AFS Ramp - Supplemental Fuel Pumping

Statement of Work

1.0 Background

Alaska Fire Service (AFS) is the wildland fire suppression arm of the US Wildland Fire Service (USWFS) within the Department of Interior (DOI). Serving a state that is largely roadless, the vast majority of AFS fire responses utilize aviation resources. Alaska Fire Service (AFS) ramp is located on US Army Garrison Alaska, Fort Wainwright airport (Ladd Field: PAFB, FBK) AFS requires additional assistance from vendors in times of high fire activity in many ways, including the fueling of aircraft for agency missions. These activity levels are usually encountered from May through August of the summer season and can require more than 4,000 gallons of fuel dispensed from a single truck over the course of a busy day.

Though AFS does have staffed fuel trucks, they are also responsible for prioritizing off-site fueling of helicopters nearer fires. In some situations, additional help from vendors on the AFS Ramp may be needed to keep missions on schedule. AFS is looking for a vendor with experienced fuelers who follow established company and industry fueling and safety standards to supplement AFS fuelers in periods of particularly heavy activity.

2.0 Objective

The objective of this work is to provide government-furnished Jet-A fuel to aircraft under operational control of the government in support of wildland fire suppression and logistics aviation. Examples of rotor-wing aircraft include Bell 205/ 212, MD 500, Aerospatiale AS350, Sikorsky S-60/S-64, and Bell Vertol.

Examples of fixed-wing aircraft include Basler DC-3, DC-9, Lockheed C-130, Boeing 727/737, CL-215/415, Shorts 330, DeHavilland DHC-8, Rockwell Aero Commanders, Beech King Air, Pilatus PC-12, Daher Kodiak, CASA 212.

AFS would like to supplement its own aviation fueling resources by using vendor services, when needed in situations of heavy activity. When additional fueling resources are needed, AFS will contract vendors in short, contracted periods on an as-needed basis. When services are requested, they will be retained for a minimum of seven days, then reassessed daily.

3.0 Requirements

Required Equipment and Staffing - Ft. Wainwright, AK.

For a minimum period of seven days, up to multiple weeks:

1. Jet-A 2,800 gallon or greater refueling truck with Fuel System Icing Inhibitor (FSII) capabilities through both over the wing (OTW) and single-point fueling capabilities.

2. Experienced driver/fueler (does not require CDL) sufficient to cover required hours 0800-2300.

The Contractor shall furnish all necessary equipment, supplies; spill plans, and personnel to perform the services described in the contract. Aircraft refueling equipment shall conform to National Fire Protection Agency (NFPA) 407 & 385 specifications. The Contractor, using his aircraft refueling equipment, facilities and personnel, shall receive, transport, issue and otherwise be responsible for government-owned petroleum products. The Contractor shall follow standard fuel quality control practices during all fuel handling activities The Contractor shall perform all fuel handling operations in accordance with practices outlined in NFPA 407 and the contract. Safety and environmental precautions shall be followed during all fuel handling and storage operations, including compliance with facility (Ft. Wainwright) Spill Prevention Control & Countermeasures Plans (SPCC). The Contractor shall prepare Spill Prevention, Control and Countermeasures Plans in accordance with 40 CFR 112.7 for all fueling operations and services he is responsible for in the contract.

Changes to plans require contracting officer notification. Copies of the SPCC Plans will be provided to the Contracting Officer before services commence under the contract.

Contractor Operations Office/Storage Facility.

The contract will be provided lounge space in #1540 with restrooms, wi-fi, and microwave.

Alternatively, the contractor may provide a mobile office/storage facility at Ft. Wainwright. The contractor shall remove both facilities at the end of each specific work season (annually). Sleeping in either facility shall not be permitted. Occupancy is for day-use only and the storage of non-hazardous materials. The Government will supply plug in power (120V/240V).

Lodging and Subsistence.

Lodging at Ft. Wainwright for contractor personnel is not available. Contractor employees are authorized to utilize the Government operated mess hall. Three meals per day are served. Contractor personnel are required to pay established price for each meal consumed. (Cost in 2026 is $10.00 per meal).

Vendor Responsibilities for Spills.

As experienced drivers and fuel handlers, vendor representatives will be responsible for any fuel spills or vendor vehicle fluid spills occurring while on the AFS ramp for service work.

Duty Hour Limitations

Contractor shall ensure personnel do not exceed duty hour requirements prescribed in Interagency Standards for Fire and Fire Aviation Operations 2025 (Ch. 7). Work-to-related ratio limited to 2:1 (i.e. eight hours of rest after a maximum of 16 hours of work) or three days off in any 17 days of work (e.g. no more than 14 consecutive workday says). It is the vendor’s responsibility to monitor employee fatigue.

Fuel Servicing Equipment.

Aviation fuels shall be dispensed into aircraft through equipment designed and built specifically for aircraft refueling. Aircraft refueling units operating at Ft. Wainwright need not be licensed and registered with the State of Alaska Department of Motor Vehicles as driving will be restricted to the ramp areas.

Aircraft refueling units.

Jet fuel shall be dispensed into aircraft through filter vessels containing filter/separator or filter monitor type elements to continuously remove contamination down to levels acceptable for aircraft. Filtration equipment (filter/vessel) combinations shall meet industry performance qualifications of current edition Energy Institute (El) Bulletin 1583 Specification and Qualification Procedures, Aviation Fuel Filter Monitors with Absorbent Type Elements or EI Bulletin 1581, Specifications and Qualification Procedures for Aviation Jet Fuel Filter/Separators.

Design Codes.

Filter vessels shall be designed and constructed to conform to industry standards. All piping connections shall be weld end, flanged, or approved couplings. Connections shall have a rating equal to or greater than the pressure rating of the vessel.

Materials of Construction.

Vessels shall be stainless steel, aluminum, or carbon steel. Carbon steel vessels shall be internally coated with an industry approved epoxy coating. Metal parts in contact with fuel shall not be made of metals such as zinc, copper, cadmium, or their alloys. Galvanized material is not authorized for use in Jet fuel systems.

Cleanout Connections.

All filter/separator or monitor vessels shall have openings allowing cleaning of inaccessible areas.

Nameplate.

A stainless-steel nameplate, nonferrous metal nameplate, or weatherproof placard shall be securely attached to the vessel or refueling unit in close proximity to the vessel. This nameplate shall include as a minimum the following items of information:

1. Vessel model & serial number

2. Element model number & number of elements installed

3. API/IP classification/qualification

4. Designed flow rate

5. Vessel manufacturer’s name

6. Designed pressure differential maximum

7. Date elements are put in service Inlet-outlet marking.

Filter inlet and outlet connections shall be permanently marked.

Gaskets.

All gaskets shall be fuel compatible, defect & leak free. Use of a Viton A or Buna N, or equivalent material is recommended.

Element Sealing.

Filter element sealing should meet industry standard mechanical requirements and manufacturer recommendations. They shall not leak or allow fuel bypass.

Equipment for Measuring Differential Pressure.

Filter vessels shall be equipped with direct reading pressure differential gauges. Gauges will provide the pressure difference between upstream and downstream pressures. All pressure gauges must meet manufacturers’ calibration requirements.

Gages must be sensitive enough to indicate a difference in pressure during actual flow rates (Readings of zero can indicate the element or cartridge has burst).

Air Eliminator.

Each filter/separator or monitor vessel shall be able to vent trapped air automatically or mechanically.

Pressure Relief Valve.

Each filter/separator or filter monitor vessel should be equipped with a pressure relief valve set above the designed working pressure of the vessel and below the maximum design pressure allowable.

Quality Control Taps.

Sampling taps with probes shall be provided downstream of filter vessels to permit the taking of effluent fuel samples under flow conditions. Taps should be equipped with a Gammon Technical Products Inc.

connection (aircraft sampling kit #1 or #7), or equal. Sampling Probes allow Aqua-Glo, Matched Weight Gravimetric, and Color & Particle Assessment testing to determine particulate and free water contamination.

Sampling taps shall be isolated from piping by ¼ turn valves to allow spill free connections.

Filter Vessel Sump.

Each filter/separator vessel shall be equipped with low point water drains.

The filter/separator or filter monitor elements in each vessel and replacement elements shall be combinations as specified by the element manufacturer (e.g. Velcon filter elements in manufacturers approved conversion configuration for that specific vessel is acceptable). Filter elements in use shall be of design and specification for Jet A.

Prior to contract performance, all filter elements shall be newly installed and shall conform to EI 1583 or EI 1581 qualifications. The Contractor shall notify the COR when filter elements are being changed to allow vessel inspection. Each filter vessel shall be placarded with the change date.

Meters.

Refueling units shall be equipped with fixed meters for registering exact quantities of fuel pumped. The refueling unit meters must be accurate at low flow rates 30-300 GPM for Jet A. The pilot will estimate defueled fuel amounts.

Ft. Wainwright refueling unit meters shall be calibrated and certified by State of Alaska, Department of Commerce, Weight and Measures Division when possible. Meters should be recalibrated at prescribed Department of Commerce frequencies. Meters that malfunction must be repaired and calibrated before continued utilization.

Ft. Wainwright aircraft refueling unit meters shall be calibrated using a contractor supplied master meter calibrated by the State of Alaska, Department of Commerce, Weight and Measures Division when the primary calibration method (State Weights & Measures) is not possible. The Ft. Wainwright aircraft refueling unit meters shall be calibrated annually. The contractor supplied master meter shall be recalibrated by State Weights and Measures when end of season account reconciliation reveals an excessive fuel variation (greater than 1 percent of total receipts+ issues).

Unsealed meters found to be out of calibration tolerance shall not be utilized to perform contract-refueling requirements. If Weights and Measures are not available, the Contracting Officer Representative (COR) will witness the Contractor’s use of master meter.

The Contractor shall be responsible for calibration or recalibration costs.

Meters must have totalizer capability along with register capability. Totalizer meter readings shall be taken daily to reconcile register fuel amounts documented on OAS 59s. All numbers on registers and totalizers must be legible and easy to read.

Hose Design.

Only fueling hose meeting API Bulletin 1529 Type C or BS 3158 specifications for aircraft fueling shall be used. A test certificate shall be provided upon request for each length of hose and shall contain all of the following:

1. Manufacturer’s name (hose)

2. Manufacturer’s name (couplings)

3. Hose Type

4. Hose Grade

5. Size and length of hose

6. Serial number or reference number of hose

7. Quarter and year of manufacture of hose

8. Model number of couplings

9. Sizes of coupling ferrules

10. Hydrostatic test pressures

11. Coupled length serial number

12. Identification of individual coupling the hose

13. Name and address of company coupling the hose

14. Date of certification A hose that is re-coupled for any reason shall be hydrostatically tested and recertified to the same criteria as a newly coupled hose. Aircraft refueling unit hose shall be in continuous lengths. Minimum hose dimensions for over the wing aircraft-refueling must be 100' X 1.5'' and single point hose dimensions shall be

50ft x 2". All hose larger than two inches shall have swivel couplings between the hose and nozzle which will permit the nozzle to rotate freely avoiding hose kinks. Coupled hose assemblies shall not burst, leak or develop cover blisters when subjected to normal operating pressure.

Hose reels shall be of sufficient size for the length and diameter of the hose used.

Hose shall be connected to rigid piping or coupled to the hose reel to prevent leaking or bursting.

Nozzles.

Nozzles shall be a type-specified for aircraft refueling operations. J Spout type nozzle barrels are required on over wing jet fuel servicing nozzles. Nozzles shall have:

1. Spout dust cap with retainer (the dust cap shall be made of plastic to prevent aircraft damage)

2. #100 mesh nozzle strainer

3. Non-locking valve

4. Static bond wire with clip and banana plug. (Banana plugs are only required on Jet Fuel nozzles)

Use of any device to permit flow of fuel when the operator’s hand is removed is prohibited.

All single point (under wing) refueling unit nozzles shall have #100 mesh nozzle strainers. Strainers shall be readily accessible for inspection and cleaning. Nozzles shall have dust caps in good repair held in place by retainer or solid snap in place caps. Single Point Nozzles shall be connected to refueling hoses by dry break couplers.

Single point nozzles shall be of the type that allows complete mating connection to the aircraft before the poppet valve can be opened. It shall not be possible to disengage the nozzle from the aircraft fitting until the poppet valve is fully closed. This interlock shall be checked each time the nozzle is connected to an aircraft.

Fuel Servicing Pump.

The fuel-servicing pump shall be driven from the refueling unit engine by means of electrical, hydraulic, or mechanical drive. Fuel servicing pump drive mechanisms shall be arranged to prevent rupture of the pump housing in the event of pump failure or seizure. Fuel pressure shall be controlled within the pressure limits of hose and piping by pressure controller, a system pressure relief valve, or other suitable means. Design service pressure of any system component shall equal or exceed any pressure, including surge pressure, to which it may be subjected. Portable fuel pumps must be qualified for fuel handling by industry accepted standards (UL, API, IP).

Fuel Tanks or Refueling Units.

Tanks shall be constructed of materials, which comply with material specifications in the National Fire Protection Association's (NFPA) recommended regulatory standard for Tank Vehicles for Flammable and Combustible Liquids (NFPA No. 385). Joints shall be welded in accordance with industry recognized practices and not leak.

In tanks that are constructed of aluminum alloys, all joints in and to tank shells, heads and bulkheads shall be welded and not leak. All fuel outlets shall be rigidly made and attached to the tank.

Each tank shall have a sump drain to allow water removal. The sump drain valve shall be spring-loaded to the closed position.

Every refueling unit and every compartment over 90 inches in length shall be provided with baffles.

Each fuel tank or tank compartment shall be provided with a normal vent(s) appropriate to tank size per NFPA 407 standards. The pressure vent shall be set to open at no more than one psi and all vacuum vents at no more than 6 OZ. Pressure and vacuum vents shall be designed to prevent loss of liquid through the vent in case of refueling unit upset.

Trained personnel shall at all times monitor open manholes during all loading unless system design incorporates test and automatic shut-off capabilities. If the tank is designed to be loaded or unloaded with the dome cover closed the vents shall limit the vacuum to 1psi and the tank pressure to 3 psi based on maximum product transfer rate. The pressure vent may be pressure operated or interlocked with the tank-loading device and shall be designed to prevent loss of liquid through the vent under any condition of vehicle rollover attitude.

Emergency venting for fire exposure shall be provided as follows:

-Each refueling unit tank compartment shall be provided with one or more devices with sufficient capacity to limit the tank internal pressure to five psi. This total emergency venting capacity shall be not less than determined from Table 2-3, NFPA No. 385, 1990 Edition. The external surface of the fuel tank or tank compartment shall be used as the exposed area.

-Each bottom loading refueling unit tank or compartment shall be equipped with pressure actuated vent or vents set to open at not less than three psi. Pressure-actuated devices shall not leak and shall function in case of pressure rise when in upset position.

-Fill openings and top flashing shall be provided as follows:

-Filler opening dome lids shall be provided with a forward mounted operating hinge, self-latching catches to hold the lid closed, and fitted with water-tight seals or gaskets designed to prevent spillage or leakage from overturn or the weather. Dome lids will automatically close and latch with forward motion of vehicle.

-Flashing shall be provided around filler opening dome lids to prevent spilled fuel from draining near possible sources of ignition including the engine, the engine exhaust system, and electrical equipment or into any portion of the refueling unit housing auxiliary equipment.

- The tank filler openings shall be protected against overturn damage by a rigid member or members firmly fixed to the tank and extending a minimum of one inch above any dome lid, handle, vent opening or other projection from the unit.

Valves and emergency discharge controls shall be provided as follows:

-The outlets of each cargo tank or compartment, including water draw off valves shall be equipped with shutoff valves located inside the shell. The shut-off valve shall be designed so the valve must be kept closed except during loading and unloading operations.

-Water draw-off valves shall be of a type that cannot be blocked open.

-The operating mechanism for each tank outlet valve shall be arranged so the outlet valve or valves can be simultaneously and instantly closed in the event of fire or other emergency. There shall be at least two emergency shutoff controls, one mounted on each side of the vehicle. These controls shall be quick acting to close the tank outlet valve in case of emergency.

-A color panel, shall outline all emergency tank outlet valve shut-off controls. These controls shall be indicated by the words "EMERGENCY SHUT-OFF" in letters at least two inches high. An arrow shall indicate Method of operation or the words "PUSH" or "PULL" as appropriate. The word "EMERGENCY" shall not be used in the identification of any control or device other than the tank outlet valve shut-off controls.

-Where a dead man valve is used to monitor aircraft fueling (single point only), the time of closure shall assure a minimum "overshoot" while minimizing surge pressure upstream of the dead man valve.

-Refueling units shall be interlock equipped so the refueling unit cannot be driven away when the hose is connected to the aircraft.

-Each outlet valve shall be provided with a fusible device that will cause the valve to close automatically in case of fire. Openings in cargo tank compartments that are connected to pipe or tubing shall be fitted with a spring-loaded check valve, a self-closing valve, or similar device to prevent the accidental discharge of fuel in case of equipment malfunction or line breakage. Unless such valves are located inside the tank, they shall be equipped with a shear section.

-The valve that controls the flow of fuel from an aircraft-servicing vehicle to an aircraft shall have dead man control. The dead man flow control in the nozzle shall be permitted for over-the-wing refueling.

Cargo tanks at time of manufacture or major repair shall be tested by a minimum air or hydrostatic pressure of 5 psi applied to the whole tank. Such pressure shall be maintained for a period of 5 minutes.

If test is done using air the entire surface of all joints shall be coated with a solution of soap and water, heavy oil, or other material that will foam or bubble to indicate a leak.

Hydrostatic pressure if used will be gauged at the top of the tank with joints inspected for issuance of liquids to indicate leaks.

One of above methods shall be used to validate tank repairs. Tank repairs shall be performed by persons certificated by the Department of Transportation in cargo tank repairs.

Refueling Unit Chassis, Assembly and Attachments.

-All refueling units shall be equipped with rubber tires on all wheels. No vehicle shall be operated on any tire that (1) has body ply or belt material exposed through the tread or sidewall (2) has any tread or sidewall separation (3) is flat or has an audible leak (4) has a cut to the extent that the ply or belt material is exposed. Any tire on the front wheels shall have a tread groove pattern depth of at least 4/32 of an inch. Any other tire shall have a tread groove pattern of at least 2/32 of an inch.

-Fuel tanks, and refueling unit chassis, shall be electrically bonded.

-Each refueling unit shall be equipped with two static discharge grounding/bonding cable and reel assemblies. Refueling units parked at Ft. Wainwright are required to be grounded at all times per military regulation.

-The discharge cable shall be permanently attached to the refueling unit and carried on the cable reel assembly. The cable shall be of sufficient length, up to 75 feet, to allow the bonding.

-The ends of the cable shall be equipped with sturdy spring clamps. The spring clamps shall be clean with no visible rust or paint. The clamps shall be designed so the jaws will firmly secure the clamps to the object to which affixed.

-All sump valves or faucets projecting beyond the frame at the rear of refueling unit shall be adequately protected against collision by bumpers or similar m e a n s.

-Refueling unit Lighting and Electrical Equipment -No lighting device other than electric lights shall be used on refueling units. Lighting circuits shall have suitable over-current protection (fuses. or automatic circuit breakers). All brake lights, headlights, turn signals and emergency flashers shall work.

-The ignition wiring shall be installed with firm connections and spark plug, and all other terminals shall be suitably insulated to prevent sparking in event of contact with conductive materials. The ignition switch shall be of the enclosed type.

-Electrical equipment for the operation of pumps or other devices used for the handling of fuel, shall meet NFPA No. 70, current edition, requirements.

-Wiring installed in the refueling unit engine compartment above shall be installed with all terminals firmly connected and insulated to prevent sparking from vibration or shorting. All junction boxes and conduit entrances shall be sealed.

-Electrical equipment and wiring shall be protected from spillage from cargo tanks or side racks.

-Where operationally required, refueling units must be equipped with an amber colored rotating beacon mounted on top of the refueling unit cab.

Refueling Unit Fuel Systems.

At the time of manufacture the section of the fuel dispensing system that is under pressure during service shall be subjected to a hydrostatic pressure equal to 150 percent of the working pressure of the system for at least 30 minutes and proven tight before it is placed in service. Major modification or repairs to dispensing system must be validated through hydrostatic testing.

Piping Connections.

All main fuel piping connections shall be welded, flanged or approved couplings. Piping shall be metal and rated for the system working pressure or at least 125 psi whichever is greater. Valves or faucets projecting beyond the frame of a tank shall be protected from damage. All joints shall be welded except for approved flanges and couplings. Gaskets in flanged connections will resist fire exposure for a time comparable to the flange and bolts.

Refueling units equipped for single point fueling shall be provided with a dead man control fuel shut-off. The location of the dead man control shall correspond to the position of the service man during normal aircraft fueling procedures. The control valve shall not be located or designed so it will be rendered inoperative by a surface accident, power failure, or spill. It shall be failsafe by closing completely in the event of power loss. The dead man control operation shall stop flow in the minimum time compatible with maintaining upstream surges within reasonable limits. The overshoot shall not exceed 5 percent of actual flow rate from the time the dead man is released until flow stops completely. If a valve is used, a screen shall be provided in the supply side of such valve to trap foreign material.

Every aircraft-refueling vehicle shall have an integral system or device that will prevent the vehicle from being moved unless all fueling nozzles are properly stowed.

Exhaust System.

-Exhaust system, including muffler and exhaust line, shall have ample clearance from the fuel system and combustible materials. It shall not be exposed to leakage, spillage of product or accumulations of grease, oil or gasoline.

-The exhaust system shall be constructed and installed in accordance with industry accepted standards.

-No portion of the exhaust system shall be located beneath or near the servicing platform, or any part of the cargo delivery system.

-Where required, adequate shielding shall be installed so fuel spillage from the cJ go tank vent, or overflow systems, cannot come in contact with the exhaust systems.

-Every refueling unit exhaust system shall be provided with an approved spark arrester if muffler design is spark- arresting deficient.

Refueling unit Brakes.

-Refueling unit brakes shall be maintained and work per design.

-State Department of Transportation regulations shall be met when and where applicable.

Cabinets Housing Refueling unit Auxiliary Equipment.

-All cabinets housing refueling unit auxiliary equipment shall be constructed to prevent accumulation of spilled liquid or other combustible materials.

Smoking.

-A "NO SMOKING" sign shall be displayed prominently in the cab of every aircraft refueling unit.

-Smoking equipment such as cigarette lighters and ashtrays shall not be installed. If refueling unit has such equipment when initially procured, it must be removed or rendered inoperable.

Refueling Unit Markings.

-Each aircraft-refueling unit shall be conspicuously and legibly marked with an NFPA and DOT specified product identification decal. The markings shall be on each side and the rear of the refueling unit tank in letters at least six inches high. Example: Jet A & 1863 DOT Placard.

-Jet fuels shall be identified by using white letters on a black background (i.e. Jet A).

-Refueling units holding Jet A shall be marked with the word "COMBUSTIBLE" in letters at least four inches high on both sides and rear of the tank. The more restrictive word "FLAMMABLE” can also be used.

-Each filter/separator and filter monitor type vessel shall be placarded to indicate the maximum delta pressure allowed before filter/separator or element change out.

System Markings.

The fuel system shall be marked to indicate fuel type.

Filter/Separator and Tank Coatings.

All refueling unit tank-housing assemblies shall have interior coatings compatible with the type/grade of fuel dispensed. Interior coating application or repair shall be completed prior to the beginning of contract performance.

Truck.

Each refueling unit shall have on board, 1 bundle of 25 or more absorbent pads, shovel, nitrile gloves, plastic bags and collapsible dike or plastic tub to contains leaks and drips. The equipment shall be used for spill containment and pickup.

Field Performance

-Visually inspect refueling unit pumps, valves, lines and hose for leaks prior to first service each day.

-Drain filter and main tank sump drains to remove water and particulate contamination (Prior to first servicing of the day). Samples shall be collected in a clean white bucket or, clear, one quart or larger glass bottle and examined visually per ASTM D-4176. Any visual detection of water shall be cause for further sump drains until no water is found. Excessive dirt, filter fibers or other contaminates in the sample shall render the product sample unacceptable for use.

-Inspect servicing nozzles. Ensure dust caps, bonding wires and clips are in good condition. Ensure banana plugs are tight and corrosion free. Inspect over-wing nozzle strainer for cleanliness and damage.

-Inspect ground cables. Remove corrosion and replace damaged clips. Replace frayed ground wires.

-Inspect full length of hoses for abrasions, separations or soft spots during first aircraft service each day.

-Inspect all fire extinguishers for broken seals, proper pressure.

-Inspect exhaust system for leaks, security and ignition potential.

-Inspect engine compartment for potential ignition sources (oil leaks, fuel leaks, hydraulic fluid leaks, sparking wires, frayed battery cables, battery security from movement) -Inspect tires for excessive wear. Physically check for inflation with rubber hammer.

-Inspect electrical wiring for damage and conduit integrity.

-Check service brakes and parking brakes when departing for first servicing of the day.

(Within 10' of parking space) -Check lights (signals, brakes, and headlights) -Steering (belts, hoses, and fluid level) functionally check steering when departing for first service of the day. (Within 10' of parking space) -Gauge operability (differential pressure & pressure). Take and record the differential pressure reading and flow rate at the maximum system flow rate. This action shall be required before the first fuel service of each day. Filter/separator and monitor type elements shall require change when the differential pressure exceeds 10 PSIG. Abnormal Differential pressure increases shall be cause for investigation. Readings of zero require investigation since they could be indicate ruptured elements -Dead man control assembly (condition & function during first single point servicing of the day) -Air warning buzzer operation (check prior to departure for first servicing of each day) -Hoses shall be checked for slippage at the hose reel connection weekly. Cargo tank support brackets & bolts shall be inspected weekly for damage and security.

-Test Emergency shut off systems and check wheels and suspension for damage and proper alignment.

-Inspect interlock devices for operability. (Nozzle, PTO, Bottom loading and Throttle) -Inspect meters for totalizer and register readability. Ensure seals are intact. Record totalizer readings daily on a locally developed form or logbook. (Broken seals require meter recalibration under COR supervision) -Windshield wiper condition and operation -Mirror and windshield condition and security

Filter/Separator or Monitor Change out Schedule.

Fuel filter/separator or monitor element(s) shall be changed under any of the following conditions:

-There is a change in product (i.e., Avgas to Jet).

-The free water content test (Aqua-Glo) exceeds the acceptable level of 5 PPM on 2 consecutive tests, -The particulate gravimetric test of effluents from filter/separators exceeds 0.26 mg per liter or when color particle assessment results are greatly than 2 on any color scale.

-The differential pressure exceeds 10 psi, or where vessel has a conversion (element) kit, the new/revised pressure differential exceeds designated pressure for the new/revised maximum flow rate(s), -The manufacturer's recommended schedule, (1 year), or -If there is a noticeable or unacceptable reduction in flow rate.

Dispensing Operations.

Careful attention to operating procedures is required for all personnel involved in fuel dispensing operations.

The Contractor shall assure:

-Fuel dispensing operations are performed only by personnel trained in safe operation of the equipment operation of emergency controls, and emergency procedures.

-When a valve or electrical device is used for isolation during maintenance or modification on the fuel system it shall be tagged/locked. The tag/lock shall not be removed until the maintenance is completed.

-Leaking or malfunctioning fueling equipment shall be removed from service upon discovery. Place an "Out of service" placard on the driver’s seat as a reminder of unit condition.

-Fuel nozzles shall not be dragged along the ground.

-When a spill occurs, fuel servicing shall be stopped immediately by release of deadman control. In the event a spill continues, the equipment emergency shutoff shall be actuated. The supervisor shall be notified at once and the operation shall not be continued until the spill has been cleared. The Contractor shall comply with all federal, state, and local spill reporting and cleanup requirements.

-The airport fire crew shall be notified if a spill is over 10 ft. in any dimension or over 50 sq. ft. in area, continues to flow, or otherwise is a hazard to persons or property. The spill shall be investigated by AMO to determine the cause, whether emergency procedures were properly carried out and what corrective measures are required.

-Transferring fuel by pumping from one tank vehicle to another tank vehicle within 200 ft of an aircraft is prohibited.

-Not more than one tank vehicle shall be permitted to be connected to the same aircraft-fueling manifold unless means are provided to prevent fuel from flowing back into a tank vehicle because of a difference in pumping pressure.

-Access to alternate emergency fuel shutoff devices shall be kept clear at all times.

-Fuel dispensing operations are performed with a sufficient number of trained personnel.

Trained personnel: Personnel must be trained on the equipment they operate. They also must be trained in spill prevention, clean up, and reporting procedures. They must be trained in fire prevention, fire extinguishers, and fire reporting procedures. Other training requirements are listed in the following paragraphs.

-A safety-training program shall be established, maintained and inspected by the Contractor for compliance with safety requirements and Government regulations.

Training.

At the beginning of the contract period or before assuming responsibility, the refueling unit operator shall have received special (hands-on) instruction covering:

-Individual truck operations.

-Special operating procedures (SOP).

-Emergency procedures, i.e., valving, emergency shutdown, nozzle malfunctions, etc.

-Quality Control procedures, and specific ASTM test methods.

-Fuel transfer procedures between bulk/fill stands, trailers, or refueling unit to refueling unit.

-Safety requirements

Safety Requirements.

-Smoking and/or open flames or sources of ignition shall be prohibited within 50 feet of the servicing operation.

-All servicing personnel shall be trained and training documented in the use of fire extinguishers and in the procedures to be used in the event of fire.

-There shall be at least two fully charged fire extinguishers mounted on each aircraft refueling unit. At least one extinguisher shall be readily accessible from either side of the refueling unit. Each extinguisher shall have a rating of not less than 20#-BC.

-All equipment used for serving aircraft shall be inspected to ensure there is no fuel leakage and the equipment is in an adequate and safe operating condition. Any deficiency of a hazardous nature on the equipment shall be corrected before the equipment is used for aircraft servicing operations.

-Refueling operators shall ground/bond themselves by grasping grounded/bonded handrails, grounded/bonded static cables, or other grounded/bonded surfaces prior to servicing aircraft. Where practicable, operators shall wear distinctive clothing made of material (heavy duty type weave natural fibers) that will not generate static electricity and shoes that do not contain nails or other metallic devices that might cause sparking. To assure an effective ground/bond, fueling operators shall remove gloves during fueling operations. Alternatively, all clothing may be treated with a static inhibitor chemical daily.

-Prior to making any fueling connections to aircraft, the fueling equipment shall be bonded to the aircraft by use of a cable. The bond shall be maintained until fueling connections have been removed.

Bonding and fueling connections shall be disconnected in the reverse order of connection.

-When fueling over-wing the nozzle shall be bonded to a metallic aircraft component with plug or clip.

The bond shall be made prior to fill cap removal. If no means of attaching plug or clip exists, nozzle spout shall be grounded against filler cap prior to removal. Nozzle spout shall be kept in contact with filler neck until fueling is completed. If funnel is used in aircraft refueling it shall be kept in contact with the filler neck as well as the Fueling nozzle spout. Only metal funnels are authorized.

-Loading: No cargo tank or compartment shall be loaded liquid full. The ullage expansion space shall not be less than 5 percent of volume of the tank compartment.

-Drop tubes used in top loading of tank vehicles shall be metal and designed to minimize turbulence.

Tubes shall extend to the bottom of the cargo tank to maintain submerged loading and avoid splashing.

-A dead man control shall be provided and located so the operator can observe the liquid level in the tank as it fills.

-Swivel connections shall be provided at each end of the hose to allow free movement to compensate for changes in the attitude of the vehicle during bottom loading. The connection between the tank truck and the arm or hose shall be a dry break coupler that cannot be opened until it is engaged to the vehicle adapter.

-All single point nozzle to hose connections shall be connected with dry break couplers.

-The bottom-loading fitting of the tank vehicle shall be a spring-loaded check valve that will remain in the closed position until opened by the connecting coupler.

-Fuel servicing vehicles shall incorporate an integral brake interlock system that will prevent the vehicle from being moved until the bottom loading coupler is removed.

Fueling Prohibitions.

Servicing of aircraft SHALL NOT be performed under any of the following conditions:

-When the aircraft pilot in command or his designated air crewman/engineer is not physically on site, i.e., within verbal communication distance.

-When contractor personnel are not thoroughly familiar with the type of fuel requirements for a specific aircraft.

-When a refueling unit or any part of a refueling unit system has been repaired and has not been functionally tested.

-Refueling or defueling of any aircraft where an aircraft fuel system has not been functionally tested.

-Servicing aircraft with passengers on board.

-Servicing aircraft with engines running.

-Servicing while the aircraft radio is in operation.

-While in close proximity (five miles) to mature (with lightning) thunderstorms; or -When any other ground support service equipment, or electrical power is externally applied or connected to the aircraft.

Fueling Restrictions.

-Personnel other than those performing aircraft servicing functions shall not be permitted within 50 ft. of aircraft during fuel servicing operations. Only performing fueling services, contractor mechanics or supervisors are permitted in the fueling or staging areas. No visitors are authorized unless approved by the COR.

-Fueling equipment shall not be positioned within 10 feet of any aircraft component.

-Combustion heaters on aircraft shall not be operated during fueling operations.

-During over wing refueling where aircraft fuel system vents are located on top of the wing, equipment shall not be positioned under wing trailing edge. Only those personnel performing fueling services, contractor mechanics or supervisors are permitted within 50’ of the fueling or staging areas. No visitors are authorized unless approved by the COR.

-Battery chargers shall not be connected, operated, or disconnected while fueling.

-Aircraft ground-power generators or other ground power supplies shall not be connected or disconnected while fueling. Electric tools or similar tools likely to produce sparks or arcs shall not be used while fueling. Photographic equipment shall not be used within 10 ft. of fueling equipment or aircraft fill or vent points.

-Battery powered vehicle equipment shall not be operated within 10 ft. of fueling equipment or spills.

Communication equipment used during fueling operations within 10 ft. of fueling equipment or of the fill or vent points of aircraft fuel systems shall be intrinsically safe.

-Open flames on aircraft fuel servicing ramps (within 50 ft. of any fuel servicing operation) shall be prohibited. Some examples of open flames are lighted cigarettes, exposed flame heaters, welding or cutting devices, or open flame lights. ·

-Personnel shall not carry lighters or matches on their person while engaged in fuel servicing operations.

Lighters or matches are prohibited on or in fueling equipment.

-Aircraft fuel servicing shall be done outdoors. Aircraft being fueled shall be positioned so aircraft fuel vents or fuel tank openings are not closer than 25 ft. from a building. Aircraft being fueled shall not be positioned so fuel tank vents or openings are within 50 ft. of any combustion and ventilation air-intake to any boiler, heater, or incinerator room.

-Aircraft fuel servicing vehicles shall be positioned so a path of egress from the aircraft for fuel servicing vehicles is maintained. The propulsion or pumping engine of aircraft fuel servicing vehicles shall not be positioned under the wing of the aircraft during over wing refueling or where aircraft vents are located on the upper wing surface. Aircraft fuel servicing vehicles shall not be positioned within 10

ft. Radius of aircraft fuel system vent openings.

-Parking brakes shall be set on fuel servicing vehicles before operators leave the cab.

-During fueling operations fire extinguishers shall be available on aircraft servicing ramps. Where open hose discharge capacity of the aircraft fueling system or equipment is more than 200 gallon per minute, at least one listed wheeled extinguisher having a rating of not less than 80 BC and a minimum capacity of 125 lbs. of agent shall be provided. Fuel servicing personnel shall be trained on the available fire extinguishing equipment they may be expected to use.

-Each operator shall establish procedures to prevent refuel unit overfill during defueling.

Parking.

Refueling vehicle storage (parking) shall not be closer than 50' to any building or structure. Refuel units shall be parked at least 25' between each truck.

Cell phone.

Contractor shall furnish to the on-duty refueling unit operator a cell phone. The Contractor shall provide the Government with a contact telephone number.

Personal Portable VHF Radios

The government will furnish a portable radio with batteries for use at Ft. Wainwright. Radio frequencies will be provided to the contractor at the time the equipment is issued.

4.0 Deliverables

For a minimum period of seven days, up to multiple weeks:

Fuel Service.

1.) Fuel truck and experienced driver on Ladd Field (PAFB) for a minimum of seven days, from 0800-2300 (see 3.0 Requirements above).

2.) The contractor shall sump trucks each morning before use, and after fuel is added from bulk distribution or defueling operations (see Field Performance above). Records of daily inspection shall be available to

COR.

3.) The contractor shall perform a pre-trip safety inspection of truck to identify any safety issues such as vehicle leaks or fuel leaks (see Field Performance above). Records of daily inspection shall be available to COR.

Accounting.

4.) The contractor shall record quantity of fuel pumped, aircraft registration (N number), and charge code for each fueled aircraft. This paper record is to be submitted daily to the COR. All fuel issues shall be documented and submitted to COR. Refueling unit meters should be reconciled on a contractor-developed form. Joint fuel inventories shall be accomplished at the beginning and end of each contracted period. Fuel account reconciliation shall be jointly accomplished to determine the variation between the physical inventory and book inventory. The allowed variation for handling is 1 % of the total receipts and issues. The contractor shall be required to pay for fuel losses greater than the calculated variation.

Notifications.

5.) At any time during the contract period when problems arise concerning personnel or fuel quality control, the Contractor or their personnel shall immediately notify the COR.

6.) The Contractor may substitute refueling units or personnel during performance of the contract provided each substitution is inspected and accepted by COR.

5.0 Contacts

Contracting Officer Representative (COR):

Todd Archer Ramp Manager Alaska Fire Service

(907) 356-5758