PG-85-00-170-G_16Jul2025.pdf

AVIATION FUEL HANDLING

PROCEDURES PROCESS GUIDE

CGTO PG-85-00-170-G

Distribution Statement A: Approved for public release. Distribution is unlimited.

CGTO PG-85-00-170-G dated 15 July 2025 supersedes CGTO PG-85-00-170-G dated 22 March 2024.

15 July 2025

Commanding Officer United States Coast Guard Aviation Logistics Center

1664 Weeksville Road Elizabeth City, NC 27909 Staff Symbol: esd Phone: (252) 335-6943 Email: Chanel.L.Lee@uscg.mil

MEMORANDUM

From: Chanel L. Lee, CDR CG ALC (esd)

Reply to Attn of:

Brian R. Scull, CWO

(252) 334-5037

To: CGTO PG-85-00-170-G Users

Subj: AVIATION FUEL HANDLING PROCEDURES PROCESS GUIDE, CGTO PG-85-00-170-G

1. PURPOSE. This memorandum promulgates the Aviation Fuel Handling Procedures Process Guide, CGTO PG-85-00-170-G.

2. ACTION. All Coast Guard personnel and contractors who support the aviation enterprise are required to adhere to the guidelines set forth in the enclosed process guide.

3. DIRECTIVES AFFECTED. This process guide supersedes CGTO PG-85-00-170-G dated 22 March 2024.

4. DISCUSSION. This process guide ensures procedural consistency for the Aviation Fuel Handling Procedures by establishing specific guidelines that will be followed.

5. CHANGES. Recommendations for changes and improvements to the Aviation Fuel Handling Procedures Process Guide will be submitted via the chain of command to ALC Engineering Services Division (ESD), using the Aviation Technical Information Portal (ATIP) Deficiency Report (CG-22).

6. ENVIRONMENTAL ASPECTS AND IMPACT CONSIDERATIONS. Environmental considerations were examined in the development of this publication and have been determined to not be applicable.

Digitally signed by

LEE.CHANEL.L.1265355656

Date: 2025.07.15 14:55:36 -04'00'

HIGHLIGHTS

CG-22 No. Location Description of Change

700983270844 Chapter 1.C. Updated step

501003452651 Chapter 6. Updated entire chapter

501003457072 Chapter 7.B.3.a. Updated step

501003457072 Chapter 7.B.3.b. Updated step

501003457072 Chapter 7.B.3.b.(1) Added step

501003457072 Chapter 7.B.3.b.(2) Added step

501003457072 Chapter 7.B.4.a. Updated step

501003457072 Chapter 7.B.4.b Added step and relabeled subsequent step

501003457072 Chapter 7.B.4.c. Updated step

501003457072 Chapter 7.B.4.c.(1) Updated step

501003457072 Table 7-1 Added table

501003457072 Chapter 7.B.4.c.(2) Updated step

501003457072 Chapter 7.B.4.c.(3) Updated step

501003457072 Chapter 7.B.4.d. Added step

501003457072 Chapter 7.B.4.d.(1) Added step

501003457072 Chapter 7.B.4.d.(2) Added step

501003457072 Chapter 7.B.5. Updated step

501003457072 Chapter 7.B.6.b. Updated step

501003457072 Chapter 7.E. Updated step

501003457072 Table 7-2 Added table

CGTO PG-85-00-170-G

TABLE OF CONTENTS

CHAPTER 1 INTRODUCTION

A. Overview of Process Guide . . . . . . . . . . . . . . . . . . . . . . . 1-1 B. Safety . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1 C. Waiver . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1 D. Submitting Change . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1 E. References . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1

CHAPTER 2 AIRCRAFT FUEL

A. Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1 B. Discussion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1 C. Scope. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1 D. Responsibility . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1 E. Types of Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1 F. Preventing Contamination . . . . . . . . . . . . . . . . . . . . . . . . 2-3 G. Types of Contamination. . . . . . . . . . . . . . . . . . . . . . . . . 2-3

CHAPTER 3 BULK FUEL STORAGE FACILITIES

A. Command Requirements . . . . . . . . . . . . . . . . . . . . . . . . 3-1 B. Fuel Farms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1 C. Storage Tanks . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-3 D. Storage Tank Check . . . . . . . . . . . . . . . . . . . . . . . . . . 3-3 E. Thief Pumps . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-3 F. Receipt of Fuel. . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-3 G. Fuel Received by Tank Car or Tank Truck . . . . . . . . . . . . . . . . . . 3-4 H. Fuel Received by Pipeline . . . . . . . . . . . . . . . . . . . . . . . . 3-5 I. Fuel Received by Barge/Tanker . . . . . . . . . . . . . . . . . . . . . . 3-5 J. Filling the Truck . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-5

CHAPTER 4 SYSTEM EQUIPMENT

A. Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1 B. Refueler Tanks (Day Tanks) . . . . . . . . . . . . . . . . . . . . . . . 4-1 C. Fuel Trucks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1 D. Refueler/Defueler Trailer (Bowser) . . . . . . . . . . . . . . . . . . . . . 4-2 E. Fuel Reclamation . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-2 F. Fuel Pits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-2 G. Water Detection . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-2 H. Filtration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-2 I. Differential Pressure Gauges . . . . . . . . . . . . . . . . . . . . . . . 4-4 J. Fuel Quality Monitor . . . . . . . . . . . . . . . . . . . . . . . . . . 4-4 K. Relaxation Chamber . . . . . . . . . . . . . . . . . . . . . . . . . . 4-4 L. Pressure Gauges . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-4 M. Meters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-4 N. Hoses and Couplings . . . . . . . . . . . . . . . . . . . . . . . . . 4-4 O. Nozzles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-5 i

P. Static Bonding Cables . . . . . . . . . . . . . . . . . . . . . . . . . 4-5 Q. Dust Covers . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-5 R. Safety Interlocks . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-5 S. Pressure Controls. . . . . . . . . . . . . . . . . . . . . . . . . . . 4-6 T. Deadman Control System . . . . . . . . . . . . . . . . . . . . . . . . 4-6 U. Emergency Fuel Shutoff System. . . . . . . . . . . . . . . . . . . . . . 4-7 V. Identification of Fuel Handling Equipment. . . . . . . . . . . . . . . . . . . 4-7

CHAPTER 5 INSPECTION CHECKS

A. Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-1 B. Inspections Prior to Use . . . . . . . . . . . . . . . . . . . . . . . . 5-1 C. Winterization Inspections . . . . . . . . . . . . . . . . . . . . . . . . 5-1 D. Refueler/Defueler Trailer (Bowser) . . . . . . . . . . . . . . . . . . . . . 5-1 E. Fuel Truck Inspections . . . . . . . . . . . . . . . . . . . . . . . . . 5-2

CHAPTER 6 QUALITY SURVEILLANCE

A. Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-1 B. Contaminant Types . . . . . . . . . . . . . . . . . . . . . . . . . . 6-2 C. Fuel Test Types and Procedures. . . . . . . . . . . . . . . . . . . . . . 6-6 D. Sampling Procedures . . . . . . . . . . . . . . . . . . . . . . . . . 6-12 E. Coast Guard Air Station Laboratory Testing . . . . . . . . . . . . . . . . . . 6-18 F. DoD/Civilian Laboratory Testing . . . . . . . . . . . . . . . . . . . . . . 6-20

CHAPTER 7 AIR STATION FUEL PREVENTIVE MAINTENANCE PROCEDURES

A. Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-1 B. Maintaining Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-1 C. Fuel Additives . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-2 D. Cleaning Tanks . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-3 E. Change of Product Grade . . . . . . . . . . . . . . . . . . . . . . . . 7-3 F. Additive Blending . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-5 G. Water Bottoms . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-5

CHAPTER 8 AIRCRAFT FUELING OPERATIONS

A. Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-1 B. Command Requirements . . . . . . . . . . . . . . . . . . . . . . . . 8-1 C. Cold Refueling (Normal Operations) . . . . . . . . . . . . . . . . . . . . 8-2 D. Overwing Refueling . . . . . . . . . . . . . . . . . . . . . . . . . . 8-4 E. Hot Refueling . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-6 F. Aircraft to Aircraft Fueling . . . . . . . . . . . . . . . . . . . . . . . . 8-10 G. Defueling Operations . . . . . . . . . . . . . . . . . . . . . . . . . 8-10 H. Concurrent Fueling . . . . . . . . . . . . . . . . . . . . . . . . . . 8-13 I. Positioning Equipment . . . . . . . . . . . . . . . . . . . . . . . . . 8-14 J. Bonding and Grounding. . . . . . . . . . . . . . . . . . . . . . . . . 8-19 K. Fuel Equipment/Vehicle Safety . . . . . . . . . . . . . . . . . . . . . . 8-20

CHAPTER 9 SAFETY COMPLIANCE

A. Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-1 ii

B. Command Requirements . . . . . . . . . . . . . . . . . . . . . . . . 9-1 C. Minimizing Health Hazards . . . . . . . . . . . . . . . . . . . . . . . 9-1 D. Smoking/Open Flames . . . . . . . . . . . . . . . . . . . . . . . . . 9-2 E. Protective Equipment . . . . . . . . . . . . . . . . . . . . . . . . . 9-2 F. Unnecessary Personnel . . . . . . . . . . . . . . . . . . . . . . . . 9-2 G. Explosive Safety . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-2 H. Benzene Exposure . . . . . . . . . . . . . . . . . . . . . . . . . . 9-3 I. RF Radiation Hazards . . . . . . . . . . . . . . . . . . . . . . . . . 9-3 J. Static and Electrical Discharge Prevention . . . . . . . . . . . . . . . . . . 9-3 K. Refueling MEDEVAC Flights . . . . . . . . . . . . . . . . . . . . . . . 9-4 L. Weather . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-4 M. Personnel Grounding/Bonding . . . . . . . . . . . . . . . . . . . . . . 9-4

CHAPTER 10 ENVIRONMENTAL ISSUES

A. Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-1 B. Liability . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-1 C. Countermeasures. . . . . . . . . . . . . . . . . . . . . . . . . . . 10-1 D. Fuel Spills . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-2 E. Leaking Tanks . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-2 F. Tanks Cleaning Residue (Sludge) . . . . . . . . . . . . . . . . . . . . . 10-2 G. Tank Stripping and Separator Discharge . . . . . . . . . . . . . . . . . . . 10-3 H. Disposal of Used Filters and Test Equipment . . . . . . . . . . . . . . . . . 10-3 I. Disposal of Used Test Samples . . . . . . . . . . . . . . . . . . . . . . 10-3 J. Collection and Segregation . . . . . . . . . . . . . . . . . . . . . . . 10-3 K. Collection Containers . . . . . . . . . . . . . . . . . . . . . . . . . 10-3 L. Disposition of Fuels . . . . . . . . . . . . . . . . . . . . . . . . . . 10-4

CHAPTER 11 TRAINING

A. Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-1 B. Command Requirements . . . . . . . . . . . . . . . . . . . . . . . . 11-1 C. On-the-Job Training . . . . . . . . . . . . . . . . . . . . . . . . . . 11-1 D. Correspondence Courses . . . . . . . . . . . . . . . . . . . . . . . . 11-2 E. Professional Qualification Standard (PQS) . . . . . . . . . . . . . . . . . . 11-2 F. HAZMAT Transport . . . . . . . . . . . . . . . . . . . . . . . . . . 11-2

CHAPTER 12 FORWARD DEPLOYED UNITS REFUELING

A. Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-1 B. Refueling from a Truck . . . . . . . . . . . . . . . . . . . . . . . . . 12-1 C. Commercial Source Fuel . . . . . . . . . . . . . . . . . . . . . . . . 12-1

GLOSSARY

ENCLOSURE INDEX

Enclosure (1) Fuel King Designation Letter iii

CHAPTER 1. INTRODUCTION

A. OVERVIEW OF PROCESS GUIDE

1. This process guide applies to all Coast Guard aircraft ground servicing operations at land-based fueling facilities and all Coast Guard cutters capable of refueling Coast Guard aircraft at sea. Coast Guard fueling personnel shall exercise caution when refueling any non-Coast Guard aircraft. The standards and procedures in this process guide have been developed with Coast Guard aircraft in mind. Nozzle pressures, refueling procedures, and grounding procedures for non-Coast Guard aircraft might differ substantially from those contained in these pages. Fueling supervisors must remain vigilant at times when refueling any non-Coast Guard aircraft.

2. This document establishes minimum quality and surveillance standards, testing requirements, safety precautions, and handling procedures for the acceptance, storage, dispensing, and testing of aircraft fuels. In addition, this process guide provides information on the nature of electrical hazards and describes how to minimize electrical problems associated with servicing operations.

B. SAFETY This process guide promotes and provides reference for safe and efficient aircraft fueling operations. Only by fully understanding the safety and procedural issues surrounding fuel handling operations, can the Coast Guard minimize the probability of injury, property damage, and nonconformance of State and Federal solid waste regulations associated with aircraft ground servicing operations and related ground support functions. (Refer to COMDTINST M16478.1 (series) and Aeronautical Engineering Maintenance Management Process Guide, CGTO PG-85-00-110-A.)

NOTE

There are WARNING and CAUTION statements throughout this process guide. Review any WARNINGS or CAUTIONS before starting any task.

NOTE

For the purpose of this process guide, nautical miles will be used as a reference for distance.

C. WAIVER All waivers to this process guide will be made via Coast Guard HQ Aeronautical Engineering, Commandant (CG-411) through the Aviation Logistics Center (ALC) Engineering Services Division (ESD).

D. SUBMITTING CHANGE Submit CG-22 IAW Technical Manual Application System (TMAPS) Technical Data Deficiency Reporting (CG-22) Process Guide, CGTO PG-85-00-20-A.

E. REFERENCES The following documents were used in preparing this process guide.

1. Coast Guard

• Aeronautical Engineering Maintenance Management Process Guide, CGTO PG-85-00- 110-A

• Storage Tank Management Manual, COMDTINST M5090.9 (Series)

• Coast Guard Asset Computerized Maintenance System, MPC 153301.0

• Coast Guard Motor Vehicle Manual, COMDTINST M11240.9 (Series)

• Coast Guard Hazardous Waste Management Manual, COMDTINST M16478.1 (Series)

• Aeronautical Engineering Maintenance Management Manual, COMDTINST M13020.1 (Se-ries)

• Coast Guard Air Operations Manual, COMDTINST M3710.1 (Series)

• Coast Guard Shipboard-Helicopter Manual, COMDTINST M3710.2 (Series)

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15 July 2025 https://play.apps.appsplatform.us/play/e/default-369ba0d5-02cb-4d2f-94fd-9212cc24b78c/a/449d74ad-9685-44e3-934b-46c72a05e1a2?tenantId=369ba0d5-02cb-4d2f-94fd-9212cc24b78c&source=portal http://timsweb.uscg.mil:7108/ATIP/ http://timsweb.uscg.mil:7108/ATIP/ http://timsweb.uscg.mil:7108/ATIP/ http://timsweb.uscg.mil:7108/ATIP/ https://play.apps.appsplatform.us/play/e/default-369ba0d5-02cb-4d2f-94fd-9212cc24b78c/a/449d74ad-9685-44e3-934b-46c72a05e1a2?tenantId=369ba0d5-02cb-4d2f-94fd-9212cc24b78c&source=portal http://timsweb.uscg.mil:7108/ATIP/ https://play.apps.appsplatform.us/play/e/default-369ba0d5-02cb-4d2f-94fd-9212cc24b78c/a/449d74ad-9685-44e3-934b-46c72a05e1a2?tenantId=369ba0d5-02cb-4d2f-94fd-9212cc24b78c&source=portal https://play.apps.appsplatform.us/play/e/default-369ba0d5-02cb-4d2f-94fd-9212cc24b78c/a/449d74ad-9685-44e3-934b-46c72a05e1a2?tenantId=369ba0d5-02cb-4d2f-94fd-9212cc24b78c&source=portal https://play.apps.appsplatform.us/play/e/default-369ba0d5-02cb-4d2f-94fd-9212cc24b78c/a/449d74ad-9685-44e3-934b-46c72a05e1a2?tenantId=369ba0d5-02cb-4d2f-94fd-9212cc24b78c&source=portal https://play.apps.appsplatform.us/play/e/default-369ba0d5-02cb-4d2f-94fd-9212cc24b78c/a/449d74ad-9685-44e3-934b-46c72a05e1a2?tenantId=369ba0d5-02cb-4d2f-94fd-9212cc24b78c&source=portal https://play.apps.appsplatform.us/play/e/default-369ba0d5-02cb-4d2f-94fd-9212cc24b78c/a/449d74ad-9685-44e3-934b-46c72a05e1a2?tenantId=369ba0d5-02cb-4d2f-94fd-9212cc24b78c&source=portal

2. Department of Defense (DoD)

• Naval Air Systems Command, Aircraft Refueling NATOPS Manual, NAVAIR 00-80T-109 (Se-ries)

• Naval Air Systems Command, Aircraft Refueling Handbook, MIL-HDBK-844 (AS) (Series)

• Department of the Air Force, Ground Servicing of Aircraft and Static Grounding/Bonding, AFTO 00-25-172 (Series)

• Department of the Air Force, Quality Control of Fuels and Lubricants, AFTO 42B-1-1 (Series)

• Department of the Air Force, Management of Recoverable andWaste Liquid Petroleum Prod-ucts, AFTO 42B-1-23 (Series)

• Department of the Air Force, Use of Dye in Turbine Fuels to Detect Fuel System Leaks (JP-4, JP-5 and JP-8), AFTO 42B1-1-10 (Series)

• Department of the Air Force, General Operation and Inspection of Installed Fuel Storage and Dispensing System, AFTO 37-1-1 (Series)

3. MIL-Standards

• Into-Plane Servicing of Fuels at Commercial Airports, MIL-STD-1548 (Series)

• Military Standard Identification Methods for Bulk Petroleum Products Systems Including Hy-drocarbon Missile Fuels, MIL-STD-161 (Series)

• DoD Standard Practice, Quality Surveillance for Fuels, Lubes, and Related Products, MIL- STD-3004 (Series)

• Petroleum Fuel Facilities, MIL-HDBK-1022 (Series)

• Aircraft Refueling Handbook for Navy, Marine Corps Aircraft, MIL-HDBK-844 (AS)

• General Specification for Marking Materials, MIL-DTL-43719/4 (Series)

• Identification Methods for Bulk Petroleum Products Systems, MIL-STD-161 (Series)

• Turbine Fuel, Aviation Grades, JP-4/JP-5, MIL-DTL-5624 (Series)

• Turbine Fuel, Aviation Grade JP-8, MIL-DTL-83133 (Series)

4. FAA

• Aircraft Fuel Storage, Handling and Dispensing on Airports, FAA Advisory Circular #150/5230-4, 18 June 2004

5. Industry Documents

• Air Transport Association of America, Standards for Jet Fuel Quality Control at Airports, ATA Specification 103 (Series)

• National Fire Protection Association, Standard for Aircraft Fuel Servicing (NFPA 407)

• Sheeting for Retroreflective Traffic Control, ASTM-D4956

• Manual Sampling of Petroleum Products, ASTM-D4057

• American Petroleum Institute (API) documents 650, 653, 1529, 1542, and 1581

• Standard Guide for Use of the Petroleum Measurement Tables, ASTM-D1250

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CHAPTER 2. AIRCRAFT FUEL

A. INTRODUCTION Fire or explosion hazards are always present in locations where fuels are handled. Safe fuel service depends on keeping fuels in controlled areas, avoiding spills, and keeping all ignition sources 50 ft away from designated servicing areas and tank farms (NFPA 407, 5.8.2).

CAUTION

ADEQUATE SURVEILLANCE OF ALL TYPES OF AIRCRAFT

FUEL IS NECESSARY. OTHERWISE, CONTAMINATION IS

ALMOST CERTAIN TO RESULT.

B. DISCUSSION Most aircraft turbine engines use a variety of grades of aviation turbine fuels. The primary difference between the grades of turbine fuels is the volatility. Paragraph 2.E. describes the seven grades of fuel currently authorized for use in Coast Guard aircraft. No other grades of fuel can be routinely used by Coast Guard aircraft without prior approval from Commandant (CG-41).

C. SCOPE In case of conflict between this process guide and the flight manual, the flight manual shall take precedence. Users should contact the appropriate ALC Product Line in regards to aircraft operations. In regards to fuel identification, fuel equivalency problems, fuel testing or questions, contact the ALC ESD ia Tech Request Form. In the category section of the tech request, select Aviation Fuel Surveillance.

D. RESPONSIBILITY Pilots and aircrew are responsible for ascertaining the correct fuel required for individual aircraft and for assuring that the aircraft is serviced with the correct fuel. If existing circumstances require the use of fuel other than the primary fuel, responsibility will extend to assuring the mechanical and operating adjustments are made as necessary, in agreement with criteria prescribed in appropriate aircraft/engine technical manuals.

E. TYPES OF FUEL See Table 2-1 for a comparison of the qualities of authorized Coast Guard aviation fuel:

NOTE

Aviation fuels represented in the table below are approximate val-ues before additives are blended. Refer to the distributor shipping manifest for values after blending and shipment.

Table 2-1. Coast Guard Aviation Fuel Comparison Table

Type of Fuel Flash Point Freezing Point NATO Code

MIL-Spec No. Density (API Gravity)

JP-4 Below 18 °C -58 °C F-40 MIL-DTL-5624 45-57

JP-5 60 °C -46 °C F-44 MIL-DTL-5624 36-48

JP-8 38 °C (min) -47 °C F-34 MIL-DTL-83133 37-51

JET A 38 °C -40 °C F-34 ASTM-D1655 37-51

JET A-1 38 °C -47 °C F-35 ASTM-D1655 37-51

JET A-M 38 °C -40 °C F-24 ASTM-D1655 37-51

JET B -18 °C -58 °C N/A ASTM-D6615 45-56

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WARNING

AVIATION TURBINE FUELS (JP-4/JET A/JET B) CARRY A

HEALTH HAZARD FOR DETECTABLE AMOUNTS OF CHEM-

ICALS LIKE BENZINE, WHICH ARE KNOWN TO CAUSE

CANCER, BIRTH DEFECTS, AND OTHER REPRODUCTIVE

HARM.

1. JP-4 JP-4 is a blend of gasoline and kerosene with a flash point of 0 °F and a freezing point of -72 °F. It is procured under military specification MIL-DTL-5624. It is an alternative fuel to JP-5 for turbine engine powered aircraft and is used only at shore stations. Shipboard use is prohibited. Because of its higher volatility, JP-4 is more dangerous to handle than JP-5. The fuel vapors in the space above JP-4 fuel in the tank normally occur in the explosive mixture range and can be ignited by static electricity. In addition, JP-4 fires spread rapidly and are much more difficult to extinguish than JP-5 fires. The NATO code for JP-4 is F-40.

CAUTION

KEEP FUEL JP-5 AWAY FROM ALL SOURCES OF IGNITION

AND OXIDIZERS. AVOID EYE OR SKIN CONTACT. AVOID

INHALATION AND INGESTION. WASH THOROUGHLY AFTER

HANDLING.

2. JP-5 JP-5 is a kerosene fuel with a high flash point of 140 °F and a freezing point of -51 °F. It can also be procured under military specification MIL-DTL-5624. The higher flash point provides an increased level of safety in shipboard and shore station handling. It is the only aviation fuel authorized for use aboard cutters. It is also used extensively at shore stations.

In contrast to JP- 4, contamination removal from JP-5 is more difficult because of its higher viscosity and density. The NATO code for JP-5 is F-44.

3. JP-8 JP-8, procured under military specification MIL-DTL-83133 (series), is a kerosene fuel similar to commercial jet fuel, ASTM Jet A-1, except that JP-8 contains fuel system icing inhibitor as well as other fuel additives. It is similar to JP-5 with respect to most fuel properties except the flash point, which is only 100 °F (min). Since the flash point of JP-8 is much lower than that of JP-5, it cannot be used for shipboard operations or at ALC. DoD is currently in the process of converting shore-based operations to JP-8 fuel in order to take advantage of its similarity to commercial aviation turbine fuel and improved safety (lower volatility). If the Coast Guard follows DoD, JP-8 may become the standard Coast Guard shore aviation fuel in the near future. JP-8-100 is not authorized for use in Coast Guard aircraft. The NATO code for JP-8 is F-34.

4. Jet A Jet A is a commercial grade of fuel that meets the specifications of ASTM-D1655. It is very similar to JP-5, except that it has a lower flash point of approximately 100 °F compared to the 140 °F flash point for JP-5. Jet A can be used as a replacement when JP-5 is not readily available.

5. Jet A-1 Jet A-1 is a commercial grade of fuel that meets the requirements of ASTM-D1655. It is very similar to JP-8 and has the same flash point and freezing point. Its NATO code is F-35.

Jet A-1 can be used as a replacement when JP-8 is not readily available.

6. Jet A-M Jet A-M is Jet A with military additive package. Known also by its NATO code (F-24), it is a commercial grade of fuel that meets the requirements of ASTM-D1655 with the mandatory addition of Fuel System Icing Inhibitor (FSII) (S-1745), Lubricity Improving Additive (LIA) (S-1747) per STANAG 3390, and Static Dissipater Additive (SDA). These additives were usually injected downstream of the refinery prior to delivery to an operational unit. These additives were a part of the military grade JP-8; Jet A-M is currently replacing JP-8 as the standard product for distribution centers that supplied JP-8. Air stations that were supplied JP-8 will be receiving Jet A-M. Although the F-24 designation is currently only listed in NATO Standardization Agreement (STANAG) 3747, ASTM-D1655 allows each of the three DoD-mandated additives to be used. Their addition is listed as optional and not mandatory in the specification. While F-24 is not specifically called out in ASTM-D1655, it is by definition an approved ASTM-D1655 fuel. F-24 was given a specific code and did not

2 - 2 retain the Jet A label NATO designation (F-34) to provide an easily identifiable assurance to the operator that the additive package is present in the fuel, but it is referred to in the commercial industry as JET A-M.

7. Jet B Jet B is a commercial grade of fuel that meets the requirements of ASTM-D6615. It is very similar to JP-4 and has the same flash point and freezing point. Jet B can be used as a replacement when JP-4 is not readily available. It does not have a NATO code number.

8. Turbine Fuel Additives Jet A, Jet A-1, and Jet B are essentially the same fuel as their military counterparts except for small, but significant, differences in volatility and fuel additives. All three military fuels contain the following additives not normally contained in commercial fuel:

a. Fuel System Icing Inhibitor (FSII)

b. Lubricity Additive (Corrosion Inhibitor)

c. Antioxidants (storage stability additives)

d. Static Dissipater Additive (SDA) (JP-4 and JP-8 only) Some SDA additives can break down filter elements. Consequently, they are not added to JP-5. JP-5 fuel handling systems should have a static charge relaxation chamber at appropriate points in order to eliminate static charges (refer to Paragraph 4.K.).

F. PREVENTING CONTAMINATION Contamination of aircraft fuel can only be prevented by the use of proper equipment and by following proper operating procedures. Mixing different types of fuels or delivering the wrong fuel can be avoided if personnel follow the correct procedures. Coast Guard air stations maintain various types of aviation fuel. For example, JP-5, JP-8, and Jet A-1 are utilized depending on location. Completely separate handling facilities and equipment for each grade and type of fuel are required to prevent cross contamination.

G. TYPES OF CONTAMINATION Aircraft engine failure or poor performance can be caused by fuel contamination or by using an improper fuel. There are four major classifications of contaminants commonly encountered in aviation fuels: Particulates, water, microbes, and surfactants. The most serious situation occurs when there are multiple contaminants.

Paragraph 2.G.1. through Paragraph 2.G.5. describe each type of contaminant, its effect, and how it may interact with other materials to compound problems of contamination control.

1. Particulates

a. Particulates are solid contaminants that will not dissolve in fuel. Most common are iron, rust, scale, sand, and dirt. Other examples are metal particles, lint, particles of filter media, gums, resins, and rubber. The consequences of particulate contamination in aviation fuels may be severe if the material is allowed to reach the aircraft. For example, if fuel filters become plugged, the flow of fuel to the engine is interrupted, resulting in engine failure.

b. One method of removing particulates is to provide a minimum of 2 hours for solids to settle before the fuel is withdrawn from the storage tanks. A better method is to recirculate the fuel through filters/separators. The maximum acceptable level of particulate contamination is 2 mg/l. Particulate contamination can be held well below a level of 1 milligram per liter (mg/l) in a properly functioning fuel distribution system.

If contamination exceeds 1 mg/l, corrective action should be taken to improve fuel quality. See Paragraph 6.D.8. for contamination limits.

2. Water Water is a common contaminant of aviation fuel and exists in three forms: Dissolved, entrained, and free water (either liquid or frozen). Of these three, free water is the only form that can be drawn off or separated from the fuel. Dissolved or entrained water can, however, be reduced to free water and then drawn off or separated. The limit for water in aircraft turbine fuel is 10 parts per million (ppm).

a. Dissolved Water Dissolved water is essentially humidity in fuel. Like humidity in the atmosphere, it evaporates and condenses as a function of temperature. All aviation fuels have varying amounts of dissolved water depending upon the fuel composition and temperature. For example, at 60 °F petroleum-based fuels will dissolve 60 ppm, 2 - 3 while at 30 °F the same fuel will dissolve only 30 ppm. Lowering fuel temperatures will cause dissolved water to condense into water droplets and fall out of solution as entrained water. Except for changing to the free state upon temperature drop, dissolved water does not pose a problem to aircraft and currently cannot be removed by practical means.

b. Entrained Water Entrained water is water suspended in tiny droplets in the fuel.

Individual droplets may or may not be visible to the naked eye, but they can give the fuel a cloudy or hazy appearance depending upon their size and number. Entrained water usually results from violent agitation between a water slug and fuel. It usually will settle out in time depending upon the droplet size, specific gravity, viscosity of the fuel, and currents within the tank. A water haze may often be found in turbine fuels.

WARNING

FREE WATER IN THE FORM OF WATER SLUGS, VISIBLE WA-

TER DROPLETS, OR HAZY ENTRAINED WATER CANNOT BE

TOLERATED IN A FUEL HANDLING SYSTEM AND SHOULD

NEVER BE DELIVERED INTO AN AIRCRAFT.

NOTE

Free water will settle out in fuel if not disturbed or agitated.

c. Free Water

(1) Free water is water completely free of fuel and may be fresh or saline. It can be accumulated by the settling of condensed moisture from the atmosphere, by the infiltration of water through fill lines, vents, or tank connections, or by the delivery of fuel containing water.

(2) Large slugs of free water can cause an engine flameout. Ice from slugs and entrained water can severely restrict fuel flow by plugging aircraft fuel filters and other mechanisms. An adverse side effect of accumulations of undrainable water in any storage tank is the growth of microbes and a reduction of the level of the FSII.

3. Microbes

a. Microbes are microscopic growths found in soil, air, water, and fuel oil. They derive their nutrients from hydrocarbons in the fuel and add their metabolic waste products to the aqueous layer. There is considerable evidence that microbes can survive even in the absence of water. In a fuel storage tank, microbes may propagate at a very high rate.

b. Microbes usually appear as a brown slime that adheres to the inner surface of a fuel tank. Both the organisms and their products tend to collect at fuel/water interfaces resulting in mats, slimes, and sludge. If the interface happens to be maintained on or within a filter element, rapid plugging may occur. In addition, this may result in microbes getting through the filter and contaminating fuel downstream of the filter.

Filter plugging may also result from the breakup of upstream fungal mats. In some cases, the organisms and their byproducts have softened or destroyed the top coatings of integral fuel tanks and subsequently caused severe corrosion.

c. Because microbes thrive in water, a simple and effective method to prevent or retard their growth is to eliminate the water. The presence of slime, sludge, or fungus in fuel being delivered to an aircraft is a reliable indication of the presence of free water and the failure of fuel cleanup equipment.

NOTE

FSII contains microbial growth inhibitors which are closely moni-tored.

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4. Surfactants

a. The term surfactants is a contraction of surface active agents. These soap or detergent-like materials occur naturally in fuel. They may also be introduced in the refining processes by the inclusion of additives into the fuel, or they may be washed off the internal surfaces of containers previously holding other products. Surfactants are usually more soluble in water than in fuel and reduce the interfacial tension between water and fuel; this stabilizes suspended water droplets and contaminants in the fuel.

Surfactants adhere to filters/separators and reduce their effectiveness. They also adhere to metal surfaces until surfactant-rich water droplets are formed. The droplets run down the sides of fuel tanks and form puddles in the bottom or in the sumps.

Surfactants in large concentrations usually appear as a tan to dark brown liquid with a sudsy-like water/fuel interface.

b. Surfactants alone are not a great threat to aircraft. However, because of their ability to suspend water and dirt in fuel and damage filter/separators, they are one of the major contaminants in aviation fuels.

5. Miscellaneous Contaminants

a. Miscellaneous contaminants include both soluble and insoluble materials. Fuel can be contaminated by mixing different MIL-SPEC grades of fuel, improper mixing of additives, or by the introduction of foreign materials. When contamination occurs, engine performance can be affected. For example, there can be a reduction in flash point due to contamination with other fuels that have a lower flash point. There can also be a reduction of FSII effectiveness due to contamination with water. These contaminants are not naturally found in fuel and are usually introduced as a result of human error.

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CHAPTER 3. BULK FUEL STORAGE FACILITIES

A. COMMAND REQUIREMENTS Commanding officers shall:

1. Ensure a functional Spill Prevention Control and Countermeasure (SPCC) is in place. See Paragraph 10.C.

2. Plan for reserves to accommodate surge operations, possible evacuation in the event of a natural disaster, or other special circumstances. At a minimum, air station fuel farms shall be designed and built to store fuel to support normal unit operation mission requirements, based on number of aircraft and type, for a 7-day period.

B. FUEL FARMS

1. All Coast Guard air station fuel farms shall be constructed in accordance with applicable federal, state, and local regulations and in a manner that will prevent damage to the environment due to accidental discharge. All fuel farms shall use ready-issue fuel handling systems to contain and process fuel prior to fueling aircraft. Air stations that do not have a fixed fuel farm are exempt. System requirements include:

• Storage tanks with sloping bottoms, floating suction, and continuous recirculation through a filter/separator that removes both water and particulates.

• Additional filter/separators to further clean and dry the fuel as it is loaded onto trucks at fill stands or as it enters and/or exits hydrant systems (MIL-HDBK-1022).

• Fuel differential pressure gauges (fuel quality monitor gauges) show filter clogging if exces-sive water or particulates are in the fuel. Fuel differential pressure gauges are normally installed in conjunction with filter/separators at truck fill stands, on trucks and hydrant hose carts, and at direct refueling stations.

2. Proper care and operation of these systems will help ensure that only clean, dry fuel enters an aircraft. Stripping tanks and trucks daily will help eliminate the water buildup.

3. Air stations without a fuel farm should ensure that the supplier handles fuel in the same manner. Requirements include:

• Seal inspections on supplier trucks are not required under normal operating conditions IAW MIL-STD-3004D, Change 1.

• Routine observation and recording of pressure drops across filter separators and monitors to detect failures or problems.

• Clear and bright test upon delivery.

• Prevention of particulate matter (i.e., foreign material) into the fuel. All openings and connec-tions, including refueling nozzles, must have dust-tight caps or covers that remain in place at all times when not in use.

NOTE

Galvanized materials must not be used in aircraft fuel service. No copper alloys, cadmium plating, or plastic materials are permitted for main fuel piping. The use of copper or copper alloys for other components shall be minimized.

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Figure 3-1. Sample Fuel Farm

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C. STORAGE TANKS

NOTE

Storage tanks are classified as either Underground Storage Tanks (UST) or Aboveground Storage Tanks (AST). For design, clarifica-tion, and management, refer to COMDTINST M5090.9 (series).

1. Each grade of fuel shall be received, stored, and issued in a segregated system. Systems and components used for receiving, storing, and refueling aircraft may be commercial or military systems that are designed specifically for aviation fuel use in accordance with API 650/653.

2. Most Coast Guard air stations have either bulk storage/truck or bulk storage/pit refueling. For Coast Guard purposes, service tanks (day tanks) and refueler tanks can be considered to have the same function.

3. Unless otherwise noted in this process guide, all Coast Guard aviation fuel tanks shall be constructed, maintained, and operated in accordance with Storage Tank Management Manual, COMDTINST M5090.9 (series).

D. STORAGE TANK CHECK Inspect and clean storage tanks whenever tank samples show a continuous solids buildup or when filtration elements on the downstream side of tanks show evidence of premature plugging from excessive solids. If tanks require cleaning, refer to Paragraph 7.D. If there is no buildup or plugging, storage tanks should be inspected and cleaned as follows:

1. Every 6 years for coated steel tanks and tanks constructed of materials resistant to corrosion without inlet filter separator or micronic filter.

2. Every 8 years for coated steel tanks and tanks constructed of materials resistant to corrosion with inlet filter separator or micronic filter.

E. THIEF PUMPS Underground storage tanks will have thief pumps taking suction at the tank low point for water draw off. Above ground tanks will have water draw-off valves at the tank low point.

F. RECEIPT OF FUEL

NOTE

If the product is not procured via Defense Logistics Agency (DLA) and delivered via over the road tank vehicles, flash point testing shall be conducted to ensure the correct fuel has been delivered for receipt.

1. The proper monitoring concerning the quality of an aviation fuel delivery and then the safe receipt of the military specification (MIL-DTL) fuel is the first tier of the aviation fuel surveillance program of a Coast Guard unit. Directions for sampling and safety cannot be made explicit enough to cover all cases; however, this process guide summarizes the absolute minimum requirements of the fuel receipt acceptance process.

2. Control of static electricity near aviation turbine fuels is of great concern. Ignition sources of concern are cell phones and other Portable Electronic Devices (PED). Cell phones or other PEDs shall not be used in and around areas where flammable vapors are a risk, unless they have been tested, approved, and labeled as intrinsically safe.

WARNING

FAILURE TO IDENTIFY AND REJECT CONTAMINATED FUEL

CAN NEGATIVELY AFFECT SAFETY OF FLIGHT. A VISUAL

CLEAR AND BRIGHT SAMPLE SHALL BE CONDUCTED

PRIOR TO RECEIPT OF FUEL TO CHECK FOR WATER, SEDI-

MENT, OR ANY OTHER CONTAMINATION.

3 - 3

15 July 2025 https://play.apps.appsplatform.us/play/e/default-369ba0d5-02cb-4d2f-94fd-9212cc24b78c/a/449d74ad-9685-44e3-934b-46c72a05e1a2?tenantId=369ba0d5-02cb-4d2f-94fd-9212cc24b78c&source=portal https://play.apps.appsplatform.us/play/e/default-369ba0d5-02cb-4d2f-94fd-9212cc24b78c/a/449d74ad-9685-44e3-934b-46c72a05e1a2?tenantId=369ba0d5-02cb-4d2f-94fd-9212cc24b78c&source=portal

G. FUEL RECEIVED BY TANK CAR OR TANK TRUCK

1. Prior to arrival of the delivery tanker and before unloading fuel into storage facilities, the following procedures shall be followed:

2. Check weather report to ensure no lightning storms are within 5 nautical miles of the fuel farm.

3. There shall be no smoking, open flame, spark producing items (to include electric internal combustion vehicles), radios, or PEDs within 50 ft of the fuel transfer station.

4. Ensure all alarm systems are in place and operational.

5. Have fire extinguishers present in designated locations.

6. Verify that the receiving tank will hold the quantity of fuel to be delivered and the tank contains the same grade of fuel.

7. Inspect all storage tank(s) containment walls for damage/tampering.

8. Strip the receiving storage tank to ensure no free water is present.

9. Before unloading fuel into storage facilities, the following procedures shall be followed:

a. Check the bill of lading for the type, grade, quality, and quantity of fuel is correct. A copy of the DLA petroleum laboratory test results for the fuel being delivered shall be included with the delivery documentation. The air station Quality Assurance Office (QAO) shall retain the delivery documentation for a period of 1 year.

b. Remove excess personnel from area of operation. Ensure all remaining personnel on site are equipped with the proper personnel protective equipment (PPE).

NOTE

The acceptance of a supply of fuel from a tank truck is a two-person operation. If the delivery truck driver or commercial source opera-tor is utilized as the second person, a site-specific emergency brief shall be given to familiarize the driver/operator prior to the offload procedure.

c. Ground and bond refueling tanker to the fuel farm receiving station.

d. To ensure proper testing, allow the fuel carrier tanker truck to sit stationary at the unloading point for 5 minutes to allow water and particulates to settle.

e. Take a 1-quart sample from the manifold of each compartment of the transport and inspect in accordance with visual standards for clear and bright, in accordance with Paragraph 6.D. of this process guide.

f. Complete the API gravity test. Check that the API gravity is within 0.5 degrees of the shipping document.

g. Provided all conditions mentioned are satisfactory, the product may be discharged into receipt tanks.

h. If any manifold sample fails the clear and bright tests or APO gravity, discontinue operations and complete the following:

(1) Conduct multi-level sampling from the failed compartment in accordance with

MIL-STD-3004 (series) or ASTM-D4057, record results on ALC ESD Form 55 and retain with unit fuel delivery records for 1 year. (Refer to Figure 6-2.)

(2) Perform a CFD test with AEL MK III or equivalent approved source; limit shall not exceed 1.0 mg/liter.

(3) Perform an FWD test with DFWD or equivalent approved source; limit shall not exceed 10 ppm water.

(4) Perform an FSII test using B/2 Anti-Icing Test Kit Refractometer. FSII levels upon receipt of fuel shall be 0.07 to 0.15 percent by volume.

(5) If the CFD, FWD, or B/2 tests fail, the fuel shall be rejected.

3 - 4 http://quicksearch.dla.mil/

i. Prior to rejection of fuel, the receiving organization shall first notify the origin shipping point, QAO, and D05-SMB-Aviation-Fuel-Surveillance-Program@uscg.mil identifying the product, tank truck/car number, and reason for rejection of the product. If the scheduled delivery was from a DLA Energy procurement contract, receiving organization shall submit a PQDR via JDRS or PDREP.

H. FUEL RECEIVED BY PIPELINE

1. Take a daily line sample and check for clear and bright.

2. Take a daily spot check and test for water and sediment using the DWFD and AEL MK III test kits. If the fuel samples pass, the flow will continue. If not, the fuel flow shall be halted pending further testing. The receiving tanks shall be segregated.

3. Take an all-levels sample of the receiving tanks once the initial tests have been cleared and test for:

a. Clear and bright

b. FSII (0.07 to 0.15% by volume)

c. Flash point

d. API gravity

e. Free water limit is 10 ppm

f. Contaminants limit is 1.0 mg/l

I. FUEL RECEIVED BY BARGE/TANKER

1. Take a sample before fuel discharge, at 2-hour intervals, and just before shutdown and test for:

a. Clear and bright

b. FSII (0.07 to 0.15 percent by volume)

c. Flash point

d. API gravity

e. Free water limit is 10 ppm

f. Contaminants limit is 1.0 mg/l

J. FILLING THE TRUCK

WARNING

DO NOT START FILLING OPERATIONS WHEN A LIGHTNING

ADVISORY HAS BEEN ISSUED, INDICATING AN ELECTRICAL

STORM IS WITHIN 5 NAUTICAL MILES OF THE TRUCK FILL

POINT.

1. Loading the truck is a two-person operation, even for trucks equipped with high-level alarms/shutoff and dead man controls at the fill stand. Top loading a truck with fuel is not authorized. Personnel shall avoid standing on top of the truck during the fueling operation.

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Figure 3-2. Sample Truck Fill Point

2. All fuel trucks shall be refueled as follows:

a. Position the truck, turn off lights, place gear selector in neutral or park, set parking brake, stop engine, and turn off all unnecessary equipment.

b. Verify the grade of product and amount to be loaded.

c. Chock the fuel truck wheels.

d. There should be a minimum of one 125/150 lb PKP fire extinguisher available for use.

e. Connect the bonding wire. A typical bonding connection between a truck and a truck fill stand is shown at Figure 3-2.

f. Connect the delivery nozzle to the bottom loader of the truck

g. Set the meter to zero and fill out any required paperwork.

h. Start fueling the truck slowly.

i. After the tank is filled, secure the pump if it does not automatically secure.

j. Disconnect the nozzle.

k. Disconnect the bonding wire.

l. Check for leaks.

m. Remove wheel chocks.

n. Move the fuel truck to the truck parking area.

o. Ground the truck.

p. Complete the paperwork.

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CHAPTER 4. SYSTEM EQUIPMENT

A. INTRODUCTION This section provides a general description and minimum requirements for equipment common to all land-based refueling systems, including mobile equipment. These requirements apply to both new and existing equipment.

CAUTION

THE DESIGN AND CONSTRUCTION OF CERTAIN PIECES OF

EQUIPMENTAREESPECIALLYCRITICAL TOSAFETY.WHERE

NATIONAL STOCK NUMBERS (NSN) ARE SPECIFIED, COAST

GUARD AIR STATIONS SHOULD ONLY USE THE IDENTIFIED

EQUIPMENT. THE COMPONENTS DISCUSSED IN THIS CHAP-

TER ARE ESSENTIAL TO ENSURE QUALITY AVIATION FUEL

IS DELIVERED TO ALL COAST GUARD AIRCRAFT.

B. REFUELER TANKS (DAY TANKS)

1. Military refueler tanks shall be designed to comply with NFPA 407.

2. In addition, the following minimum requirements shall be adhered to:

a. The refueler tank shall be made of aluminum, stainless steel, or carbon steel, internally lined with a fuel compatible coating such as epoxy.

b. Tank construction shall be one compartment only with necessary baffles. Tanks shall completely drain at the low point. The tank shall be designed so that all portions are accessible for cleaning and maintenance.

c. Tank top openings shall be secured by plastic lock-ties and opened only for inspections and repairs. Manhole covers shall have a fusible plug or plugs, each equipped with fine screens to provide additional emergency vapor release.

d. Tanks shall be configured for bottom loading. The bottom loading hardware shall include a shutoff valve, a pressure fueling servicing adapter (MIL-A-25896), to accept the standard SPR nozzle, and be of sufficient size to receive product at 385 gallons per minute. A fill stand anti-drive away device shall be incorporated.

e. Each tank shall be equipped with an electronic system for controlling the filling operations (Scully Dynaprobe or equivalent model) that is compatible with the system on the station's fill-stand. It should be located near the bottom loading adapter and incorporate an anti-drive away feature.

f. The piping system, including all hardware components, shall be capable of dispensing fuel at the rated flow of 385 gallons per minute.

CAUTION

THE USE OF SWING JOINTS WITH ZERK-GREASE FITTINGS

IS PROHIBITED SINCE THEY CAN CONTAMINATE THE FUEL

WITH GREASE.

C. FUEL TRUCKS Trucks shall be equipped with the following:

• Filter/Separator

• Filter/Separator pressure differential gauge

• Relaxation chamber

• Meter

• Approved aircraft refueling hose/hoses

• Hose End Control Valve (HECV)

• Approved aircraft refueling nozzle/nozzles

• Bonding/ground cables

4 - 1

• A minimum of two fire extinguishers, each with an ANSI rating of at least 20-B:C

• Hand-held deadman control

• Fuel/oil spill kit (locally procured)

• Emergency dry break coupling installed on the hose reel end between hose and the hose reel

NOTE

The Westmor fueling truck, P/N CGS5K, is equipped with only one hose for both fueling and defueling.

1. Tires shall be a non-Foreign Object Debris (FOD) type with wide lug, wide groove tread.

Tread shall not have the narrow groove design in which small stones and gravel can become imbedded and later drop out on a runway or fueling pad. Recaps are not authorized on the steering wheels for any operation.

2. The exhaust of all engines shall be equipped with a suitable spark arrestor. The exhaust shall be shielded to prevent fuel from coming in contact with the exhaust. Only manufacturer's parts shall be used in exhaust system repairs.

D. REFUELER/DEFUELER TRAILER (BOWSER) These towed units shall be equipped similar to a fuel truck with the exception of a remote deadman control switch. An emergency stop switch is required and must be manned at all times the unit is servicing an aircraft. Filter element replacement cycles will be conducted on an annual basis. Refer to Paragraph 4.H. below for guidance.

E. FUEL RECLAMATION Fuel that is available for reclamation can be processed using specialized equipment available for purchase from commercial vendors.