collection and removal of contaminates. Sump Fuel: Fuel removed from storage tanks, filtration vessels, and aircraft refuellers while performing routine quality control tests and equipment maintenance. Surfactants: An acronym for surface-active-agents that are chemical substances or detergent like compounds frequently found in jet fuels. These chemicals disarm the water removing capability of coalescer cartridges in filter/ separators. Clay treatment is the primary means in removing surfactants from jet fuel. Surge Tanks: Small tanks that collect fuel from high-pressure relief valves on hydrant trucks. Thermo Hydrometer: A hydrometer with a built in thermometer used in determining fuel density and measuring fuel temperature simultaneously.


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Thief (Sump) Pump: A small pump having a suction line, which extends to the low point of a fuel storage tank for the purpose of drawing off water which may have accumulated. Turbine Fuel: Various kerosene and naphtha based fuels manufactured to be used in jet engines. Vendor: See fixed base operator (FBO). Water Fuel: Fuel that is contaminated resulting from exposure to biological activity, surfactants, oil/ water separators, chemicals, petroleum product mixed, surface drains, and from other various water/ solid combinations. Water Defence System: A device which senses the predetermined level of free water in filter/ separator sumps and automatically stops the flow of fuel to prevent downstream contamination. Water Slug: A large amount of free water. Working Tank: The fuel storage tank being used to supply fuel to aircraft refuelers tanker trucks or to hydrant systems.


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SECTION 1

AIRCRAFT FUELING


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11-DEC-06 22-MAR-07 01 MAINTENANCE CONSORTIUM FUELING MANUAL


GENERAL 1 1

AIRCRAFT FUELING AND SURVEILLANCE PROCEDURES GRUPO TACA MAINTENANCE CONSORTIUM AIRBUS AIRCRAFT DIFFERENCES

Grupo TACA Maintenance Consortium uses either through lease or interchange agreement aircraft of the consortium. For those aircraft, the following concern regarding fueling procedures is applicable.

Maintenance Consortium Airbus A319 and A320 aircraft have an important difference within their fleet. Some of the first generation aircraft are configured in Lbs. while the newer aircraft are configured in Kgs. GRUPO TACA maintenance consortium airline members personnel cannot overlook this or their subcontractors since it may, although remote, be cause for an incident if the right amount of fuel is not being serviced. Grupo TACA Maintenance Consortium airline members are evaluating the possibility of modifying those first generation aircraft (configured in Lbs.) to reconfigure them to Kgs. However this is pending Airbus response.

Meanwhile, to preclude any possibility of error in providing the right amount of fuel, whether in Kgs. or Lbs. on a particular aircraft, the Operations Department of each TACA Group Maintenance airline

member, provides automatically in their flight plan the amount, and adequate measure (Kgs. or Lbs) for each specific aircraft. Nevertheless, to cover any additional concerns or mistakes, training is obligatory for personnel related to the fueling of the aircraft within Grupo TACA Maintenance Consortium airline member and especially with subcontracted personnel in these differences. Additionally, each aircraft has placards in the cockpit that indicates to the crew if the aircraft is configured in Kgs. or Lbs. Each logbook binder is being placarded to indicate to maintenance personnel the correct configuration, and finally, the fueling station (refuel/defuel control panel 800VU) has a placard indicating to the fueling provider the appropriate configuration (Kgs. or Lbs.)The following Grupo TACA Maintenance Consortium aircraft are configured in Lbs.: N451TA, N452TA and N453TA. The remaining aircraft are configured in Kgs

ISSUED:

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REVISED: 22-MAR-07 REVISION: 01

1.

General

A.

This chapter of this manual, as required by CAA local authorities and Civil Aviation Regulations contains the Airline accepted standards for fuel handling procedures, facilities, inspections, and fuel tests to ensure that quality jet fuel is being safely dispensed to company aircraft.

B. The standards accepted by Grupo TACA Maintenance Consortium are derived from Air Transport Association (ATA) Specification No 103, Guidelines for Aviation Fuel Quality Control and Operating Procedures for Joint Into plane Fueling Services, and manufacturers maintenance manuals.

C. A copy of ATA 103 and JIG current Standards will provide to the Civil Aviation Authority by Quality Assurance Department.

D. All fuel quality assurance and maintenance records for equipment and delivery organizations should be available for inspection during normal working hours.

E. The company is to be notified whenever new, additional replacement, overhauled, major repaired or modified fueling equipment is placed into service for fueling company aircraft. At the companys option, all fueling equipment may be inspected and approved for use prior to fueling company aircraft. (subcontractors under JIG standard must comply with JIG 4.15)

F. A waiver to the standards and procedures in this manual that will not compromise fuel quality, safety or security may be granted because of extenuating circumstances. A request for a waiver shall be in writing to the Airline Quality Assurance Director or his designee, according the requirements acceptable for the Authority, and shall contain all pertinent details, and reasons why a waiver is required. Approvals shall specify an expiration date and any related stipulations. The operator shall maintain on file the written waiver approval so long as it is effective (See page 35 37 of this chapter for an example of a waiver).


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G. If visible contamination is found, fueling must be discontinued from that source and the company must be notified. Fueling shall not be resumed from the system until the source of contamination is found and removed.

H. If for any reason a fueling system becomes inoperative so as to impair the companys operations, the company must be notified

I.

All inspections and tests specified on this manual shall be performed by qualified personnel.

J. The agencies contracted by the Airline to provide fuel servicing must assure that all personnel performing fuel servicing must follow the procedures described on this fueling manual. The Airline is responsible for assuring that all fuel-handling personnel are properly trained in the Airlines Fueling Manual procedures. Written records of employee training shall be maintained at the Station Manager office.

K. Fuel, which is removed from an aircraft because of possible contamination, shall be held in quarantine until laboratory tests have been performed to determine its acceptability.

L. Product de-fueled from an aircraft for purposes other than contamination should be returned to the airline from which it was removed. De-fueled product may not be delivered to another company aircraft or any other companys aircraft without approval.

M. The contract agency shall establish procedures for reporting of any observed deficiencies or safety hazards by its employees to their superiors.


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N. All applicable laws governing the handling of fuels and other fluids and gases shall be strictly

complied with. Compliance with local regulations on weights and measures at pointsO. All applicable laws governing weights and measures must be complied with. In general, these laws require that local sellers of weights and measures test and approve the accuracy of equipment from which fuel is sold.

P. A copy of this manual will be available to all Airlines Line Stations, Fueling Companies and sections of the Main Base Maintenance Department

Q. Before the airplane is refueled, the mechanic in charge of the maintenance operation could request a fuel sample and check for Bright/Clear visual test and Water Detection test. This is done as a random test in order to verify the fuel quality.

R. The Airlines auditors must inspect the contract into plane subcontractor in accordance with the audit program, once a year, to verify compliance of these requirements, including records. The Quality Assurance Department will monitor this process.

2. Jet Fuel Standards

A.

The fuel shall conform to American Society for Testing and Materials (ASTM) specification D1655 (according ATA 103), ISO 3170 and ASTM D4057 (according JIG), Latest revision and shall be of the Aviation Kerosene type, Jet A or Jet A-1.

(1)

In all phases of handling, the fuel shall be clear and bright. The odor of the fuel shall not be nauseating or irritating.


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Note: The color of a jet fuel generally ranges from water white to light straw or amber. Other colors may be an indication that the fuel is been contaminated by other product or unauthorized additives.

(2)

API gravity must be from 37 through 51 degrees, corrected to 60 degrees F. In those cases, when the fuel is being received through a multiproduct pipeline, the flash point change shall not exceed 5oF (3oC) and the final flash point shall be not less than 100oF (38o C).

(3)

If there is a sudden change in the API gravity of 1 degree or more from the same source or supplier, immediate investigation is required. The vendor shall stop receipt of fuel from the source until the reason for gravity change is determined.

B. The following guidelines are established for fuel cleanliness utilizing other tests. However, the limits specified require further investigation, and are not to be used for rejection criteria

TEST Color Membrane * ASTM D-2276

FUEL DISPENSED FROM FUEL DISPENSED STORAGE A2, A3 2 gallon Dry Rating 3 gallon Wet Rating (max) INTO AIRCRAFT A2, A3 2 gallon Dry Rating 3 gallon Wet Rating (max)

Free Water Test

15 PPM (max)

15 PPM (max)

* American Society for Testing and Materials, Method D-2276.


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3.

Fuel acceptance

The guidelines outlined in the acceptable standards shall apply for fuel acceptance by dedicated or multiproducts pipeline and or transport truck. Prior to delivery, the airport facility operator should receive a shipping document that should contain at least: a) Visual Appearance in white bucket b) API gravity c) Distillation d) Flash Point e) Freezing Point f) Water reaction interface rating

g) Water separation (MSEP) h) Copper Strip Corrosion i) Existent Gum

The shipping document should include all delivery information. i.e. destination.

When the product is received through a multi-product pipeline a flash point test should be performed at the point of receipt, based in the ASTM D1655 properly test. Fuel not meeting the ISO 3170, ASTM D1655 and ASTM D4057 shall be rejected. (Subcontractors under JIG standard must comply with reference JIG 2.2 a y b). 4. Fuel Equipment Checks

Fuelling equipment shall be maintained in sound condition at all times in order to ensure a reliable and safe fuelling service. Maintenance work shall be scheduled so that all units receive thorough attention in accordance with the equipment manufacturers instructions.

All relevant routine checks shall be performed according the intervals daily, monthly, quarterly, bi-annual and annually as specified the standard used by the contracted company.


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The results of all significant checks and testing shall be recorded on documents, which are readily available, kept up to date and retained for a minimum of one year. Records may be held on computers provide that a back up system is in place.

The person who carried out the checks should sign all records. For computer generated records, a password protected access system, traceable to the individual person, is acceptable as an alternative to a signature. 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 log books on all non-routine matters shall be retained for at least three years.

5.

Hydrant System Checks

A.

General 1. The following checks must be performed on all hydrant-fueling systems servicing company aircraft and at the frequencies specified according the standard used. Additional tasks or more frequent checks may be required based on local conditions. 2. All personnel engaged in ramp operations must be continuously observant of abnormal conditions that may exist in and around fuel pits. Any fuel leaks, fire/safety hazards, or adverse conditions must be reported immediately.

3. Hydrant systems or segments of hydrant systems not in daily use must have all daily, monthly, quarterly, semi-annual and annual checks current and recorded before the equipment is returned to service. Based on fuel test results, flushing may be required by aircraft operator prior to use. Records must indicate when systems are out of service.


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The following items shall be including in the daily inspection (ATA 103 requirements only) 1. Hydrant pit. Perform daily visual inspection o the hydrant pits and all components, pits should be clean and free of standing liquid. Correct deficiencies in a timely manner 2. Emergency Fuel Shutoff Stations. In a daily interval verify that all emergency fuel shutoff stations on the ramp have clear access, a sign or placard identifying EFS location. Any deficiencies are to be corrected immediately.

The following items shall be including in the monthly inspection (ATA 103 requirements only) 1. Isolation Valve Pits and Control Vaults. Check emergency access, fuel leaks, standing liquid and debris, general condition of all components, verify proper operation of valves. Correct any deficiencies found. 2. Hydrant Valve Assembly. Check the hydrant pit valve and sense line connectors, verify operation of the hydrant pit valve, and check for leaks, excessive coupler mating flange wear and loose or missing fasteners. Correct any deficiencies. 3. Low Point Drains. Open all low point drains until all water or sediment is removed, flush a minimum of two gallons at each low point until clear fuel is obtained to ensure positive removal of all contaminants and replace missing tags or markings to pit lids or low point drain valves as required ensuring proper identification. (Daily according JIG 5.2.2) 4. Emergency Fuel Shutoff. Verify the satisfactory operation of the emergency shutoff system, by actuating one or more of the control devices for each zone coordinate the shutoff test with any group having an interest in the operation of the facility, each control device must be tested at least once a year.

The following items shall be including in the quarterly inspection (ATA 103 requirements only) 1. High Point Vents. Bleed all high point vents to ensure the removal of all entrapped air, continue to bleed air until clear fuel is present, bleed high point vents more frequently if pipeline was drained or modified allowing air entry into system.


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2. Surge Absorbers. Where installed, check the general condition and operating pressure setting of each unit, recharge as required. 3. Leak Detection and Piping Isolation Systems. Check the satisfactory operation of pipeline leak detection systems and pipeline monitoring wells, monitoring devices and fuel flow shutoff valves are to be tested.

The following item shall be including in the annual inspection (ATA 103 requirements only) 1. Cathodic Protection. Where installed confirm satisfactory operation of cathodic protection systems.

6.

Refueller Requirements

A.

All aircraft fueling equipment including tank trucks, hydrant carts and fueling cabinets, must be comply with the provisions in this section. There must be no visible fuel leaks. Tires, wheels, wheel studs/ nuts must be maintained in good condition at all times. Electrical equipment, including lights, light lenses and wiring, must be maintained in a safe and operational condition. Windows must be clean and free of cracks and crazing.

B.

All aircraft fueling equipment must have a Filter/ Separator or a Full-Flow Fuel Monitor. Filter/ Separators must meet the specifications of API 1581, Group II, Class C, latest edition. Filter/ Separators must be equipped with an automatic water defense system, which will cause fueling to stop when activated by excessive water. Float or electronic probe systems must include provisions for an operational test. Full-Flow Fuel Monitors must meet the IP Specifications 1583 and qualification Procedures- Aviation Fuel Filter Monitor with Absorbent Type Elements, latest edition. Full-Flow Fuel monitors, when used in systems with static fuel pressure in excess of 180 psig. Must be equipped with a differential pressure device, which will prevent excessive inlet pressure from rupturing elements in the event of complete blockage


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C.

All filtration vessels must include: Air elimination provisions; Direct reading pressure differential gauges with an accuracy of +/-2 PSI; Manual sump drains valves with handles spring loaded to the closed position are recommended; upstream and downstream membrane sampling connection, including probes and dust covers; pressure relief valves or other devices which will prevent over pressurizations due to thermal expansion of fuel, including a means for accommodating relieved fuel.

D.

All fueling vehicles shall be assigned to a single grade of product. Although, when it is necessary to change fuelling equipment from permanent service on product to permanent service on another (jet fuel and avgas) a grade changing procedures must be followed. (see JIG item 5.7.2)

The following items shall be installed on all mobile jet fueling equipment:

(1)

Handheld deadman control.

NOTE: Deadman systems sometimes include an override switch. This is for operation only in emergencies. If not of the push button type it shall be safety wired and sealed in the non bypassed position. Written procedures shall be used to control the use of the override.

(2) Safety interlock system all pressure fuelling vehicles shall be fitted with an interlock system to prevent drive away, roll away and jet blast blow away during fuelling of aircraft.

(3) Emergency fuel flow shut-off system accessible from the ground. In Tank trucks the emergency fuel shutoff system should also close the tank outlet valve(s). Units equipped with a lift or platform must have an emergency fuel shutoff control accessible from the lift or platform, in addition to one accessible from the ground. In Hydrant vehicles the system should stop the fuel flow by automatically closing the hydrant pit valve upon activation. Each emergency fuel shutoff control must completely stop fuel flow within a maximum of 5 percent overrun.


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(4) Pressure control systems (50 PSI). All jet fuel delivery equipment shall be fitted with pressure control systems (primary and secondary) to protect aircraft from excessive flow and shock pressures which can damage aircraft fuel systems. (5) Fueling pressure gauge visible to the operator during aircraft fueling operations that should have a minimum face diameter of 4 inches and accuracy of plus or minus 2% of full scale. Digital pressure displays shall have a minimum character height of inch.

(6) Fuel hose meeting API 1529, BS 3158, type C, latest edition, APO 1529, hoses, as applicable. Nozzle swivels must have the collar secured by lock rings or safety wired collar retention screws.

(7) Manual Isolation Valves. Equipment with multiple aircraft delivery hoses must have a manual isolation valve installed upstream of each delivery hose.

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

(9) Strainers and Swivels. Aircraft fueling nozzles must be equipped with 100 mesh strainers (ATA 103) and 60 meshes (JIG 3.1.6).

(10) Manual shut-off valve upstream of each delivery hose.

(11) Additional Requirements for Refueling Trucks (ATA 103, 2-7, 16 only)

(12) Fire extinguishers. Hydrant trucks and Carts must be equipped with a minimum of one 20pound dry chemical fire extinguisher, securely mounted on opposite sides of the truck and readily accessible. Refueling Trucks must have a minimum of two 20-pound dry chemical fire extinguisher readily accessible securely mounted on opposite sides of the truck. Seals must be intact. Current inspection, testing and recharging records must be attached.


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(13) Electrostatic Bonding System (ATA 103, 2-7, 14 and JIG 3.1.11)

(14) Fuel Quantity Measurement Meter. (ATA 103, 2-7, 13 and JIG 4.9)

(15) Sign, Placards & Labels (ATA 103, 2-7, 15 and JIG 6.5.1 b )7. Fueling Vehicle Checks

A. General

The following periodic checks must be performed by qualified individuals on all fueling vehicles, hydrant carts and direct fueling cabinets servicing company aircraft and at the frequencies specified. Additional tasks or more frequent checks may be required based on local conditions

(1) General Condition all relevant routine checks including colorimetric filter membrane test, hose and hose end strainer checks, deadman and interlock performance tests and bonding wire continuity shall be preformed and the tests recorded. Report and correct any condition that needs immediate attention; i.e. faulty brakes, faulty tires, broken or defective glass, defective windshield wipers, defective exhaust system, inoperable safety features, missing lights and lenses, etc. For any visible fuel leaks, the vehicle is to be immediately removed from service until corrective action is taken to repair the leaks. (Daily, weekly and monthly according JIG A3.1, 4.4, 4.5, 4.7.2, 5.2; daily and monthly according ATA 103, 2-8, 3.1, 3.2, 3.4, 3.5, 3.8, 4.4)

(2)

Filter Sumps Perform white bucket test of filter sumps. Immediately report abnormal amounts

or condition of contamination, especially if brown colored and/or brackish-smelling water samples are observed. Record findings of first sample taken. Remove unit from service if unable to obtain clean, dry sample after three samples have been drained (Daily according ATA 103 2-8, 3.2 and JIG A1.2.1)


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(3)

Filter Differential Pressure Check filter differential pressures under normal maximum flow

conditions. Remove vehicle from service if differential pressures exceed 15 PSI filter (separator) or full flow 22 psi (monitor) or sudden drop in differential pressure is noted. Record differential pressure. (Daily according ATA 103, 2-8, 3.3 and JIG A1.2.2)

(4)

Deadman Controls Check the satisfactory operation of deadman control system if

unsatisfactory, remove fueling vehicle from service until corrected. (Time to shutdown is approximately five seconds). (Daily according ATA 103, 2-8, 3.4 and monthly according JIG 4.7.2)

(5)

Safety Interlocks verify the proper operation. (Daily according ATA 103, 2-8, 3.5 and weekly

according JIG 4.4)

(6)

Nozzle Fueling Pressure Check and record nozzle delivery (primary) fueling pressure.

Normal fueling pressure should not exceed 50 psi. (Daily according ATA 103, 2-8, 3.6 and quarterly according JIG 4.7.1)

(7)

Hoses, Swivels and Nozzles Check condition of all fuel hoses, swivels and nozzles for wear,

damage and leakage. Check hoses for damage. Check tightness of all swivel attachment screws and hose couplings. Any item that is defective or is leaking must be replaced, or repaired before being use to service aircraft. (Daily according ATA 103, 2-8, 3.6; monthly according JIG A3.1)

(8)

Grounding Reels, Cables and Clamps Check condition of static grounding reels, cables,

clamps, and connections. Defective equipment should be replaced or repaired prior to use. Continuity must be checked after maintenance to static bonding systems. (Daily according ATA 103, 2-8, 3.8; daily and weekly according JIG 4.5)


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(9)

Lift Platforms Check the general condition and proper operation of lift platforms. If

deficiencies are noted, remove fueling vehicle from service until corrected. (Daily and monthly according ATA 103, 2-8, 3.9, 4.9 and JIG appendix A6 without interval details)

(10)

Fire Extinguishers Verify that fire extinguishers are in their proper places with

unobstructed access for immediate use. If the seal is broken, or inspection tag missing or found an obvious physical damage remove replace fire extinguisher prior to fueling aircraft. (Daily and monthly according ATA 103, 2-8, 3.10, 4.7; monthly according JIG 4.17)

(11)

Surge Waste Tanks If Applicable Atmospheric surge tanks, thermal relief tanks, or waste

fuel tanks are to be checked or drained. (Requirement daily according ATA 103, 2-8, 3.11 only)

(12)

Air Tank. Drain all moisture from air tanks to prevent damage to air system components

and freezing during cold weather (Daily requirement according ATA 103, 2-8, 3.12 only)

(13)

Tanker Troughs Check tanker troughs for water. If standing water is present, check

trough drains for plugging, and use extra care in inspecting compartment and filter drains to ensure that water has not entered the fuel system. Clean troughs and drains as required (Daily according ATA 103, 2-8, 3.13 and JIG 5.2.1)

(14)

Tanker Sumps Perform white bucket check of each tank compartment. If contamination is

present, continue draining until all contaminants are removed and fuel is clear. Additional sump checks are required during and immediately after inclement weather conditions. Remove unit from service if unable to obtain clean, dry sample after three samples have been taken. Report unusual contamination to the airline if it is likely to affect operations. (Daily according ATA 103, 2-8, 3.14 and JIG 5.2.1)


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(15)

Tanker Bottom Loading Before bottom loading tankers, manually operate the pre-check

test provisions to ensure the satisfactory operation of the high-level shutdown system. (Daily according ATA 103, 2-8, 3.15 and without interval defined according JIG Appendix A6)(16)

Filtration Test and Free Water Test Perform a color membrane Millipore and free water

detection test downstream of all filter/separators or fuel monitor vessels on all aircraft fueling vehicles. Ratings are to be made after the membrane is completely dry using the official ASTM Rating Guide Color Membrane document D-2276, or equivalent (Shell, gammon). Please refer to Jet Fuel Standards of this section, for acceptable standards (Color membrane A2 or A3). (Monthly according ATA 103, 2-8, 4.1 and JIG A1.2.3)(17)

Ground cable continuity Check electrical continuity on grounding and bonding system.

Detective equipment must be repaired or replaced prior to servicing aircraft. (Monthly according ATA 103, 2-8, 4.2 and weekly according JIG 4.5)(18)

Nozzle Screens Remove nozzles and examine screens for particles or other solid

contaminants. If particles are found, Investigate sources of contamination, which could be from inner hose lining, pipe rust, sand, low point sediment, equipment failure, seals, gaskets, etc. and take appropriate corrective action. Screens are to be cleaned, or are to be replaced if damaged. (Monthly according ATA 103, 2-8, 4.3 and JIG A1.5, 4.14)(19)

Fuel Hoses Lay hoses out full length with system at full operating pressure and check

hoses for damage. Check couplings at both ends for cracks and signs of slippage or leakage. Replace any defective hoses prior to further servicing of aircraft (Monthly according ATA 103, 2-8, 4.4 and JIG A3.1)


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(20)

Signs, Labels and Placards. Verify that unit is clearly marked with applicable signs,

placards and labels. (Monthly requirements according ATA 103, 2-8, 4.5 only)(21)

Fuel Meter Seals Where seals meters are installed, verify that calibration seals are intact.

Meter with missing seals may only be used with airline permission and must be calibrated. (Monthly according ATA 103, 2-8, 4.6 and every six months according JIG 4.9.1)(22)

Emergency Shutdown Systems Verify that each emergency fuel shutdown control device

will completely stop fuel flow. Equipment with defective emergency fuel shutdown systems must beremoved from service until the system has been repaired. (Monthly requirement according ATA 103, 28, 4.8 only)

(23)

Tanker Interiors Check tank compartment interiors from dome cover openings for water,

debris, surfactants, microbial growth and other contaminants. Clean and repair as required. Check epoxy-coated tanks for deterioration (Monthly according ATA 103, 2-8, 4.10; quarterly and annual according JIG 4.13)

(24)

Tanker Vents and Dome Covers Check tank cover latches, hinges, seals and gaskets.

The covers must seal tight to prevent entry of water. Check condition of tank vents for freedom of operation. Verify that hinges are forwarded mounted and will close with forward motion of the vehicle. Correct as required. (Monthly according ATA 103, 2-8, 4.11 and quarterly and annual according JIG 4.13)

(25)

Tanker Trough Drains Manually check trough drains for plugging. Use cable or wire to

ensure that there are no obstructions present. More frequent checks may be required during inclement weather conditions. (Monthly according ATA 103, 2-8, 4.12 and JIG 3.2.6 without interval details)


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(26)

Vehicle Inspection A thorough overall inspection of the unit to identify components with

excessive wear and pending equipment failure.(Quarterly according ATA 103, 2-8, 5.1 and JIG 4.3)

(27)

Pressure Controls Check all primary and secondary pressure control equipment. Adjust as

necessary. Never adjust pressure control equipment while fueling an aircraft. All testing of pressure control equipment should be conducted at a test facility or through test connections on tank trucks. (Quarterly according ATA 103, 2-8, 5.2 and JIG 4.7.1)

(28)

Water Defense Systems/External Check Where water defense systems are installed check

satisfactory operation of water defense systems on all filter/ separators. Filter/separators that have been converted to monitors are not required to have the water defense system checked. (Required quarterly according ATA 103, 2-8, 5.3 only)

(29)

Filter Elements Change Replace filters/ separator filter elements. (Annual according ATA

103, 2-8, 6.1 and JIG A1.3)Teflon and synthetic separator element may be reused, provided that they are cleaned and tested in accordance with the element manufacturers procedures. Full flow monitor elements are to be replaced after the maximum service life recommended by the manufacturer. A visual inspection of all vessel interiors is to be performed on an annual basis regardless of filter element replacement frequency. Verify that the vessel interior is generally clean and free of water, sediment, evidence of microbial growth or other contamination. Clean interior and repair coating as necessary. Verify that all elements are undamaged and secure.

(30)

Pressure Gauges Verify accuracy of gauges used to monitor fuel delivery to aircraft and

filter differential pressure. All pressure gauges should be accurate to within plus/minus 2 psi over their normal operating range. Replace, or repair and calibrate defective gauges. (Annual according ATA 103, 2-8, 6.2 and every six month according JIG 4.10)


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(31)

Fuel Meters Check meter calibrations. Adjust meters to an accuracy of +0.20% Verify

repeatability of 0.05%. Meters are to be properly sealed up completion of calibration. (Annual according ATA 103, 2-8, 6.3 and every six months according JIG 4.9.1)

(32)

Water Defense System Inspection and Test. Check operation of water defense system in

accordance with annual requirements. (ATA 103, 2-8, 6.4 only)

8.

Visual Test

The purpose of this test is to visually determine the possible presence of surfactants, water and/or solids in turbine fuel. This test must be performed once a day, before any fueling operation takes place. This shall be monitored by the Quality Assurance Department through Quality Audits at the time the facilities are inspected. Fuel samples are obtained in a clean white bucket, glass jar, or stainless steel buckets (see ASTM 4306) from sump drains of filter vessels and tanks and observed for indications of surfactants or presence of water and solids.

Visual Test requirements are:1. Appearance/color 2. Particulate contaminant (visual) 3. Water (visual). 4. Chemical detector (*) (*)Velcon Hydrokit, Shell Water detector or alternative type such as the POZ-T. The following should serve as a guide to the visual assessment of fuel samples


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SOLID CONTAMINANT INDICATORS

MOISTURE CONTENT INDICATORS

1. Clean 2. Slight Particulate Matter 3. Particulate Matter 4. Dirty

A. Bright B. Hazy C. Cloudy D. Wet (Free of Water) E. Surfactants

(*)Velcon Hydrokit, Shell Water detector or alternative type such as the POZ-T. The following should serve as a guide to the visual assessment of fuel samples

Rating Definitions:

Solid contaminant Indicators

(1)

Clean - Refers to lack of particles, silt or sediment, flakes or dye, rust or solids.

(2)

Slight Particulate Matter - Contains several fine to moderate sized particles.

(3)

Particulate Matter - A sample in which many small particles may be seen floating or settled on the bottom.


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(4)

Dirty - Discoloration or many particles dispersed in the fuel or settled on the bottom

Moisture Content Indicators

a)

Bright - Brightness is a quality independent of the color of the sample and refers to the lack of suspended or free water in the sample. Bright fuel tends to sparkle.

b)

Hazy - A condition resulting from fine droplets of dull hazy appearance. This can be a temporary condition brought about by a drop in temperature. During the first minute, the fuel can appear hazy due to air bubbles.

c)

Cloudy - The result of extremely fine droplets of water dispersed throughout the

sample giving it a milky appearance.

d)

Wet - Any form of free water appearing as droplets or bulk water on the bottom of the

bucket or clinging to the sides.

e)

Surfactant - Slime in the bottom of the bucket or at the fuel/water interface appearing

as a dark brown/black layer; or scum or lacy materials floating in or on the sample.

9.

Membrane Filtration Test

A.

This test provides a field method for detection of particulate matter in jet fuel. It is particularly useful in monitoring the cleanliness of fuel received and in evaluating the performance of filter vessels. Because the method produces results, which are not quantitative, it is not to be used as basis for rejection of the product. It does, however, provide an alert signal, which indicates the need for further investigation using other methods. This shall be monitored by the Quality Assurance Department through quality audits.


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B.

If both single and double color/ particle ratings exceed maximum allowable limits or are in dispute, a matched-weight gravimetric test will govern or fuel will be rejected.

C.

The operator should be cognizant of the fact that a wet membrane may appear darker than a dry membrane. This must be taken into consideration if there is a need for immediate evaluation. Official ratings are to be made after the membrane is completely dry using the official ASTM Rating Guide described in D-2276.

E.

Whether wet or dry, a membrane with visible particles is cause for concern and requires prompt investigation of the condition of filtration equipment

10. Refueling ProceduresA. General

(1)

When fueling the aircraft, the wing tanks are filled equally. If the wing tanks are full and additional fuel is required, fuel center section tank to the level required. The wing tanks may be fueled either by the pressure fueling method or by the overwing gravity method. The center section tank must be fueled by the pressure fueling method, or by transferring fuel from either of the wing tanks.

(2)

A tank with an inoperative indicator may be fueled with any desired quantity by transferring all fuel from the tank with the inoperative indicator. Then fill that tank with a known quantity of fuel, from a tank with an operative fuel quantity indicator.

(3)

During fueling operation, observe and follow all standard fueling precautions and practices.

(4)

The APU shall not be operated during over wing fueling.

ISSUED:

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GENERAL 1 22

REVISED: 22-MAR-07 REVISION: 01

B. Refueling Precautions

(1)

All fueling will be accomplished in accordance with the instructions set forth in this manual.

NOTE: Special attention must be taken to the aircraft metric system configuration (Lbs. or kgs.). See page 1 of this section for aircraft groups detail. (2) Before a person can be considered as qualified to be a fueling operator, they must be familiar

with the operation of the trucks fueling equipment, driving the truck, location and use of the emergency switches and procedures to follow in case of fire or fuel spillage.

(3) When approaching an airplane with a fuel truck, the driver should assure that the area is clear and test the trucks brakes for satisfactory operation before driving into position. The truck must be under control at all times.(4) When moving a fuel truck in a tight position, a guide man must be posted where he can watch all obstacles and be in the drivers view to give direction.

(5) Fuel trucks should be positioned so that they can be driven or towed away from the aircraftwithout backing. A clear path should always be maintained to permit their rapid removal in case of emergency. Fuel trucks may be positioned according the positions approved in the Ramp Operation Manual (MOR), chapter 02.07.02 (Manual de Operaciones Rampa). The operator must at least ensure that the exhaust from the truck is not under any part of the wing or nacelle.

In those cases where the airport policies are requiring different procedures of accommodation and/or position, these provisions prevails or take place instead of TACA requirements, in this case signal man is required, in order to prevent any incident under this circumstances and a waiver will be required from Quality Assurance Director or his designee in written. The AAC will be noticed during the 48 hours after the waiver is issued. A copy of this waiver must be maintained as part of this manual, in conjunction of the Airport Procedures


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(6) Fuel truck operators are not permitted to drive a truck under any portion of the airplane or wing, since ladders or other protruding objects above the truck may cause serious damage to the underside of the wing or the aircraft.

(7) All aircraft fuel servicing must be done out-of-doors and as far away as is practicable from buildings, which may house sources of ignition.

(8)

It is permissible to transfer fuels from one tank truck to another only in case of emergency and if such emergency arises, proper grounding of both trucks must be utilized.

(9)

Dragging the fuel hose and nozzle from one operation to the next by use of the truck is strictly prohibited.

(10) If defective or leaking equipment on the fuel truck is encountered, the operator shall repair or replace such equipment before using the truck to service aircraft.

(11) Do not position any ground equipment under the wing tip during fueling operations. Due to the increased weight of the fuel being added, the wing tip may be deflected downward. Also, fuel tanks are vented through the wing tips, which may produce dangerous and explosive mixture around the wing tip.

(12) Airplane and fuel truck must be correctly grounded using one cable from truck to the aircraft and one cable from truck to Fuel Ground Point or hydrant. If positive grounding cannot be accomplished, the fuel truck and the aircraft must be bonded to neutralize static electricity, prior to fueling.

(13) Deadman controls will never be blocked open.

(14) Fueler must be at the aircraft fuel quantity gages to monitor the fueling operation.


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(15) Use of the aircraft battery should be limited to actual need to avoid discharging battery.

(16) Do not remove filler caps or fuel nozzle before aircraft is grounded; also do not remove ground before nozzle is removed.

(17) Fueling is not permitted while the aircraft engine(s) are operating.

(18) Fueling shall not commence or must be suspended when there are lighting discharging within a radius of 5 miles of the airport (Information concerning storm distance, direction of travel and intensity may be obtained from ATC or Wx by telephone or from the Operations Center by radio). The flight crew may be a source for this information if they are onboard.

(19) If fuel vapors or any other hazardous situations are detected in the cabin, the fueling must stop.

C.

Hydrant Pit/Inlet Hose Identification and protection.

(1) Hydrant service inlet hoses, inlet couplers and hydrant pit valves are vulnerable to damage caused by other aircraft servicing vehicles. This has been demonstrated by a number of major accidents in recent years. Incidents have occurred in both good and poor weather conditions, in daylight and during the hours of darkness.

(2) A High visibility hazard marker shall be displayed above the pit opening. A four-winged flag constructed from high visibility material is recommended but alternative designs/equipment providing a similar degree of all around visibility may be used.


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(3) During the hours of darkness the hydrant pit valve and inlet hose shall be illuminated. Red or orange safety lamps or vehicle-mounted searchlights (intrinsically safe) may be used for this purpose.

(4) Additional methods of protecting and increasing the visibility of the hydrant pit and hydrant service inlet hose should be considered. This may include the use of hydrant pit protection barriers, high visibility road cones, inlet hose collars and warning signs

D. Overwing Refueling Precautions

In addition to the requirements in section B12 above, the following precautions apply to overwing refueling of aircraft.

(1)

No loose objects, such as tools, pencils, matches, cigarettes, lighters, etc., that might fall into the tank during fueling operations, should be carried in the breast pockets.

(2)

If any object is inadvertently dropped into an aircraft fuel tank, it must be removed before further flight. The supervisor in charge must be notified immediately.

(3)

Do not remove overwing filler caps before making certain that fuel level is below level of cap. In some airplane attitudes, with fuel tanks full, removing the filler cap will result in the fuel flowing out of the filler port onto the wing.

(4)

Overwing fuel hose nozzles will have all control handle retaining notches removed and the person doing the fueling will hold the nozzle open. Fuel nozzles will never be held open with a block, tool or by other means except by hand.


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E. Eliminating Sources of Fire hazards

Since fuel vapor and air are always present in some degree during fueling operations, the first precaution against fire is to avoid any flame or spark that could cause ignition.

(1) Smoking

a.

Smoking is such an obvious and unnecessary invitation to disaster that even its mention should not be needed, yet every year smoking in dangerous areas brings death and destruction. Any person that engaged in fueling operations should not carry matches and cigarette lighters.

b.

The no-smoking rule should be rigidly enforced. Flammable vapors released during fueling are heavier than air. They may settle and travel considerable distances along the ground and collect in depressions where they may not readily dissipate. This is particularly true under calm wind conditions. If it is possible for spectators or passengers to come within 50 feet of the fueling operation, "NO SMOKING" signs should be posted in conspicuous places throughout the area. Spectators and passengers should be warned (politely, but firmly) against striking matches or cigarette lighters in the danger area.

c.

Smoking is prohibited in fueling trucks, within 50 feet from where fuel trucks are parked, and within 50 feet of the bulk plant.


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(2) Open Flames Open flames are often used as signal lights and in maintenance work. Those sometimes overlooked in the hurry of fueling areas follows:

a. Flare pots and similar open flame lights.

b. Welding or cutting torches; blow torches.

c. Exposed flame heaters (including portable gasoline or kerosene heaters). Therefore, no fueling should be done while any of the above devices are in use within 50 feet of the aircraft. Also, there should be no fueling while the aircraft engine(s) are running. Engine ignition must be OFF.

(3) Sparks

Electrical circuits frequently arc when turned on or off or when connections are made, or when the equipment is not operating properly. The following should be observed to avoid producing sparks:

a. Aircraft batteries should not be installed or removed during fuel servicing.

b. Battery chargers should not be connected, operated or disconnected during fuel servicing. c. Aircraft ground power generators and rectifiers should be located as far away from the fueling points as practicable and not connected or disconnected during fueling. They should not be placed under the wings and observe a minimum distance of 6 mts. (20 ft.) from the aircraft filling and venting points, and the hydrant valves or other refuel/defuel equipment being used.

ISSUED:

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REVISED: 24-MAR-09 REVISION: 03a

d. No electric tools, such as drills or buffers, should be used in or near the aircraft during fueling.

e. Aircraft electrical switches that control units in the wing or tank areas shall not be operated during fueling.

f.

Aircraft HF radio and radar shall be OFF.

g. Photo flash bulbs and cellular or mobile phones should not be used in the 6 mts. (20ft.) area radially from the vent points, filling ports, refuel/defuel equipment and hydrant valves.

i.

Flashlights used near the fueling points should be of a type approved by Underwriter's Laboratories for use in hazardous locations.

j.

Shoes with nailed soles or metal heel plates can also be a source of sparks. Fueling crews should wear only non-sparking shoes near aircraft or fueling equipment.

h. Fueling operations shall not be conducted within 200 feets of energized airborne radar equipment or within 300 feet of energized ground radar equipment installations.

(4) Neighboring Jets

Fueling should not be done within 120 feet downstream from the tailpipe of a jet aircraft that has an engine running. If a jet aircraft moves into position within this radius, fueling should be stopped immediately, and fuel tanks closed.


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(5) Static Electricity

Static electricity is a constant threat to safe fueling. It is impossible to prevent the presence of flammable vapors in the areas adjacent to fuel tank filler openings. Therefore, it is essential that the static that accumulates on the aircraft or truck be not permitted to discharge as a spark. An effective grounding and bonding connection, if made before fueling, will safely dissipate whatever static electricity has built up in the aircraft and the truck.

a.

There has grown a generally accepted impression that if fuel servicing is accomplished in a designated area out-of-doors, all explosive gases and vapors will be either automatically carried away or be so diluted or cleared by the air that they will not burn. This is not true.

b.

The concentration of fuel vapor in the area surrounding the aircraft varies with the wind velocity and the rate of fueling. It is dangerously increased by fuel spills - a very serious hazard.

c.

Before any fueling operation takes place, the fuel truck and the aircraft should be grounded. The fueling personnel must ensure that a bonding cable is attached from the fuel truck to the aircraft. (Bonding is essential, grounding is recommended).

F. Emergencies (1) Fuel Spills

a. Fuel spills represent one of the greatest hazards. If spillage occurs, immediate action must be taken. In case of large spills (over 10 feet in any diameter and over 50 feet in any area) fueling must be stopped immediately and the Fire Department notified as well as any action required alleviating the hazard. Small spills can usually be wiped up with rags.


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Large spills will require the area to be washed down or even treated with foam, or some emulsifier. When fuel has gotten into the aircraft structure it should be completely removed and areas such as flap wells and other areas where fumes would tend to collect must be carefully checked to make sure all fuel and fumes are removed.

b.

Careful operation of fuel servicing equipment will prevent the majority of accidental spills.

When the hazard is great the aircraft should be moved from the area if such action does not increase the danger.

c.

Fire - Available fire equipment should be used in an effort to control the fire. The

Fire Department should be notified immediately. If possible, equipment should be moved from the area depending on the nature of the fire. In case of an emergency, the fueling operation will be stopped immediately.G. Refueling and Transfer of Fuel

(1) Whenever it is necessary to drain or pump fuel from airplane fuel tanks, observe the following:

a) There must be a 30 pound dry chemical fire extinguisher (a 50 pound CO2 may be substituted) readily available, and a 150 pound or larger dry chemical extinguisher in the immediate vicinity.

b) All motorized equipment and sources of sparks or flame will be removed from the vicinity of the aircraft. The only exception will be ground power units when required for boost pump operations, but they should be at least 6 mts. (20 ft.) apart from the aircraft fueling and venting points and the refueling/defueling equipment.


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(2) Defueling All company-operated aircraft may be defueled through the pressure filling ports. The safety practices for fueling will apply. In addition all standard practices and procedures for defueling will be carried out. For detailed instructions on defueling, refer to the applicable aircraft maintenance manual.

(3) Transfer of Fuel Transferring of fuel from one tank to another within the aircraft, or from aircraft tank(s) to fuel tanker truck, for the purpose of performing maintenance or adjusting fuel loads, will be accomplished in accordance with the applicable aircraft maintenance manual.

11.

Fueling Agent Responsibility

A. The fueling agency shall be responsible for the following:

(1) That the standards and procedures in this manual are adhered to.

(2) That the fueling operation is carried out in a safe, efficient manner.

(3) That a sufficient number of qualified personnel are assigned to the fueling operation. Personnelassigned must be familiar with all safety precautions and emergency procedures and are responsible to see that they are carried out.

(4) The fueling agency will provide aircraft with uncontaminated fuel in the quantities and type specifiedby the company. Upon completion of the fueling operation, the agency will inform company operations of the time, quantity of fuel delivered and the total fuel load.


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(5) That the fueling vehicle(s) comply with all safety regulations, and are maintained in proper, safe condition. 12. Fueling with Passenger on Board

No aircraft can be refueled while passengers are on board, boarding or disembarking, unless it is properly provided with qualified personnel to initiate and conduct an emergency evacuation through the most practical and clear possible manner.

A- The following procedures must be complied during the refueling process with passengers on board:

1- Stairs or Jetway Bridge must be engaged to the (FWD LH) main entry door of the aircraft, except when the weather conditions do not permit, it can be closed but not locked. Note: In case that the stairs or jet bridge are not available all doors of the aircraft must remain closed and the slides ready to be armed.

2- The (LH AFT) door must be available in case of disembarking o evacuation of passengers.

3- At least a Passenger Crew Member must remain in the front galley responsible of the (LH FWD) door and another must remain in the aft galley responsible of the (LH AFT) door (exits must be available in case of disembarking or evacuation of passengers).

4- Both engines must be shut down. A Crew Member, must be in the Flight Deck with ground call communication with the ground personnel (head sets, radio or hand signals).

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5- The Ramp Agent in charge of the flight will be responsible of all the ramp safety precautions according to the established in MOR Cap. 02.03.00, before beginning the process of refueling with passengers on board.

B- A Flight Crew Member will hold the primary responsibility to stay in the Flight Deck, who are to maintain constant communication with the Ground Personnel and Passenger Cabin. Their responsibilities are:

1- Notify the Cabin Crew the beginning of the fueling process.

2- To keep the No Smoking sign on in the Passenger Cabin.

3- To keep the Fasten Seat Belt sign off in the Passenger Cabin.

4- Make sure that at least one additional door (LH AFT) is available to disembark or evacuate the passengers (refer to paragraph A.2).

5-Verify that the required number of Passenger Crew Members are on board (refer to A.3).

6- If the presence of fuel vapors are detected in the aircraft or any other danger arises during the refueling, the personnel in the Flight Deck must activate the anti-collision (beacon) lights. This signal must be attended by the Ramp personnel in charge of the refueling and alert the fueling provider to stop the refueling process immediately and remove the equipment.

7- Additionally, notify the Cabin Crew members to initiate the disembarking or evacuation of the passengers.

8- Once the refueling has concluded, the Flight Crew Members must notify the Passenger Crew Members that the process has finished. Note: When the fueling companys hose is connected to the aircraft and is not refueling, the refueling procedures must be considered by all the personnel involved in this operation.

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C- The Passenger Crew Member is responsible of:

1- Verify with the Flight Deck if there is a refueling procedure.

2- Communicate to the passengers about the refueling process.

3- Make sure that the No Smoking and Emergency Exit signs are on, the Fasten Seat Belt sign is off and the established norms are followed: Unbuckle your Seatbelt, No Smoking, No Mobile Phones, as well as the emergency exits are clear and the Passenger Crew Members are in position for this procedure.

4- No service will be provided during this procedure.

5- Maintain communication with the Flight Deck.

6- Request authorization from the Flight Crew Members to begin the passenger boarding, when there are no passengers on board and the refueling operation is in process.

D- The Mechanic will be responsible of:

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Documents

Aircraft Fueling Manual