EI 1530-2019 QA Requirements For Aviation Fuel

EI/JIG Standard 1530
Quality assurance requirements for the manufacture,

storage and distribution of aviation fuel to airports
Second edition
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QUALITY ASSURANCE REQUIREMENTS FOR THE MANUFACTURE,
STORAGE AND DISTRIBUTION OF AVIATION FUELS TO AIRPORTS
EI/JIG STANDARD 1530
2nd edition
May 2019
Published by
ENERGY INSTITUTE, LONDON
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Registered charity number 1097899
and the
JOINT INSPECTION GROUP
Joint Inspection Group Limited is a company limited by guarantee not having a share capital
Company Number 4617452 registered in England and Wales
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QUALITY ASSURANCE REQUIREMENTS FOR THE MANUFACTURE, STORAGE AND DISTRIBUTION OF AVIATION FUELS TO AIRPORTS
CONTENTS
Page
Legal notices and disclaimers�� 13
Foreword �� 14
Acknowledgements�� 17
1 Introduction, scope, application and important definitions �� 19

1.1 Introduction�� 19
1.2 Scope�� 19
1.3 Application�� 20
1.4 Important definition�� 21
1.4.1 On specification �� 21
1.4.2 Glossary of terms and abbreviations �� 21
2 Aviation fuel quality assurance and traceability �� 22

2.2 Quality assurance system �� 22
2.2.1 Quality assurance system principles�� 22
2.2.2 Refinery Certificate of Quality (RCQ)�� 22
2.2.3 Certificate of Analysis (CoA)�� 23
2.2.4 Recertification Test Certificate (RT Certificate)�� 24
2.2.5 Release Certificate (RC)�� 24
2.2.6 Duration of validity of certificates �� 26
2.2.7 Utilisation of test data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
2.3 Traceability�� 26
2.4 Quality assurance organisation�� 31
2.5 Document retention requirements �� 32
3 Management of change/new processes�� 33

3.2 Principles �� 33
3.3 Management of change process�� 34
3.4 MoC process implementation�� 34
3.5 Specific changes�� 35
3.6 Example review questionnaire�� 35
4 Sampling and testing of aviation fuel�� 39

4.1 General sampling principles �� 39
4.2 Key documents�� 40
4.2.1 Sampling standards�� 40
4.2.2 Standard test methods which make reference to sampling �� 40
4.3 Sampling and samples – terminology�� 41
4.4 Sampling tanks for batching, certification or recertification testing�� 44
4.5 Sample testing�� 45
4.5.1 Fuel quality testing philosophy �� 45
4.5.2 Sample containers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
4.5.3 Packaging for air transport �� 46
4.5.4 RCQ testing �� 47
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4.5.5 CoA testing�� 47

4.5.6 Recertification testing�� 47
4.5.7 Testing for incidental materials in jet fuel�� 50
4.5.8 Field tests�� 50
5 Certifying laboratories �� 53

5.1 Laboratory quality assurance requirements�� 53
5.2 Authorised signatories �� 54
5.3 Test method validation and monitoring�� 54
5.4 Software and computer system validation�� 55
5.5 Equipment calibration�� 55
5.6 Document control (standards and specifications)�� 55
5.7 Training �� 56
5.8 Retention samples �� 56
5.9 Sample handling and sample containers at laboratories �� 57
5.10 Data traceability�� 57
5.11 Data integrity management �� 57
5.12 Documentation �� 57
6 Refineries: manufacture�� 59
6.1 Scope and application �� 59
6.2 Aviation fuel standards and specifications�� 59
6.3 Fuel components used in aviation fuel manufacture�� 60
6.3.1 Jet fuel�� 60
6.3.2 Avgas�� 61
6.4 Monitoring of refinery processes�� 62
6.4.1 Controlling ingress of non-approved materials�� 62
6.4.2 Hardware integrity �� 63
6.4.3 Refinery chemicals�� 63
6.4.4 Process controls�� 64
6.4.5 Process monitoring�� 69
6.5 Slops processing or recycling of off-grade material�� 71
6.6 Additives used in aviation fuels�� 72
7 Additives used in aviation fuels�� 73

7.1 Scope�� 73
7.3 Types of additive�� 74
7.3.1 Antioxidants�� 74
7.3.2 Static dissipater additive �� 74
7.3.3 Metal deactivator additive (MDA) �� 75
7.3.4 Lubricity improver additive (LIA)�� 76
7.3.5 Fuel system icing inhibitor (FSII)�� 77
7.3.6 Biocides �� 77
7.3.7 Leak detection tracer additive�� 78
7.3.8 Avgas dyes �� 78
7.3.9 Tetraethyl Lead (TEL)�� 79
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7.4 Receipt procedures for additives�� 79

7.4.1 Selection and purchase�� 79
7.4.2 Supplier’s quality documentation�� 79
7.4.3 Receipt of additives�� 80
7.5 Storage procedures �� 81
7.5.1 Storage of additive containers�� 81
7.5.2 Additive storage/injection tanks�� 81
7.6 Inspection and cleaning �� 81
7.6.1 Containers �� 81
7.6.2 Storage/injection tanks�� 81
7.7 Additive shelf life�� 82
7.8 Periodic testing�� 82
7.8.1 Sealed containers �� 82
7.8.2 Storage/injection tanks�� 83
7.9 Additive dosing �� 83
7.9.1 General�� 83
7.9.2 Dosage rate �� 84
7.9.3 Method of addition�� 84
7.10 Fuel containing additive(s) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 86
7.10.1 Test methods for measuring additive content in fuels�� 86
7.10.2 Segregation and grade marking of fuel containing FSII �� 86
7.11 Records �� 87
8 Receipt, batching, certificaton and release�� 88

8.1 General �� 88
8.1.1 Batch �� 88
8.1.2 Point of manufacture �� 88
8.1.3 Storage installations �� 88
8.2 Refinery import or receipt�� 88
8.3 Receipt procedures�� 89
8.3.1 Documentation�� 89
8.3.2 Receipt – general �� 90
8.3.3 Receipt from single grade and multi-product pipeline �� 91
8.3.4 Receipt from multi-product pipeline – additional requirements
and recommendations�� 91
8.3.5 Receipt from ocean tanker or coastal/inland waterway vessel �� 92
8.3.6 Receipt from road tanker or rail tank car�� 94
8.4 Quality control and release procedures�� 95
8.4.1 Procedures after tank filling�� 95
8.4.2 Product settling and draining before release �� 96
8.4.3 Product testing�� 97
8.4.4 Product release�� 102
8.5 Procedure for SDA addition �� 103
8.6 Off-specification product �� 103
8.7.1 Records – quality control�� 103
8.7.2 Release documentation�� 104
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9 Finished product: storage design features and handling procedures�� 105

9.1 General principles�� 105
9.2 Delivery mode definitions�� 107
9.3 Tankage and pipework design �� 107
9.3.1 Number and size�� 107
9.3.2 Preventing dirt and water ingress �� 107
9.3.3 Vent requirements�� 107
9.3.4 Roof type �� 108
9.3.5 Tank water, sediment and sampling management system �� 108
9.3.6 Lining�� 110
9.3.7 Separate inlet and outlet tank lines�� 110
9.3.8 Separation and positive segregation �� 111
9.3.9 Floating suction/tank outlet�� 113
9.3.10 Markings�� 113
9.3.11 Access/entry point�� 113
9.3.12 Gauge hatches�� 113
9.4 Filtration and fuel cleanliness �� 113
9.4.1 General�� 113
9.4.2 Fine filtration systems and mesh strainers �� 114
9.4.3 Into-storage filtration �� 114
9.4.4 Out of storage filtration �� 114
9.4.5 Filtration system installation requirements�� 115
9.4.6 Operational requirements�� 115
9.4.7 Routine checks on all fine filtration systems�� 116
9.4.8 Element change criteria�� 117
9.4.9 Records�� 118
9.4.10 Differential pressure gauges �� 118
9.4.11 Filter element installation/filter vessel commissioning�� 118
9.5 Storage procedures �� 121
9.5.1 Routine checks�� 121
9.5.2 Tank cleaning �� 123
9.5.3 Bringing tanks (and associated pipework and equipment) into
aviation fuel service or changing grades �� 127
9.5.4 Testing for microbiological growth�� 128
9.6.1 Records – quality control�� 130
9.6.2 Records – maintenance�� 130
9.6.3 Signature �� 130
9.6.4 Records – product quality incidents�� 130
9.6.5 Documentation retention requirements�� 131
10 Transportation: facilities and procedures �� 132

10.1 Ocean tankers, coastal/inland waterway vessels/barges�� 132
10.1.1 General considerations�� 132
10.1.2 Vessel selection for aviation fuel transport�� 132
10.1.3 Suitability assessment before selection�� 133
10.1.4 Suitability assessment prior to loading�� 134
10.1.5 Loading ocean tankers and coastal/inland waterway vessels/barges�� 135
10.1.6 Ship-to-ship transfers and floating storage �� 136
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10.2 Pipeline transportation�� 138

10.2.1 Introduction �� 138
10.2.2 Product compatibility in multi-product pipelines �� 138
10.2.3 Aviation fuel quality monitoring programme�� 140
10.2.4 Valve line-ups�� 142
10.2.5 Quality control requirements for simultaneous pumping �� 142
10.2.6 Interface management �� 142
10.2.7 Pipeline pigging operations�� 143
10.2.8 Addition of aviation fuel additives�� 143
10.3 Road tankers and rail tank cars�� 144
10.3.1 Construction of road tankers, rail tank cars and loading facilities�� 144
10.3.2 Road tankers/rail tank cars: change of product and cleaning
procedures �� 145
10.3.3 Loading of road tankers and rail tank cars�� 147
10.3.4 Driver Controlled Loading (DCL) �� 148
10.3.5 Driver Controlled Delivery (DCD)�� 148
10.3.6 Documentation and records �� 148
10.4 Drum and Intermediate Bulk Container (IBC) filling and ISO tank container
loading�� 149
10.4.1 General�� 149
10.4.2 Drums and IBCs �� 149
10.4.3 ISO tank containers�� 152
11 Synthetic jet fuel�� 155

11.2 Approval of synthetic components�� 155
11.3 Manufacture of synthetic fuel blends�� 157
11.4 Handling of synthetic fuel blends�� 157
Annexes
Annex A Authorised signatories�� 158

A.1 Definition�� 158
A.2 Authorisation process�� 158
A.3 Example process for establishing authorised signatories in laboratories�� 159
A.3.1 Documents required�� 159
A.3.2 Process �� 159
A.4 Example process for establishing authorised signatories for
operational staff (either direct or indirectly employed by the
custodian of the fuel) �� 160
A.4.1 Documents required �� 160
A.4.2 Process �� 160
Annex B Example certificates �� 162

B.1(A) Example form for avgas 100LL recertification testing�� 163
B.1(B) Example form for avgas UL 91 recertification testing�� 164
B.2 Example form for Jet A-1 recertification testing�� 165
B.3 Example Release Certificate for tanks where an RCQ, CoA or RT
certificate exists�� 167
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B.4 Example Release Certificate for tanks including expected

density calculation�� 168
B.5 Example Release Certificate for road or rail tank cars for jet fuel �� 169
B.6 Example Release Certificate for road or rail tank cars for avgas �� 170
B.7 Example Release Certificate (pipeline, ocean tanker, coastal/inland
waterway vessel) �� 171
B.8 Example form for recording condition of tank interior fittings
and coatings�� 172
Annex C Long term storage and return to use �� 174

C.1 Introduction �� 174
C.2 Storage and return to use process�� 174
C.3 Fuel specification requirements�� 174
Annex D Equipment/installation pre-conditioning prior to use with aviation fuel�� 175

D.1 Introduction to pre-conditioning (flushing and soak testing) �� 175
D.2 Application�� 175
D.2.1 New fixed systems and equipment�� 175
D.2.2 New road tankers and rail tank cars�� 176
D.2.3 New/refurbished coastal/inland waterway barges and
ocean vessels�� 176
D.2.4 Existing fixed systems and equipment �� 176
D.2.5 Existing road tankers and rail tank cars�� 177
D.3 Soak testing procedures �� 177
D.3.1 Soak periods �� 177
D.4 Soak quantities�� 178
D.4.1 Fully lined storage tanks�� 178
D.4.2 Partially lined storage tanks�� 178
D.4.3 Pipelines �� 178
D.4.4 Road tankers and rail tank cars �� 178
D.4.5 Coastal/inland waterway barges and ocean vessels �� 178
D.5 Sampling and testing �� 178
D.5.1 Sampling�� 178
D.5.2 Laboratory testing�� 179
D.6 Summary �� 180
Annex E Data integrity management flow charts�� 182

E.1 Introduction �� 182
E.2 Criteria for rejecting laboratory test data or for resampling�� 182
Annex F Requirements for and calibration of field equipment�� 185

F.1 Hydrometers and thermometers �� 185
F.2 Conductivity meters �� 186
F.3 Torque wrenches�� 186
Annex G Salt dryers and bulk water removal at refineries�� 187

G.1 Salt dryers�� 187
G.2 Handling bulk water at refineries (Industrial Coalescers)�� 187
G.2.1 Fibrous bed coalescers (e.g. dehydrators, hay packs, etc.)�� 187
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G.2.2 Sand coalescers�� 188

G.2.3 Electrostatic coalescers�� 188
G.2.4 Operation �� 188
Annex H Clay treaters�� 189

H.1 Introduction �� 189
H.1.1 Why is it needed? �� 189
H.1.2 How does it work?�� 189
H.1.3 How is clay treatment applied? �� 190
H.2 Clay treatment in refineries�� 191
H.2.1 Purpose�� 191
H.2.2 Design�� 191
H.2.3 Correct usage of clay treaters in refinery processing�� 192
H.2.4 Clay treater feed specifications�� 192
H.2.5 Clay treater monitoring – Routine operations and
laboratory data �� 192
H.2.6 Troubleshooting�� 193
H.3 Clay treatment in distribution systems�� 193
H.3.1 Purpose�� 193
H.3.2 Design�� 193
H.3.3 Correct usage of clay treatment in distribution systems �� 194
Annex I Jet fuel conductivity�� 195

I.1 Purpose�� 195
I.2 Conductivity requirements and depletion in distribution systems�� 195
I.3 Impact of SDA on water separation (water separation characteristic)�� 195
I.4 Recommendations for the dosing of static dissipater additive �� 196
Annex J Unit conversion factors�� 198
Annex K Glossary of terms and abbreviations�� 199

K.1 Terms and definitions �� 199
K.2 Abbreviations and acronyms�� 211
Annex L Referenced publications�� 214
Annex M Implementing EI/JIG 1530 and how to claim conformance�� 219

M.1 Conformance assessment�� 219
M.2 Alternative means of conformance�� 220
M.2.1 Principles when considering AMCs�� 221
M.2.2 Derogations – Special case�� 222
M.2.3 Derogation – Example�� 224
Annex N Pipeline breakout/staging tankage�� 227

N.1 Definition�� 227
N.2 Separate inlet and outlet, suction height, settling and water draws�� 227
N.3 Product quality monitoring �� 227
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Annex O Aviation fuel cleanliness assessed by particle counting techniques�� 228

O.1 Introduction �� 228
O.2 Condition monitoring�� 228
O.3 Fuel specification development�� 231
Annex P Summary of routine test frequencies �� 232
Annex Q
Examples of aviation fuel supply chains and the requirements
for segregation and positive segregation�� 234
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LIST OF FIGURES AND TABLES

Page
Figures
Figure 1 Example of batch make-up record �� 27

Figure 2 Two examples illustrating when to include existing tank heel and tank
inlet line (line push) volumes in predicted new batch property calculations
for recertification test certificates �� 30
Figure 3 Example of spot sample positions�� 44
Figure 4 Generic schematic of hydroprocessor�� 66
Figure 5 Generic schematic of wet treatment process�� 67
Figure 6 Generic schematic of hydrofluoric acid and sulfuric acid alkylation units�� 69
Figure 7 Avgas tank stratification decision tree�� 100
Figure 8 Jet tank stratification decision tree�� 101
Figure 9 Example process flow diagram�� 106
Figure 10 Examples of a suitable design of tankside fast-flush facility, without
(top diagram) and with glass 'visi-jar' (bottom diagram)�� 109
Figure 11 Example of filtration maintenance record �� 118
Figure 12 Example routes to synthetic jet fuel components �� 156
Figure E.1 Data interpretation decision process for test methods with stated precision �� 183
Figure E.2 Data interpretation decision process for test methods with no stated
precision (e.g. thermal stability, copper strip etc.) �� 185
Figure H.1 Adsorption within a clay treater�� 190
Figure M.1 Implementing EI/JIG 1530 and claiming conformance�� 220
Figure M.2 Example of a Derogation �� 224
Figure O.1 Example of condition monitoring of an airport fuel supply system�� 229
Figure O.2 Automatic particle counting directly from line outlet of fixed filtration . . . . . . . . . 230
Tables
Table 1 Sampling and samples terminology�� 41

Table 2 Recertification test requirements for jet fuel�� 48
Table 3 Recertification test requirements for avgas�� 49
Table 4 Visual Appearance Check requirements �� 50
Table 5 Generic examples of refinery chemicals�� 63
Table 6 Impact of refinery processes on fuel properties�� 64
Table 7 Impact of alkylation processes on fuel properties �� 65
Table 8 Laboratory data for monitoring of refining processes �� 70
Table 9 Avgas dyes�� 78
Table 10 Minimum requirements for testing of FSII in storage tanks �� 83
Table 11 EI/JIG 1530 minimum requirements for internal lining of storage tanks�� 110
Table 12 Terminology and definitions�� 112
Table 13 Cleaning intervals for storage installations with conventional tank designs
directly supplying airport service tanks �� 124
Table 14 Modified cleaning intervals for storage installations with additional design
features directly supplying airport service tanks�� 125
Table 15 Minimum conditions to be met for establishing tank cleaning intervals�� 126
Table 16 Requirements that apply to tanks that have been used previously for
non-aviation fuels, that are brought into aviation fuel service�� 127
Table 17 Products that shall not be used as leading or trailing parcels in
multi-product pipelines that carry jet fuel�� 139
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List of figures and tables continued

Page
Table 18 Products that are acceptable as leading or trailing parcels when
transporting jet fuel in multi-product pipelines�� 139
Table 19 Road tanker/rail tank car product changes �� 146
Table 20 Number of samples to be drawn and analysed�� 149
Table 21 Requirements for ISO tank container product changes �� 152
Table D.1 Required laboratory tests �� 180
Table D.2 Summary of soak testing requirements�� 181
Table O.1 Particle counts from two ships delivering into a marine terminal (Tests 1
to 3 from first ship, Tests 4 to 7 from second ship) �� 230
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LEGAL NOTICES AND DISCLAIMERS
This publication has been prepared by the Energy Institute (EI) Aviation Committee and the Joint
Inspection Group (JIG).
The information contained in this publication is provided as guidance only, and although every effort
has been made by EI and JIG to assure the accuracy and reliability of its contents, EI AND JIG
MAKE NO GUARANTEE THAT THE INFORMATION HEREIN IS COMPLETE OR ERROR-FREE.
ANY PERSON OR ENTITY MAKING ANY USE OF THE INFORMATION HEREIN DOES SO AT
HIS/HER/ITS OWN RISK. TO THE MAXIMUM EXTENT PERMITTED BY APPLICABLE LAW,
THE INFORMATION HEREIN IS PROVIDED WITHOUT, AND EI AND JIG HEREBY EXPRESSLY
DISCLAIM, ANY REPRESENTATION OR WARRANTY OF ANY KIND, WHETHER EXPRESS, IMPLIED
OR STATUTORY, INCLUDING, WITHOUT LIMITATION, WARRANTIES OF MERCHANTABILITY,
FITNESS FOR A PARTICULAR PURPOSE, TITLE AND NON-INFRINGEMENT. IN NO EVENT SHALL
EI OR JIG BE LIABLE TO ANY PERSON, OR ENTITY USING OR RECEIVING THE INFORMATION
HEREIN FOR ANY CONSEQUENTIAL, INCIDENTAL, PUNITIVE, INDIRECT OR SPECIAL DAMAGES
(INCLUDING, WITHOUT LIMITATION, LOST PROFITS), REGARDLESS OF THE BASIS OF SUCH
LIABILITY, AND REGARDLESS OF WHETHER OR NOT EI OR JIG HAS BEEN ADVISED OF THE
POSSIBILITY OF SUCH DAMAGES OR IF SUCH DAMAGES COULD HAVE BEEN FORESEEN.
The contents of this publication are not intended or designed to define or create legal rights or
obligations, or set a legal standard of care.
EI and JIG are not undertaking to meet the duties of manufacturers, purchasers, users and/or
employers to warn and equip their employees and others concerning safety risks and precautions,
nor is EI or JIG undertaking any of the duties of manufacturers, purchasers, users and/or employers
under local and regional laws and regulations. This information should not be used without first
securing competent advice with respect to its suitability for any general or specific application, and all
entities have an independent obligation to ascertain that their actions and practices are appropriate
and suitable for each particular situation and to consult all applicable federal, state and local laws.
EI AND JIG HEREBY EXPRESSLY DISCLAIM ANY LIABILITY OR RESPONSIBILITY FOR LOSS OR DAMAGE
RESULTING FROM THE VIOLATION OF ANY LOCAL OR REGIONAL LAWS OR REGULATIONS WITH
WHICH THIS PUBLICATION MAY CONFLICT.
Nothing contained in any EI or JIG publication is to be construed as granting any right, by implication
or otherwise, for the manufacture, sale, or use of any method, apparatus, or product covered by
letters patent. Neither should anything contained in the publication be construed as insuring anyone
against liability for infringement of letters patent.
No reference made in this publication to any specific product or service constitutes or implies an
endorsement, recommendation, or warranty thereof by EI and JIG.
EI, JIG AND THEIR AFFILIATES, REPRESENTATIVES, CONSULTANTS, AND CONTRACTORS

AND THEIR RESPECTIVE PARENTS, SUBSIDIARIES, AFFILIATES, CONSULTANTS, OFFICERS,
DIRECTORS, EMPLOYEES, REPRESENTATIVES, AND MEMBERS SHALL HAVE NO LIABILITY
WHATSOEVER FOR, AND SHALL BE HELD HARMLESS AGAINST, ANY LIABILITY FOR ANY
INJURIES, LOSSES OR DAMAGES OF ANY KIND, INCLUDING DIRECT, INDIRECT, INCIDENTAL,
CONSEQUENTIAL, OR PUNITIVE DAMAGES, TO PERSONS, INCLUDING PERSONAL INJURY OR
DEATH, OR PROPERTY RESULTING IN WHOLE OR IN PART, DIRECTLY OR INDIRECTLY, FROM
ACCEPTANCE, USE OR COMPLIANCE WITH THIS STANDARD.
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FOREWORD
This publication has been prepared by the EI's Supply Chain Fuel Quality Sub-Committee, in
conjunction with JIG.
EI/JIG 1530 is intended to provide a standard to assist in the maintenance of aviation fuel quality, from
its point of manufacture to delivery to airports. It provides mandatory provisions and good practice
recommendations for the design/functional requirements of facilities, and operational procedures. It
is not intended to be a substitute for a site-specific operating and fuel quality control manual.
This publication is intended for adoption worldwide, by any company or organisation involved in the
refining or handling of aviation fuel upstream of airports. This includes those companies/organisations
responsible for the design, construction, operation, inspection or maintenance of refineries, pipelines,
marine vessels, coastal/inland waterway barges, road tankers, rail tank cars or storage installations,
aviation fuel testing laboratories and inspection companies.
Whilst written in the context of the legislative and regulatory framework generally applicable in
the European Communities, the provisions set out in this publication can similarly be applied in
other countries providing national and local statutory requirements are complied with. Where these
requirements differ, the more stringent should be adopted.
The EI and JIG are not undertaking to meet the duties of employers to warn and equip their
employees, and others exposed, concerning health and safety risks and precautions, nor undertaking
their obligations under local and regional laws and regulations.
Nothing contained in any EI/JIG publication is to be construed as granting any right, by implication or
otherwise, for the manufacture, sale, or use of any method, apparatus, or product covered by letters
patent. Neither shall anything contained in the publication be construed as insuring anyone against
liability for infringement of letters patent.
This publication is intended to assist those involved in the refining, distribution and supply of aviation
fuel. Every effort has been made by the EI and JIG to assure the accuracy and reliability of the data
contained in this publication; however, EI and JIG make no representation, warranty, or guarantee in
connection with this publication and hereby expressly disclaim any liability or responsibility for loss
or damage resulting from its use or for the violation of any local or regional laws or regulations with
which this publication may conflict.
Suggested revisions are invited and may be submitted to the Technical Department, Energy Institute,
61 New Cavendish Street, London, W1G 7AR (technical@energyinst.org) or to the Joint Inspection
Group (via www.jigonline.com).
EI/JIG 1530 second edition contains a number of significant changes from the first edition, reflecting
the large number of comments received from stakeholders for consideration and incorporation into
this publication. For information, many of the major changes are listed below. However, this is not a
full list of all the changes made. A line has been included in the margin of this publication alongside
any text, tables or figures that have been amended from the first edition.
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Clause Description of change

General Standard made less jet fuel-specific with the inclusion of aviation gasoline
(avgas) when appropriate. References to aviation fuel apply to both jet fuel
and avgas.
General References to requirements of specific aviation fuel specifications removed
unless appropriate.
General All references to Filter Monitors and EI 1583 removed.
General All references to Periodic Testing removed throughout document, – requirement
to retest fuel covered by 2.2.6, duration of validity of certificate.
General Use of term isolate/isolated removed from document to avoid confusion
with other uses of term (e.g. isolate electricity) definition removed from
glossary.
2.3 Major redraft of section to provide further clarity and accommodation of
fungible pipeline systems. Updated examples given in schematics including
addition of fungible pipeline scenario.
4.5.8 Additional sections added to cover tests for particle counting, chloride
contamination, microbiological growth (MBG), chemical water detector
(CWD) and fuel system icing inhibitor (FSII).
4.5.8.10 Title changed to 'Requirements for field test laboratories and field-testing
equipment' with additions to cover requirements of field-testing laboratories.
Chapter 5 Title changed to 'Certifying laboratories' to distinguish from field testing
laboratories.
Chapter 6 Extensive additions to include reference to avgas grades and the
manufacturing of avgas.
7.3 New sections added regarding leak detector additive, avgas dyes and
tetraethyl lead (TEL) for avgas.
8.3.3 Single and multi-product pipeline receipt sampling requirements aligned.
8.4.2 Several options for reducing tank settling time added based upon tank
design, additional sampling and testing, and whether supplying direct or
indirect to airport service tanks.
9.3.4 Requirement for new tanks brought into aviation fuel service to have either
fixed roof or dome cover changed to apply only to direct to airport service
tanks.
9.3.7 Requirement for separate inlet and outlet lines for tanks is mandated for
tanks delivering direct to airport service tanks or into grade-dedicated
systems. Direct to airport service tank locations with single inlet/outlet lines
shall be upgraded. Non-direct to airport locations with single inlet/outlet
lines require procedures to manage line content.
9.3.8 Separation and positive segregation section redrafted to clarify when
positive segregation is required. In addition, definitions of separation,
segregation and positive segregation clarified. Schematic illustrations of
when positive segregation is required added (six cases in all) as new
Annex Q.
9.3.8 Clarification added on when thermal relief valves (TRVs) on tank inlet or
outlet lines may/may not bypass to the storage tank.
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Clause Description of change

9.5.1.6 Requirements for verification of positive segregation effectiveness amended
to at least every three months.
10.1.6 Redrafted to avoid duplication as ship-to-ship transfer and loading into
floating storage are the same operation and to enable traceability to be
retained during transfer between ships.
10.2.3.3, 8.3.4.2 Sampling requirements from multi-product pipeline aligned with single
grade pipeline. 8.3.4.2 also changed to be consistent. Clarified that
automatic continuous in-line monitoring acceptable.
10.3.4 Driver controlled loading section added.
10.3.5 Driver controlled delivery section added.
Annex A Redrafted to differentiate between authorised signatories process for
laboratory documents and operational documents with examples given of
each.
Annex M Concept of derogation introduced.
Annex N New Annex N added covering fungible pipeline breakout/staging tankage
(drain-dry). Numerous references to new Annex N added throughout text as
applicable.
Annex O New Annex O added covering aviation fuel cleanliness assessment by
particle counting techniques.
Annex P New Annex P added giving summary of routine test frequencies.
Annex Q Example schematic illustrations added of aviation fuel supply chains and the
requirements for segregation and positive segregation.
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ACKNOWLEDGEMENTS
This publication was prepared by the EI's Supply Chain Fuel Quality Sub-Committee, comprising the
following representatives:
Karlheinz Arneck Shell Aviation

Patrick Bosmans NATO Support and Procurement Agency/CEPS Programme Office
Kevin Bower Air BP
Kevin Braddell Saudi Aramco
Raymond Bunch US Air Force/Department of Defense
Antonis Christodoulakis JIG
Ana María Dorado Diviú Compañía Logística de Hidrocarburos (CLH)
Francois Dumez TOTAL
Anne Gandubert TOTAL
Anja Heckert (Chair) Shell Aviation
Anthony Kitson-Smith VITOL
Enrico Lodrigueza Phillips 66
Arianna Malpicci ENI
Ryan Manor Phillips 66
Nic Mason Kuwait Petroleum International Aviation Company Ltd
Robert Midgley Shell Aviation
Henning Frank Mogensen World Fuel Services
David Pullinger The Clouds Network Limited (contractor to EI)
John Rhode Marathon Petroleum
Alyssa Roche Chevron
Marie Stackpoole SGS
Richard Taylor SGS
Martin Tippl ExxonMobil
Monique Vermeire Chevron
Hai Xiang Civil Aviation Administration of China (CAAC)
The following are also thanked for their contributions to the development of this publication,
including in stakeholder engagement meetings: Steve Anderson (AirBP), Marcela Betancur-Diaz
(EI), Shekh Bhise (SGS), Raymond Bunch (US Air Force Petroleum Office), Keith Camp (ExxonMobil
Research & Development), Amy Carico (A4A), Haydee Carlton (American Airlines), Seth Dillon (Delta
Air Lines), Ross Gregson (Phillips 66), Tom Harmon (US Air Force Petroleum Office), Victoria James
(EI), Ron Juan (Marathon Petroleum), Kishan Kansara (EI), Russ Kinzig (Kinder Morgan), Annie Koury
(Defense Logistics Agency), Michael Koury (Defense Logistics Agency), Rod Lawrence (Magellan),
Hannah Leech (AirBP), Amanda Martin (BP), Jason Mengel (Buckeye), Jessica Morrison (AirBP), Tony
Nguyen (SGS), Robert Nelson (Shell Aviation), Kenneth Page (Chevron), Allison Reed (Kinder Morgan),
Grant Sigler (American Airlines), Bill Simpson (Kuwait Petroleum International Aviation Company Ltd),
Joseph Sorena (Chevron), Cliff Thompson (Sunoco Logistics), John Thurston (World Fuel Services), Rod
Woodford (Explorer) and Nan YanBo (Chevron Aviation).
A draft version of this publication was distributed to several hundred industry stakeholders for technical
review. The following (in addition to representatives from the above companies/organisations)
generously gave their time to provide feedback, which is greatly appreciated:
Renco Beunis SkyNRG

Renaud Boucher Trapil
Tobias Brueck AFS Aviation Fuel Services GmbH
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Jon Drapkin Heathrow Hydrant Operating Company Limited (HHOpCo)

Ricardo Fernando Petron Corporation
Tomoyuki Hojo Petroleum Association of Japan
Dave Hunter Gatwick Storage and Hydrant Company (GASHCo )
Peter John Puma Energy
Olaf Randzio Hydranten-Betriebs OHG
Hendrik Schmeil IATA Technical Fuel Group (TFG)
Jakkrawut Jaroonsaratul PTT Oil and Retail Business Public Company Limited
Kyriakos Gennadis OFC Aviation Fuel Services S.A
John Pitts eJet International limited
Melanie Thom Baere Aerospace Consulting, Inc.
Klaas Winters Safe & Sound Consultancy B.V.
Jorge Prats Yusty Repsol
Helmut Zellner Gunvor Raffinerie Ingolstadt GmbH
Project co-ordination and editing was undertaken by Martin Hunnybun (EI). Typesetting was undertaken
by Jack Keaney (EI) and Lydia Malley (EI).
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1 INTRODUCTION, SCOPE, APPLICATION AND IMPORTANT

DEFINITIONS
1.1 INTRODUCTION
For many decades those involved in aviation fuel manufacture and handling have worked
to ensure that all aviation fuel delivered to airports is on-specification, clean and dry, and
fit-for-purpose.
In various regions worldwide, this activity was undertaken by a relatively small number of
integrated oil companies or national oil companies, working to company proprietary manuals.
This situation has significantly changed in recent years, with a diverse range of companies and
organisations having responsibility for aviation fuel manufacture and distribution to airports.
The need to highlight the availability of industry standards for the management of aviation
fuel quality throughout the supply chain has been recognised by the International Civil
Aviation Organization (ICAO), which has issued Doc 9977 Manual on civil aviation jet fuel
supply. This has been issued to the civil aviation authorities of the 191 Member States of
ICAO.
Industry stakeholders have recognised the need to document the key mandatory provisions
that are considered essential for the maintenance of aviation fuel quality from its point of
manufacture through (sometimes complex) distribution systems to airports. In addition, good
practice recommendations and informative material have been provided, based on existing
company operating procedures, and collective industry specialist knowledge developed over
many years of safe and efficient operations.
The content of this publication is distilled from a large body of information to provide a
supportable single standard for the manufacture, supply and distribution of aviation fuels. All
companies/organisations involved in maintaining aviation fuel quality are encouraged to seek
continuous improvement in their operations.
The overriding philosophy implicit in this document is that, at each step in the fuel's journey
from refinery to airport, all the parties involved, from its initial production to subsequent
storage and handling, have a shared responsibility for maintaining the quality, cleanliness and
traceability of the fuel at that point in the supply chain, and should not expect the parties
further downstream to remedy any deficiencies.
It should be noted that maintaining aviation fuel quality relies upon the involvement of
competent and experienced practitioners. This publication has been prepared for use by such
individuals.
1.2 SCOPE
This publication provides mandatory provisions and good practice recommendations for
maintaining aviation fuel (jet fuel and aviation gasoline (avgas)) quality in refineries and in
storage, distribution and transport systems including those delivering to airports, covering:
−− facilities design and construction;
−− product manufacture;
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−− batching;
−− testing;
−− release;
−− storage and handling;
−− receipt and discharge;
−− quality assurance requirements, and
−− operational procedures.
This publication does not address:

−− The storage and handling of aviation fuels at airports. Requirements for airport
installations can be found in:
– ATA 103 Standards for jet fuel quality control at airports.
– EI 1540 Design, construction, commissioning, maintenance and testing of
aviation fuelling facilities.
– JIG 1 Aviation Fuel Quality Control & Operating Standards for into-plane fuelling
services.
– JIG 2 Aviation Fuel Quality Control & Operating Standards for airport depots and
Hydrants.
−− Health, safety, environmental protection and supply continuity (which it is assumed
companies/organisations have in place).
Note: Requirements for overfill prevention (formerly covered by JIG 3), can be found
in EI Model code of safe practice Part 2: Design, construction and operation of
distribution installations.
1.3 APPLICATION
This publication is intended for adoption worldwide, by any company or organisation involved
in the manufacturing, testing, blending or handling of aviation fuel upstream of airports. This
includes those companies/organisations responsible for the design, construction, operation,
inspection or maintenance of refineries, pipelines, marine vessels, coastal/inland waterway
barges, road tankers, rail tank cars or storage installations, aviation fuel testing laboratories
and inspection companies. This standard is intended to form part of a quality assurance
framework that gives assurance of ongoing compliance with the provisions of this standard.
The requirements and recommendations detailed in this publication are in alignment with
those in API Recommended Practice 1595 Design, construction, operation, maintenance and
inspection of aviation pre-airfield storage terminals and API Recommended Practice 1543
Documentation, monitoring and laboratory testing of aviation fuel during shipment from
refinery to airport.
For the purposes of demonstrating compliance with this publication the words 'shall', 'should'
and 'may' are used to qualify certain requirements or actions. The specific meaning of these
words is as follows:
−− 'shall' is used when the provision is mandatory;
−− 'should' is used when the provision is recommended as good practice, and
−− 'may' is used where the provision is optional.
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This publication cites numerous other publications (for a full list see Annex L). In each case it
is the most recently published edition (the latest edition) of each referenced publication that
applies.
Existing facilities may not initially comply fully with mandatory provisions of this publication.
The goal should always be full compliance. Where full compliance has not been achieved, it
shall be demonstrated that the combination of existing facilities and the quality assurance
procedures applied to them (based on a full risk assessment) are capable of always meeting
the objective of delivering only clean, dry, on-specification fuel. For further details on claiming
conformance with EI/JIG 1530 and addressing non-compliance see Annex M.
It is also recognised that at times operational constraints may require short-term, one-
off, deviations from normal operating procedures (in accordance with this standard). A
waiver process shall be implemented by the organisation to manage this. Waivers shall be
documented and include a description of additional actions taken to mitigate the risk for the
duration of the waiver.
Any waiver process or system shall have defined levels of waiver authority.
From time to time there might be changes to the requirements in this standard between
revisions. Any required changes will be communicated through formal addenda to
EI/JIG 1530.
1.4 IMPORTANT DEFINITION
1.4.1 On specification
Aviation fuel specifications contain a table (or tables) of fuel property requirements, with their
minimum and/or maximum allowable values. However, in addition to the table of properties,
aviation fuel specifications contain numerous requirements related to permitted materials
(both fuel components and additives), quality assurance, management of change, testing
and documentation (traceability), and cleanliness, which are designed to ensure that fuel
delivered into aircraft is fit-for-purpose.
A declaration of 'on specification' or 'meeting the specification' means that the

batch has been tested, in accordance with the prescribed methods and the results
conform to all the various maximum/minimum limits for fuel property tests and also
satisfy all other aspects of the latest version of the specification such as material
composition, approved additives, quality assurance, management of change,
cleanliness, traceability, etc.
1.4.2 Glossary of terms and abbreviations
A glossary of terms and abbreviations used in this publication is included as Annex K.
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2 AVIATION FUEL QUALITY ASSURANCE AND TRACEABILITY
2.1 INTRODUCTION
The potential consequences of a failure to supply the correct, on-specification and fit-for-
purpose fuel to aircraft are such that every organisation in the supply chain from refinery
to airport shall have an effective, documented and auditable aviation fuel quality assurance
system.
Facilities manufacturing and storing aviation fuels shall ensure they have access to up-to-date
copies of any applicable standard(s) or specification(s) concerning the aviation fuels which
they manufacture or handle.
2.2 QUALITY ASSURANCE SYSTEM
2.2.1 Quality assurance system principles
Aviation fuel quality assurance is based on certification at point of manufacture and

procedures to verify that the quality of the aviation fuel concerned has not significantly
changed and remains within the specification limits during distribution and delivery to airports
(and subsequently to aircraft). Proper documentation is an essential part of this process. The
key documents are:
−− Refinery Certificate of Quality;
−− Certificate of Analysis;
−− Recertification Test Certificate, and
−− Release Certificate.
In addition, other field tests are undertaken, and results recorded (see 4.5.8), to provide
quality assurance as part of the detailed operating procedures, including:
−− Visual Appearance Check;
−− filter membrane testing;
−− Control Check;
−− conductivity;
−− microbiological testing, and
−− chemical water detector test.
2.2.2 Refinery Certificate of Quality (RCQ)
The RCQ (sometimes/formerly referred to as a Certificate of Quality, or certified batch analysis)

is produced at the point of manufacture and is the definitive original document describing
the quality of a batch of aviation fuel. It contains the results of measurements, made by the
product originator's laboratory (or laboratory working on behalf of the product originator), of
all the properties required by the specification to which the fuel is manufactured and includes
all other details mandated by the relevant specification. Other details may include information
regarding composition of the fuel in terms of the percentage of non-hydroprocessed, mildly
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hydroprocessed, severely hydroprocessed and synthetic components; details of the addition

of additives, including both type and amount of any such additives permitted etc. It therefore
represents a complete certification of a product's conformance with the relevant specification.
The RCQ shall always be dated and signed by an authorised signatory (see Annex A).
In addition to the information mandated for inclusion in the RCQ by the cited aviation fuel
specification, the following information shall be included:
−− Specification name, issue and any amendment number.
−− Name and address of testing laboratory, including contact details.
−− Batch number or unique identifier.
−− Tank number.
−− Quantity of fuel in the batch.
−− Properties tested including specification limit(s), test method and result of test.
−− Name and position of authorised test certificate signatory or electronic signature.
−− Date of certification.
The RCQ may be produced by an independent contracted laboratory working on behalf of

the manufacturer but the RCQ shall state the point of manufacture. However, in all cases the
refinery is accountable for the reported results and certification.
2.2.3 Certificate of Analysis (CoA)
A CoA is issued by a laboratory, usually at some point downstream of the point of

manufacture, typically in intermediate supply terminals where several batches of aviation
fuel may be commingled and that product rebatched. It contains determinations of all the
properties required, downstream of the point of manufacture, in the relevant specification
(often referred to as the 'Table 1' properties of the specification), but will not necessarily
contain or provide information regarding those identified as being required at the point of
manufacture or the type and amount of any additives in the fuel or the percentage of non-
hydroprocessed, hydroprocessed or synthetic components. CoAs shall be dated and signed
by an authorised signatory.
The minimum information that shall be included on the CoA is:

−− Tank number.
−− Quantity of fuel in the batch.
−− List of component batches, or on a cross-referenced attached document if allowed
by the fuel specification (see 2.3).
−− Properties tested including specification limit(s), test method and result of test.
A CoA shall not be treated as an RCQ. See also requirements in 11.3 regarding blending
synthetic components.
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2.2.4 Recertification Test Certificate (RT certificate)
Where aviation product is transferred to an installation under circumstances which could in

any way allow the possibility of cross-contamination (e.g. marine tanker or multi-product
pipeline), laboratory testing is necessary before further use or product transfer.
Recertification testing is carried out to verify that the quality of the aviation fuel concerned has
not changed during distribution and remains within the specification limits. Recertification
testing comprises a reduced set of tests (compared with the full set in the RCQ or CoA) which
are particularly sensitive to contamination (see 4.5.6 for minimum requirements).
However, if more than three new batches have been received into a tank on top of a certified
heel, the contents of the tank shall be tested against (and meet) all the requirements of the
specification to produce a CoA, as in such cases, comparison with previous data is not valid
due to the cumulative test error (reproducibility) potentially exceeding the stated variability
limit where no contamination has occurred.
The RT Certificate shall be dated and signed by an authorised representative of the laboratory
carrying out the testing. The results of all recertification tests shall be checked to confirm
that:
−− the specification limits are met, and
−− no significant change is noted for each property on the test certificate (see Annex B).
The minimum information that shall be included on the RT Certificate is:

−− Tank number.
−− Volume of each originating batch that comprises the resulting new batch.
−− Properties tested including specification limit(s), test method and result of test
including comparison checks.
2.2.5 Release Certificate (RC)
The RC is an operational document, issued by the operator of the site handling/or the
custodian transferring the product, that is linked to one or more laboratory test certificates.
It may authorise any movement of aviation fuel or any release of tank (including to airports),
confirming compliance with the relevant specification(s) and contains, as a minimum, the
following information:
a) Tank RC:
– reference to batch number or other unique identifier (e.g. tank number, date
and time);
– test report number (last full certification (RCQ or CoA RT Certificate or Control
Check (as applicable) on this batch);
– date and time of release;
– certified batch density (for layered tank release see 8.4.3.4 c);
– quantity of fuel in the batch;
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– a Visual Appearance Check on a sample drawn from the drain point of the tank
showed the product to be clear and bright and free of any solid matter and
undissolved water;
– grade of fuel and specification, settling time requirements have been met, and
– authorised signatory confirming the requirements of 8.4.4 and Annex A have
been met.
b) Road tanker/rail tank car RC:
– pre-loading checks are carried out;
– rail tank car or road tanker number;
– a unique identification number/document serial number;
– reference to tank and batch number;
– test report number (last full certification (RCQ or CoA) or RT Certificate on this
batch);
– certified batch density;
– quantity of fuel loaded;
– statement that the post-loading sample(s) complies with control check
requirements. (see 4.5.8.2) The measured density and density comparison shall
be recorded) and conductivity if static dissipater additive (SDA) is present;
– concentration of SDA or FSII if added during loading;
– grade of fuel and specification, and
been met.
c) Pipeline RC:
and time);
batch);
– certified batch density (see also 4.5.8.2);
– quantity of fuel supplied from each tank (this may be added subsequently);
– statement that product in each tank complies fully with the Visual Appearance
Check (and conductivity and temperature if SDA is present) and is free from bulk
water;
been met.
d) Ocean tanker, coastal/inland waterway vessel RC:
and time);
batch);
– certified batch density (see also 4.5.8.2);
– quantity of fuel from each tank;
– statement that product in each tank complies fully with the Visual Appearance
Check (and conductivity and temperature if SDA is present) and is free from bulk
water;
been met.
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The RC need not duplicate existing documents but the information shall be part of the
consignment notes. Requirements/recommendations for RCs in this standard can be fulfilled
by the provision of the information in other forms as long as the information meets fully the
requirements of this clause.
Examples of RCs are given in Annex B.
2.2.6 Duration of validity of certificates
Any movement of aviation fuel shall be supported by an RCQ, CoA or RT Certificate that is
less than 180 days old.
Note: Drum stocks are exempt from this requirement; here the certification is valid for
12 months from filling date or the last retest date for the batch of drums. (See 10.4.2.5.)
If the latest test certificate (RCQ, CoA or RT) for a batch of product is more than 180 days
old a CoA test shall be conducted on the batch of fuel (with exception of ASTM D909 test
for avgas which is optional). A comparison of the new CoA shall be made with the latest
applicable RCQ/CoA/RT. Any significant differences (see 4.5.6, Table 2, for allowable test
variances) shall be investigated prior to release to confirm that the product is fit-for-purpose.
If there have been changes to the fuel specification since the date on the test certificate, any
additional testing required shall be conducted in accordance with the current specification at
the time of retesting.
2.3 TRACEABILITY
Traceability for aviation fuel is the ability to track any batch of aviation fuel in the distribution
system back to its original point(s) of manufacture. This requires complete and accurate
documentation at each point in the supply chain where the aviation fuel is rebatched for
either RT or CoA testing, or in the case of dedicated systems a Control Check. Traceability is
mandated by some governing aviation fuel specifications.
After refinery certification and each time the aviation fuel is rebatched, the component
batches shall be listed on the certificate produced (either CoA, RT Certificate or RC). By listing
the component batches, the certifying authority (for example the terminal or laboratory
manager) is confirming that they have the documents (RCQ, RT Certificate, RC or CoA)
for each of the component batches of the new batch in their possession and that each
document meets the requirements stated in the fuel specification. However, the RCQs, RT
Certificate, RC and CoAs of the component batches do not need to be attached to, or passed
on with, the CoA, RC or RT Certificate.
To inform the testing laboratory of the component make-up of the new aviation fuel batch,
a Batch Make-up Record (see Figure 1) should be provided.
In fungible pipeline systems, multiple batches of aviation fuel are commingled and the
traceability of individual batches may be lost. Therefore, it is not possible to list the component
batches on the certificate produced by the testing laboratory when batches of aviation fuel
are tested after delivery from the fungible pipeline. In this case, the operator of the pipeline
shall ensure that all batches of aviation fuel entering its system meet the relevant specification,
confirmed by having available the RCQs, RT certificates and/or CoAs. When the product is
delivered and rebatched, a CoA shall be produced for the new batch. The original RCQs, RT
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certificates and/or CoAs of all batches of aviation fuel entering the pipeline that may form
the new batch shall be available to the pipeline operator, but do not have to accompany the
product or need to be listed on the CoAs. Whilst in the fungible pipeline system the fuel may
be delivered into and out of pipeline breakout/staging tankage, see Annex N.
Batch make -up record
Batch number: Tank number: Quantity: Litres/USG
Grade: Date sampled: Test cert number:
Quantity Batch Batch Import Consignor Receipt

(litres/ number Test cert release location date
USG) number note
Tank Heel
New 5
batches
received 6
into
tank 7
10
11
12 Loss/gain
Total Litres/USG
Figure 1: Example of batch make-up record
Some examples of manufacturing and supply scenarios are given to illustrate the testing
and documentation requirements. Note: In the following scenarios RT Certification is carried
out downstream of the point of manufacture when rebatching and certification is required.
Depending on circumstances RT Certification may be replaced by CoA testing, for example
when a fungible pipeline system has been used to transport the aviation fuel, or when
more than three component batches are included in the new batch make-up. In the case of
dedicated systems, a Control Check may be undertaken and an RC issued.
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Note: Any transfer of aviation fuel to and from storage installations is required to be supported
by an RC (see 8.3.1.1 and 8.4.4.1); this is in addition to a CoA or RT Certificate in the case
of non-dedicated systems.
Refineries Storage facility
A RCQ A RT Certificate 1
or CoA 1
Airport
1 Service
Tanks
B RCQ B
Scenario 1
Location 1 receives batches from refineries A and B via multi-product (non-dedicated) supply
systems and delivers to the airport service tanks. The commingled product is rebatched and
RT Certificate 1 or CoA 1 produced. Location 1 needs to have RCQ A and RCQ B in its
possession and to verify that they meet the specification requirements. RCQ A and RCQ B
need to be listed by their batch number or other unique identifier on RT Certificate 1 or
CoA 1 including batch make-up (volumes), but copies do not need to be attached to RT
Certificate 1 or CoA 1 when supplied to the Airport Depot Operator.
Refineries Storage facilities
or CoA 1
RT Certificate 2
or CoA 2 Airport
1 2 Service
Tanks
B RCQ B
RCQ C
C
Scenario 2 – Building from Scenario 1
Location 2 receives product from storage location 1 and also from refinery C via multi-product
(non-dedicated) supply systems. The commingled product is rebatched and RT Certificate 2
or CoA 2 is produced. Location 2 needs to have RT Certificate 1 or CoA 1 and RCQ C in its
possession, to verify that they meet the requirements of the specification and list them by
their batch number or other unique identifier on RT Certificate 2 or CoA 2, including batch
make-up (volumes). RCQ C and RT Certificate 1 or CoA 1 do not need to be attached to RT
Certificate 2 when supplied to the Airport Depot Operator.
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Refineries Storage facilities
or CoA 1
RT Certificate 2
or CoA 2
1 2
B RCQ B
Airport
Service
RCQ C Tanks
C
Scenario 3 – Building from Scenario 2
In addition to scenario 2 the airport receives product from refinery D via dedicated supply
systems (e.g. truck, railcar or pipeline). In addition to RT Certificate 2 or CoA 2 the airport
shall receive RCQ D.
Airport 1 Airport 2 Airport 3

Service Service Service
Tanks Tanks Tanks
CoA 1 CoA 2 CoA 4

Refineries
Airport 3
1 2 Receipt
A RCQ A Tanks
Fungible pipeline
CoA 3 or
B RCQ B RT Certificate 3
C 3
Scenario 4
The fungible pipeline receives aviation fuel from refineries A, B, and C and terminal 3, the
fuel is commingled and individual batch traceability is lost. In this situation RT (Recertification
Testing) is not effective and CoA testing is required at locations 1 and 2 before the aviation
fuel can be delivered into airport service tanks at either airport 1 or airport 2. At airport 3 CoA
testing is required of the airport receipt tanks before transferring the fuel into the airport 3
service tanks.
All batches of aviation fuel that are mixed together downstream of refineries for subsequent
certification following RT testing, Control Check or CoA testing as aviation fuel shall have been
originally manufactured and certified as aviation fuel meeting the minimum requirements of
one of the jet fuel specifications, as listed in the IATA Guidance material for aviation turbine
fuels or avgas specifications.
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Note: It is a requirement of some governing aviation fuel specifications that the original RCQs
state explicitly that the specification restrictions on composition and additives are satisfied.
In the case of jet fuel blended with synthesised components see section 11.
In non-fungible systems, when certifying a new aviation fuel batch, the heel of the previous
batch, and/or any additional small batches of aviation fuel (for example tank inlet line 'line
push' volumes), need not be included in the calculation of the predicted new batch properties
under the following conditions:
1) the cumulative volume of the heel (if present), and other small batches, that are not
included in the calculation, is less than 3 % of the total volume of the new batch.
2) all the previous batch heel and other parcels meet the material requirements of the
governing specification.
The reported batch volume shall include the material not included in the calculation process.
Before receipt Oil Tanks

10 000 m3 tank New line contents 100 m3
Previous heel 100 m3 1 %
Previous line content 100 m3 1 %
Fuel received 9 800 m3 98 %

10,000 m3 tank Line contents 100 m3
Only the properties of the fuel received need
Heel 100 m3
to be included in the calculation of the
predicted new batch properties for the
recertification test certificate. The cumulative
After receipt volume of the heel and the line content is less
Oil Tanks than 3 %.
10 000 m3 tank New line contents 200 m3

Before receipt Previous heel 200 m 2 % 3
Oil Tanks
Previous line content 200 m3 2 %
Fuel received 9 600 m3 96 %
The cumulative volume of the heel and the
line content is greater than 3 % (even
10,000 m3 tank Line contents 200 m3 though each component <2 %), therefore:
Heel 200 m 3 1) All fuel for heel and line clear needs to
be included in the calculation of the
predicted new batch properties for the
recertification test certificate.
After receipt Oil Tanks 2) If either the heel or line clear certification
properties are included in the calculation of
the predicted batch properties, the
unaccounted volume of the residue is now
less than 3 % and does not need to be
included.
Figure 2: Two examples illustrating when to include existing tank heel and tank
inlet line (line push) volumes in predicted new batch property calculations for
recertification test certificates
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2.4 QUALITY ASSURANCE ORGANISATION
Every manufacturing, storage and distribution location shall have a product quality assurance
organisation. The specific details of such an organisation may vary according to the nature of
the operating unit. Within the organisation, individuals shall be designated for specific roles
and their authorisation documented (nomenclature may vary according to local requirements).
At each level of the structure, records shall be kept of the responsible individuals in the
succeeding level together with details of training received. As a minimum, the organisation
shall include a person accountable for product quality and designated personnel responsible
for tasks critical to the product quality assurance system.
For each site that manufactures, blends, stores or handles aviation fuel, there shall be a
designated person who is responsible for the effective operation of the quality assurance
system at that site.
As a minimum, the designated person shall be responsible for:

−− Overseeing the operation to prevent the occurrence or escalation of incidents.
−− Implementation of correct quality assurance procedures.
−− Maintenance of satisfactory documentation.
−− Only releasing product that meets the required specification.
−− Ensuring all staff at the site who are nominated to undertake tasks critical to the
product quality assurance system are suitably trained.
All staff whose duties include tasks critical to the product quality assurance system shall be
nominated, documented and trained in such tasks. See Annex A for additional requirements
for staff responsible for the signing of documents supporting the release of product
('authorised signatories').
The management of the operation is responsible for defining training and competency
requirements for the personnel under their control.
The management shall ensure that all personnel have job descriptions and are adequately
trained in all operations and procedures that they will be called upon to perform in the
course of their duties. Existing personnel called upon to undertake new tasks shall be similarly
trained before undertaking the new task without supervision. Existing personnel shall also
be observed periodically when carrying out tasks, and refresher training provided when
necessary.
The training records shall be well documented including details of theoretical and practical
content, how competency is assessed and signed off, when training was first accomplished
and when refresher training is required.
The following components are important to assess the competence requirements of

personnel:
−− The experience, knowledge and skills required in each position.
−− Any legal requirements applicable to the role.
−− Differing levels of responsibility, ability, language skills and literacy and risks associated
with the role/responsibilities.
Requirements for training shall apply equally to all designated personnel responsible for tasks
critical to the product quality assurance system including contractors and sub-contractors.
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2.5 DOCUMENT RETENTION REQUIREMENTS
Aviation quality control documents shall be kept by the site operator for certain minimum
periods to provide adequate history and reference. Such records could be of significance to
any investigation of an aircraft incident where fuel quality might be called into question.
Records may be held electronically provided that a back-up system is in place.
The following retention requirements specify minimum periods, but local regulations, external
quality assurance requirements, or other considerations may necessitate longer retention
periods. Records of all daily, weekly and monthly checks shall be retained for at least one
year. Records of all less frequent routine checks, filter membrane test results and logbooks on
all non-routine matters shall be retained for at least three years. Other maintenance records
shall be retained for at least one year, or longer if still relevant to equipment condition (e.g.
major repair work or extension(s) to facilities).
−− Storage installation fuel movement/operational records – 12 months from last dated
record.
−− Local and international inspections and follow-up – three years or until all
recommendations have been closed out if longer.
Filtration differential pressure and filter membrane test records – a minimum of either three
years or current and previous changeout if longer.
−− Commissioning records relating to product quality – three years.
−− Storage tank cleaning and maintenance records – life of tank.
−− Storage installation design, modification and major maintenance – life of installation.
−− Underground pipeline design, modification and testing records – life of installation.
−− Filter vessel design and construction records – life of vessel.
Where facilities or assets change ownership through sale, transfer, merger, liquidation, etc.,
provisions shall be made to ensure applicable documentation and records are transferred to
the new custodian(s) and should be included as part of a due diligence and document control
process.
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3 MANAGEMENT OF CHANGE/NEW PROCESSES
3.1 INTRODUCTION
DEF STAN 91-091 and ASTM D1655 require/highlight the need for aviation fuel manufacturers
to conduct management of change (MoC) evaluations. These evaluations include the
impact of process changes, including refinery process chemicals, on jet fuel performance to
ensure that the finished fuel remains fit-for-purpose. The industry recognised that product
performance needed to be included in MoC processes following a serious incident in
Australia in 1999, where the breakthrough of a refinery process chemical into the finished
aviation fuel caused several aircraft incidents, despite the fact that the finished fuel was
in complete compliance with all specification test limit requirements. Both specifications
recommend an MoC evaluation for any changes in facilities and/or operating procedures at
manufacturing locations, storage installations and distribution systems, to ensure product
integrity is maintained.
The basic requirements of an MoC process are detailed in this section. Although it is intended
to be specifically applicable to refinery operations, the principles of MoC shall also be applied
to all sources of aviation fuel including synthetic components and operations/installations
within the distribution system.
More detailed information can be found in ISO 31000 Risk management – Principles and
guidelines.
3.2 PRINCIPLES
All temporary and permanent changes need evaluation before the change is implemented,
and managed to ensure that risks arising from changes are recognised and managed
accordingly. The impact of multiple minor changes as a cumulative effect should also be
reviewed.
There are practical reasons for managing change because when a 'change' is introduced,
there may be increased risk of the fuel not meeting the specification requirements (including
fit-for-purpose requirements see ASTM D4054). Implementing an MoC process provides a
system to evaluate, authorise and document changes and ensure proper closure after the
changes are complete. Emergency changes may occur on an unplanned basis and need to
be managed immediately.
The process should apply to all permanent and temporary changes that could impact fuel
quality including those related to organisation, staffing, systems, procedures, equipment,
products, materials or substances.
The process should involve competent personnel with the necessary knowledge for the
change proposal being evaluated/assessed, fulfilling clearly defined roles and responsibilities
with clearly defined technical authority levels for the approval of changes.
Note: Personnel with wide-ranging areas of expertise should be involved so that all the
hazards and consequences can be identified, documented and worked through.
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Training, support and competency assessments should be provided for those with
accountabilities in the MoC process.
A record of all MoCs initiated should be established.
3.3 MANAGEMENT OF CHANGE PROCESS
The MoC process requires detailed definition of the change to be considered, and shall
systematically consider, as a minimum, the following before the change is implemented:
−− Is it a permanent, temporary or emergency change?
−− What is the duration of the change? (if applicable).
−− Is it a 'like for like' change? (is any action required)?
−− What are the hazards associated with the change?
−− Will it be possible to control the risks associated with any new hazards?
−− Will the risks associated with existing hazards change?
−− Will the change adversely affect any existing risk controls?
−− What are the most appropriate controls to mitigate the risks associated with the
change?
−− Will the change impact on processes, activities or documentation upstream or
downstream of where the change is being proposed?
−− Is it part of a cumulative minor change?
An action plan shall be developed, with assigned responsibilities and timelines identified, and
the change process documented.
If the MoC process identifies that the risks from the proposed change cannot be mitigated,
and are unacceptable, the change shall not be implemented, and an alternative solution
should be sought.
Once approval for the change is given, a pre-implementation review should be carried out to
ensure that the plans and resources associated with implementing the change are in place.
Once the change has been made, a post-implementation review shall be carried out to
ensure that all the actions have been completed and that the documentation, in particular
that defining procedures, has been updated. This concludes the MoC process.
3.4 MoC PROCESS IMPLEMENTATION
It has been documented in a number of incident investigations that the following activities
help support an effective MoC system:
a) Recognise change – Define safe limits for process conditions, variables, and activities,
and train personnel to recognise significant changes. Combined with knowledge of
established operating procedures, this additional training will enable personnel to
activate the MoC system when appropriate.
b) Apply multidisciplinary and specialised expertise when analysing changes.
c) Hazard screening and risk analysis – Use appropriate hazard and risk analysis
techniques (e.g. HAZOP, HAZAN, HAZID).
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d) Authorise changes at a level commensurate with risks and hazards.

e) Communicate the essential elements of new operating procedures in writing to
those affected by the change.
f) Communicate potential hazards and safe operating limits in writing to those affected
by the change.
g) Provide training in new procedures commensurate with their complexity to those
affected by the change.
h) Conduct periodic audits to determine if the programme is effective.
i) Ensure closure of action indicating system once change or temporary measures
resolved.
3.5 SPECIFIC CHANGES
Specific changes that may have to be managed include, but are not limited to:
a) Change in crude or crude mix.
Note: Although not necessarily communicated to the crude user, it has been known
for changes in oilfield chemicals to impact aviation fuel quality.
b) Introduction of new process(es) or product streams, or suspension of existing
processes.
c) Change in process (change in hydroprocessing severity, catalyst exchange, drying
system, etc).
d) Change in process additives (e.g. antifoam, antifoulants, demulsifiers, H2S scavengers,
anti-corrosion additives).
e) Change in off-site and ancilliary equipment and chemicals that may affect aviation
fuel e.g. water-treating chemicals.
f) Change in use of pipelines and tanks (see Annex D for specific requirements)
impacting e.g. segregation effectiveness, mixing/homogeneity, residence time,
sampling facilities.
g) Importing of finished aviation fuel or blending components.
h) Introduction of new non-aviation products e.g those containing biocomponents.
i) Introduction of synthetic blending products, e.g. those derived from the Fischer-
Tropsch process, hydrotreated plant oils and animal fats, or those derived from other
approved processes.
j) Start-up after shutdown maintenance.
k) Outsourcing of operations that may impact product quality assurance.
l) Changing the refinery from a manufacturing site to an import terminal.
m) Addition or removal of additives.
n) Changing a laboratory used for analysis.
o) Use of pipeline flow enhancers in other products in common distribution systems.
p) Intended use of replacement equipment.
q) Change in supplier of services, equipment, materials etc.
r) Use of newly approved aviation additives.
3.6 EXAMPLE REVIEW QUESTIONNAIRE
An example questionnaire, in this case for crude and/or process additive changes, is shown in
this section. It is based on a series of questions, all of which have to be answered.
Note: It is not definitive. It is used to help identify areas where any action/mitigation measures
may be applied and assess the overall impact of the proposed change.
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Q1 Does the change relate to different processing or the use of different feedstock(s) to
produce jet?
Yes: go to Q2, Appearance.
No: go to Q19, Additives.
Appearance
Q2 Could the change affect the appearance of the fuel?
– colour including tint, clear and bright.
Q3 Could the change affect the particulate content of the fuel – new lines/pumps/risk of
surface active agents or condition of tank coatings?
Composition
Q4 Will the fuel still consist of a mixture of components approved by the relevant fuel
specification(s)?
Q5 Will the new process introduce higher levels of a component with properties that
may not be tested by the fuel specification?
Health, safety, environment

Q6 Will the fuel meet relevant health, safety and environment requirements?
– Safety data sheet (SDS) (change required? benzene, toluene etc.)
– will hazard classification and labelling requirements be affected?
Energy content/combustion
Q7 Are there any adverse effects on the energy content/combustion of the fuel?
– specific energy, density, smoke point, aromatics content.
– could any parameter become borderline/affect consistency of manufacture?
Does borderline need to be defined?
Flow properties
Q8 Are there any adverse effects on fuel cold flow properties?
– distillation, paraffin (alkane) composition, viscosity, freeze point (test product
using all approved methods).
– could any parameter become borderline/affect consistency of manufacture?
Fuel handling system compatibility

Q9 Could there be any issues concerning compatibility with aviation fuel supply systems,
airframes or aircraft engines?
– total acidity, copper strip corrosion, mercaptans and total sulfur, aromatics for
seal swell, metals content.
Fuel stability
Q10 Are there any issues concerning storage stability?
– existent gum, unsaturated species.
– oxidation tests?
– need to change anti-oxidant treat-rate?
Q11 Are there any issues of fuel thermal stability?
– jet fuel thermal oxidation test, high levels of N, S and O containing 'organic'
molecules e.g. indoles, metals e.g. copper
– change in breakpoint/borderline fuel?
Water separation
Q12 Is there any impact on water separation equipment e.g. filter/coalescers etc.?
– surfactants present, water separation characteristic rating.
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Lubricity
Q13 Is there any impact on fuel lubricity?
– heavily hydrotreated fuels, ultra-low sulfur fuels.
– need for BOCLE testing?
Process additives
Q14 If manufacture involves the utilisation of a new refinery stream, are any additives
used on the production units?
– are the additives approved for aviation fuel?
– if unapproved additives are used, how will these be detected and removed?
– is the additive likely to enter the aviation fuel product stream (based upon its
distillation characteristics and point of entry)?
– is the additive likely to be removed or modified by the refinery processes?
– what verification of control will be applied? (i.e. what test method or property
can be used to detect the presence of the process additive or chemical?)
See also Questions 25-30 below for further considerations on additive assessment.
General considerations
Q15 Will the product meet the requirements of the relevant aviation fuel specification?
Q16 Will the product fall within the range that is 'typical' (for instance, by reference to
CRC Handbook of aviation fuel properties)?
Q17 Will the product, if jet fuel, meet all fit-for-purpose requirements of the relevant
aviation fuel specification? (for further information see ASTM D4054).
Q18 Will the new product be fungible with standard product and acceptable for transport
route e.g. pipeline approval/specifications?
Fuel additives
Q19 Is the additive approved by the specification?
Q20 Are there any issues concerning additive shelf life?
Q21 Is the additive injection system reconciliation and record keeping satisfactory?
Q22 Does the additive system lack any of the requirements from section 7 of EI/JIG 1530?
Q23 Are there any new procedures needed to ensure proper receipt and verification of the
additive?
Q24 Are there any concerns regarding the storage conditions of the additive relating to its
long-term integrity and cleanliness?
Non-approved process additives

Q25 Is there relevant experience in the use of the additive? Identify chemicals that might
be increased, changed or introduced by a process change. (These are chemicals not
normally found in crude oil, or used in certified aviation fuel.) Keep chemistry details
in a database to facilitate future assessments.
Q26 Is the traceability of the additive known? Use knowledge of refinery processes to
predict the flow path and fate of each refinery process chemical, based on chemical/
physical properties (e.g. boiling point, distillation, thermal decomposition temperature,
partition coefficients, etc.) and its point of entry into the refinery processes.
Q27 What is the potential impact on the specification properties and the fitness-for-
purpose of the aviation fuel? Will the additive be removed or modified by the refinery
processes? The probability of breakthrough into the finished aviation fuel, and the
consequence or impact of the chemicals on fuel performance, should be risk assessed
and assigned an overall risk category. It shall identify whether additional control/
mitigation strategies are needed to reduce risk to an acceptable level.
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Q28 What quality critical controls will be implemented? Establish corrective actions if the
process falls outside of control limits (e.g. if thermal decomposition in a hydrotreater
is the primary control, define operator response in the event of an unplanned
hydrotreater shutdown, such as divert unit feed out of the jet system to the distillate
system).
Q29 Are there any issues concerning additive shelf life?
Q30 Is the additive injection system reconciliation and record keeping satisfactory?
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4 SAMPLING AND TESTING OF AVIATION FUEL
4.1 GENERAL SAMPLING PRINCIPLES
4.1.1 The general goal of sampling is to obtain a test aliquot (portion) that is taken for a specific
purpose and is 'representative'; this is defined in ISO 3170 as:
representative sample – sample having its physical or chemical characteristics identical
to the volumetric average characteristics of the total volume being sampled.
The word 'composite' is a general term that requires qualification in order to be meaningful.
The type of composite made may have a significant impact on the results obtained. This is
true for all hydrocarbons but has a special significance where aviation fuels are concerned
(see Table 1).
To obtain a sample for the subsequent checks or tests to be performed, the sample point
should be appropriately designed.
4.1.2 Some test methods developed for aviation fuels have specific instructions for sampling, which
the user shall be familiar with (see 4.2.2).
4.1.3 Samples for laboratory testing should be drawn in sufficient volume to enable duplicate
samples to be prepared, one for analysis and one for retention (see 4.5.4, 4.5.5, or 4.5.6
for suggested minimum volumes). When preparing duplicates, sample containers for
analysis may be different than for retention (see ASTM D4306). It may be necessary in some
circumstances, in shared systems or because of commercial agreements, to prepare three or
more. Samples for analysis shall be sent to a laboratory and tested in a timely manner.
4.1.4 The use of suitable containers is vital to any successful sampling exercise. The preferred
containers are epoxy-lined cans fitted with a secure threaded closure or new borosilicate
glass bottles fitted with polycone-type closures.
Note: polycone-lined phenolic caps form an exceptionally tight seal and offer a good chemical
barrier. This liner moulds itself around the sealing areas of the bottle as the cap is screwed on,
virtually eliminating leakage, evaporation and contamination. Containers made from other
materials may be suitable (e.g. soda lime glass); see ASTM D4306 for advice. Also see ASTM
D4306 for the approval procedure for internal coatings. Because of the sensitivity of some
test results to the UV content of light, dark glass bottles or clear glass bottles with a means
of preventing exposure to sunlight, should be available for use when sampling aviation fuel.
4.1.5 Before use, all bottles and cans require preparation (see 4.5.2).
4.1.6 Equipment used to draw samples should be dedicated to aviation fuel and marked accordingly
if dedicated. Sampling equipment fabricated from copper or its alloys, galvanised or zinc-
coated equipment shall not be used for sampling aviation fuel. Stainless steel sampling
devices are preferred. Before use, the sampling equipment/containers (note: not ropes and
cradles) used for taking samples for laboratory testing or retention, should be thoroughly
rinsed a minimum of three times with fuel to be sampled, to remove any residues and/or
dust, see 4.3 Table 1, tank-side sample.
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4.1.7 Only 100 % natural fibre ropes or stainless steel cables should be used when sampling
aviation fuel. In both cases, when new they may retain surfactants used in manufacturing
and so before their first use they should be soaked in fuel for at least 12 hours, washed off
in fresh, on-grade aviation fuel and then allowed to dry whilst hanging. This will avoid any
sample failure due to rope or cable contamination during the sampling process.
4.1.8 All samples shall be clearly labelled including a unique identifier that enables as a minimum
the identification of:
−− location or facility;
−− source (e.g. tank, vessel…);
−− date and time;
−− sample type (e.g. upper, middle…), and
−− grade of fuel.
The label shall be printed and filled in with ink that does not run when exposed to either
water or hydrocarbon. A tamper-proof seal, such as a tab seal, or plastic crimp seal, should
be used to ensure sample integrity is maintained.
4.1.9 A record shall be maintained of all samples taken.
4.2 KEY DOCUMENTS
See 6.2 for a list of aviation fuel specifications.
4.2.1 Sampling standards
Operational and quality assurance procedures for those involved in sampling should be based
on the relevant standards e.g.:
ASTM D4057 Standard practice for manual sampling of petroleum and petroleum products
ASTM D4177 Standard practice for automatic sampling of petroleum and petroleum products
ASTM D4306 Standard practice for aviation fuel sample containers for tests affected by trace
contamination
ASTM D5854 Standard practice for mixing and handling of liquid samples of petroleum and
petroleum products
ISO 3170 Petroleum liquids – Manual sampling
ISO 3171 Petroleum liquids – Automatic sampling
4.2.2 Standard test methods which make reference to sampling
The following standard test methods include sampling instructions in addition to those
referenced in 4.2.1:
ASTM D2276/IP 216 Standard test method for particulate contaminant in aviation fuel by
line sampling
ASTM D2624/IP 274 Standard test methods for electrical conductivity of aviation and distillate
fuels
ASTM D4952 Standard test method for qualitative analysis for active sulfur species in fuels
and solvents (Doctor Test)
ASTM D5452/IP 423 Standard test method for particulate contamination in aviation fuels by
laboratory filtration
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ASTM D5842 Standard practice for sampling and handling of fuels for volatility measurement
IP 583 Determination of the fatty acid methyl esters content of aviation turbine fuel using
flow analysis by Fourier transform infrared spectroscopy – Rapid screening method
IP 585 Determination of fatty acid methyl esters (FAME), derived from bio-diesel fuel, in
aviation turbine fuel-GC-MS with selective ion monitoring/scan detection method
IP 590 Determination of fatty acid methyl esters (FAME) in aviation turbine fuel-HPLC
evaporative light scattering detector method
4.3 SAMPLING AND SAMPLES – TERMINOLOGY
To facilitate understanding, the definitions included in Table 1 apply in this publication.
Table 1: Sampling and samples terminology
all-level sample Sample obtained with an apparatus which accumulates the sample
while passing in one direction only through the total liquid height,
excluding any free water.
Note: For conventional samplers it shall be verified that the container
is not full when it returns to the liquid surface.
automatic sampler A device used to extract a representative sample from the liquid
flowing in a pipe.
Note: The automatic sampler generally consists of a probe, a sample
extractor, an associated controller, a flow measuring device, and a
sample receiver.
bottom sample A spot sample taken from the petroleum at or close to the bottom of
a tank or container (see Figure 3).
Note: This has to be drawn using a dedicated bottom sampler;
it cannot be drawn using a conventional sampler.
closed sampling The process of taking samples within a tank under closed conditions,
which does not permit the release of any tank contents or vapour to
the atmosphere.
composite sample A sample obtained by combining a number of spot samples in
(see also multiple tank defined proportions so as to obtain a sample representative of the
composite) bulk of the product. A composite sample is prepared from individual
samples taken from upper, middle and lower locations within the tank
(see Figure 3).
drain sample A sample obtained from the water draw-off valve on a storage tank,
vehicle tank or filter vessel.
line sample A sample obtained from a line sampling point drawn while the
product is flowing. Not to be confused with running sample.
lower sample A spot sample taken at a level of five-sixths of the depth of liquid
below the top surface (see Figure 3).
middle sample A spot sample taken at a level of one-half of the depth of liquid below
the top surface (see Figure 3).
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Table 1: Sampling and samples terminology (continued)
multiple tank A sample obtained by combining a number of composite or all-level

composite (MTC) samples from more than one tank in defined proportions so as to
obtain a sample representative of the bulk of the same material. It
shall consist of proportional parts from each tank sampled (see 4.4.3
for further information). It is possible to obtain three types of multiple
tank composites:
a) Simple weighted multiple tank composite: where each tank
sampled is represented in the final sample by a volume in the same
ratio as that tank volume (measured at the time of sampling) is to
the total measured of all tanks to be used in a particular movement.
b) Unweighted composite (sometimes referred to as an aggregate
sample): where each tank sampled is represented by an equal
volume in the made composite, irrespective of the volume
contained and measured within each tank and the total volume
under consideration.
Note: This is not recommended for aviation fuels.
c) Batch or parcel weighted composite: where account is taken of the
volumes that will actually be moved from each tank as a batch is
made up.
open sampling A process of taking samples within a tank via an open gauge hatch or
gauging access point.
portable sampling A housing designed to provide a gas-tight connection to a vapour-
device (PSD) lock valve, which contains a restricted or closed system sampler and
is fitted with a tape or cable winding mechanism for lowering and
retrieving the sampler.
representative sample A sample having its physical or chemical characteristics identical to the
volumetric average characteristics of the total volume being sampled.
restricted sampling The process of taking samples within a tank using equipment which
is designed to substantially reduce or minimise the vapour losses that
would occur during open sampling, but where the equipment is not
completely gas-tight.
running sample A sample obtained with an apparatus which accumulates the sample
while passing in both directions through the total liquid height,
excluding any free water.
Note: For conventional samplers it shall be verified that the container
is not full when it returns to the liquid surface. Not to be confused
with line sample or all-level sample.
sample handling Any conditioning, transferring, dividing and transporting of the
sample.
Note: Sample handling includes transferring the sample from
the primary sampling device to any secondary container, and the
transferring of subsamples to the laboratory apparatus in which it is to
be analysed. (See ASTM D5854 for details).
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Table 1: Sampling and samples terminology (continued)
skim sample A spot sample taken from the surface of the liquid (see Figure 3). Also
referred to as a surface sample.
spot sample A sample taken at a specific location in a tank or from a flowing
stream in a pipe at a specific time.
still-well A vertical cylindrical pipe built into a tank to permit gauging
operations while reducing errors arising from turbulence or agitation
of the liquid. Sometimes also referred to as a guide pole, still-pipe,
sounding-pipe or stand pipe.
Note: Samples taken from unperforated or unslotted
still-wells shall not be used for custody transfer or quality
determination applications.
suction-level sample A sample taken at the lowest level from which liquid hydrocarbon is
pumped from the tank (see Figure 3). Sometimes also referred to as an
outlet sample.
Note: In determining this level, allowance shall be made for any
fittings within the tank such as swing-arm, suction baffle or internal
bend.
sump sample A sample taken from a purposely designed low point sump in the
system. A sump is the lowest point(s) in a storage tank or filter
purposely designed to collect water and/or particulate for collection
and removal of free water and/or solid contaminants.
tank-side sample A spot sample taken from a fixed sampling point on the side of a tank.
Note: Tank-side shall always be drawn in such a manner that at least
1,5 times the dead volume between the bulk liquid and the sample
point is drawn off first and disposed of before the sample for use/
analysis is drawn. On aviation fuel tanks fitted with this type of sample
facility the volume between the bulk liquid and the sample point
should be marked next to each sample point.
test portion The portion of a sample or subsample that is introduced into the
analytical test apparatus. May be referred to as a test specimen.
top sample A spot sample obtained 150 mm (6 in.) below the top surface of the
liquid (see Figure 3).
upper sample A spot sample taken at a level of one-sixth of the depth of liquid
below the top surface (see Figure 3).
vapour-lock valve A device fitted to the top of vapour-tight or pressure tanks to permit
manual measurement and/or sampling operations to be carried out
without loss of pressure. Sometimes referred to as a vapour control
valve.
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Key
1 top sample 6 suction level or outlet sample
2 surface of fuel 7 lower sample
3 skim sample 8 bottom sample
4 upper sample 9 sump sample
5 middle sample
Figure 3: Example of spot sample positions
4.4 SAMPLING TANKS FOR BATCHING, CERTIFICATION OR RECERTIFICATION TESTING
4.4.1 When designing a sampling regime for a tank or tanks, due consideration shall be given to
the requirement that the sample submitted for test shall be representative of the bulk liquid:
a) For storage tanks:

Aviation fuel can layer, and if circulation is slow, still-wells can hold unrepresentative
fuel.
b) For marine vessel, coastal/inland waterway barge tanks:
On board ships, access may be limited. It is important that the person taking the
sample appreciates and guards against contamination of samples drawn under
closed loading conditions through vapour-lock valves as the under-deck guide tubes
are known to pose issues with respect to both particulates and residual additive
contamination.
c) The test to be performed:
As stated earlier, certain specific test methods call for samples to be drawn in a
special manner or placed into a specific container.
d) The commercial agreements to be satisfied:
It may be that contractual agreements are in place that require extra samples to
be drawn from tanks and either placed on board the ship, retained for a specific
time or forwarded to some third party for testing. It is important that the sampler is
aware of any such contractual stipulations before the sampling regime is defined.
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4.4.2 The method of preparing a composite sample should be documented and transparent at
each stage of the logistic chain. Care shall be taken to preserve the integrity of the samples.
Composite samples should be made up from the component samples in a controlled
environment (e.g. a laboratory).
4.4.3 For marine vessel multiple tank composite, samples to be composited should be submitted to
the laboratory along with a list of each tank and the volume represented by each sample. It is
recommended that a portion of each tank sample be retained separately (not composited) for
retesting if necessary. For comparison purposes along the supply chain, the same compositing
procedures should be used (e.g. it is not good practice to switch from simple weighted
composite to batch or parcel weighted composite).
If all-level, or running, samples cannot be drawn, upper, middle and lower samples may be
substituted. If the vessel or parcel consists of less than four ships' tanks, quantities shall be
doubled to allow sufficient volumes to be composited.
When making up a MTC, all-level, or running, samples from a maximum of seven

compartments may be combined. The following should be considered:
(1) The purpose of limiting the number of compartments is to maximise detection of
contamination.
(2) Where more than one MTC is required either the MTC composition should reflect the
intended shore tank discharge plan or divide the total volume on board the vessel as
evenly as possible between the MTCs.
If the off-loading sequences of compartments are known, and in particular where there may
be only partial off-loading at a destination on a multiple off-loading route, then additional
samples may be needed to set up the correct volumetrically weighted samples for each of
the off-loadings.
4.5 SAMPLE TESTING
4.5.1 Fuel quality testing philosophy
a) Full specification testing is normally performed only at the point of manufacture, or

where a mixture of several batches is being rebatched and a CoA generated (except
in the case of pipeline breakout/staging tankage within fungible pipeline systems,
see Annex N). In a refinery, a batch of fuel is tested against the specification and an
RCQ is produced.
b) If a batch of aviation fuel is transported in a multi-product system where contamination
with other products is possible, a recertification test is performed (except in the
case of pipeline breakout/staging tankage within fungible pipeline systems, see
Annex N). This comprises an agreed standard shortened version of the full specification
and focuses on parameters sensitive to contamination. The results of recertification
testing are compared with the original RCQ(s), CoA(s) or RT Certificate to check that
the quality has not changed significantly. This is a more powerful tool for detecting
certain types of contamination than simply testing against the specification.
c) When batches are mixed in a system in unknown proportions, or where more than
three batches are added to the heel in a tank, or where traceability is lost (except in
the case of breakout/staging tanks, see Annex N), it is necessary to retest the new
batch against the complete specification and produce a CoA. In fungible pipeline
systems the CoA testing may be done by the receiver. In this case, the presence
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and concentration of additives is unknown and there is less potential for detecting
contamination because the full analysis is compared with the specification rather
than with the original analysis. RCQs (and/or CoAs as appropriate) are required to be
available for all batches received that make up the new batch.
d) In cases where fuel is transported in dedicated systems (and therefore cross-
contamination cannot occur), it is necessary to perform only a Control Check (Visual
Appearance Check and density) together with testing of conductivity (if SDA is
added). The measured density (corrected to the standard reference temperature,
usually 15 °C) is compared with the original density of the batch as a confirmation
that no bulk contamination has occurred from a breakdown in the quality assurance
(QA) controls.
e) If any test results indicate that the sample does not comply with the applicable
specification, or that contamination may have occurred, the product shall be
immediately quarantined. The product shall remain under quarantine until further
investigation has established that the quality is satisfactory. If this is not the case, the
product needs to be downgraded.
4.5.2 Sample containers
4.5.2.1 Sample containers for fuel for laboratory testing and retention
−− Only clean glass, metal or plastic containers that have been confirmed to be
compatible with the product(s) to be stored (in accordance with ASTM D4306) shall
be used for laboratory testing or for retention samples.
−− Steel containers should be of a suitable design, preferably internally lined with a
suitable epoxy coating. Aluminium (unlined) containers are also suitable.
−− All containers shall be visually assessed to confirm their suitability.
−− Containers, even when new, should be carefully rinsed at least three times with the
aviation fuel to be sampled (in accordance with ASTM D4306); this is particularly
important in the case of water separation characteristic testing, because water
separability may be seriously degraded by even trace contamination with polar or
surfactant materials. It is not recommended for sample containers to be washed using
detergents, owing to difficulties in ensuring that detergent residues are removed.
4.5.2.2 Sample containers for fuel for field testing

Clear, clean (inside and outside) glass jars of at least 1 litre (1 USQ) capacity with secure fitting
caps should be used for product examination for Visual Appearance Checks and other field
tests (see 4.5.8). Closed sampling clear glass containers or 'visi-jars' may also be used.
To assess bulk contamination by dirt or water, a bucket may be used, which should be
manufactured from stainless steel, aluminium or lined with white enamel. See ASTM
Manual 5 Aviation fuel quality control procedures for white bucket test procedure.
4.5.3 Packaging for air transport
Containers for the transportation of samples by air shall be of an ICAO approved design and
shall be dispatched in accordance with the ICAO Technical instructions for the safe transport
of dangerous goods by air and IATA Dangerous goods regulations.
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4.5.4 RCQ testing
RCQ testing covers all tests required by the latest issue of the relevant fuel specification.
Suggested minimum sample quantity required.

Note: Specific test methods may also require separate samples:
Jet fuel: 8 litres (2 USG)

(comprising upper, middle, lower samples x 1 litre (1 USQ) each, + 5 litre
(5 USQ) composite)
Avgas: 23 litres (6 USG)
(comprising upper, middle, lower samples x 1 litre (1 USQ) each, + 20 litre
(5,25 USG) composite)
4.5.5 CoA testing
CoA testing covers all tests required by the latest issue of the relevant fuel specification.

Jet fuel: 3 litres (3 USQ)

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

Jet fuel: 3 litres (3 USQ)

(comprising upper, middle, lower samples x 1 litre (1 USQ) each)
Avgas: 3 litres (3 USQ)
(comprising upper, middle, lower samples x 1 litre each (1 USQ))
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Table 2: Recertification test requirements for jet fuel
Test Jet fuel

Test required Allowable test variance
Visual appearance/colour Yes –
Saybolt colour Yes –
Distillation Yes
−− Initial boiling point ºC –
−− 10 % recovered at ºC 8
End point ºC 8
Residue % volume Spec. limit
Loss % volume Spec. limit
Flashpoint ºC Yes 3.0
Density @ 15 ºC kg/m 3
Yes 3.0
Freeze point ºC Yes 3.0
Corrosion (copper) Cu Strip Yes Spec. limit
Existent gum mg/100 mL Yes Spec. limit
Conductivity and temperature Note 1 Spec. limit
pS/m & ºC
Water separation characteristic Yes See lastest JIG bulletin
on water separation
characteristic
Thermal stability Note 2 Max 25
Filter Pressure drop at 260 °C Less than 3, no
Tube deposit rating, visual at 260 °C peacocks or abnormals
or Max 85
ITR or ETR average over 2,5 mm2

Incidental materials Note 3 Spec. limit
1. To be carried out on bulk stock in storage, or immediately after taking a sample from
bulk storage.
2. This test shall be performed where, contrary to recommended practice, Jet A-1 is
received from ships equipped with copper or copper alloy pipework in their cargo
tanks. Thermal stability testing may also be necessary where product colour has
changed significantly (see DEF STAN 91-091 Annex F4).
3. Where incidental materials may be present, such as FAME, testing is required as
detailed in DEF STAN 91-091 and ASTM D1655
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Table 3: Recertification test requirements for avgas
Test avgas
Test required Allowable test variance
Visual appearance/colour Yes –
Distillation Yes
−− Initial boiling point ºC 8
−− 10 % evaporated at ºC 4
End point ºC 10
Sum of 10 % + 50 % evaporated 10
Recovery % volume Spec. limit
Loss % volume Spec. limit
Density @ 15 ºC kg/ m 3
Yes 3.0
Reid vapour pressure kPa Yes 4.5
Corrosion (copper) Cu Strip Yes Spec. limit
Existent gum mg/100 mL Yes 3
Lead content gPb/litre Yes 0.05
Knock rating (motor method) lean Yes 3
The results of all recertification tests shall be documented in accordance with the forms
included as Annex B, and checked to confirm that:
−− the specification limits are met, and
−− no significant changes have occurred in any of the properties.
If results of recertification tests do not meet specification limits, see section 5 and Annex E.
The results of all recertification tests shall be compared with the linear calculation of expected
results from a weighted average of the last previous analysis made on the fuel (e.g. with an
RCQ or previous CoA or previous RT Certificate), as well as being reviewed for compliance
with the specification limits. If any test results indicate that the sample is outside the allowable
test variance, the product shall be immediately quarantined and remain under quarantine
until further investigation has established that the aviation fuel is on specification (see 1.4.1)
and is acceptable for aviation use (e.g. by CoA testing), or if it needs to be downgraded to
non-aviation use. Note: the allowable differences apply to all jet fuel and avgas grades.
Note: The variability limits for linear blend calculation are based on test reproducibility, but
flash point and freeze point properties do not blend linearly. This becomes problematic where
batch(s) and/or the existing tank heel have large differences (>5 ºC) in either of these two
properties. Flash point typically trends to the lowest flash point and freeze point typically
trends to the highest freeze point of any of the component batches/heel.
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In circumstances where at least one new batch is received into a tank onto an existing tank
heel:
−− The comparison shall be based on a linear calculation of expected values, taking into
account the amount of each batch in the tank.
−− If more than three new batches are received into a tank on top of a certified heel,
the contents of the tank shall be tested against (and meet) all the requirements of
the specification to produce a CoA, as in such cases comparison with previous data
is not valid due to the cumulative test error (reproducibility) potentially exceeding the
stated variability limit where no contamination has occurred.
4.5.7 Testing for incidental materials in jet fuel
Fatty Acid Methyl Ester (FAME), deriving from biodiesel fuel, can be present due to carry-over
or cross-contamination within the common unsegregated fuel distribution system.
Supply chains where FAME may come into contact with jet fuel shall be subject to an MoC
procedure to minimise the exposure and ensure it remains controlled within the specification
limits. Where these MoC assessments suggest FAME contamination could occur, or where
assurance cannot be obtained, then FAME testing shall be carried out and reported. Particular
consideration needs to be given to supply chains where procedures have not changed, but
the FAME content of the incoming jet fuel may now be at a higher level than the historical
norm. (See JIG Bulletin 106).
Pipeline drag reducing additives (DRAs) may be present in non-aviation products and it is
essential that strict controls are in place to avoid any contamination of jet fuel with DRAs.
Where DRA is used in pipelines that cotransport jet fuel, a risk assessment shall be undertaken
to determine whether the use of ASTM D7872 is necessary on an ongoing basis.
4.5.8 Field tests
4.5.8.1 Visual appearance check (clear and bright)

Aviation fuel shall be checked to confirm that it is of the expected colour and is visually clear,
bright and free from solid matter and undissolved water at ambient temperature at the time
of sampling. Test requirements are as shown in Table 4. See 8.3.5.1(e) for minimum ships'
tank sample size.
Suggested minimum sample quantity required:

1 litre (1 USQ) after flushing sampling line contents.
Table 4: Visual appearance check requirements
Test Jet fuel Avgas

Colour (visual) X X
Solid matter (visual) X X
Water (visual) X X
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When performing a Visual Appearance Check take into account:

−− Swirling the sample: creating a vortex concentrates any solid contaminants and free
water in the middle of the bottom of the jar, facilitating the assessment.
−− Colour: the colour of jet fuels may vary, usually in the range from water white to
straw/pale yellow. The various grades of avgas are dyed to aid recognition.
−− Undissolved water (free water) will appear as droplets on the sides, or as bulk water
on the bottom, of the sample jar. In jet fuel it may also appear as a cloud or haze
(suspended water).
−− Solid matter (particulate matter), generally consisting of small amounts of rust, sand,
dust, scale etc, suspended in the fuel or settled out on the bottom of the jar.
−− The terms 'clear' and 'bright' are independent of the natural colour of fuel. Clear and
bright refers to the sparkling appearance of fuel having no cloud or haze.
4.5.8.2 Control Check

This is a Visual Appearance Check plus fuel density determination. The Control Check is
carried out to confirm that no bulk contamination has occurred, by comparison of the
measured density result with the original or expected density of the batch (corrected to
standard temperature conditions). The two values shall not differ by more than 3,0 kg/m3
(0.7 API gravity where this is used for system control). If they do, then contamination should
be suspected and the product immediately quarantined and remain under quarantine until
further investigation establishes that the quality is acceptable for aviation use or the product
is downgraded to non-aviation use.
4.5.8.3 Chemical water detection

In addition to the Visual Appearance Check, chemical water detectors may be used for the
detection of free water. Only those detectors recommended by IATA should be used. For
further information see El 1550 Handbook on equipment used for the maintenance and
delivery of clean aviation fuel.
4.5.8.4 Filter membrane testing

This test (when undertaken) shall be carried out and evaluated in accordance with ASTM
D2276/IP 216 or ASTM D5452/IP 423 using the colour standards incorporated in those
methods. Colour shall be recorded on a wet and dry basis. For further information see
EI 1550.
Double (matched weight or preweighed) 0,8 micron membranes are used for gravimetric
tests. Colorimetric tests are normally performed with a single membrane. Double (unweighed)
colorimetric membranes may also be used.
The quantity of fuel passed through the membranes used in both colour and gravimetric
determinations shall be 3,78 to 5 litres (1 to approximately 1,3 USG).
4.5.8.5 Automatic particle counter

This test provides a rapid means for measuring the quantity and size distribution of solid
particulate and free water droplet contaminants in jet fuel. Chemical additives can be added
to the test sample to eliminate free water droplets from being counted as particulates. Test
Methods ASTM D7619, IP 564, IP 565, and IP 577 describe suitable techniques.
4.5.8.6 Conductivity test

This test, if required, shall be carried out in accordance with ASTM D2624 or IP 274 procedures,
using a suitable conductivity meter.
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4.5.8.7 Chloride contamination

Chloride present in jet fuel can originate from refinery salt dryer carry-over or seawater
contamination (for example, product transferred by marine vessel). Test Method ASTM D7959
provides a rapid means of determining chloride content in jet fuel. Salt dryers predominately
use NaCl or a combination of NaCl and CaCl2. MgCl2 is prominent in seawater but rarely (if
ever) used in salt dryers. See also 6.4.4.4
4.5.8.8 Microbial contamination

There are a number of semi-quantitative and quantitative techniques available see 9.5.4.
4.5.8.9 B2 Refractometer method for FSII detection

ASTM D5006 Standard test method for measurement of fuel system icing inhibitors (ether
type) in aviation fuels describes a field test method using a refractometer to evaluate the
level of FSII in a fuel sample. The lower detection limit for this field test is 0,02 vol%. The
technique requires extraction of the FSII into water prior to evaluating the refractive index of
the water sample.
4.5.8.10 Requirements for field test laboratories and field testing equipment
Field testing is typically carried out either in situ or in a designated room.
All field testing shall be conducted by personnel trained and authorised to carry out the test
to the appropriate and latest revision of the test method standard or test instructions, using
equipment that has been maintained and calibrated.
The requirements for the calibration of commonly used field test equipment are included
in Annex F. Other field test equipment (e.g. flash point) shall be calibrated following the
manufacturer's instructions or test method requirements as appropriate.
All results of field testing shall be recorded and traceable to the sample under test and the
person completing the test. Calibration and validation results shall also be recorded.
If retention samples are required see 5.8.
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5 CERTIFYING LABORATORIES
5.1 LABORATORY QUALITY ASSURANCE REQUIREMENTS
Quality assurance processes for laboratory activities are detailed in a large number of standards,
as listed in Part A of EI Guidance on development, implementation and improvement of
quality systems in petroleum laboratories. Specific requirements for petroleum laboratories
are described in Part B of EI Guidance on development, implementation and improvement
of quality systems in petroleum laboratories; and ASTM D6792 Standard practice for quality
system in petroleum products and lubricants testing laboratories.
Laboratories engaged in the testing and certification of aviation fuels shall adopt quality
control and assurance standards establishing and maintaining a documented quality system
that is appropriate to the testing facilities.
To support the documented system the laboratory should:

−− comply with ISO/IEC 17025 on General requirements for the competence of testing
and calibration laboratories for the relevant analytical techniques required for aviation
fuel testing; and
−− participate in external quality assurance/auditing schemes (EQA), or laboratory
proficiency testing programmes appropriate for the scope of their aviation fuels
testing.
In addition to establishing and maintaining a documented quality system that is appropriate

to the testing activities, the laboratory shall:
a) Have managerial staff with the authority and resources needed to discharge their
duties and meet the requirements of the standards in the quality manual.
b) Have a technical manager or leader who is accountable for technical operations.
c) Specify and document the responsibility, training and authority of all personnel who
manage, perform or verify work affecting the validity of the aviation fuel analysis.
d) Have written job descriptions for personnel who will test aviation fuels: to include
responsibilities, duties and skills; have a documented training programme for
qualifying these technical laboratory personnel, and have a documented programme
to ensure technical qualifications are maintained through continuing education.
e) Maintain records on the relevant qualifications, training, skills and experience of the
technical personnel involved in all aspects of aviation fuel testing and certification.
f) Have a standard operating protocol for each analytical technique used, approved
by competent authority, that follows current editions of the methods detailed in the
relevant fuel specification.
g) Use equipment qualified as per test method for the methods employed and as
detailed in the relevant fuel specification.
h) Follow a documented programme to ensure that instruments and equipment are
properly maintained and periodically calibrated as per standard operating protocols or
manufacturer's recommendations. New instruments and equipment, or instruments
and equipment that have undergone repair or maintenance, shall be calibrated before
being used in testing of aviation fuel. Written records or logs shall be maintained for
maintenance service performed on instruments and equipment.
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i) Participate in comparative testing through statistically meaningful cross-check/

correlation schemes for aviation fuels, such as those run by the EI and ASTM. This
shall include performance assessment by a designated and competent person, and
the implementation of measures to improve performance. For further information
see EI Guidelines on development, implementation and improvement of quality
systems in petroleum laboratories.
j) Record all primary data used to generate each test result.
k) Have traceable records of any additive quantities reported on test certificates. Additive
concentrations shall be supported by specific batch data. See also 7.9.1.
l) Establish and monitor the competency of any sub-contracted third-party laboratories.
For further information, see EI Guidelines on development, implementation and improvement

of quality systems in petroleum laboratories.
For laboratories which only carry out field testing, see 4.5.8.10.
5.2 AUTHORISED SIGNATORIES
The laboratory shall implement a documented process for authorising signatories for reports/
certification of aviation fuel analysis for release to clients/third parties, as described in Annex A.
The key requirements of the process are:

−− having a documented process for qualification as an authorised signatory;
−− maintaining an up-to-date data release signature register, and
−− having an auditable record of a checking/validation procedure.
For electronic records, a password-protected access system, traceable to an individual person,

is acceptable as an alternative to a signature.
5.3 TEST METHOD VALIDATION AND MONITORING
Test method validation confirms that the analytical procedure employed for a specific test
complies with the test requirements included in the fuel specification.
For all methods, the laboratory shall satisfy itself that the degree of validation is adequate for
the required purpose, and that the laboratory is able to match any stated performance data
and delivers consistently accurate results.
For routine analysis, a statistical quality control (SQC) plan should be developed. This plan
should ensure that the method, together with the equipment, delivers consistently accurate
results. SQC should be implemented through a laboratory information management system
(LIMS) and provide a basis for interactively scheduling, recording and checking analytical
results against quality standards.

of quality systems in petroleum laboratories, section 5.6 Assuring the validity of test results.
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5.4 SOFTWARE AND COMPUTER SYSTEM VALIDATION
Validation of laboratory computer systems and software should be carried out when the
software is developed, configured, or customised by the user. Good laboratory practice is
to check calculations performed by software at a yearly frequency (even if no change to the
related software was made).
For further details on validation for different software and system risk categories see EUROLAB
Technical Report No. 2/2006 Guidance for the management of computers and software in
laboratories with reference to ISO/IEC 17025:2005.
5.5 EQUIPMENT CALIBRATION
Laboratories shall ensure adequate equipment function and performance before and during
sample measurement.
Laboratories shall have a documented programme for calibration and verification of

instruments and equipment. Where available and appropriate, standards traceable to certified
reference materials (CRMs) shall be used for the calibration.
Where traceability to CRMs is not applicable, the laboratory shall provide satisfactory evidence
of correlation of results through check samples and proficiency schemes.
For further information on the use of reference materials, see EI Guidelines on development,
implementation and improvement of quality systems in petroleum laboratories, section 7 The
use of reference materials in method calibration, validation and quality control.
The frequency of the calibration shall be documented for each instrument requiring
calibration. Equipment should be labelled with the status, as well as the dates, of last and
next calibrations.
5.6 DOCUMENT CONTROL (STANDARDS AND SPECIFICATIONS)
Only those test methods specified in the relevant aviation fuel specification shall be used for
certification testing.
Laboratories shall ensure they are notified immediately of updates/amendments to test

methods and fuel specifications. A process shall be in place for the timely implementation of
updates/amendments.
Note: DEF STAN 91-091 typically includes implementation dates for new issues.
Note: IP Standard Test Methods and ASTM Test Methods may be updated regularly throughout
the year, not only when collectively published in the annual Standard Test Methods volumes.
Automatic electronic notifications are available.
For proper and consistent use, staff shall be provided with access to the latest issue of
standards and specification(s). Laboratories may use copies of the test methods which have
been translated into the local language for ease of understanding. Where this is the case a
formal system shall be in place to ensure such translations are technically correct and do not
change the interpretation of the method or result.
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Where supplementary instructions, such as use of particular models of instrument or

information on local SQC, are to be followed, the laboratory shall ensure that the option
chosen will be selected consistently, irrespective of the person doing the selecting.
5.7 TRAINING
Attaining and maintaining competence of staff is critical to ensuring the quality of work
being undertaken in the laboratory. Management shall be responsible for ensuring that staff
have the education, qualifications, training, experience and/or demonstrated skills, required
to carry out testing, calibration and other skilled tasks.
A training procedure shall be established that includes:

a) An induction process.
b) Identified trainers.
c) Detailed individual training and assessment records for each method signed by
trainee and trainer confirming competence.
d) A record of what is covered in any training and applicable training sample results.
e) Regular reassessment of individual operators to identify training needs.
f) Procedures for retraining if method changes or after issues with correlation schemes.
g) Levels of competence and how each one is achieved:
1. Technician/technologist.
2. Authorised signatories.
3. Trainer.
4. Quality assurance manager.
A designated person shall be responsible for keeping staff training records up-to-date.

of quality systems in petroleum laboratories, section 8 Training and competence requirements
of staff.
5.8 RETENTION SAMPLES
Retention samples enable investigations to identify where an issue first appears. They are
required to be kept (see 8.4.3.6). The entity required to do this is usually specified by contract.
If retention samples are to be kept by a laboratory, epoxy-lined cans should be used. If clear
bottles are used, they shall be kept in the dark. For single tank or multi-tank composite
samples it is acceptable to retain the individual level/compartment samples rather than the
composite; this allows the composite sample to be prepared when required.
Retention periods should be established to suit local regulations. As a minimum, retention

samples for each tank shall be available for the current and the previous product batch
(typical retention periods are 60 days for refineries/laboratories and 30 days for direct supply
storage installations). Retention samples shall be sealed, ideally with a tamper-proof seal, and
clearly labelled with the date, tank and batch number.
The retention sample store should ensure that samples do not deteriorate during the sample
retention period. Access to retention samples should be controlled.
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5.9 SAMPLE HANDLING AND SAMPLE CONTAINERS AT LABORATORIES
In the event that a laboratory receiving samples considers the samples as unsatisfactory (e.g.
not in accordance with this standard), the customer shall be notified immediately.
Procedures shall be established to maintain sample integrity, in particular if portions of the

original sample are transferred to other sample containers prior to testing. ASTM D4306
Standard practice for aviation fuel sample containers for tests affected by trace contamination
details the preferred sample containers and their preparation.

of quality systems in petroleum laboratories, section 5.4 Sample handling at the laboratory
prior to analysis.
5.10 DATA TRACEABILITY
The laboratory shall retain records of primary data, derived data and sufficient information to
establish an audit trail and a copy of each test report for a period as defined in 5.12.
The records for each test shall contain sufficient information to facilitate identification of
factors affecting the uncertainty and to enable the test to be repeated under conditions as
close as possible to the original.
5.11 DATA INTEGRITY MANAGEMENT
In the event that a laboratory test result does not meet specification, the steps in Annex E,
Figure E.1 or E.2 (depending on whether the relevant test method has a precision statement)
shall be followed.
In the event of a dispute over a reported test value, the guidelines presented in the most
recent version of ISO 4259 Petroleum products – Determination and application of precision
data in relation to methods of test should be used to determine the acceptance or rejection
of the sample. Alternatively, although not identical, ASTM D3244 and ASTM D6300 may be
used provided the acceptance limit is set equal to the fuel specification limit.
Laboratories shall have a documented procedure for investigating any disputed results. This
procedure should require analysis of the data, allocation of resources for corrective actions,
and conclusions.
5.12 DOCUMENTATION
As a minimum, laboratories shall maintain the following documentation relating to the

testing of aviation fuel:
−− all documentation that supports their quality system, and
−− comparative testing through recognised cross-check/correlation schemes such as
those run by the EI and ASTM.
A more complete list of documentation and recording requirements is given in 5.1.
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Laboratory quality control and product testing records and certificates shall be retained for a
minimum of seven years.
Where the laboratory has undertaken the issue of either CoA or RT Certificates, all documents
required to meet 'traceability' criteria as described in 2.3 shall be available. These may include:
−− RCQ.
−− CoA.
−− RT Certificate.
−− Batch make-up record.
Laboratories should be able to support secure electronic distribution of documents through

the supply chain.
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6 REFINERIES: MANUFACTURE
6.1 SCOPE AND APPLICATION
This section describes the overall philosophy and objectives applying to aviation fuel
manufacture, the necessary controls to be put in place, and the precautions to be taken,
to ensure that only 'on-specification' and fit-for-purpose aviation fuel is produced by the
refinery and supplied into the downstream distribution system.
It is not the intention of this section to prescribe, in detail, how to manufacture aviation fuels
in a refinery using various processing units.
'On-specification'
Fuel specifications contain a table (or tables) of fuel property requirements, with their
minimum and/or maximum allowable values. However, in addition to the table of
properties, fuel specifications also contain numerous requirements related to permitted
materials (both fuel components and additives), quality assurance, management of
change, testing and documentation (traceability), and cleanliness, which are designed to
ensure that fuel delivered to aircraft is fit-for-purpose.
A declaration of 'on specification' or 'meeting the specification' confirms that

fuel properties have been tested according to the designated methods and the
results conform to the requirements for the property of concern, and all other
requirements of the specification have been satisfied.
For refineries manufacturing aviation fuel, there is a key question – is the refinery confident
that the product is manufactured to meet the full requirements of the fuel standard or
specification (and any additional contractual requirements)? For example:
−− What grade is being supplied?
−− What standard/specification for that grade is being used and is it the latest version?
−− Is/are the manufacturing process(es) suitable?
−− Is/are the manufacturing process(es) operated and controlled in such a way that non-
hydrocarbon species (including process additives) are kept out of the fuel?
−− Are only approved additives used? Are they dosed correctly?
−− Are there MoC procedures in place to assess the impact of process, additive and
feedstock changes? Has the end use of the product been considered?
−− Is there adequate record keeping and documentation?
The requirements discussed in this section apply primarily to the manufacture of the main
grades of aviation fuel – Jet A-1, Jet A, and avgas – 100LL. However, the philosophy and
principles apply equally to other grades of aviation jet fuel, and avgas (leaded and unleaded).
6.2 AVIATION FUEL STANDARDS AND SPECIFICATIONS
Refineries manufacturing aviation fuels shall ensure they have up-to-date copies of the
standard(s)/specification(s) against which they manufacture the product(s), and of the
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laboratory test methods used to certify these products (see section 5). Manufacturing
companies shall have a system in place such that whenever there is an amendment to, or a
reissue of, a standard/specification and/or test method, the refinery will be informed of these
changes and copies of the latest documents will be supplied to the production and laboratory
focal point(s), together with an explanation of the impact of the changes and the timeframe
for their implementation.
The principal standards/specifications that apply to jet fuel manufacture are:

−− ASTM D1655 Standard specification for aviation turbine fuels (covers both Jet A and
Jet A-1 grades).
−− CAN/CGSB-3.23 National standard of Canada, Canadian General Standards Board,
Aviation turbine fuel, (Grades Jet A and Jet A-1).
−− DEF STAN 91-091 Turbine fuel, kerosene type, Jet A-1, NATO code: F-35, joint service
designation: AVTUR.
−− GB 6537 Republic of China No. 3 jet fuel.
−− GOST 10277-86 Russian jet fuels specifications (TS-1 etc.).
−− GOST R 52050 National standard of Russian Federation, Aviation turbine fuel Jet A-1.
Specifications.
The principal standards/specifications that apply to avgas fuel manufacture are:

−− ASTM D910 Standard specification for leaded avgas, and
−− DEF STAN 91-090 Gasoline aviation: Grades 80/87, 100/130, and 100/130LL, joint
service designation: AVGAS 80, AVGAS 100, and AVGAS 100LL.
JIG publishes the Aviation fuel quality requirements for jointly operated systems (AFQRJOS),
Check List. The AFQRJOS Check List embodies the requirements of the DEF STAN and ASTM
specifications for Jet A-1, plus some handling related sections of the IATA Guidance Material
Part 3 applicable at time of delivery to aircraft.
Other national aviation fuel specifications such as those published in Canada, Russia, and
China are approved by the major engine and airframe manufacturers and are in use in
some locations around the world. The choice of fuel specification will be determined by
the contractual conditions under which the fuel produced in the refinery is purchased and
supplied. EI/JIG 1530 references DEF STAN 91-091, DEF STAN 91-090, ASTM D1655 and
ASTM D910 as its source specifications, but the requirements herein apply whichever aviation
fuel specification is employed in a refinery.
6.3 FUEL COMPONENTS USED IN AVIATION FUEL MANUFACTURE
The governing aviation fuel specification specifies the allowable components for aviation fuel
manufacture and approved additives.
6.3.1 Jet fuel
Fuels containing synthetic components derived from non-petroleum sources are only permitted
provided they meet certain requirements defined in the specification (see section 11).
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A large variety of hydrocarbons boiling in the kerosene range may be manufactured in a

refinery but not all of these rundown streams, such as those containing olefins or diolefins,
may be suitable for jet fuel production.
The following components have traditionally been used for jet fuel production without major
concerns with respect to their being fit-for-purpose:
−− straight-run kerosene;
−− wet treated/chemically sweetened kerosene (e.g. Merox™, caustic treatment);
−− hydrotreated kerosene (source: straight run or thermally/catalytically cracked
streams), and
−− severely hydrotreated or hydrocracked kerosene.
Other kerosene blending components such as hydrotreated catalytically-cracked components

(including heavy catalytically cracked gasoline/naphtha and light catalytically cracked cycle
oils), straight-run kerosene streams modified by extraction of either paraffins or aromatics,
and coker kerosene, are permitted under the governing aviation fuel specifications. However,
these types of material may present an increased risk to product integrity if incorrectly
handled. The primary concern for the cracked components, and blends that include them, is
their relatively poorer thermal stability (as a result of the degree of unsaturation and hence
increased chemical reactivity). The impact on thermal stability may not become evident until
later in the distribution system or after delivery to aircraft as the impact of the cracked
materials can take time to manifest due to the chemical reactions involved. Before seeking to
utilise previously untested streams in final product, the refinery shall conduct an MoC process
(see section 3), to include the generation of data (including long-term thermal stability)
necessary for assessment of the suitability and fitness-for-purpose of the new component.
For fuel manufactured to DEF STAN 91-091 the percentage of each component (e.g. non-
hydroprocessed, mildly hydrotreated, severely hydrotreated and synthetic) in a jet fuel blend
shall be reported on the RCQ.
Ultimately, when a refinery/manufacturer certifies a batch of fuel as meeting the specification,

it is taking responsibility for the composition of the batch (and subsequent batching that
relies on the RCQ). This is particularly significant when a refinery has imported blending
components (see 8.2).
In DEF STAN 91-091 Annex D there is a clear obligation for fuels to meet the requirements of
the specification including showing traceability to the point of manufacture.
6.3.2 Avgas
Similar to jet fuel, the fuel specification defines avgas consisting of refined hydrocarbons,
approved additives and dyes. The material section of ASTM D910 states:
'Aviation gasoline (avgas), except as otherwise specified in this specification, shall consist of
blends of refined hydrocarbons derived from crude petroleum, natural gasoline, or blends,
thereof, with synthetic hydrocarbons or aromatic hydrocarbons, or both.'
Avgas is mainly composed of iso-paraffins, paraffins and aromatics. The main refinery
component stream that is blended to make avgas is alkylate. Iso-pentane is blended to meet
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volatility requirements and toluene is blended for its synergistic effect with tetraethyl lead to
raise octane:
−− Alkylate is a high octane blend component produced by reacting low molecular
weight olefins with iso-paraffin using an acid catalyst to produce high molecular
weight iso-paraffins.
−− Toluene is produced by catalytic reformer or ethylene cracker.
−− Iso-pentane is produced by catalytic cracking, alkylation, and production of natural
gasoline.
6.4 MONITORING OF REFINERY PROCESSES
It is necessary to continuously monitor all refinery processes, including conducting trend

analysis, to ensure that the quality of the aviation fuel produced is always acceptable. In
addition, an effective MoC process shall be employed to assess the effects of proposed changes
to refinery processes (involving hardware/equipment, operating parameters, chemical usage,
novel feedstocks, etc.). Comprehensive records shall be kept to maintain a link between
processing conditions and final product quality. Such records could be of significance to any
investigation of an aircraft incident where fuel quality might be called into question.
6.4.1 Controlling ingress of non-approved materials
To satisfy the specification requirement that aviation fuels consist predominately of

hydrocarbons and approved additives, refineries shall ensure that their manufacturing
facilities and procedures are such that non-hydrocarbon ingress and carry-over is controlled.
These non-hydrocarbon contaminants can be divided into two types:
−− Incidental* materials are chemicals and compositions that can occur in aviation fuels
as a result of refinery production, processing, distribution, or storage. Examples are
refinery process chemicals, FAME (biodiesel), and copper or other metals in soluble
form. In refinery processing (and in multi-product distribution systems), contamination
of aviation fuel with trace levels of incidental materials is unavoidable from a practical
point of view. However, it is essential to design facilities and to adopt practices to
ensure that ingress of incidental material into aviation fuel is minimised as far as
practicable. Jet fuel specifications (e.g. ASTM D1655, DEF STAN 91-091) include
maximum limits for specific incidental materials (e.g. FAME, DRA).
−− Adventitious* materials are solid or liquid contaminants that can be picked up by
aviation fuels during storage and handling (including in refineries), and distribution.
Examples are rust, dirt, free (undissolved) water, salt and microbiological growths.
Other possible sources of particulate contaminants within the refinery include catalyst
fines or clay particles carried over from clay treaters. Unlike incidental materials (see
the previous description), which are homogeneous, adventitious materials such as
dirt, water and rust are heterogeneous, and can be removed from aviation fuels
by appropriate settling and filtration/separation. However, preventing adventitious
material contamination in the first place, by implementing appropriate design and
construction of facilities coupled with good operational and housekeeping practices
in storage and handling, is the primary objective rather than relying on clean-up
further downstream. This is particularly true for microbiological contamination.
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*Incidental (adj.) not essential; liable to happen
*Adventitious (adj.) coming from another source; accidental; casual
Contamination with non-hydrocarbon materials within a refinery may occur through either
mechanical/hardware or chemical routes, as described in 6.4.2 and 6.4.3.
6.4.2 Hardware integrity
Contamination of aviation fuel with incidental or adventitious materials within the refinery
may occur due to deficiencies in the hardware. Examples are:
−− poor housekeeping, including incorrectly fitted tank access chamber covers, worn
seals etc;
−− leakage across heat exchangers due to corrosion;
−− wear debris from pumps;
−− leakage across valves allowing inter-product contamination;
−− undrainable low points in piping leading to contamination with water/rust, and
−− storage and handling facilities and materials of construction that do not comply with
section 9.
Refineries shall have a maintenance and/or monitoring programme in place to ensure

hardware integrity so that such contamination does not occur.
When changes in refinery hardware/piping are being contemplated, a pre-construction

review should be carried out to ensure that unsuitable materials (e.g. copper and zinc) are
not used in locations where contact with aviation fuel is likely.
6.4.3 Refinery chemicals
Refinery processing chemicals used in various refinery operations have not been assessed
for harm to aviation hardware and operations. Therefore, facilities and procedures shall be
in place to ensure that they do not pass through into the finished product. Some generic
examples are shown in Table 5.
Table 5: Generic examples of refinery chemicals
Crude: flow/pour point improvers, desalter chemicals, etc.
Process: corrosion inhibitor and chemicals injected to protect process equipment and
piping (amine-based chemicals), chemical scavengers, antifoam, antifoulants, and
demulsifiers etc.
Leak tracers: radioactive and non-radioactive tracer chemicals
Additives and chemicals in aqueous systems: (deionised water/boiler feed water), caustic
treaters, etc, which may migrate into the fuel.
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For currently used additives the probability of breakthrough into the finished aviation
fuel, and the consequence or impact of the chemicals on fuel fitness-for-purpose should
have been risk assessed and control/mitigation procedures established (e.g. filming amine
corrosion inhibitors could impact water separation rating, water coalescence, conductivity
additive response).
If chemicals, or their concentrations are changed, an MoC (see section 3) shall be carried
out using the appropriate questions from 3.6 to risk assess if the change is likely to result in
the additive entering the jet product stream or be removed by the refinery processes, and
whether it will be modified by these processes. Based upon this assessment the necessary
control and mitigation procedures can be established.
6.4.4 Process controls
Experience has shown that aircraft fuel-related problems may sometimes be traced back
to refinery processing practices. Table 6 shows examples of the jet fuel properties that can
under unusual circumstances be compromised by different refinery processes. Table 7 shows
examples of poor alkylation process controls and their effects on avgas properties.
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Table 6: Impact of refinery processes on fuel properties
Refinery process Sensitive fuel Likely causes Aircraft level risk

properties
Straight-run Mercaptan sulfur, Crude selection Degradation of
(untreated) acidity, thermal materials
stability, odour, colour
Water separation Impurities, additives/ Increased
properties, chemicals in aqueous microbiological
conductivity response systems activity, icing
Salt content Carry-over from salt dryer Fuel system
due to improper operation equipment failure
or maintenance (see
Annex G)
Hydrotreatment/ Corrosivity (H2S) Insufficient steam Corrosion of fuel
hydrocracking Peroxidation stripping system equipment
Thermal stability Insufficient or
Colour misapplied antioxidant
Insufficient
hydrotreatment of cracked
components
Change of catalyst
Wet treatments Acid/base number Insufficient water wash Corrosion of fuel
−− Caustic wash (caustic carry-over) and lack of acceptable system equipment,
(including use of monitoring of caustic water separation,
sweetening unit settler drum icing
without reactor Water separation Impurities, surfactant Increased
step) properties, colour, formation microbiological
−− Merox™ and conductivity response activity, icing
similar sweetening Deficiencies in caustic
units quality
−− Sulfuric acid Insufficient water wash
and lack of acceptable
monitoring of caustic
settler drum
Spent clay treaters (see
Annex H)
Salt content Carry-over from salt dryer Fuel system
due to improper operation equipment failure
or maintenance (see
Annex G)
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Table 7: Impact of alkylation processes on fuel properties
Refinery process Sensitive fuel Likely causes Aircraft level risk

properties
Wet treatments Corrosivity Insufficient acid Corrosion of fuel
neutralisation system equipment
Sulfuric acid – Wet Salt content Aqueous carry-over Fuel system
treatments from de-isobutaniser equipment failure
column
6.4.4.1 Hydroprocessing
Hydroprocessing is a general term used to describe processes where the combination of a
catalyst and high pressure hydrogen is used to remove non-hydrocarbon species (principally
sulfur and nitrogen) from jet fuel process streams and to saturate olefins. Specific processes
in this category are hydrotreating, hydrofining and hydrocracking.
Figure 4: Generic schematic of hydroprocessor
The thermal oxidative stability of jet fuel may degrade in distribution if reactive components
(such as cracked stocks) have been insufficiently hydrotreated. Accordingly, cracked blending
components should be qualified for inclusion in jet fuel (see 6.3) and controlled with defined
operating envelopes and quality monitoring.
Severe hydrotreating may reduce the lubricity of jet fuel and this may result in excessive wear
in aircraft fuel pumps and controls. Severely hydroprocessed components are defined in the
DEF STAN 91-091 specification, as those petroleum-derived hydrocarbons that have been
subjected to a hydrogen partial pressure of greater than 7 000 kPa (70 bar or 1 015 psi)
during manufacture. Although the fuel specifications permit the use of lubricity improving
additive (LIA) to remediate low lubricity resulting from severe hydotreatment, this approach is
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not preferred because LIAs, being surface active chemicals, are easily lost from the fuel during
downstream distribution. The preferred method for remediation is to back blend straight-run
kerosene, which will contain naturally occurring species that impart lubricity to the fuel. The
BOCLE test (ASTM D5001) can be used to monitor jet fuel lubricity.
6.4.4.2 Wet treatment

Wet treatments include 'sweetening' processes or simple 'washes' to remove impurities from
straight-run process streams and neutralise acidity. Sweetening processes employ a catalyst
suspended in a caustic solution in a reactor vessel to convert mercaptans (which are the
source of bad odour and corrosivity in the fuel) into disulphides. If the feedstock does not
require sweetening, the processing unit may be operated without the reactor stage as a
simple caustic wash.
Widely used sweetening processes include the caustic based Merox™ (Mercaptan Oxidation)
process and the MerrichemTM sweetening process, which have a long history of producing
satisfactory quality jet fuel. Treated kerosene where caustic is replaced by ammonia has led
to problems during subsequent aviation fuel transportation and is therefore no longer widely
used due to the risk of ammonia carry-over into the finished product.
Figure 5: Generic schematic of wet treatment process
The wet treatment unit and its ancillary components (e.g. caustic addition to reactor, salt dryer,
clay treater) should be managed and operated in accordance with specific instructions of the
unit designer/manufacturer. Deviations from the recommended unit operating parameters
shall be assessed by an MoC as they may lead to product quality problems.
6.4.4.3 Caustic management

For refineries using sweetening units or simple caustic wash, caustic addition to the reactor
is defined by the manufacturer's process instruction/unit operating licence to prevent
carry-over of the caustic beyond the settling stage, even where there is a water wash step
directly downstream. The degree of recycling of used caustic should be controlled, and
the equipment involved operated and maintained according to the manufacturer's/unit
operation and maintenance manual. Monitoring caustic carry-over by checking pH of salt
drier drain water helps optimise salt drier efficiency and downstream clay treater operation.
(See Annexes G and H.)
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6.4.4.4 Salt dryer management

Refineries with processes involving a salt dryer step are at risk of delivering fuel containing
dissolved salt in water (which may precipitate out as particulate contamination, or degrade the
performance of downstream filtration) unless they are managed effectively. There have also
been well-documented examples of salt carry-over onto aircraft with serious consequences for
aircraft fuel system performance (refer to International Air Transport Association Guidelines
for sodium chloride contamination troubleshooting and decontamination of airframe and
engine fuel systems). There is currently no requirement in the jet fuel specifications to test for
salt; however, refineries shall have systems in place, e.g. monitoring of salt dryer operation,
periodic testing of fuel samples, etc. to ensure that salt content does not exceed an internally
defined limit. A suitable test method is ASTM D7959 Standard test method for chloride
content determination (see Annex G). Refineries shall ensure that only salt types and grain
sizes that are recommended by the unit manufacturer are used. For further information see
ASTM D1655 Appendix X 1.12.6
6.4.4.5 Clay treater management

Clay treaters are commonly used to remove low levels of surfactant materials that might
stabilise water emulsions and/or disarm coalescers in the distribution and supply system. Active
clay also removes thermally unstable hetero-compounds such as pyridines and quinolines
and may improve Saybolt colour. Although polar materials prefer to adsorb onto clay, they
may be released by the presence of materials having greater polarity. Proper function of
a clay bed requires dry fuel and therefore clay treaters are often preceded by salt dryers
and/or coalescers. Performance is primarily monitored by measuring the water separation
characteristic rating upstream and downstream of the clay treater. The water separation
characteristic rating should be higher downstream unless the value is about 98 or higher for
the upstream value, where it is acceptable for the upstream and downstream values to be
the same. Interfacial tension (IFT) monitoring may also be considered. For further information
see Annex H. Refineries shall only use clay types recommended by the unit manufacturer.
6.4.4.6 Alkylation
Alkylation is a process that reacts butylenes and propylene with iso-butane, in the presence of
an acid catalyst to form high octane iso-paraffins, principally iso-octane. Either hydrofluoric
acid (HF) or sulfuric acid (H2SO4) is used as the catalyst.
Alkylate quality and yields are affected by reaction temperature, acid strength,
iso-butane concentration and olefin space velocity.
−− Increasing reaction temperature decreases octane quality to about three numbers.
(With HF units, it is about 1 RON per 10 °F temperature increase). Sulfuric acid
alkylation is more sensitive to reaction temperature change.
−− Higher acid strength and lower water content provide the best quality and higher
yield, raising octane by one to two numbers. For HF units, product quality is maximised
at 88-90 % HF and 2 % water.
−− High iso-butane/olefin ratios produce higher octane and yield and reduce side
reactions and acid consumption for both HF and H2SO4 processes.
−− Olefin space velocity is the ratio of olefin charged per hour to the volume of acid
in the reactor. It is a measure of reaction time. For H2SO4 alkylation, lowering olefin
space velocity reduces production of high-boiling hydrocarbons, increases octane
number and reduces acid consumption. With HF alkylation, maintaining good
pressure drop through the feed nozzles and reasonable recycle iso-butane purity will
produce similar results.
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Sulfuric acid alkylation
Recycle isobutane
Feedstock Caustic Deisobutanizer
scrubber
Reactor Acid settler
Alkylate
Fresh acid Reject acid

Recycle acid
Hydrofluoric acid alkylation Recycle isobutane

Fresh acid
Reactor Deisobutanizer Propane
Settler
Feedstock
(olefins, isobutane)
Depropanizer
Acid purifier
Alkylate
Acid oils Caustic washer
Figure 6: Generic schematic of hydrofluoric acid and sulfuric acid alkylation units1
6.4.5 Process monitoring
Table 8 provides a list of the laboratory tests that are typically undertaken to monitor the
effectiveness of the refining process. For example, if the amount of sulfur, nitrogen or water
has increased there may be a processing or feed related change that requires attention. If
undetected, this may lead to a product quality issue. Obtaining such baseline information will
make it easier to troubleshoot in the event of a product quality problem.
Where a processing unit is brought into aviation fuel service from a different product, a
documented procedure shall be in place and additional product testing may be required.
It is recommended that these measurements are obtained from samples taken downstream
of the processing units.
1 U.S. Energy Information Administration (February 2013) (https://www.eia.gov/todayinenergy/detail.php?id=9971)
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Table 8: Laboratory data for monitoring of refining processes
Test Typical frequency

Visual appearance check Every day
Water separation characteristic rating/IFT Three times a week
Colour Once a week
Water (Karl Fischer) Once a week
Nitrogen Once a week
Basic nitrogen Once a week
Sulfur Once a week
Mercaptan sulfur Once a week
Thermal stability Once a week
Acidity Once a week
Metals Once a month
Note: During a process upset condition or grade specification failure, testing may
become more frequent. Also, for refineries running variable crude slates or more
challenging crudes, the frequency of testing may need to increase.
6.4.5.1 Troubleshooting
The following are recommended checks based on results obtained from samples taken
downstream of processing units:
a) If water separation characteristic rating is low, check the following:
1. Acidity of the feed versus unit outlet.
2. Colour of the feed.
3. Dryer operation and water content of the feed and product of the clay
treater.
4. Caustic treat ratio.
5. Nitrogen content (including basic nitrogen).
6. Over-additising, specifically SDA where applicable.
b) If the product is failing thermal stability, check the following:
1. Presence of contaminants or organic nitrogen or oxygen, surfactants, etc.
2. Olefins/diolefins.
3. Metals contamination (specifically copper).
Note: Assessment of ppb levels typically required.
4. Changes in upstream processing that would affect items 1–3.
5. Unhydrotreated cracked stocks entering the jet fuel pool (e.g. nitrogen
compounds and some acidic species in distillate fractions from coker units
are notoriously deleterious).
c) If the fuel has poor colour:
−− Normally the colour of jet fuel ranges from water white (colourless) to straw/
pale yellow. Other fuel colours may be the result of crude oil characteristics
or refining processes. If unusual colours are produced at the point of
manufacture, this should be noted on the batch certificate to provide
information to downstream users. Unusual colours such as pink, red, green
or blue, that do not significantly impact the Saybolt colour number, should
also be investigated to determine the cause. Note: The Saybolt colour test
measures depth of colour, not tint.
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−− There is currently no numerical limit for Saybolt colour in jet fuel specifications.
However, some pipeline companies do have their own minimum specification.
Also, users may be inclined to refuse unusually coloured fuel at point of
delivery.
−− Colour may be a useful indicator of fuel quality. Darkening of fuel, a change in
fuel colour, or an unusual colour may be the result of product contamination
or instability. Changes in Saybolt colour from the original RCQ for the batch
would usually be cause for investigation as follows:
Initial Saybolt colour at point of manufacture Significant change
>25 >8
≤25, but ≤15 >5
<15 >3
A particularly dark colour may indicate unstable fuel.
−− Usually colour problems stem from the presence of nitrogen species in the
product. If colour is a problem, check the following:
1. Nitrogen levels.
2. Fresh hydroprocessing catalysts.
3. Some antioxidants when exposed to UV light (quinone formation).
4. Cracked stocks entering the jet fuel pool.
d) If the fuel has high acidity, check the following:
1. acidity of the feed, and
2. caustic treat ratio
6.5 SLOPS PROCESSING OR RECYCLING OF OFF-GRADE MATERIAL
Setting strict rules for slops processing is very difficult because of variations in refinery
configuration and slops composition. Note the volumes of oxygenate-containing biofuels
(ethanol, FAME) are increasing in the system.
Processing refinery or chemical slops, or recycling off-grade fuels that are defined as 'natural
hydrocarbons' may be permitted when producing jet fuel, but shall be initially assessed to
define acceptable parameters. This shall include an MoC with risk assessment that examines
the likely impact on the jet fuel produced, and involves knowing the nature of the slops,
their concentration in the crude and an estimate of how it may affect jet fuel production.
Documentation of the MoC shall be kept. Any future changes shall be subjected to an MoC
process.
Chemical slops could contain heteroatoms (oxygen, nitrogen, metals, etc) that could
affect water-shedding properties and/or thermal stability. Secondly, chemical slops may
not be products derived from 'conventional sources' of hydrocarbons and may contain
unknown elements. Some gasoline components may be high in aromatics, which may cause
discolouration of jet fuel, and are not recommended. In practice, some refiners limit the
proportion of slops to 3 %v on crude to avoid metal poisoning of catalyst systems.
Refineries are also advised to be cautious when processing marketing returns which may
contain trace chemicals and unapproved additives used in marketing operations (e.g. lead,
oxygenates, bio-fuel components, cracked components, silicones, detergent additives).
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6.6 ADDITIVES USED IN AVIATION FUELS
For details of additives used in aviation fuels, refer to section 7.
6.7 DOCUMENTATION
As a minimum, refineries shall maintain the following documentation relating to the

production of aviation fuel (see 9.6.5):
a) Crude acceptance criteria.
b) Process unit controls including change history.
c) Rundown controls (including schedule of testing).
d) MoC and risk assessments including process additive registrations (see section 3).
e) Authorised signatories for refinery processes*.
*An authorised signatory shall be part of a delegated control system as defined by
the refinery manager/operator.
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7 ADDITIVES USED IN AVIATION FUELS
7.1 SCOPE
This section provides guidelines on the use of aviation fuel additives during the refinery
production of aviation fuel batches and, when necessary, subsequent additions in downstream
supply installations. In the event of contradictory guidance, the additive requirements of the
fuel specifications supersede any guidance given within this section. Guidance is given on
the controls and the procedures required to ensure that the correct additive is added at the
required concentration.
This section does not address the usage of process chemicals/additives used during the
manufacture of aviation fuel in a refinery and the attendant risk of carry-over into finished
fuel batches. This important aspect is covered in section 6.
7.2 INTRODUCTION
Chemical additives are typically used in aviation fuels for one of three reasons:
a) To prevent degradation of the fuel itself (e.g. the use of antioxidants to prevent
oxidation).
b) To enhance or restore a particular fuel property (e.g. the use of SDA) to increase
electrical conductivity, metal deactivator additive (MDA) to passivate metals that
degrade thermal oxidative stability performance).
c) To identify different grades of fuel (e.g. dye in avgas).
Some aviation fuel additives are typically added in refineries (e.g. antioxidants), while other
additives may be added in the refinery or further downstream in supply installations (e.g.
SDA). In either case, the same requirements apply.
The use of additives in aviation fuels is carefully controlled and limited because of the potential
for undesirable side effects. Under certain circumstances additives may affect the ability to
maintain fuel cleanliness during shipment and handling, or may adversely impact the aircraft
fuel system and turbine engine operation or maintenance.
Only approved additives of defined composition and amount approved by the airframe and
engine manufacturers, and cited by the relevant fuel specification authority, shall be used.
At the point of addition, the amount of additive added shall be recorded in the appropriate
documentation. Specifications typically define the requirements for additives in the following
manner:
−− Mandatory – shall be present between defined minimum and maximum concentration
or property limits.
−− Optional – may be added up to maximum concentration or property limits.
−− By agreement – may be added only with agreement of the user/purchaser within
specified limits.
The International fuel specifications are very prescriptive on what additives are permitted to
be used and how they are added to the fuel (e.g. see clause 4 of DEF STAN 91-091).
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Refineries, and storage installations that inject aviation fuel additives, shall have a system in
place that ensures that only approved additives are used, and that the correct dosage rates
are adhered to.
The method of addition shall be covered by detailed on-site procedures (this includes ship
tanks). The procedures shall also cover control of the quantity and type of material used,
with timely reconciliation of volume used to confirm addition rate. A system of additive batch
recording shall be in place to allow traceability between the additive batch(es) and the finished
aviation fuel batch. The presence of additive and its concentration shall be considered before
adding additional additive to avoid exceeding the maximum allowable total concentration
defined by the specification.
7.3 TYPES OF ADDITIVE
The latest version of the governing aviation fuel specifications shall always be consulted for
the current approval status of additives and the allowable concentration limits.
7.3.1 Antioxidants
Antioxidants may be added to aviation fuel to prevent peroxidation during storage. Straight-
run fuels do not normally benefit from the addition of antioxidant additive because they
tend to contain naturally occurring antioxidant species. These species are removed from
the fuel during hydroprocessing, leaving the fuel vulnerable to peroxidation. Consequently,
antioxidant additives are mandated in some specifications for addition to hydroprocessed
fuels, synthesised components or to fuels that may experience extended storage.
Where antioxidants are added at the point of manufacture, this shall be after hydro-
processing or synthesising and before or during release from the site. The purpose of
this requirement is to prevent the initiation of the free radical chain reactions which
lead to peroxide formation in the fuel. Later addition of antioxidant, when these chain
reactions may have already started, is of reduced effectiveness.
See the governing specification for the approved antioxidants and allowable concentration
limits.
7.3.2 Static dissipater additive
SDA, also known as antistatic additive or conductivity improver, is used to increase the
electrical conductivity of the fuel, which enables rapid dissipation of electrostatic charge
generated during fuel movement.
The use of SDA is mandatory in some specifications at point of delivery to the aircraft. SDA
may be used by agreement in other aviation fuel specifications.
Historically, it was always recommended that SDA be added in refineries during production.
More recently, problems with excessive conductivity loss (especially on ships with faulty inert
gas (IG) systems) and the need to meet water separation characteristic requirements, have
highlighted the benefit of dosing the additive further downstream (see Annex I). Refineries
may supply product without SDA but the RCQ (when certifying to a specification that
mandates the addition of SDA) shall clearly state that 'product meets requirements of the
specification except for electrical conductivity'.
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Where required, the maximum initial concentration and cumulative maximum concentrations
of SDA are defined in the governing specification.
When adding SDA, facilities should take into account normal depletion of conductivity that
may occur as the product passes through the distribution system from the refinery to the
airport, and the options for adding SDA downstream of the facility. It is recommended that
refineries aim for a conductivity in the range 250 to 300 pS/m (or higher, depending on the
mode and duration of transfer to the airport storage installation) at the point of batching of
the tank and at the delivery temperature of the product at the refinery. The level targeted
should ensure aviation fuel at entry into airport storage is >100 (or >150 pS/m depending on
the layout of the airport, e.g. hydrant or refueller). In circumstances where the fuel reaction
to SDA is unknown, testing a laboratory hand blend may help in determining the SDA dosage
required to achieve the required conductivity.
In certain circumstances, it may be necessary to make further additions of SDA to aviation

fuel at intermediate storage installations. For details on how this is controlled, refer to 7.9,
8.5 and 9.5.1.4. For further information see Annex I.
Conductivity varies with temperature; in cases where there is a significant difference between
the laboratory test temperature and the bulk fuel temperature, the conductivity measurement
taken in situ from the tank shall prevail.
SDA is a surfactant and overdosing may degrade the water separation characteristics of the
aviation fuel. Although at normal dosage rates experience shows that filter/coalescers are
not disarmed, low water separation characteristic values may indicate problems. Guidance
on how to deal with testing water separation characteristic downstream of the point of
manufacture can be found in the latest JIG Bulletin on this subject (see also Annex I).
The surface-active nature of SDA may also clean up distribution systems by dispersing dirt or
rust previously attached to the pipework. In this way high levels of finely dispersed rust may
be produced which may cause filtration problems downstream.
7.3.3 Metal deactivator additive (MDA)
Subject to the constraints of the governing fuel specification, MDA may be added to jet
fuel where there has been a degradation in thermal stability. This may have been caused
by dissolved trace catalytic metals, notably copper. MDA comprises N,N'-disalicylidine-1,2-
propanediamine, a chelating molecule that wraps itself around trace metal atoms in the fuel
and thus shields the fuel from their catalytic propensity.
The use of MDA is optional and experience has shown that a dosage rate of 1,0 mg/L or less
(active ingredient) is usually sufficient to recover thermal stability – successive higher treat
rates can be used as necessary, but shall not exceed the maximum limit set by the governing
specification.
Where the thermal stability fails the specification limit, the location should determine
whether the cause is due to metal contamination by analysing the fuel for trace levels of
copper, cadmium, iron, cobalt and zinc. Where metallic contamination is unproven, i.e. below
10 ppb, it is NOT recommended to use MDA to recover the thermal stability unless a clear
explanation is found for the failure. However, MDA may be used to recover thermal stability
provided that the thermal oxidation test is determined before and after MDA addition and
reported on the test certificate. Prior to MDA addition, a laboratory blend of the fuel with the
proposed level of MDA should be made and a thermal oxidation test carried out to confirm
the effectiveness of this addition.
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Note: Certain specifications place limitations on the number of batches that can be treated
with MDA during a 12-month period per refinery.
7.3.4 Lubricity improver additive (LIA)
The use of LIA, also known as corrosion inhibitor/lubricity improver (CI/LI), is optional in
commercial aviation fuel specifications and mandatory in some military jet fuel specifications
to improve the lubricity of severely hydroprocessed fuel components. However, it may not
be a practical solution to inject LIA in the refinery to correct poor lubricity because the
additive may be depleted from the fuel by adsorption onto tanks and pipeline walls in the
downstream distribution system, or removal by clay treaters, before it reaches the aircraft.
A preferable solution, where necessary, is to improve the lubricity of severely hydroprocessed
fuel by blending in the refinery with other, higher lubricity, components such as MeroxTM
processed or other straight-run kerosene.
Jet fuel lubricity
Aircraft and engine fuel system components and fuel control units rely on the fuel to
lubricate their moving parts. The effectiveness of a jet fuel as a boundary lubricant in
such equipment is referred to as its lubricity. Differences in fuel system component
design and materials result in varying degrees of equipment sensitivity to fuel lubricity.
Similarly, jet fuels vary in their level of lubricity. In-service problems experienced have
ranged in severity from reductions in flow to unexpected mechanical failure leading to
in-flight engine shutdown.
Because of the chemical and physical properties of jet fuel, it is a relatively poor
lubricating material under high temperature and high load conditions. Severe
hydroprocessing removes trace components, resulting in fuels which tend to have lower
lubricity than other fuels, such as straight-run, wet-treated, or mildly hydrogen-treated
fuels. Certain additives, for example CIs, may improve the lubricity and are widely used
in military fuels. They have occasionally been used in civil jet fuel to overcome aircraft
problems but only as a temporary remedy while improvements to the fuel system
components or changes to fuels were achieved. Because of their polar nature, these
additives may have adverse effects on ground-based filtration systems and on fuel/water
separation characteristics. Filter/water separator elements qualified to EI 1581 are more
resistant to the surface active effect of the LIA.
Most modern aircraft fuel system components have been designed to operate on low
lubricity fuel (test method ASTM D5001 (BOCLE) wear scar diameter up to 0,85 mm).
Other aircraft may have fuel system components that are sensitive to fuel lubricity. In
these cases the manufacturer can advise precautionary measures, such as use of an
approved lubricity additive to enhance the lubricity of a particular fuel. Problems are
most likely to occur when aircraft operations are confined to a single refinery
source where fuel is severely hydroprocessed and where there is no commingling
with fuels from other sources, containing a significant amount of non-severely
hydroprocessed fuel, during distribution between refinery and aircraft.
ASTM D5001 (BOCLE) is a test for assessing fuel lubricity and is used for in-service
troubleshooting, lubricity additive evaluation and in the monitoring of low lubricity test
fluid during endurance testing of equipment. However, because the BOCLE may not
accurately model all types of wear which cause in-service problems, other methods may
be developed to better simulate the type of wear most commonly found in the field.
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(For the latest listing of approved LIAs and any conditions on their use, refer to the governing
specification.)
For avgas, lubricity improver additives can be used as CIs to provide protection for avgas
storage facilities and for aircraft fuel system components.
7.3.5 Fuel system icing inhibitor (FSII)
FSII is used to prevent aircraft fuel system blockage by ice formation from water condensed
from fuels. As most commercial aircraft are, with minor exceptions, provided with fuel filter
heaters/fuel-oil heat exchangers, they have no requirement for the anti-icing properties of
this additive, although some operators may use the additive for its biostatic properties.
FSII is mandatory only for some military grades of jet fuel defined by the governing
specifications, and for certain general aviation aircraft. Only FSII approved by the governing
specification shall be used. Where FSII is required, the concentration shall depend upon the
governing specification.
FSII is also approved for use in avgas at the concentration range required by the governing
specification. Anhydrous isopropanol (99 % grade 2-Propanol, isopropyl alcohol, IPA) is also
an approved FSII for avgas. The aircraft manufacturer shall be consulted for the recommended
treat rate for IPA. Use caution when using IPA because it may reduce octane ratings below
minimum specifications. At one volume percent IPA, reduction of 0.5 MON and 3.0-3.5
performance numbers may be observed.
FSII is only sparingly soluble in jet fuel so effective injection facilities are essential to ensure
complete mixing (see 7.9.3.2). Undissolved FSII may damage elastomers, tank coatings and
other materials in aircraft. Good mixing with fuel requires that the additive has low acid and
dissolved water content. FSII is removed from the fuel by free water so fuel storage tanks shall
be drained of water prior to FSII addition and kept free of water thereafter.
If a refinery is required to supply fuel containing FSII, it is recommended that any FSII is
added using an additive injection system during delivery of the fuel into the transportation
system rather than into bulk storage.
Note: FSII shall not be used in fuel where fuel handling systems include EI 1581 Category C
filter/water separator systems. See 7.9.3.2 for more detail.
The concentration of FSII (Di-EGME) in fuel can be determined using ASTM D5006. This
method is suitable for field use.
7.3.6 Biocides
Fuel soluble biocides are intended for strictly controlled use only in aircraft fuel tanks. If
microbiological growth is found in refinery or supply installation storage tanks, the preferred
approach is to steam clean and/or pressure water wash the tank rather than treat it with
biocide (see EI Guidelines for the investigation of the microbiological content of petroleum
fuel and for the implementation of avoidance and remedial strategies). If biocide is used
within a refinery or supply installation to treat infected tanks, any aviation fuel containing
biocide shall be downgraded to non-aviation use.
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Biocides
Biocidal additives are available for use under strictly controlled conditions, usually by
the aircraft operator–they are not to be used for preventative maintenance purposes.
Biocides are used to kill microbiological growth in hydrocarbon fuels. Owing to the time
required for treatment to be effective, biocides are normally used when the aircraft
is left standing filled or partially filled with treated fuel, such as during scheduled
maintenance. The fuel may then be used by the operator in accordance with both
airframe and engine manufacturers' requirements. In most cases, any treatment other
than in the aircraft itself will render the fuel unfit for use and require downgrading or
disposal.
Turbine engine and airframe manufacturers' maintenance manuals give specific details
on approved products and permitted conditions for use. In addition, any restrictions
or prohibitions due to local laws and regulations on the handling and disposal of
biocide-treated fuel and any water bottom need to be understood before biocide use
is considered. If after such consideration, a biocide is used, then its use and disposal
of fuel and water bottoms needs to be in full compliance with all local laws and
regulations and documented.
As noted in 7.3.5, FSII (Di-EGME) has been found to have biostatic effects in some
situations.
7.3.7 Leak detection tracer additive
Tracer A (LDTA-A) is listed in some specifications for addition to aviation fuel to assist in
detecting and locating leaks in ground-based fuel storage, delivery and dispensing systems.
7.3.8 Avgas dyes
Dyes are added to avgas primarily to distinguish different octane grades and as a visual
marker to prevent misfuelling. For example, Table 9 lists the approved dyes for avgas (ASTM
D910). These dyes are mixed to make different colours, i.e. blue and yellow to make green
for Grade 100. The maximum dye concentrations are listed in the governing specification. For
Grades 100VLL and 100LL, the blue dye can be in an additive package consisting of tetraethyl
lead and antioxidant.
Table 9: Avgas dyes
Colour Dye
Blue 1,4-dialkylaminoanthraquinone
Orange Benzene azo-2-naphthol (Color index No. 12055)
Red Alkyl derivatives of azobenzene-4-azo-2-naphthol
p-diethylaminoazobenzene (Color Index No. 11021) or
Yellow
1,3-benzenediol 2,4-bis [(alkylphenyl)azo-]
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7.3.9 Tetraethyl Lead (TEL)
TEL is added to avgas blendstocks during manufacture to raise octane (See 6.3.2).
Due to the toxic nature and flammability of lead alkyl compounds it is important to properly
handle and store TEL. For further information see:
−− Operating instruction manual for storage tank, vacuum equipment, offloading and
batch metering facilities for blending antiknock compound, The Associated Octel
Company Limited, May 1986.
−− Protection of lead antiknock storage tanks, Cruciano, Jr., A., E.I. du Pont de Nemours
& Company, Chemicals and Pigments Department, August 21, 1987.
7.3.9.1 Storage of TEL

Aluminium may react violently with TEL. All materials that may be in contact with TEL shall be
aluminium-free and confirmed by the TEL supplier to be compatible with TEL.
To prevent oxidation of TEL and prevent sludge build-up in the tank from drying, an aqueous
layer of glycerine may be placed over the TEL surface layer. If used, the TEL suppliers
recommendations on the use of glycerine should be followed. If the TEL tank contains
glycerine, the outlet dip pipe shall be designed to break suction when the TEL level is near
the bottom of the tank to avoid drawing off the glycerine layer.
7.3.9.2 Addition of TEL to make leaded avgas

TEL is injected through the bleed stream line. The flow of TEL should be regulated by a mass
flow meter and flow control valves. An alternate method of measuring the amount of TEL
injected is by the use of a scale that measures the weight of TEL added. If adding TEL by
weight, the scale shall be calibrated at least every six months. If adding TEL by mass flow
meter, the meter shall be calibrated at least annually.
7.4 RECEIPT PROCEDURES FOR ADDITIVES
7.4.1 Selection and purchase
As noted previously, only approved additives shall be used. Locations shall have a system
in place that ensures that only approved additives are purchased, received and used. Each
individual purchase order for each consignment shall clearly state the product required and
the specification it shall meet. It is not sufficient merely to state that it is a repeat of a previous
order. It is important to state clearly which product is being ordered as many additives are
known by trade and common names that are sometimes ambiguous.
7.4.2 Supplier's quality documentation
Additives shall be accompanied by the supplier's quality certificate that:

−− Confirms that the additive complies with the relevant additive or fuel specification.
−− Contains test results verifying that the product meets the specification.
−− States batch details, date of testing, shelf life information and is signed.
−− If the additive is supplied in diluted form, the vendor/manufacturer shall provide
directions for calculating dosage. This information shall be placed on the CoA or
additive quality documentation.
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If the quality documents comply with these requirements, no further testing is required to
receive the additive into stock, provided the receipt checks (7.4.3) have been satisfactorily
completed. If the quality documents do not comply with these requirements, the product
shall be quarantined until any discrepancies are resolved and/or the product is tested to
confirm conformance with the relevant specification.
7.4.3 Receipt of additives
For packaged additives, incoming product shall be segregated from other stocks until the
following checks have been satisfactorily completed:
a) The markings on the containers shall be compared and correspond with the information
on the supplier's quality certificate and delivery papers (batch identification and
active ingredient control).
b) Every container shall be examined for damage or possible contamination during
transit. Leaking or damaged containers shall be quarantined.
c) If a container is seen to be leaking it shall not be used for aviation fuel purposes.
d) With a damaged container, an assessment shall be made to determine if the damage
is acceptable (e.g. small dents), or if it is serious enough to require decanting of the
product into a new container.
(Note: Some additives require special containers and unlined steel may not be
suitable, so procedures shall state the type of container to be used for the specific
additive.) If decanting is not practicable, the damaged container should be returned
to the supplier.
e) If markings on containers are damaged and indistinct or illegible, the contents shall
be regarded as suspect and unless the identity can be unambiguously established,
the product shall not be used. Markings still legible but becoming faded or indistinct
shall be re-marked.
For bulk additive deliveries, a spot sample should be obtained from each batch of incoming
additive and retained. This sample can be obtained either from the supplier at the additive's
original shipping or manufacturing location, or by the receiver upon receipt of the additive.
The retained sample shall contain product only from the batch of additive that the subject
shipment originated from. The sample shall be at least 1 quart or litre in volume and should
be retained until the additive is completely distributed or per local policies, whichever is
longer. The additive sample should be tested for appearance and density, as a minimum, with
an acceptable density tolerance established by mutual agreement between the purchaser
and manufacturer of the additive. Additional tests may be added to the receipt protocol, to
further confirm the identity/properties of the received additive.
SDSs shall be supplied by the additive manufacturer.
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7.5 STORAGE PROCEDURES
7.5.1 Storage of additive containers
Additive containers should be stored:

−− in well-ventilated buildings, or
−− if outdoors:
− upright (typically on pallets) under cover;
− with drum top covers, or
− for drums, stacked on their sides with bungs in the horizontal position.
Each additive should be stored in a segregated area to help avoid confusion with other
additives or any other materials. Product should be used in rotation according to batch dates,
using the oldest first.
7.5.2 Additive storage/injection tanks
Tanks and ancillary equipment for the storage of additives shall be designed, constructed
and commissioned in accordance with good engineering practice, and local, national and
international standards as applicable.
Some additives are aggressive to lining materials, seals and some metals, so the materials
used in the construction of the additive tank and injection equipment shall be compatible
and suitable for use with the additive. FSII is particularly aggressive to lining materials and
some metals. In particular, aluminium shall not be used for the storage of FSII (including
where blended with LIA). Stainless steel tanks are recommended for the storage of FSII or
FSII/LIA blends.
The tanks shall be appropriately sized and incorporate a stock measurement system (for
example, an automated gauging system, graduated sight glass or dip stick) and a low point
drain sampling valve and, where required, desiccant drier tubes. FSII is very hygroscopic and
precautions shall be taken to avoid ingress of water into the neat additive storage, e.g. silica
gel driers on tank vents or positive pressure nitrogen blanketing.
7.6 INSPECTION AND CLEANING
7.6.1 Containers
Containers should be inspected for leakages at regular intervals, preferably monthly. Markings
shall be renewed as necessary to maintain clear identity of grade and batch.
7.6.2 Storage/injection tanks
At least once each month, with the exception of TEL, a sample shall be taken into a glass
bottle from the tank low point or upstream of the injection point, to confirm that the sample
is visually clear and bright. The monthly sampling may be extended to a longer period if
supported by a risk assessment based on the facility additive storage and sampling records
demonstrating satisfactory additive quality.
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In place of monthly sampling, if the tank is nitrogen blanketed to prevent diurnal breathing
and external water and contaminant intrusion, samples shall be taken from each delivery
additive batch and at least annually from the storage tank and confirmed to be visually
clear and bright. (See 7.8.2 for specific requirements for FSII). If the sample is not free from
contamination, the system shall be flushed until a satisfactory sample is obtained.
Storage tanks used to store/dispense additives shall be inspected internally every six years and
cleaned if necessary. If internal inspection is impracticable, the tanks shall be cleaned every six
years. In addition, they shall be cleaned immediately if there is evidence of accumulation of
sediment as disclosed by bottom samples or by the need to clean strainers frequently. Details
of inspection and cleaning shall be recorded.
7.7 ADDITIVE SHELF LIFE
Shelf life only applies to originally packed containers under normal storage conditions.
The shelf life depends on the additive type. The supplier's recommendations shall be followed.
Where original containers are opened and/or decanted into storage/injection tanks, the
potential for degradation and contamination of the additives shall be minimised.
This may be achieved, for example, by:

−− Appropriate vessel sizing, (additive batch size in relation to throughput).
−− Dedicated transfer systems.
−− Storage conditions (exposure to sunlight, humidity).
−− Routine sampling and assessment should be carried out to confirm that there is
no degradation or contamination of the product in storage. If any evidence of
contamination is found, the contaminated additive shall be discarded, contaminated
parts of the injection system cleaned, and the system resupplied with uncontaminated
additive.
7.8 PERIODIC TESTING
Only FSII requires periodic testing to detect any deterioration in quality. The testing

requirements depend on how the FSII has been stored, in accordance with 7.8.1 and 7.8.2.
SDA, LIA and MDA are sufficiently stable not to require periodic testing, but have shelf lives
defined by the manufacturer.
7.8.1 Sealed containers
FSII, when stored in its original sealed containers, can be expected to retain its quality for a
period of at least 12 months in temperate climates and not less than six months in tropical
climates, and does not need to undergo periodic testing. However, specific manufacturers'
shelf life and storage instructions shall be followed.
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7.8.2 Storage/injection tanks
All storage/injection tanks containing FSII shall be sampled every 12 months and the samples
subjected to periodic testing. Where the stock has been held static, i.e. stock to which no
replenishments have been made and irrespective of whether or not any withdrawals have
been made, a sample shall be taken every six months and tested. A sample shall also be taken
and tested from an additive tank in which less than half of the product has been replaced
during the six-month period. As a minimum the testing in Table 10 is required.
Table 10: Minimum requirements for testing of FSII in storage tanks
Test method Limit

Total acidity, mg KOH/g D1613 Max 0,09
IP 139 (note)
Relative density, 20 °C/20 °C D891 or D4052 1,020-1,025
or density at 15 °C, kg/L IP 189 1,024-1,028
Water Content, mass % D1364, IP 356 Max 0,10
Note: Weight of sample 50 g, and concentration of KOH 0,05 molar
7.9 ADDITIVE DOSING
7.9.1 General
Additive dosing is difficult because:

−− The additives are more dense and viscous than fuels.
−− Small amounts of additive require blending homogeneously into large volumes of fuel.
−− It is not easy to confirm some additive concentrations and homogeneity in the treated
fuel.
−− Conductivity is proportionally affected by fuel temperature; the SDA injection rate
may need to be adjusted to compensate for this.
−− To prevent possible chemical reactions among the concentrated forms of different
additives, premixing is only acceptable in limited circumstances.
Consequently, the procedures should cover:

−− ensuring the correct additive is used;
−− ensuring the correct dosage is applied (including a reconciliation procedure);
−− ensuring the additive is added in the appropriate manner (see 7.9.3), and
−− establishing a system of batch recording that allows traceability of additive batches
in the finished fuel batches.
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7.9.2 Dosage rate
Regardless of additive type or the reason for its addition (whether to achieve a certain
performance or to meet a specific requirement of a customer), the amount added shall never
be outside of the limits of the relevant specification.
Some additives are viscous and may be supplied pre-diluted in a solvent to facilitate handling.
Others may require pre-dilution by the user to facilitate addition; in this case it shall be verified
that the additive and diluent are thoroughly mixed. The diluent used shall be hydrocarbon and
comply with the requirements of the relevant fuel specification. The additive supplier should
be consulted for a suitable diluent. In both cases, it is essential that the dosage of diluted
additive provides the correct amount of active ingredient. This aspect shall be included in
written procedures to prevent misunderstanding or confusion over how much is to be added.
To verify that additive dosing is correct (see 7.2), the quantity of additive(s) used shall be
compared with the quantity of fuel dosed. Issues to consider include:
−− inclusion of tank heel in calculations;
−− line fill volume where additive dilution tank has common inlet/outlet line;
−− correct conversion between volume and mass;
−− frequency being timely enough to correct any dosing errors on site before product
is released, and
−− regular monitoring/auditing of the process by management.
The amount(s) of additive(s) by type(s), including NIL additions, shall be recorded on the
RCQ. For downstream additions, additive dosages shall be reported on the batch quality
certificates and/or RCs.
7.9.3 Method of addition
Addition of aviation fuel additives should be via dedicated in-line injection systems comprising
additive supply tank and proportioning additive injector. This method provides accurate
dosing level and effective mixing compared with other, manual, methods.
The system shall be designed to confirm that the additive dose rate is within acceptable
limits prior to release of every batch. Injection systems which are designed to automatically
dispense the additive at the desired dosage should be designed to either automatically shut
down or give an alarm if additive concentration is outside allowed limits. The systems inject
the additive before it goes into tankage or, for SDA, LIA or FSII when added during loading,
after all filtration vessels in the loading line. Specialist suppliers are available to design and
construct such systems.
The simplest and most effective method to control the amount of additive added and to
obtain a homogeneous blend in the fuel is injection into a flowing stream of fuel using:
−− a flow-controlled pump with variable stroke/displacement, and
−− a meter to measure the amount of additive injected.
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7.9.3.1 Additive injection – General

After initial commissioning, the injection equipment shall be tested at regular intervals
(typically every six months) to verify the correct dosage is being delivered. On completion
of commissioning/maintenance/verification, any change to the injection rate shall be
controlled and documented. This control of dosage may be achieved by sealing/locking of
the adjustment control.
Note: Electrical conductivity is sensitive to temperature variations and adjustments to the

controls may be required more frequently when injecting SDA.
Controls/procedures shall be used to ensure the additive tank always contains sufficient
additive.
7.9.3.2 Additive injection – FSII-specific

Owing to its limited solubility in aviation fuel, FSII addition shall be by in-line injection.
FSII impairs the effective removal of free water from fuel using conventional water removal
technology such as filter/water separators. If FSII is injected into the fuel at any point upstream
of delivery into aircraft, the filter used shall be a filter/water separator type specifically
qualified for this duty (Category M or M100).
Note: The addition of FSII may reduce the fuel conductivity.
7.9.3.3 Other methods of addition

If additive addition is not a regular requirement and in-line injection is not possible, other
methods are acceptable but they shall only be used:
−− for SDA and MDA additions;
−− provided mixing is good enough to give a homogeneous blend, and
−− provided satisfactory mixing is confirmed.
One of the methods a) to g) shall be used for SDA and MDA additions when continuous
in-line injection is not possible:
a) Add additive preferably as a number of incremental doses during the receipt period
on the receipt line or while carrying out a tank-to-tank transfer.
b) Add the additive via the return line of the quick flush draining vessel while the
product is being received.
c) Add to the receipt tank before receiving fuel. Circulation may be required to obtain
a homogeneous blend.
d) If fuel in a storage tank needs to be treated and the only option is by pouring the
pre-diluted additive through the top of the tank, extended circulation or mixing will
be required to obtain a homogeneous blend.
e) If fuel in a ship's tank needs to be treated during loading, and the only option is by
pouring the pre-diluted additive through the top of the tank, this should be after the
first foot (i.e. product depth of at least 300 mm) of the tank has been loaded.
f) For fuel receipts from ships and rail tank cars, add directly to ship/rail tank car
compartments before discharge so that turbulence during discharge completes the
mixing.
g) Where it is found to be necessary to add SDA to individual compartments of
coastal/inland waterway vessels/barges and/or bridger/rail tank cars, special attention
shall be paid to the amount, as the volume of SDA to be added is small and
there is an increased risk of overdosing. Pre-diluted SDA should be added to the
compartment prior to loading of the fuel.
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Confirm mixing is satisfactory:

−− for SDA additions, by measuring fuel conductivity at upper/middle/lower levels in
tank, or from a representative sample taken from a road tank or rail tank car after
loading.
−− for MDA additions, by carrying out a jet fuel thermal oxidation test on sufficient
samples (e.g. upper, middle and lower spot samples, or whichever is likely to have
the lowest concentration of MDA).
Consideration should be given to the need to pre-dilute the required amount of additive with
fuel to facilitate mixing.
7.10 FUEL CONTAINING ADDITIVE(S)
7.10.1 Test methods for measuring additive content in fuels
7.10.1.1 SDA
The concentration of SDA in fuel can be measured in the laboratory. Refer to the governing
aviation fuel specification for details of the applicable method and its scope. Because there is
no field test method to measure SDA concentration, a system for tracking all SDA addition to
a batch of fuel shall be implemented to ensure specification compliance.
7.10.1.2 FSII
The concentration of FSII in aviation fuel can be determined by extracting the Di-EGME with
water and measuring the refractive index of the water extract (ASTM D5006). The method is
suitable for use as a field test for checking that injection equipment is operating satisfactorily.
Details of equipment suppliers are given in the test method.
7.10.1.3 LIA
Standard test methods are not available for measuring the concentration of these additives
in fuel.
7.10.1.4 MDA
Standard test methods are not available for measuring the concentration of this additive in fuel.
7.10.1.5 Antioxidant
Standard test methods are not available for measuring the concentration of this additive in
fuel.
Since it is not easy, or always possible, to monitor additive dosage rates by measuring additive
content in the fuel, it is essential that dosages are verified by reconciliation of quantities of
additive used with quantities of fuel dosed, ensuring correct correlations with density and
temperature at time of addition, where addition is measured by mass.
7.10.2 Segregation and grade marking of fuel containing FSII
Fuel containing FSII shall be treated as a different grade, requiring the usual dedication and
segregation from all other fuel grades. (Fuel containing LIA, SDA or MDA does not normally
need to be dedicated/segregated.)
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There is no generally agreed-upon grade name or marking for commercial fuel containing
FSII. The grade marking needs to be unambiguous and simple. Unless there is a local or
national convention, the grade marking for the fuel without additive should be used together
with the abbreviated name of the additive. Jet A-1 to which FSII has been added would be
designated 'Jet A-1/FSII'.
7.11 RECORDS
Records shall be maintained so that all aspects of additive addition can be checked, including
confirmation that the correct additive was added in the required amount (including blend
and reconciliation records), traceability to a particular container of additive (including additive
CoAs) and any calibration of injection pumps. Records should be retained for a minimum of
seven years.
For additions at manufacturing locations, the amount(s) added shall be recorded on the
RCQ. For additive dosing when rebatching at supply installations, the amount(s) added shall
be recorded on the RT Certificate and CoA as appropriate. When additive is injected as
fuel is dispatched from an installation, the amount added shall be recorded on the transfer
documentation to maintain traceability (e.g. RC). At each point where additive is added, the
documentation shall clearly indicate the amounts previously added, where this information is
available, along with the new additions.
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8 RECEIPT, BATCHING, CERTIFICATION AND RELEASE
8.1 GENERAL
8.1.1 Batch
The principle of an identifiable batch and creation of defined batches is a requirement of the
international aviation fuel specifications; see, for example, clause 5.1 in DEF STAN 91-091.
A batch of fuel is defined as a distinct quantity of aviation fuel that can be characterised by
one set of test results.
Refineries shall ensure batches are homogenous so that test results are representative of
the product supplied. Homogenous is defined as the density not varying by more than
3,0 kg/m³ (0.7 API gravity where this is used for system control) across the batch. This is
usually assessed by comparing the densities of upper, middle and lower samples. If any two
samples differ by more than 3,0 kg/m³ (0.7 API gravity where this is used for system control)
then the tank is not homogeneous. Special care shall be taken to ensure homogeneity of
synthetic fuel blends particularly where the component densities are significantly different.
For storage installations, it is preferred that a batch is homogenous; when tank contents are
not homogenous see 8.4.3.3 and 8.4.3.4.
Homogeneous batches of the finished product shall be tested against the requirements of
the specification. Results shall be reported on the appropriate certificates (RCQ, CoA, RT
Certificate). It is not acceptable to average on-line analysis results or use other statistical
results in the reporting.
8.1.2 Point of manufacture
Depending on refinery configuration, product may be blended directly from the production
units into a batch tank, transferred from a rundown tank or imported. In any case, once the
batch tank is filled, the product shall be segregated and a minimum period of 30 minutes
allowed before sampling and testing (see section 4). For point of manufacture of synthetic
blends see 11.3.
8.1.3 Storage installations
Storage installations receive aviation fuel via diverse supply routes that may be dedicated or
non-dedicated. Detailed receipt procedures are outlined in 8.3. As for refineries and other
points of manufacture, once the batch tank is filled, the product shall be segregated and a
minimum period of 30 minutes allowed before sampling and testing (see section 4).
8.2 REFINERY IMPORT OR RECEIPT
Ultimately, when a refinery/manufacturer certifies a batch of fuel as meeting the specification,

it is taking responsibility for the composition of the batch (and subsequent batching that
relies on the RCQ). This is particularly significant when a refinery has imported aviation fuel
or blending components.
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Generally these imports are received from marine vessels, in which case the relevant unloading
procedures (see 8.3.5) apply.
When this operation is not fully documented, risk assessed and up-to-date, an MoC procedure
shall be followed, and particular attention shall be given to the selection of the discharge
line and connection to the aviation fuel batching tanks. Aviation fuel should be unloaded
via a dedicated pipeline; however, if this is not possible then robust operational procedures
shall be implemented in order to manage effectively any risk to aviation fuel quality. These
operational procedures should provide clear instructions regarding interface management
and product sequencing.
Each receipt of aviation fuel shall be accompanied by the necessary documentation whose
conformance shall be verified before receipt. This documentation shall include an RCQ or
CoA and/or an RT Certificate, and an RC.
The refinery shall ensure that the aviation fuel to be imported meets the requirements of the
relevant aviation fuel specification with particular attention paid to material composition and
additive content.
There are two possible scenarios for the storage of aviation fuel import batches, requiring
different batching and certification procedures:
1. The import batch is mixed in tank with another certified aviation fuel batch or batches.
2. The import batch is mixed in tank with an uncertified refinery batch (rundown batch).
Scenario 1:
If product is received via a non-dedicated vessel or a non-segregated system, it shall either
be subjected to recertification testing, or subjected to full CoA testing. In both cases a new
batch number will be required. It is not acceptable for an RCQ to be issued because the
refinery is acting simply as a storage installation in this situation.
Scenario 2:
A RCQ shall be issued. The information relating to additive concentration, hydroprocessed
content and synthetic components (if present) shall be available on the original RCQs/CoAs
(if compliant with DEF STAN 91-091) and this shall be referenced on the RCQ.
8.3 RECEIPT PROCEDURES
8.3.1 Documentation
8.3.1.1 Any transfer of product to and from storage installations shall be supported by an RC (see
Annex B.5, B.6 or B.7).
8.3.1.2 Each receipt of aviation fuel shall be accompanied by an RCQ or CoA or RT Certificate
(whichever is applicable), covering the batch showing the fuel grade and confirming that
it meets the relevant specification. For receipts ex-fungible pipelines, see this section. Batch
number, density and other relevant information may be communicated electronically in
advance of the documentation.
All accompanying documentation shall be maintained together with batch number, quantity
and receiving tank(s), and the results of all tests carried out.
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For fungible pipeline systems (i.e. pipeline systems with multiple input and delivery points
where fuel to the same specification is interchangeable) it may not be possible, for each
batch delivered ex-pipeline, to provide a CoA which identifies the originating refinery.
However, even in this situation, the pipeline operator shall have original RCQs or CoAs or
RT Certificates together with volume data for all batches entering the system so that the
authenticity of all product can be assured. Whilst in the fungible pipeline system the fuel may
be delivered into and out of pipeline breakout/staging tankage – see Annex N.
8.3.2 Receipt – general
8.3.2.1 At storage installations supplied by a non-dedicated system and handling only aviation fuels,
jet fuel and avgas shall be received via dedicated and separated lines. When these installations
supply aviation fuels direct to airport service tanks or into a dedicated transportation system
where subsequently only Control Checks are performed downstream, there shall be positive
segregation between tested and untested fuels of the same grade.
8.3.2.2 At storage installations handling multiple products, aviation fuels should be received via
dedicated lines. Where this is not possible, aviation fuels shall only be received via positively
segregated, white oil cargo lines. Jet fuel should be received via lines reserved for middle
distillates (kerosene, gasoil, automotive diesel). Avgas should be received via lines reserved
for light distillates (gasoline, special solvents, etc). At the manifold there shall be positive
segregation between the multi-product receipt line and the aviation fuel tank inlet line. The
system shall be designed to facilitate the detection and management of interfaces and prevent
contamination of the aviation fuel. Procedures shall be established to manage interfaces.
There shall be positive segregation between tested and untested fuels of the same grade
at installations supplying aviation fuels direct to airport service tanks or into a dedicated
transportation system where subsequently only Control Checks are performed downstream.
8.3.2.3 Wherever possible, product-to-product pumping should be adopted. If lines handling aviation
fuels have to be left full of water, it should be fresh or potable water. If other means are used
to separate products (e.g. poly-pigs) they shall be risk assessed to determine any mitigation
steps and/or testing required.
8.3.2.4 When receiving multi-product cargoes the discharge sequence should be arranged to
minimise the effects of interface contamination of the aviation grades. Leading and trailing
product interfaces shall be diverted into non-aviation storage or slop tanks.
8.3.2.5 One or more tanks shall be segregated for receipt of product. Tanks should be checked
for water, and any water removed before receipt begins. More than one vessel may be
discharged into the same tank.
8.3.2.6 Prior to product receipt, the outlet valves/lines shall be closed, sealed or locked either physically
on site or remotely via a control system to ensure unreleased product is not inadvertently
delivered from the tank during receipt.
8.3.2.7 Stock management is an important part of quality control when receiving aviation fuels.
Differences between delivered and received volumes at standard temperature shall be
investigated carefully as they may indicate that contamination or adulteration/theft has
occurred.
8.3.2.8 In the case of fungible pipeline breakout/staging tankage requirements for receipt of fuel,
including sampling and testing, are given in Annex N.
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8.3.3 Receipt from single grade and multi-product pipeline
8.3.3.1 Before receipt starts, from either a single grade or multi-product pipeline, it shall be verified
that all valves are set correctly and that the pumping sequence, timing, quantities and relevant
densities are known. It shall be verified that all designated low points have been drained.
8.3.3.2 During the pumping of the product, either automatic or continuous line monitoring systems
that include calibrated densitometers and turbidity analysers (or equivalent) shall be deployed,
or alternatively samples shall be drawn as close as possible to the custody transfer point
(CTP), approximately one minute after liquid starts to flow, approximately half way through
the pumping period, approximately five minutes before pumping is due to be completed,
and at any change of batch. Each of the samples shall be subjected to a Control Check (and
conductivity if SDA has been added to the fuel upstream of this point). Results from the
Control Check shall be documented.
8.3.3.3 If large amounts of water or solid contaminants, or abnormal density (see 4.5.8.2) are noted
the parcel shall be quarantined and action taken to address the root cause.
8.3.3.4 When the pump-over is complete, it shall be checked that the correct quantity has been
received. Inlet lines and valves of the relevant storage tanks shall be closed and sealed or
locked either physically on site or remotely via a control system.
8.3.4 Receipt from multi-product pipeline – additional requirements and

recommendations
8.3.4.1 The most important quality protection measure in multi-product pipeline movements is the
method of handling product interface cuts. Care should be taken to ensure that the leading
and trailing interfaces between the products handled in the pipeline are directed into non-
aviation storage.
8.3.4.2 In the case of jet fuels, where there is a possibility of contamination with gasoline, flash point
may need to be measured on initial samples taken after the interface cut to manage this risk.
8.3.4.3 Pipeline DRAs may be present in non-aviation products and it is essential that strict controls
are in place to avoid any contamination of jet fuel with DRAs. The injection of DRA into other
products preceding a jet fuel parcel shall be stopped sufficiently in advance of the jet fuel
interface to avoid any possibility of the jet fuel picking up even traces of DRA. Where DRA is
used in pipelines that cotransport jet fuel, a risk assessment shall be undertaken to determine
whether the use of ASTM D7872 is necessary on an ongoing basis.
8.3.4.4 Certain product additives are known to be harmful to aviation fuels because of their surface-
active properties. When products containing these additives precede aviation fuel pipeline
consignments, there is a danger that the resultant pick-up may lead to quality problems.
Where harmful additives are known to be included in products intended for transportation
within multi-product pipelines carrying aviation products, the carrier company should be
requested to exclude the additives from the product entering the pipeline and injection should
take place after the break-out points. For further information see EI 1535 Minimum criteria
to determine acceptability of additives for use in multi-product pipelines co-transporting jet
fuel.
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8.3.4.5 When the pump-over is complete, it shall be verified that the correct quantity has been
received. Inlet lines and valves of the relevant storage tanks shall be closed, sealed or locked
either physically on site or remotely via a control system.
8.3.5 Receipt from ocean tanker or coastal/inland waterway vessel
A dedicated vessel is one which transports exclusively one grade of product in all cargo
compartments and which has transported the same grade during the previous two journeys
(refer to EI HM 50. Guidelines for the cleaning of tanks and lines for marine tank vessels
carrying petroleum and refined products for more detailed guidance). A vessel that uses
cargo tanks for ballast on return journeys, irrespective of the previous cargo carried, shall be
treated as a non-dedicated delivery system.
Ocean tankers (vessels greater than 20 000 tonnes deadweight) shall not be considered
dedicated under any circumstances due to the complex nature of their compartments and
piping arrangements. Aviation fuels should, whenever possible, be delivered to storage by
dedicated vessels and be discharged through completely grade-segregated systems.
Note: Ships under 20 000 tonnes are not necessarily dedicated.
8.3.5.1 Procedures before discharge

a) The vessel's papers shall be checked to ensure that all documents are readily available.
Documents to be checked are:
1. RC;
2. RCQ, CoA and/or RT Certificate (whichever is applicable);
3. bill of lading (BoL);
4. ullage report;
5. laboratory test results on the ship's loaded samples where conducted
(see 10.1.5), which may be transmitted to the receipt location by fax or
email;
6. for any marine bulk transport, inspector's (surveyor's) report from load port,
including previous cargo and cleaning procedures;
7. inventory of samples, and
8. loading plan (if available).
b) A check should be made to ascertain that all of the deck cargo accesses of the vessel
are closed and secured.
c) If the ullage in any compartment differs greatly from the loading figures shown on
the ullage report (e.g. more than ± 0,3 %), the ship's Master should be consulted.
If no satisfactory explanation is obtained, the suspect compartment should not
be discharged and the supplying company should be advised. Fuel in the suspect
compartment may be unloaded only if the results of an RT carried out on a
representative sample from the compartment are satisfactory.
d) All vessel cargo tanks shall be checked for the presence of water either using a
suitable water-finding paste, or electronic means. If significant levels of water are
observed the ship's Master and the supplying company concerned shall be advised
promptly. Contingency plans, agreed with supplying companies, should be available
to deal with this situation. These should include discharge plans to minimise the
amount of water contamination and, if possible, requesting the vessel to strip the
bottom from each compartment.
e) A minimum 500 mL (0,5 USQ) representative all-level, running or composite sample
shall be taken from each compartment and checked according to the Control Check.
Note: This may require the use of modified equipment in closed systems.
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If satisfactory results are obtained and the corrected density at 15 °C is within

3,0 kg/m3 (0.7 API gravity where this is used for system control) of the results reported
on the RC, product can be accepted. For dedicated inland waterway vessels it is
permissible to combine up to three compartments for density determination.
Note: Additional testing/analysis including flash point, distillation, Saybolt colour may
be undertaken depending on assessment of potential cross-contamination on board
non-dedicated vessels. Therefore these samples should be retained until the received
product quality is confirmed.
The conductivity of these samples should also be checked so that, if necessary, SDA
may be added during discharge in a manner that ensures adequate mixing with
the product (see 7.9.3) and that does not exceed the cumulative fuel specification
dosage limit.
If the results of the Control Check are not satisfactory, the supplying company
concerned shall be advised, a letter of protest shall be served on the ship's Master, and
the vessel shall not be discharged unless and until agreed by the receiving location.
Contingency plans, agreed with the supplying companies, should be available to deal
with this situation.
f) Establish with the responsible ship's officer the sequence of off-loading different
products, pumping procedures, etc, taking account of the following product quality
requirements:
– avoiding contaminating aviation fuels with other products, and
– avoiding contaminating aviation fuels with water.
g) Additional testing of samples drawn during the discharge of multi-product cargoes
may be performed to ensure that no cross-contamination has occurred. The
simultaneous discharge of aviation fuel and a tank of a different product shall only
occur if the ship's cargo tanks and lines, discharge manifold and shore-lines enable a
minimum of two-valve segregation, or double block and bleed valve, twin seal valve,
or blind.
8.3.5.2 Procedures during discharge

During discharge of the product, samples shall be drawn from the receipt pipeline at a point
as close to the ship as possible for a Control Check. For dedicated vessels, line samples
shall be drawn approximately five minutes after starting and immediately before the end
of discharge. For receipt from non-dedicated vessels, samples shall also be taken during
discharge, at intervals determined by risk assessment. Additional testing of samples drawn
during the discharge of multi-product cargoes may be performed to ensure that no cross-
contamination has occurred. Automatic or continuous line monitoring systems that include
calibrated densitometers/turbidity analysers (or equivalent) may be considered as equivalent
to this monitoring to enable the start and finish of the aviation fuel parcel to be determined.
The interface shall be diverted to ground fuel/non-aviation product or slops tank.
Any observed contamination should be reported immediately to the ship's Master or their
representative. If gross amounts of water or dirt are observed the discharge should be
stopped and the situation investigated. The supplying company shall be advised promptly.
Contingency plans, agreed with supplying companies, should be available to deal with this
situation.
8.3.5.3 Procedures after discharge

After discharge, the vessel cargo system should be checked to ensure that the correct quantity
has been discharged.
Inlet lines and valves of the relevant storage tanks shall be closed, sealed or locked either
physically on site or remotely via a control system.
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8.3.6 Receipt from road tanker or rail tank car
8.3.6.1 On arrival at the installation the road tanker or rail tank cars should be checked to ensure that
the seals (e.g. on outlet and filling points, and/or tank access chamber lids) are intact and that
the grade markings on the sides and at the outlets are correct. A copy of the RC (see example
in Annex B) shall be checked before receipt of the product. Where the road tanker or rail tank
cars are not grade dedicated, the RC shall provide details of the previous load carried and that
the grade change documentation or cleaning certificate has been checked before loading of
the product.
See 10.3.5 for additional requirements for Driver Controlled Delivery (DCD).
8.3.6.2 Any trace of free settled water shall be drained. If water or sediment are present in more than
trace quantities, an additional settling time should be observed and a fresh sample drawn.
8.3.6.3 Representative samples shall be drawn from each compartment and checked according to the
Control Check. Up to three compartments on any road tanker or three rail tank cars may be
combined for density determination. Composites shall only be made if the expected density
from the product quality documents is the same in each rail tank car. The corrected density
shall agree within 3,0 kg/m3 (0.7 API gravity where this is used for system control), with the
results of the batch density of the product in the tank from which the vehicle is loaded and
reported on the RC. If the difference in corrected standard reference temperature density
exceeds 3,0 kg/m3 (0.7 API gravity where this is used for system control), and/or the sample
fails the Visual Appearance Check the vehicle shall not be discharged unless a satisfactory
explanation is obtained from the supplying location (for example density differences due
to tank layering or a change of batch during loading) and confirmed in writing as soon as
possible. Written records of the results of all checks, including the determined and corrected
density figures, shall be kept.
Where road tankers with compartment discharge lines are manifolded together, without
individual sample lines, obtaining representative samples from each compartment is a difficult
and time-consuming process. The following procedure shall be implemented:
−− Open the manifold outlet and ensure that the manifold is empty.
−− Open fully the foot valve of the first compartment (preferably the one furthest
from the manifold outlet) for sufficient time to flush the line contents through the
manifold into a suitable container. Then draw a minimum of 1 litre into a sampling
jar and perform a Control Check.
−− Repeat this procedure for each compartment in turn.
For receipt of fuels containing FSII, any free water may reduce the FSII content of the bulk
fuel. The concentration of FSII can be confirmed to be within specification limits by testing in
accordance with ASTM D5006.
8.3.6.4 Where rail tank cars are not equipped with valves for draining low points, alternative
procedures and equipment should be used to ensure effective removal of free water and
sediment and to provide samples for a Control Check.
8.3.6.5 After discharge the compartments should be checked to ensure that they are empty.
8.3.6.6 Inlet lines and valves of the relevant storage tanks shall be closed, sealed or locked either
physically on site or remotely via a control system.
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8.4 QUALITY CONTROL AND RELEASE PROCEDURES
8.4.1 Procedures after tank filling
With the exception of fungible pipeline breakout/staging tanks (see Annex N), after product
has been received into a tank, the inlet valves/lines shall be closed and sealed or locked
(see 9.3.8 for requirements) either physically on site or remotely via a control system, and a
unique identifier (e.g. a batch number) assigned to the aviation fuel. A system to indicate
the status of the product in the tank shall be used. This can be achieved, for example, by
positioning a 'settling' sign at the tank outlet valve or by the use of a control system to ensure
that the valves remain closed and secured until product release has been approved. If double
block and bleed valves are used, and the bleed valve in the body bleed system is required to
remain closed for environmental reasons, routine checks shall be carried out (see 9.5.1.6).
A key requirement of international aviation fuel specifications is to ensure that aviation fuels
are free from dirt and water. As water solubility in the fuel is dependent on temperature,
special attention needs to be paid in refineries where product from rundown units has to cool
down to ambient temperature so that the dissolved water can precipitate.
To ensure that dry product is delivered, it is recommended that refineries introduce additional
internal controls to provide assurances that cooling haze/trace water contamination is
reduced. For example, vulnerable areas in the refinery's production process can be identified
and chemical water detector testing, and/or water content testing by Karl Fischer (IP 438 or
IP 439), implemented as part of regular process monitoring.
With the exception of fungible pipeline breakout/staging tanks, see Annex N, after tank
filling the tank contents shall be left for at least 30 minutes. Then, upper, middle and lower
samples shall be taken and checked to confirm:
a) the density of each sample to establish homogeneity of product within the tank, and
b) freedom from visible sediment and suspended water.
If tank construction prevents the taking of upper, middle and lower samples, alternative
documented methods of ensuring batch homogeneity, such as jetstream mixers, shall be
applied. These alternatives shall only be used once confirmation that the process ensures
homogeneity is confirmed. The process shall be documented, including process control
parameters such as current draw on paddle type mixers, circulation time, pump pressure on
jet mixers, etc., and periodically checked to confirm effectiveness.
If the tank is homogeneous, with respect to density, then an all-level, running or single spot
sample will be representative of the tank contents. Note, however, there may be restrictions
on the type of sample that can be used for specific property measurement; reference shall
always be made to the test method. Sites shall have written procedures specifying what type
of sample is used for certification of homogeneous tanks.
If 8.4.1 a) and b) are satisfactory, proceed with sampling and testing as defined in 8.4.3.
Where 8.4.1 a) indicates layering in the tank, i.e. density difference between layers is greater
than 3,0 kg/m3 (0.7 API gravity where this is used for system control), in all refineries and also
all manufacturing locations blending synthetic fuel components, further mixing or circulation
of the product shall be performed.
Where 8.4.1 a) indicates layering in the tank, i.e. density difference between layers is greater
than 3,0 kg/m3 (0.7 API gravity where this is used for system control), in storage locations
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not blending synthetic components, proceed as in 8.4.3.4 a) to d). Where facilities and
circumstances permit, the tank contents should be circulated to ensure the homogeneity of
the product before sampling.
Where 8.4.1 b) cannot initially be achieved, settling of the product shall be performed until
clear and bright samples are obtained.
8.4.2 Product settling and draining before release
Product settling plays an important role in removing dirt and water to achieve clear and
bright product and reducing the risk of microbiological growth.
With the exception of fungible pipeline breakout/staging tanks, (see Annex N), the fuel in a
tank shall be settled, after receipt and cessation of in-tank mixing/recirculation:
a) For both direct and indirect delivery tanks, a minimum of two hours for jet fuel or
45 minutes for avgas if the tank is provided with out of storage filtration meeting
the requirements of EI 1581 Specifications and laboratory qualification procedures
for aviation fuel filter/water separators (or EI 1590 microfilters for avgas), a floating
suction (not suitable for locations with open vent tanks and high levels of airborne
particulate, follow c), internal lining of at least the floor and first 1 metre of the walls,
a fixed roof and a sloped bottom leading to a suction/drain point, or
b) For indirect delivery tanks only, facilities with either floating suction, or out of
storage filtration equivalent to that required for direct supply to airport service tanks
(9.4.4) may apply a minimum settling time of two hours for jet and 45 minutes for
aviation gasoline, or
c) For both direct and indirect delivery tanks, a reduced tank settling time may be
applied where the tank design does not meet the requirement of 8.4.2. a) or b); as a
minimum this shall include:
– an upper, middle and lower sample from the tank, each being tested to
confirm water and particulate content requirements are met as follows:
i. a total water limit of 100 ppm using ASTM D6304 Karl Fischer, or
ii. a free water limit of 30 ppm max using a Chemical Water Detector,
and
i. ASTM D5452 Gravimetric with a limit of 1.0 mg/L, or
ii. Automatic Particle Counting ISO Code of
– 14 max for 14 micron.
– 13 max for 30 micron.
ASTM D7619, IP 564, IP 565 or IP 577 are suitable methods for
determining these values and the limits are ISO codes in accordance with
ISO 4406. Note each method includes a means of removing interference
by trace free water which may be followed, or
iii. Installing a microfilter conforming to EI 1590 downstream of the tank
and prior to any other filtration requirement of 9.4.4. as an additional
barrier to prevent the risk of particulate transmission.
d) For both direct and indirect delivery tanks at refinery locations where the product
is from their own manufacturing process units, a tank-specific settling time can be
established and used to release future tank batches. This method shall not be applied
when managing imported product:
i. After tank filling to the normal maximum tank volume, take samples from
a level at the same height as the outlet pipe every two hours up to and
including the minimum settling time limit defined in 8.4.2 e).
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ii. From these samples determine:

a. The water content using ASTM D6304 Karl Fischer.
b. The particulate count for 14 micron and 30 micron particulate sizes
using ASTM D7619, IP 564, IP 565 or IP 577.
iii. The results shall be plotted against time and the time taken for the results
to reach both the particle and water content levels that occur after the full
settling time defined in 8.4.2 e) shall be determined.
iv. This process shall be repeated no fewer than three times and the slowest
settling time determined, for both the particle and water content levels, from
the set of results. This slowest determined settling time shall be used as the
tank settling time.
v. If the sample results throughout the testing are at or below the detection
limits of the methods used, then a minimum settling time of two hours for
jet or 45 minutes for aviation gasoline may be applied.
The slowest settling time (subject to an absolute minimum of two hours for jet and
45 minutes for aviation gasoline) may continue to be used for that specific tank
without further water and particulate sampling until one of the following conditions
occurs:
– a change in manufacturing processing methodology resulting in a significant
change to density and/or viscosity of the finished product;
– a process upset, which may increase either water or particulate content;
– a refinery turnaround, or
– 12 months since the last settling time determination.
A single determination is sufficient if it confirms settling times are equal to, or less
than, the previously documented settling time for the tank in question. If the settling
time is greater than previously determined, then procedure d) shall be followed to
develop three new settling time determinations.
e) For both direct and indirect delivery tanks, where the tank design does not meet the
requirement of 8.4.2. a) or b), a minimum of three hours per metre depth of jet fuel,
or 24 hours, whichever is less, and for avgas 45 minutes per metre depth of fuel.
Since some time may elapse between batching, testing and delivery of the jet fuel, water
might subsequently come out of solution from the jet fuel due to cooling. This free water
will normally settle by gravity and collect at the bottom of the tank. As a minimum, tank low
points shall be flushed of free water and sediment:
−− after settling;
−− before putting tank on delivery;
−− daily when on delivery, and
−− weekly if not on delivery.
8.4.3 Product testing
8.4.3.1 General
Provided upper, middle and lower samples are clear and bright and within the density
difference described in 8.4.1, a representative sample shall be prepared for RCQ, CoA or
recertification testing, or a Control Check. In the case of fungible pipeline breakout/staging
tankage requirements for receipt of fuel, including sampling and testing, are given in Annex N.
If tank layering is a regular issue for a location, measures such as tank mixers should be used
to produce a homogenous batch.
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8.4.3.2 Tanks supplied by dedicated and segregated systems from rundown units in refineries or
where synthetic jet fuel is blended
After the product has been received into batching tankage, sampling and RCQ testing shall
be carried out as described in 8.4.3.2 a) to c):
a) If upper, middle and lower samples confirm the fuel in the tank is homogeneous,
a representative sample shall be prepared for RCQ testing or, for synthetic jet fuel
blends, a CoA.
b) After satisfactory certification test results have been obtained and the product has
settled for the minimum settling period, it may be released following the release
procedures in 8.4.4.
c) Record all results.
The procedure for layered tank release (described in 8.4.3.4) is not acceptable for refineries
or other points of manufacture blending synthetic fuels.
8.4.3.3 Tanks at a terminal supplied by a dedicated system and separated lines downstream of the
last certification (RCQ, RT or CoA)
Where product is received via dedicated systems and a dedicated pipeline, coastal/inland
waterway vessel or road/rail tank car, product shall be sampled and tested as follows:
a) Take upper, middle and lower samples and perform a Control Check on each to
confirm the fuel in the tank is homogeneous.
b) The observed density at the standard reference temperature shall be compared
with the expected value based on the known batch densities of the receipts made
into the tank. If the observed and expected densities differ by less than 3,0 kg/m3
(0.7 API gravity where this is used for system control) then release procedures can be
followed.
c) If the observed density differs by more than 3,0 kg/m3 (0.7 API gravity where this
is used for system control) from the expected value, there could be a problem, and
the matter requires further investigation and communication with potential fuel
receivers. described in 8.4.3.4 (d).
d) Record all results.
8.4.3.4 Tanks at a terminal supplied by a non-dedicated system

After the product has been received into receipt tankage, sampling and recertification testing
shall be carried out or CoA testing if the tank contains more than three component batches,
in addition to the heel, or has been supplied by a fungible pipeline system (see 2.3).
a) If upper, middle and lower samples confirm the fuel in the tank is homogeneous, a
representative sample shall be prepared for laboratory testing, i.e. CoA or RT. In case
of fungible systems a certification test with a full CoA shall be undertaken.
b) After satisfactory CoA or RT results have been obtained and the product has settled
for the minimum settling period, it may be released following procedures in 8.4.4.
If the results are not satisfactory then the batches shall remain quarantined until
further testing has established that the fuel is acceptable, or downgraded to non-
aviation use.
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c) If upper, middle and lower samples demonstrate the tank is not homogeneous
(indicating layering within the tank), and cannot be recovered differently by mixing/
recirculation, then the following tests shall be carried out on each sample:
Jet fuel: density, flash point, distillation, freeze point.
Avgas: density, RVP, octane rating (lean mixture), end point.
A representative sample shall then be submitted for laboratory testing, i.e. CoA or RT.
Where the CoA or recertification test on the representative sample is satisfactory,
local written instructions are required to address the possibility of releasing layered
product. Such instructions shall include, as a minimum:
– With the exception of fungible pipeline systems, a comparison of the results from
upper, middle, lower samples shall be made on the properties detailed on the
receipt documentation and the previous batch certificate. The measured results
shall be within the highest and lowest results, taking into account acceptable
differences, for each property detailed in this documentation.
d) Record all results, including a declaration that a comparison has been made.
Communicate the individual layered tank results to receivers of the fuel, by their inclusion on
the CoA, RT Certificate or a separate test report, and the density results being documented
on the RC. Ensure that when Control Checks are undertaken downstream of the tank the
correct density is used for comparisons.
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Aviation fuel
received into Control check on
tank via non- U, M, L
dedicated
Additional settling
and resample
N (after add.
Settling etc.) Free from N
suspended water
and particulate
matter?
U, M, L samples do not
pass appearance after
several repeated Y
sampling
Density, MON, RVP and

Density, RVP, Distillation measured results
3 Densities within N N shall be within the highest Y Recertification or
Tolerance limits differ by no If possible mix MON, Distillation
and resample on and lowest results for each CoA on composite
more than 3 kg/m3 property detailed on the receipt sample
1.0 API Gravity? U, M, L
documentation and previous
batch documentation
100
Recertification or
CoA on composite Samples meet
sample N specification
N requirements
and variability
limits?
Samples meet
Quarantine N specification Y
tank and requirements
investigate and variability Quarantine
limits? tank and OK for release
investigate
OK for release
Figure 7: Avgas tank stratification decision tree
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Aviation fuel
received into Control check on
tank via non- U, M, L
dedicated
Additional settling
and resample
N (after add.
Settling etc.) Free from N
suspended water
and particulate
matter?
U, M, L samples do not
pass appearance after
several repeated Y
sampling
Density, flash point,
freeze point and
Density, flash Distillation measured results
3 Densities within N N Y Recertification or
If possible mix point, freeze point shall be within the highest and
Tolerance limits differ by no CoA on composite
and resample distillation on lowest results for each property
more than 3 kg/m3 sample
U, M, L detailed on the receipt
1.0 API Gravity?
documentation and previous
batch documentation
101
Recertification or
CoA on composite Samples meet
sample N specification
N requirements
and variability
limits?
Samples meet
Quarantine N specification Y
tank and requirements
investigate and variability Quarantine
limits? tank and OK for release
investigate
OK for release
Figure 8: Jet tank stratification decision tree
8.4.3.5 Conductivity measurement

In storage installations where fuels are required by the governing specification to meet a
minimum conductivity limit and SDA has been added, the conductivity and temperature shall
be measured (see 7.9.3.3).
8.4.3.6 Retained samples

When RCQ, CoA or RT Certificate testing is required, representative samples shall be retained
for each batch (see 4.5.4, 4.5.5, or 4.5.6 for suggested minimum volumes). The samples
may be retained by the storage installation, laboratory or inspection company. A record of
retention sample custody should be maintained. Retention periods should be established to
suit local regulations. As a minimum, retention samples for each tank shall be available for
the current and the previous product batch to accommodate the use date. Suitable sealed
containers (see section 4), clearly labelled with the date, tank and batch number, shall be
used. Storage conditions should be evaluated to demonstrate no deterioration in the sample
for the defined retention period. Samples should be removed from their storage location
after the required period for recovery or disposal.
8.4.4 Product release
The decision to release product shall be based not only on the laboratory certifying
compliance with the relevant fuel specification, but also on fuel having been handled,
while under the organisation's control, in accordance with this publication. This includes
production and/or storage and/or the transportation operation departments (usually
considered as oil movements) confirming that the product was produced and handled under
normal conditions (note possible impact of abnormal conditions on product quality, see
section 3), that samples were representative, valve positions and line-ups were set correctly,
tanks settled, drained, etc.
Product shall not be released from storage for delivery until:

−− Product has been settled in accordance with 8.4.2 and tested in accordance with
8.4.3.
−− Results of RCQ, CoA, recertification test or Control Check testing (whichever is
applicable) and conductivity and temperature measurement (if applicable), show the
assigned batch number, are compliant with the specification limits and requirements
and, in storage installations, meet the requirements of recertification testing (where
applicable).
−− Any water and/or sediment collected at the bottom of the tank has been drained.
−− All required tests and checks have been completed and results recorded.
After satisfactory completion of these steps, an RC (see examples in Annex B.3 or B.4) shall
be prepared and approved by an authorised person and the status of the tank (see 8.4.1)
shall be changed from 'settling' to 'released'. This includes controls on the status of inlet lines
and valves (closed) and outlet lines and valves of the relevant storage tanks. The operation
shall be recorded.
If conductivity of aviation fuel is below an acceptable level it may be necessary to add SDA
during product transfer (see section 7).
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8.5 PROCEDURE FOR SDA ADDITION
8.5.1 If the documentation for a receipt by pipeline or from a road tanker or rail tank car indicates
that the conductivity may be lower than required at the location, the conductivity should be
checked on a sample drawn at the start of the receipt and SDA added if necessary.
8.5.2 If the conductivity of samples drawn from coastal/inland waterway vessels before discharge
is low, it may be necessary to add SDA.
8.5.3 When additive is blended into aviation fuel, written procedures for quality control,
documentation and safe handling shall be prepared and applied. Items normally covered
include:
a) Additive received to be clearly identified as a grade approved by the fuel specification.
b) Each receipt to be accompanied by documentation verifying identity.
c) The additive batch documentation to be checked for validity before release for
blending.
d) Released additive to be held in a clearly designated storage area.
e) Storage and handling procedures are to be in accordance with the manufacturer's
recommendations.
f) Only qualified operators to decant additive, refill the blending equipment and/or
adjust the injection rate. The addition rate, taking account of any pre-dilution of the
additive, to be monitored at regular intervals.
g) The effectiveness of blending to be verified by taking upper, middle and lower
samples, after tank contents have settled, and checking each sample for conductivity.
8.5.4 The amount of SDA required shall take into account the maximum cumulative concentration
permitted by the relevant fuel specification, and the amount of additive already introduced
upstream. Where the previous SDA addition is unknown and conductivity limits are
mandatory, it shall be assumed that the maximum initial dose of SDA has been added. The
total quantity of SDA that has been added to each batch of aviation fuel shall be recorded on
the RT Certificate or RC.
8.6 OFF-SPECIFICATION PRODUCT
Product that does not meet the aviation fuel specification parameters or is not fit-for-purpose
(see 1.4.1) shall be considered off-specification.
8.7 DOCUMENTATION
8.7.1 Records – quality control
The results of checks and testing shall be documented, and be readily available, kept up-to-
date and retained for a minimum of one year (see 2.5). Records may be held electronically
provided that a back-up system is in place. The records shall include, but not be limited to, all
mandatory checks detailed in this publication, including:
−− Details of incoming consignments: RCQ/CoA and RC, loading and discharge plans,
sample plan, quantity, including date and time.
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−− Batching, number allocated, testing and delivery tank details, settling, draining and
release checks including line and valve position controls.
−− Product receipt including production, deliveries and transfers including date/time
when tanks put in service.
−− RCQ, CoA, RT Certificate (whichever is applicable) and RCs covering outgoing
consignments.
8.7.2 Release documentation
Every transfer of product shall be supported by release documentation (see section 2).
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9 FINISHED PRODUCT: STORAGE DESIGN FEATURES AND

HANDLING PROCEDURES
9.1 GENERAL PRINCIPLES
The application of robust procedures and facility design principles is essential to ensure that
aviation fuels do not become contaminated, are clean and dry, on-specification and fit for
their intended purpose.
9.1.1 Any new installation, or modification or extension to existing facilities should be designed
and constructed in accordance with recognised industry standards for aviation fuels.
9.1.2 Tanks and pipework at storage installations shall be designed and maintained to preserve the
integrity of the product.
9.1.3 All tanks and pipework at storage installations shall be made of materials which are inert
to the product. The thermal stability of jet fuels may be degraded by the presence of very
low concentrations of copper, or by finely divided particulate matter. Zinc and cadmium are
two other metals that adversely affect product quality although their impact is less than
that of copper. Consequently, copper or cadmium alloys (e.g. bronze), cadmium plating,
galvanised steel, zinc-rich internal coatings or plastic materials not compatible with aviation
fuels shall not be used in applications in contact with aviation fuel. Materials such as stainless
steel, carbon-steel or aluminium shall be used. These restrictions also apply to piping or
components used for drain or sample lines, pressure gauge tappings, or any other small parts
of the facilities in contact with the fuel.
Assurance that product integrity is maintained with newly-lined components shall be achieved
by following the requirements of EI 1541 Performance requirements for protective coating
systems used in aviation fuel storage tanks and piping.
If any special materials like glass fibre resins, concrete, etc. are to be used for lining, repairing
or rebottoming tanks, the operator shall ensure that these materials have no effect on the
properties of the fuel to be stored and the fuel has no adverse effect on the materials. Testing
according to EI 1541 section 2.2 should be adopted.
9.1.4 Individual commissioning procedures shall be developed and performed for all new facilities,
and for extensions/modifications to existing facilities. Commissioning procedures shall be in
accordance with recognised industry practices. All commissioning procedures shall be written
for each facility, addressing site-specific requirements. The commissioning procedures shall
be reviewed by a competent person. The commissioning procedures shall assign specific
responsibilities for each activity to an individual and include a sign-off procedure. Records
documenting the different tasks and steps shall be maintained.
All of the piping, fittings, pumps, valves, additive injection systems, filters, tanks and
other equipment intended for use with aviation fuels shall be thoroughly cleaned, and
pre-conditioned as defined in Annex D, until they meet defined acceptance criteria, before
they are used with aviation fuels.
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Minimum acceptance criteria are:

−− a successful pass on a post-lining cure test;
−− a successful pass for soak test laboratory analysis results;
−− successful flushing at maximum pump capacity;
−− acceptable fuel samples (visually clear and bright and water-free) drawn from tank
bottoms, filter sumps, pipeline drain points and any other sampling location, and
−− sign-off by an authorised person that facilities are suitable for the receipt, storage
and onward transportation of aviation fuel.
9.1.5 Pipework fittings such as swivels used on loading hoses should be self-lubricating. Where
existing loading arms cannot be modified to be self-lubricating, swivels may be lightly
greased by hand when the swivel is reassembled after maintenance in accordance with the
manufacturer's instructions, provided that the packing seal/diaphragm, to prevent grease
from contacting the fuel, is intact.
Marine loading arms that may be up to 40,6 cm (16 in.) diameter are often fitted with an
auto-lube function because of their size. Large marine arm swivels may be lightly greased in
accordance with the manufacturer's instructions provided that the packing seal/diaphragm,
to prevent grease from contacting the fuel, is intact.
9.1.6 A set of critical drawings of the storage installation, as currently built, shall be available on
site (either electronically or in hard copy). The minimum requirements are to have drawings
showing:
−− General layout – showing the key elements of the site (tanks, traffic flow, process
areas, civil structures, sump drain/product recovery arrangements).
−− Piping and instrumentation diagram (with shutdown functions incorporated or
shown separately in a cause and effect chart).
−− A process flow diagram.
Critical drawings shall be updated after any modification or system change.
An example of a process flow diagram is shown schematically in Figure 9.
Figure 9: Example process flow diagram
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9.1.7 Instructions for performing the product receipt and delivery/filling operations shall be easily
accessible for reference by the persons operating the equipment.
9.1.8 Pump start/stop switches at product receipt and loading areas and emergency shutdown
buttons should be safely accessible and clearly identified.
9.2 DELIVERY MODE DEFINITIONS
Indirect delivery: where a storage installation delivers to an intermediate storage installation.
Direct delivery: where a storage installation delivers directly to an airport service tank, via
e.g. a dedicated truck, rail, pipeline or barge system.
It is normal industry practice for aviation fuel supplied directly to airports from storage
installations to meet certain product quality standards and cleanliness (in terms of dirt and
water). These standards are normally achieved by a combination of facilities and procedures.
In cases where a refinery supplies both directly and indirectly from the same tankage and
pipework, the more stringent direct delivery requirements apply.
9.3 TANKAGE AND PIPEWORK DESIGN
The requirements of this section apply to the storage of aviation fuel and synthetic jet fuel
components. Refinery jet and avgas component tanks such as straight-run, wet-treated,
hydroprocessed should also follow the same design criteria.
9.3.1 Number and size
The number and size of tanks should be sufficient for the location volume turnover to provide
adequate working capacity and to allow for settling, testing and tank cleaning requirements.
9.3.2 Preventing dirt and water ingress
Tanks shall be designed to minimise ingress of water and particulate.
9.3.3 Vent requirements
Free vent devices should be installed for jet fuel storage tanks, unless otherwise specified
by local legislation. Where the expected operating temperature range will be close to, or
exceed, the flash point of jet fuel, an internal floating roof should be fitted. Pressure/vacuum
relief valves shall be installed for above-ground tanks storing avgas. Free vent devices may be
used for buried avgas tanks. Screens to prevent the ingress of foreign bodies should have a
coarse mesh with minimum 5 mm (0,2 in.) holes.
Note: Local legislation may also require the use of flame arresters.
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9.3.4 Roof type
Storage installations directly supplying airport service tanks, new tanks, or tanks brought into
aviation fuel service, shall have either a fixed roof or a floating roof with a geodesic dome
cover.
Existing tanks that have open floating roofs are much more prone to rainwater ingress and
fine rust and dirt particle generation via abrasion in the rim seal area.
If there is a requirement for open/external floating roof tanks to stay in use, facilities and/
or procedures shall be in place to ensure that rainwater and dirt entering the system are not
transferred with the product, and do not impact product quality. In the longer term, open/
external floating roof tanks should be converted or replaced.
9.3.5 Tank water, sediment and sampling management system
Tanks shall have a means for effective removal of water and sediment. Horizontal tanks
should be installed with a continuous slope of 1:50 minimum to an end sump with a fixed
water draw-off line, and vertical tanks should have a cone-down bottom with a continuous
slope of 1:30 minimum to a centre sump with a fixed water draw-off line. In the case of
breakout/staging tankage which drain dry in fungible pipeline systems (see Annex N) tank
floors should be sloped to the normal product outlet located at the lowest point of the floor.
It is recognised that, for structural/engineering reasons, optimum designs for large diameter
tanks may include a cone-up tank bottom with a minimum of three radial sump drain points.
Irrespective of tank design, dip hatches should be positioned above each drain point to
enable water measurement.
It is recognised that existing storage tanks may have different bottom types such as flat,
cone-up or sloped to one side. These tank bottom types make complete water removal much
more difficult, as often undrainable areas of water exist and therefore significantly increase
the risk of microbiological contamination. For new tanks or tanks brought into aviation fuel
service, with sloping bottoms, floor plates shall be lapped to ensure any water or sediment
can drain freely towards the low point drain. Existing tank floors that are lapped incorrectly
or tanks where the base of support structures impede the flow of water or sediment to the
centre drain, shall be classified as 'high risk' or 'high high risk' see Tables 13 and 14.
In the case of flat, cone-up, sloping to one-side-bottom types, equipment and procedures
shall be in place to provide effective water draining. Examples of how this could be achieved
include ring draining lines, additional draining lines into identified low points after bottom
level scaling, or large volume flushing at high flowrates. The effectiveness of the draining
procedures could be determined by taking true bottom samples with a bottom dip sampler
from opposite sides of the draining line.
The drain line shall be fitted with a suitable, preferably self-closing (spring-loaded or
equivalent) valve for the draining of water and sediment. The line shall be of a diameter
appropriate for the size of the tank.
Tank draining systems shall allow safe and efficient fast-flush water draining of the storage
tank through the sump. The fast-flush line shall also incorporate a sample point to enable a
flowing sample to be taken.
To allow recovery of the drained product, and for water to be drawn off at high flow
rates, tank drain lines should lead into large capacity receiving vessels. This enables the site
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to over-flush without product loss. If the product is returned to storage it shall be via an
appropriate grade-separated return system. Vessels should be designed with cone-down
bottoms and a drain valve to enable the removal of water before returning the product to
the tank. An example of a suitable design is shown in Figure 10.
Hinged inspection cover to enable

easy tank cleaning
Pipe entry in side of

tank to create Counterweight to aid
tangential flow lifting of cover –
Stainless steel or light-coloured epoxy-lined mild steel wide cover lockable in
recovery tank for easy cleaning access. Top edge to be below open position
eye level: if not possible, level indicator required.
Gate valve or ball

valve (for each Spring-loaded
storage tank close to ball valve
shell)
Manual drain
Sightglass
valve within
reach of spring- Product
Sampling line return to
from tank sump loaded valve
tank
Bonding
Drain point with spigot
camlock, minimum of 30
cm from ground level
Hinged inspection cover to enable

Stainless steel or light-coloured epoxy-lined mild steel wide easy tank cleaning
recovery tank for easy cleaning access. Top edge to be below
eye level: if not possible, level indicator required.
Pipe entry in side of Counterweight to aid

tank to create lifting of cover –
tangential flow cover lockable in
open position
VISIJAR
ASSEMBLY
Gate valve or ball

valve (for each
Spring-loaded
storage tank close to
ball valve
shell)
Sightglass
Sampling line
Product
from tank sump
Bonding return to
spigot tank
Drain point with
camlock, minimum of
30 cm from ground
level
Figure 10: Examples of a suitable design of tankside fast-flush facility, without (top
diagram) and with glass 'visi-jar' (bottom diagram)
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9.3.6 Lining
At least the bottom and first metre of the walls of:

a) All new tanks, and/or
b) Tanks classified as delivering directly to airport service tanks, and/or
c) Tanks that are brought into aviation fuel service (converted from other products),
shall be coated internally. Full lining is considered best practice. A light-coloured
epoxy material, which for newly-lined tanks is confirmed as being compatible with
aviation fuels in accordance with EI 1541 shall be used. Zinc rich coatings shall not
be used.
– Where existing tanks that are classified as direct delivery are not lined, a plan
shall be developed to line them (at least the bottom and first metre of the
walls) as soon as practicable.
– For existing indirect delivery tanks, consideration should be given to the
benefits of lining. Fully lining a tank facilitates the maintenance of product
quality/cleanliness and protects against corrosion.
– Note: Dirt and water are less likely to adhere to lined tank walls and bottoms,
settle out more easily, and can then be removed during tank draining. With
lined tanks, the risk of microbiological growth is reduced, tank cleaning is
less time-consuming and possibly less frequent and downstream filter life
is likely to be longer. The requirements of 9.3.6 are shown schematically in
Table 11.
d) Tanks which are routinely used for both aviation and non-aviation fuels ('switch
tanks'), shall be coated internally.
Table 11: EI/JIG 1530 minimum requirements for internal lining of storage tanks
Tank scenario Internal lining requirement

Newly constructed tank or tanks brought Lining of the bottom and first 1 m (3,5 ft)
into aviation fuel service of walls
Existing tanks that deliver directly to Lining of the bottom and first 1 m (3,5 ft)
airports of walls. If not currently the case, upgrade
as soon as practicable
Existing tanks that do not deliver directly No lining requirement, but consider the
to airports benefits of lining
9.3.7 Separate inlet and outlet tank lines
All tanks delivering direct to airport service tanks or into grade-dedicated systems shall be
fitted with separate inlet and outlet pipework systems. This is to ensure that only tested/
certified product is delivered to airport service tanks. In the case of fungible pipeline breakout/
staging tankage, inlet/outlet requirements are given in Annex N.
With the exception of fungible pipeline breakout/staging tanks which may be operated as
running tanks, see Annex N, the operation of valves on tanks shall provide assurance that
the inlet valve cannot be opened (even slightly) or reopened once the outlet valve is opened.
Examples of how this can be achieved are preferably IT control of motor-operated valves
(MOVs), physical locking with chains or padlocks or similar locks.
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A valve control system shall additionally provide the tank status information, e.g. the position
of the valves, when valves are opened or closed after production, awaiting certification
and when put on delivery (change of internal ownership) including the identification of the
person releasing the product.
Where existing tanks delivering direct to airport service tanks or into grade-dedicated systems
have a common inlet/outlet line, these shall be upgraded. Until the upgrade is completed,
procedures shall be in place to ensure that the line is flushed clear of untested product
before delivery to ensure that the line is filled only with certified/documented product. All line
clearings shall be downgraded or diverted to product tankage and shall be rebatched and
retested (CoA or RT) before release.
For tanks not delivering direct to airport service tanks or into grade-dedicated systems with
a common inlet/outlet line, procedures shall be in place to ensure the line is filled only with
certified/documented product.
The accumulation of water in inlet or outlet tank line low points is not acceptable. Where this
occurs, it will either require draining from the low point or high velocity flushing on a regular
basis. The frequency of flushing should be determined by documented experience.
9.3.8 Separation and positive segregation
9.3.8.1 Positive segregation

Positive segregation shall be achieved by:
−− A double block and bleed (DBB) valve arrangement. This may either be a single DBB
valve with two independent seals and a cavity between them with a drain/sample
point or two valves with a drain arrangement in a pipe spool between them (when
both valves are in a closed position the cavity or drain spool shall be checked to
confirm no product is passing, see 9.5.1.6), or
−− Spectacle blinds, spades or equivalent, or
−− Removable distance pieces like spools or flanges (meets requirements of separation
as well as positive segregation).
9.3.8.2 Separation and positive segregation requirements

At all facilities used for supplying aviation fuels direct to airport service tanks, or into a
dedicated transportation system where subsequently only Control Checks are performed
downstream:
−− the tank inlet line shall provide positive segregation between tested and untested
material of the same product or grade, and
−− the export line shall be separated from other products or grades and shall provide
positive segregation between tested and untested material of the same product or
grade.
Where the facility receives fuel from multi-product supply sources the receipt pipework shall
be designed to facilitate the detection and management of interfaces and there shall be
positive segregation between the multi-product receipt line and the aviation fuel tank inlet
line to prevent contamination of the aviation fuel. Procedures shall be established to manage
interfaces.
In all facilities where aviation fuel is delivered through non-dedicated systems there shall be
positive segregation at multi-product manifolds to positively segregate the aviation fuel tank
from non-aviation products.
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9.3.8.3 Separation requirements for thermal relief systems

Thermal relief valve (TRV) lines for aviation fuel systems shall not be interconnected with TRV
lines for any other fuel product.
Where positive segregation is mandated, TRVs on tank inlet-lines shall not bypass inlet valve
arrangements (including recirculation lines) into storage tanks (e.g. inlet line TRVs should be
connected to a tank-side fast flush tank or product recovery unit). TRVs on tank outlet lines
may bypass outlet valve arrangements back into the tank, provided that the TRV operation,
and correct reseating, is verified annually as part of a routine maintenance programme, to
reduce risk of reverse flow in the case of TRV failure.
9.3.8.4 Summary and example cases

Definitions of the terms separation, segregation and positive segregation are provided in
Table 12, along with examples of where they are required. Additionally, in Annex Q Cases 1
to 4 give examples of aviation fuel supply chains and the requirements for segregation and
positive segregation.
Table 12: Terminology and definitions
Term Definition How achieved Examples of where

required
Separation Facilities downstream of a Totally separate facilities for Dedicated and separated
tank where fuel has been different fuel grades. No systems where only Control
certified (RCQ, RT or CoA) pipework connections. Checks are carried out (see
for storage and movement 8.4.3.3)
of a specific grade of aviation
fuel that have no physical
interconnection, (regardless
of valve/blind arrangements)
with those for other grades
or products.
Segregation A means of preventing A minimum of a single valve Facilities not supplying direct
aviation fuel from to airport service tanks
contamination by other (terminals and refineries) –
grades and/or products by a between grades of fuel and
single valve. between tested/untested or
certified/uncertified aviation
fuel.
Positive A means of preventing A double block and bleed Facilities supplying direct
segregation aviation fuel from valve arrangement, two to airport service tanks
contamination by other single valves with a drained (terminals and refineries) –
grades and/or products section in between or between multi-product
that is more effective than twin seal valves where receipt system and aviation
segregation. the central chamber is fuel inlet line, and between
monitored, a spectacle tested/untested or certified/
blind, spade or equivalent. uncertified aviation fuel
Separation arrangements
exceed positive segregation
requirements and are
acceptable.
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9.3.9 Floating suction/tank outlet
A means shall be provided to minimise dirt/water contamination uptake during delivery from
storage tanks (e.g. by the use of a floating suction arm).
With the exception of fungible pipeline breakout/staging tanks, see Annex N, for tanks
supplying directly to airport service tanks the suction height shall be no less than 40 cm
(16 in.) above the tank floor in vertical tanks, or 15 cm (6 in.) above the tank bottom in
horizontal tanks (at high end of tank). In the case of breakout/staging tankage which drain
dry in fungible pipeline systems tank floors should be sloped to the normal product outlet
located at the lowest point of the floor.
If fitted a floating suction shall include a means to support the inlet to meet this requirement
(e.g. such as landing legs or a cradle).
Floating suction arms shall be provided with a means to establish whether they are floating.
Where a tank has a floating suction that would drop below 40 cm (16 in.) when resting on
its supports, a minimum suction height of 40 cm (16 in.) shall be achieved by maintaining a
minimum heel volume.
In cases where internal floating roofs/covers are installed, the floating suction shall not
interfere with the operation of the floating cover.
9.3.10 Markings
Tanks and pipelines shall be clearly numbered and marked with the grade stored, for example
in accordance with EI 1542 Identification markings for dedicated aviation fuel manufacturing
and distribution facilities, airport storage and mobile fuelling equipment and show the date of
the most recent internal inspection and cleaning. If computerised systems provide sufficient
detailed monitoring of the most recent inspection and cleaning dates, their marking on
tanks is not required. Flow directional arrows shall be indicated on pipework at all manifolds,
T-connections, interchanges etc.
9.3.11 Access/entry point
A means of tank entry for personnel shall be provided to enable cleaning operations.
9.3.12 Gauge hatches
Gauge hatches shall be provided to enable sampling and tank dipping.
9.4 FILTRATION AND FUEL CLEANLINESS
9.4.1 General
At strategic points in the transfer of product to and from storage tanks, provision shall be
made for improvement and maintenance of product cleanliness by the use of filtration and
monitoring equipment, which shall be specified in quality control procedures.
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Downstream locations have an expectation of acceptable fuel cleanliness (product free

from water and solids) over and above the basic RCQ requirements i.e. clear and bright.
It is beneficial for dirt or water contamination to be addressed as close to their source as
possible, to eliminate or minimise the likelihood of supply disruptions or quality complaints
from product recipients.
For information on maintaining aviation fuel cleanliness see EI 1550.
9.4.2 Fine filtration systems and mesh strainers
Fine filtration systems for aviation fuels are those that comply with the performance
requirements of EI 1581 (for filter/water separators), or EI 1590 Specification and qualification
procedures for aviation fuel microfilters (for microfilters).
Where microfilters are used to protect EI 1581 filter/water separators, they should meet the
requirements of EI 1590. If the microfilter in use is not qualified to EI 1590 it shall meet the
requirements of EI 1589 Materials compatibility testing for aviation fuel filter elements and
fuel sensing devices.
Filter monitors (including those qualified to EI 1583) shall not be used in any aviation fuel
handling systems, due to their propensity to release super-absorbent polymer into fuel. For
further information see EI 1550 3rd edition (in preparation).
Mesh strainers (often referred to as filters) are not controlled by an industry standard, but are
often used to provide protection for pumps by capturing any coarse debris in a system. Users
should satisfy themselves that materials used in strainers are compatible with the grade of
aviation fuel in use. Where a mesh strainer creates a low point it shall be fitted with a low
point drain that shall be drained at least monthly. Mesh strainers shall be opened and cleaned
at least annually.
Note: Clay treatment is sometimes incorrectly referred to as filtration. For further details see
Annex H.
9.4.3 Into-storage filtration
It is recommended that filter/water separators meeting EI 1581 and/or micro filtration meeting
EI 1590 should be installed at into-storage locations with truck transport/rail receipt points.
9.4.4 Out of storage filtration
9.4.4.1 For jet fuel deliveries directly to airport service tanks, filter/water separators meeting EI 1581
shall be installed as the minimum filtration requirement at road, rail tank car, coastal/inland
waterway vessels/barges loading points or entry into delivery pipelines. For facilities where
the delivery tanks and the airport service tanks are situated in close proximity (neighbours)
and EI 1581 compliant filters are installed at entry into the airport service tanks, delivery tank
out of storage filtration is not necessary if there is a documented agreement between the two
parties in place to accept the single filtration system and define the roles and responsibilities
for the operation and maintenance of the single filtration system and the pipeline sampling
and testing requirements.
For avgas deliveries directly to airport service tanks, a filter/water separator meeting EI 1581,
or a microfilter meeting EI 1590, shall be installed as the minimum filtration requirement
at road, rail tank car or coastal or inland water vessels/barges loading points or entry into
delivery pipelines.
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9.4.5 Filtration system installation requirements
All new vessels for fine filtration systems shall meet the requirements of EI 1596. All existing
vessels in service shall be assessed against the requirements of EI 1596 as part of the process
to establish whether they remain fit-for-purpose or require upgrading (see EI 1550 for further
information).
Planning of a new filtration system installation, or modifications to an existing one, shall

incorporate as a minimum:
−− Inclusion of valves in adjacent pipework to facilitate vessel maintenance and element
changeout.
−− Provision in the inlet and outlet pipework of each filtration vessel for suitable sampling
points for fuel quality assessment and filter membrane testing.
−− The inclusion in all vessels of air eliminators, as there is a risk of internal fire or
explosion if product is pumped into a vessel that contains air. In cases where there
is a threat of the vessel partially draining because of elevation, the design of the
installation should be reviewed and if necessary design changes made, or additional
equipment fitted to prevent the vessel partially draining in service.
Note: Any devices fitted downstream or upstream of the air eliminator should not
limit the operation of the air eliminator valve.
−− Provision to always ensure the slow filling of vessels after maintenance to prevent
element damage, internal fire or explosion during filling (see EI 1596 and EI 1550 for
further information).
−− Pipework design and fuel flowrate to provide adequate time for relaxation of
electrostatic charge between a filter and the inlet to a storage tank or vehicle.
−− Ensuring that fuel flows in the intended direction through the vessel.
−− Ensuring that vessels do not inadvertently drain when fuel is not flowing.
For further information on the selection of fine filtration systems for specific applications see
EI 1550.
9.4.6 Operational requirements
The maximum achievable flow rate through each filter vessel in service shall be determined
and compared with the rated flow as shown on the manufacturer's plate. The maximum
achievable flow rate should be marked on the vessel and noted in the filter records. The
vessel shall not be operated at flow rates above its maximum rated flow. If the rated flow is
significantly greater than the maximum achievable flow rate then the possibility of de-rating
the vessel shall be discussed with the manufacturer. See EI 1550 for further information.
Every filter/water separator shall have a similarity sheet, in accordance with EI 1582, and this
shall be updated whenever a different model of filter element is used.
Operational procedures should ensure that fine filtration systems are routinely exposed to
flowing fuel and draining under pressure. If this is not the case, internal inspection frequency
should be increased to check that there is no microbiological contamination.
Air eliminators should be maintained in accordance with filter manufacturer's

recommendations. The air eliminator pipework shall be open all the time, during normal
operations, and therefore any isolation valve should be tamper evident secured in the open
position during normal operation.
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New filter elements shall be stored in the manufacturer's original packaging in a cool dry
place. Only elements that have not exceeded the manufacturer's maximum shelf life shall
be used.
For information on the disposal of filter elements see EI 1550.
9.4.7 Routine checks on all fine filtration systems
All fine filtration equipment shall be maintained and checked regularly as follows:
Note: For additional information see EI 1550.

a) Daily, preferably in the morning during the first movement of fuel, vessels shall be
drained of any free water whilst under pressure. Details of any free water or sediment
found shall be recorded. A sample of fuel shall then be taken for a Visual Appearance
Check.
Note: Vessels that are not in daily use have increased risk of microbial contamination.
If possible, they should be operated by recirculation to permit daily draining. Where
circulation of product is not possible, the draining frequency may be relaxed. In
this case, draining under pressure shall be performed whenever practicable and
the internal inspection frequency should be increased to check that there is no
microbiological contamination.
b) During pumping operations, the differential pressure (dP) shall be observed, at least
once a day, to ensure that the maximum limit is not exceeded. Unexpected variations
shall be reported and investigated. In cases where it is infeasible to observe the
differential pressure during pumping operations (such as during driver controlled
road tanker loading), the dP gauge should be equipped with a 'peak-hold' feature so
the operator can see maximum dP for the most recent pumping operation.
c) Once a week, when pumping at the maximum operating flow rate normally
experienced, the dP and flow rate shall be recorded. Weekly graphs of dP shall be
prepared.
Where correction to maximum achievable flow is necessary it should be established
by using a procedure endorsed by the filter manufacturer.
Note: The conversion from observed dP to corrected dP at maximum achievable flow
is not accurate when dP readings are taken at low flow rates and is not valid where
a reading is taken at less than 50 % of maximum flow. For this reason, dP readings
used for the preparation of weekly graphs should be recorded when the filter is
operating at, or as close as possible to, maximum flow.
If the corrected dP is 0,35 bar (5 psi) or more below the previous corrected dP
reading, an investigation shall be conducted and the filter vessel should be opened
for inspection and element replacement if necessary.
d) Where filter vessels are fitted with an automatic draining system, it shall be maintained
in accordance with manufacturers' recommendations to ensure it continues to
function correctly.
e) Every 12 months all filter vessels shall be opened and inspected internally to assess
the cleanliness of the vessel, element appearance, proper fitting of elements and
condition of the internal lining and cover seal. The torque of filter/coalescer and
separator elements (and other elements where appropriate) shall be checked with a
calibrated torque wrench that positively confirms torque setting (click stop type) and
adjusted in accordance with the element manufacturer's recommendations. If one
or more filter/coalescer elements have abnormalities (e.g. damage, leopard spotting)
the entire set shall be replaced, and the cause investigated. Separator elements shall
be inspected and tested in accordance with the manufacturer's recommendations.
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If blanking plates/dummy elements have been fitted, these shall be checked in

accordance with the manufacturer's recommendations (or at least annually) for
correct fit/torque and absence of leakage/bypass. Air eliminators and Pressure
Relief Valves (PRVs) shall be maintained in accordance with filter manufacturers'
recommendations.
The results of the inspection shall be recorded.
After opening for inspection or filter element changeout, recommissioning procedures
shall ensure that the vessel is refilled slowly enough to allow entrapped air to vent
and to ensure that no damage is caused to the installed elements.
For further information see EI 1550.
f) Non-routine filter vessel inspections may be necessary, to check for abnormalities
such as element seal leakage, Microbiological Growth (MBG), etc. If abnormal
amounts of solids or water are found in vessel low point drains or fuel downstream
of the filter, the vessel shall be cleaned if required and the source of the contaminants
investigated.
g) Consideration should also be given to undertaking monthly filter membrane testing.
9.4.8 Element change criteria
All filter elements shall be removed from a vessel (and new ones installed) if the criteria
specified in either 9.4.8.1, 9.4.8.2, or 9.4.8.3 occur; if elements are damaged and cannot be
repaired in accordance with manufacturers' recommendations they shall be replaced.
9.4.8.1 Microfilter elements

−− If the dP reaches or exceeds the manufacturer's recommended maximum at (or
corrected to) the maximum operating flow rate through the filter vessel as currently
installed.
−− After three-year service life (provided the above dP level is not reached).
−− If there is a sudden drop of 0,35 bar (5 psi) or more in dP compared with the same
flow rate without any obvious cause being found.
9.4.8.2 Filter/water separators – filter/coalescer elements

−− If the differential pressure across the vessel reaches 1,0 bar (15 psi) at (or corrected
to) the maximum operating flow rate through the filter vessel as currently installed.
−− After three-year service life (provided the above dP level is not reached).
−− If filter membrane tests are carried out and abnormal results are obtained.
−− If there is a sudden drop of 0,35 bar (5 psi) or more in differential pressure compared
with the same flow rate without any obvious cause being found.
It is not mandatory to perform routine single element tests. However, if a test is carried out
and the filter/coalescer fails, all the filter/coalescer elements in the vessel shall be replaced.
9.4.8.3 Filter/water separators–separator elements

−− If testing in accordance with the manufacturer's recommended procedure fails.
Note: Separators need to be completely wetted with aviation fuel prior to the test.
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9.4.9 Records
Records shall be kept of at least:

−− all daily drainings including Visual Appearance Check results;
−− weekly dP readings including any necessary investigation results;
−− filter membrane test results to enable trend monitoring (where undertaken), and
−− filter maintenance, including at least:
– the number and type of new elements installed;
– dP before and after change;
– throughput since previous change;
– reason for change and any relevant details, condition of elements and internal
vessel, preferably including element and vessel photographs;
– number of blank/dummy elements installed;
– torque values for elements and blank plates;
– water test for separator elements;
– cover seal replacement (after the vessel has been opened three times), and
– the condition of the epoxy coating.
An example of a suitable form is shown in Figure 11.
9.4.10 Differential pressure gauges
Differential pressure gauges in jet fuel service shall be tested every six months. Piston type
dP gauges in avgas service shall be tested monthly (due to the potential for lead precipitates
to form causing the piston to stick). For piston type gauges, a check for correct zero reading
and for free movement throughout the full piston travel is adequate, electronic dP measuring
devices shall be tested / calibrated in accordance with manufacturers requirements. A record
of all checks shall be maintained. All inaccurate or defective gauges shall be replaced. If a
piston type dP gauge which incorporates a small filter in its design is used, this filter shall be
replaced every 10 years. This filter should be replaced as required by the manufacturer, or if
the free movement of the piston is laboured.
9.4.11 Filter element installation/filter vessel commissioning
An example of a filtration maintenance record is shown in Figure 11.
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FILTER INSPECTION AND ASSEMBLY CERTIFICATE
CHANGE or INSPECTION AND ASSEMBLY CERTIFICATE (Cert ref No. )
MICROFILTER, and FILTER WATER SEPARATOR

Location: Filter type: Filter number:
Filter model: Vessel serial number: Grade
NOTE: WHEREVER POSSIBLE INCLUDE PHOTOGRAPHS TO ILLUSTRATE COMMENTS IN THE REPORT
1. Pre-dismantling details Date of filter Date of filter

Element change inspection
Current Current flow Throughput
differential rate since last
pressure change
2. Reason for dismantling Element max time interval High pressure differential
(3 yr coalescer/microfilter)
Low pressure differential High membrane filtration test E vidence of hazy fuel or
result particulate in sump sample (FWS)
Annual inspection Request by inspector Other (specify)
3. Reason for dismantling Draw element positions AND blanked positions where
fitted for de-rating, add more elements as required:
C Coalescer C S
C
S Separator C S
C
M Microfilter C
C S
Blanked
B position C S
Side opening type: Yes / No

Trapezoidal separator: Yes / No
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4. Examination of dismantled unit

General observations for example:
(a) Evidence of bypassing: (b) Evidence of element rupture:

(c) Condition of seals & vessel lining: (d) Evidence of element damage:
(e) Evidence of corrosion: (f) Evidence of electrostatic discharge:
(g) Were deposits normal, heavy or light: (h) Condition of elements:
(i) Separator element tested Pass Fail All tested
(j) Other:
i. Details of parts refitted/replaced – FWS

Existing elements refitted: Coalescers: Separators:
New replacement elements: Coalescers: Separators:
Torque setting coalescers: Torque setting separators:
Torque setting spider plate nuts Torque setting lid swing bolts
Lid seal: date fitted Current compression no. (3 max.)
ii. Details of parts refitted/replaced – microfilters
Existing elements refitted:
New replacement elements:
Pressure plate correctly fitted:
Lid seal: date fitted Current compression no. (3 max.)
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5. Assembly, and tests after assembly (comments)

Further
OK N/A
action
q Clean, undamaged and correct type and number of elements properly fitted:
q Water shutdown device, (where fitted), inspected and tested:
q Unit assembled correctly in clean body:
q Circulation of 4 500 litre minimum completed (after change):
q Differential pressure/flow rate, (e.g. 5.5 psi at 1 000 lpm):
q Differential pressure gauge tested and functioning correctly:
q Air eliminator tested and functioning correctly:
q Pressure relief valve tested and functioning correctly:
q Indicate lift and reset pressure for the tested unit (psig):
q Non return valve(s) tested and functioning correctly:
q PRV/air eliminator isolation valves, (where fitted) sealed in the open position:
q Vessel labels updated:
Certified that unit has been correctly assembled and is functioning satisfactorily.
Authorised signature:
Date:
q Note any special/additional/further action comments:
q Photos attached: Yes / No
Figure 11: Example of filtration maintenance record
9.5 STORAGE PROCEDURES
9.5.1 Routine checks
To ensure that product quality is maintained while in storage, the procedures in 9.5.1.1 to
9.5.1.7 shall be applied, recorded and documented. Observations that are as descriptive as
possible facilitate trend monitoring or investigation. In the case of fungible pipeline breakout/
staging tankage, requirements for receipt of fuel, including water draining, sampling and
testing, are given in Annex N.
9.5.1.1 Tanks shall be kept free from the accumulation of water and particulate by routine draining
of all low points to avoid MBG and to ensure only clear and bright product is transferred
downstream. Draining is normally required on a daily basis, but longer intervals (up to weekly)
may be adopted after extensive experience has shown that water does not accumulate.
Where hazy product persists in the drain sample after removal of bulk water, longer settling
times, more frequent draining, and/or microbiological assay testing should be considered.
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Water draining shall be undertaken after settling, before release, before deliveries start and
daily while deliveries continue. Water draining shall be undertaken at full flow with a quantity
greater than the contents of the drain line. Successful removal of water shall be confirmed
via a Visual Appearance Check on samples throughout the draining process. Samples may
be taken into open containers, such as glass jars or stainless steel buckets, but it is necessary
to ensure that these samples are not contaminated by precipitation or other environmental
contaminants, e.g. dust. To minimise the exposure to the environment and operators, suitable
glass closed systems are preferred.
9.5.1.2 The correct operation of floating suction arms shall be checked monthly. When a tank has
been emptied, for example for maintenance or internal cleaning, procedures for refilling the
tank shall ensure that the floating suction arm is fully filled with fuel to displace all air. Where
air elimination is not built into the design this may require back-filling until the floating
suction inlet is fully submerged in fuel. During initial fill, check that the floating suction cable
does not become entangled in the floats or arm.
9.5.1.3 All tank vents and valves shall be maintained to ensure that they are always functioning
correctly. Pressure/vacuum relief valves, and flame arrestors, where fitted, should be checked
and serviced in accordance with the manufacturer's recommendations.
9.5.1.4 Where the period of time between product receipts into a tank exceeds one month, the
conductivity of jet fuel containing SDA shall be checked at monthly intervals and recorded
with the temperature of the fuel.
9.5.1.5 Representative samples shall be taken for CoA Testing (with exception for avgas of the ASTM
D909 test and, as long as the colour visually coincides with the grade specification, ASTM
D2392, both of which are optional) from each tank which has contained product and which
has had no product receipts for six months (static stock) before it is released. Samples should
also be taken for CoA Testing from each tank in which less than half of the product has
been replaced during a six-month period before it is released. A comparison of the new CoA
shall be made with the RCQ or latest CoA/RT, using the RT Certificate acceptable differences
(see Annex B), on entry to storage. Any significant differences shall be investigated prior to
release to confirm that the product is fit for use. If the results are unsatisfactory, the tanks
shall be quarantined, further representative samples taken and an investigation undertaken.
CoA testing of avgas may have to be carried out more frequently depending on the storage
facilities' design and ambient temperature.
For long-term storage requirements see Annex C.
9.5.1.6 Where storage tanks, pipelines, or manifolds are fitted with a required means of positive
segregation (see 9.3.8), the effectiveness of the arrangement shall be confirmed at least
every three months by either physical checks of valve sealing integrity, e.g. by opening the
bleed valve, or by the use of leak detection systems in accordance with manufacturer's
instructions. If the checks release a significant quantity of product, or if there is a continuous
flow of product indicating a leaking block valve, then measures including additional product
sampling and testing shall be taken to ensure that the quality of the product is satisfactory
before the batch is released. The valve shall be scheduled for an unplanned maintenance
interval and repaired/replaced at the earliest opportunity.
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9.5.1.7 TRVs shall be checked for correct operation in accordance with manufacturers'
recommendations.
These checks should include:

−− opening at correct pressure;
−− reclosure after operational testing;
−− leakage (seat sealing);
−− stem travel (ensure stem cannot hang on internal body shoulder), and
−− set point for travel stop.
9.5.2 Tank cleaning
9.5.2.1 General
Tank cleaning frequency is dependent on a number of variables, including whether or not
the tank is lined (epoxy coated), the cleanliness of product, the type of tank roof, the type
of tank bottom and ease of draining. Consequently, the cleaning interval for storage tanks
depends on their specific configurations. In principle, the better the design of the tank the
longer the cleaning interval.
There may be other factors that have an impact on the cleanliness of tanks (e.g. breakthrough
of a clay treater) which will necessitate immediate tank cleaning.
Tanks that have been newly-lined should be internally visually assessed to confirm the
continued integrity of the lining and cleaned, 12 months after being commissioned.
Note: The specified cleaning frequencies in Tables 13 and 14 are separate from tank integrity
inspection frequencies, which are normally determined by other factors, e.g. local authorities
or engineering/corrosion considerations.
9.5.2.2 Evidence and condition monitoring

Tank cleaning intervals for direct delivery or indirect delivery locations shall be clearly defined
using the criteria in Table 15 and documented (including photographs where safe to take them).
Historical tank cleaning records and inspection records shall be meaningful and maintained.
Where such information is not available, the cleaning intervals in Table 13 shall apply.
9.5.2.3 Direct delivery locations

For storage installations directly supplying airports the cleaning intervals in Table 13
(conventional tank designs) or Table 14 (for tanks with additional design features) shall apply
as a maximum.
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Table 13: Cleaning intervals for storage installations with conventional tank designs
directly supplying airport service tanks
Low risk Medium risk High risk High high risk

Bottom type Cone Cone down/ Flat, or incorrectly Flat,or incorrectly
down/ cone up/ lapped or lapped or
cone up/ sloping internal impeding internal impeding
sloping structures** structures**
Roof type Fixed* Open/external Fixed* Open/external
floating floating
Maximum tank 5 years 5 years 3 years 2 years
cleaning interval
Microbiological Yearly 6 monthly 3 monthly Monthly
testing requirement
(Not required for
avgas tanks)
*This includes floating roof tanks fitted with geodesic dome covers.
**Internal structures that impede flow of water and dirt to sump/water drain.
Where storage installations directly supplying airports are lined and/or have multiple draining
points ('additional design features'), or for storage tanks at refineries where all the fuel is
hydroprocessed, the cleaning intervals in Table 14 may be acceptable where convincing and
continuing evidence (as described in Table 15) can be provided that these longer periods do
not adversely influence product cleanliness.
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Table 14: Modified cleaning intervals for storage installations with additional design
features directly supplying airport service tanks
Low risk Medium risk High risk High high risk

Bottom type Cone Cone down/ Flat, or Flat, or
down/cone cone up/ incorrectly incorrectly
up/sloping sloping lapped or lapped or
internal internal
impeding impeding
structures** structures**
Roof type Fixed* Open/external Fixed* Open/external
floating floating
Maximum tank 10 years if 10 years if: 5 years if: 2 years
cleaning interval tank lined, tank lined, or tank lined, or
or multiple multiple drain multiple drain
drain points, or in points, or in
points, or in refineries, refineries,
refineries, product product
product is hydro- is hydro-
is hydroprocessed processed
processed
Microbiological Yearly 6 monthly 3 monthly Monthly
testing
requirement
(Not required
for avgas tanks)
*This includes floating roof tanks fitted with geodesic dome covers.
**Internal structures that impede flow of water and dirt to sump/water drain.
9.5.2.4 Indirect delivery locations

Where storage installations do not supply directly to airports the maximum tank cleaning
intervals should be in line with those for direct deliveries, but may be risk assessed under
the provision that convincing and continuing evidence (as defined in Table 15) is available to
show that the cleaning interval does not influence product cleanliness.
The only exception is for high high risk category tanks with open/external floating roofs
where a maximum cleaning interval of five years shall apply.
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Table 15: Minimum conditions to be met for establishing tank cleaning intervals
−− Dirt levels being within established cleanliness levels/trends. Defined by testing of

bottom or drain/sump samples (gravimetric or colorimetric (including filtration time)
and/or particle counts).
−− Water levels being within established cleanliness levels/trends. Defined by:
– Taking water drain samples and carrying out a Visual Appearance Check to confirm
the systematic absence of excessive rust, other debris, microbiological growth or
surfactant contamination.
– Taking bottom or sump fuel samples and testing for microbiological activity (to
confirm 'acceptable' results).
−− Previous tank cleaning records showing that tank internal surfaces were clean (before
flushing the tank), i.e. the inspections did not reveal microbial growth or build-up of
sediment exceeding approximately 20 % of the tank bottom surface.
−− Fuel cleanliness downstream indicating the absence of excessive contamination, e.g.
filters having good element service life, good filter membrane test results or low
particle counts.
9.5.2.5 Tank cleaning products

No chemicals, or cleaning materials, that could adversely affect the aviation fuel to be stored
in the tanks, shall be used unless required for decontamination of the tank. If it was found
necessary to use a cleaning chemical a CoA Test shall be performed on a representative tank
sample before product release (see 4.5.7).
9.5.2.6 Sediment analysis

Detailed records of the types and quantity of any sediment found in the tank shall be
maintained. This may require sludge or residue from the tank bottom being sampled for
analysis, before residual material is flushed out of the tank. It is preferable to retain the
samples and take photographs of them when first obtained.
9.5.2.7 Condition of tank fittings, coatings and labels

Detailed records of the condition of the tank interior fittings and coatings shall be maintained.
A suitable recording form is shown in Annex B. The dates of the most recent tank inspections
and cleaning should be marked on the tank shell. IT systems that provide the same data with
a due date alarm system linked to them, are considered equally suitable.
9.5.2.8 Product release after cleaning

When a tank is refilled after cleaning, the product release procedures in section 8 shall be
followed.
9.5.2.9 Soak testing after tank repair

If any repairs to the tank bottom or internal coating are made with a combined surface area
that is greater than 5 % of the tank surface area, a soak test shall be performed (see Annex D).
9.5.2.10 Product recovery tanks

Fixed product recovery tanks (used to consolidate tank drains and fuel samples from tank-
side fast-flush facilities) shall be cleaned in accordance with the design category in Table 13
or Table 14 as appropriate. The microbiological growth test on a sump sample after flushing
shall be carried out quarterly, irrespective of the tank category. Details of suitable test kits can
be obtained from the EI2.
2 Email: info@energyinst.org
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Mobile product recovery tanks shall be visually inspected (without entry) quarterly for
cleanliness and condition.
9.5.2.11 Tank-side quick flush tanks

Tank-side quick flush tanks shall be kept clean and empty when not in use for draining and
sampling.
9.5.3 Bringing tanks (and associated pipework and equipment) into aviation fuel service
or changing grades
Tanks and associated pipework and equipment (including valves, thermal relief and pressure
relief valve lines) that have been used previously for non-aviation fuels, shall only be brought
into aviation fuel service if the requirements of (a) to (f) and Table 16 are met. (Note: it is not
the intention of this section to require the change of use detailed here to apply to intermediate
kerosene components used at the manufacturing location prior to final batching.)
a) Tanks are in compliance with the requirements in section 9, and an MoC process has
confirmed that there is no possibility of crossover of non-aviation fuels.
b) Tanks and associated pipework and equipment shall be emptied. Pipework shall be
flushed using a minimum of three times line content of the new product at full flow
rate. Tanks shall be prepared according to Table 16 prior to initial filling with aviation
fuel.
c) Before the initial tank contents can be released, an RT and a thermal stability test shall
be carried out on a representative sample, the results of which shall be satisfactory.
There may be circumstances i.e. fungible systems, where recertification testing is not
valid, in which case CoA testing shall be undertaken.
d) Where tanks were previously in service with a fuel containing lead, they shall be
labelled accordingly on the access chambers. Additional quality protection measures
are necessary requiring specialist advice.
e) If the internal surface of a tank is newly lined, the tank shall be pre-conditioned in
compliance with Annex D (see also requirements in Annex D for tanks with existing
linings).
f) If the prior grade in the tank contained Fatty Acid Esters (e.g. FAME) a FAME test shall
be carried out on the tank contents in addition to the RT and thermal stability test.
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Table 16: Requirements that apply to tanks that have been used previously for non-aviation
fuels, that are brought into aviation fuel service
Previous product in tank Product to be used in tank

Jet Leaded Unleaded
fuel avgas avgas
Leaded avgas B – A
Unleaded avgas B A –
Motor gasoline (leaded or unleaded)/Jet-B B A A
Jet fuel/kerosene distillate meeting the material requirement A** B B
of the relevant jet fuel specification (e.g. Clause 4 of Defence
Standard 91-091)
Undyed gas oil, diesel, and HVO affirmed NOT to contain B B B
oxygenate bio-component (e.g. affirmed FAME-free)
Gas oil or diesel, including ultra-low sulfur diesel and biodiesel, C C C
Hydroprocessed Vegetable Oils (HVO) blend component,
containing up to 15 % oxygenated bio component*
Black oils, chemicals, lubricating oils, vegetable oils and Change of use not
biodiesel containing greater than 15 % FAME, potentially recommended. Seek specialist
contaminated water from tank hydrostatic testing advice
*It should be noted that diesel/gas oil that is not declared as a 'bio' fuel may still contain FAME
at concentrations up to a level defined by the locally applicable diesel specification (e.g. 7 % for
EN 590).
**Cleaning A not required if same grade of jet fuel is being added to tank only required
between different grades of jet fuel.
Cleaning procedure A:
The tank, and associated pipework, shall be completely drained until no liquid remains
(drainings to be downgraded to non-aviation use). Internally inspect through the tank access
chamber to ascertain that it is clean and dry. If sludge or dirt is present, it shall be removed.
Cleaning procedure B:
The tank and associated pipework shall be completely drained. Introduce flushing product to
cover the tank floor (flushing product shall be the new grade to be loaded or, for avgas, should
preferably be unleaded, oxygenate-free, motor gasoline). The tank and pipework shall be
completely drained until no liquid remains (drainings to be downgraded to non-aviation use).
Internally inspect the tank through the tank access chamber to ascertain that it is clean and dry.
If sludge or dirt is present, it shall be removed.
Cleaning procedure C:
The tank shall be gas-freed and thoroughly cleaned.
9.5.4 Testing for microbiological growth
The fundamental method for assessing the presence of microbiological growth in storage
tanks and filters is the daily Visual Appearance Check on a sump sample. Presence of
discoloured water (brown or black), a lacy interface between the fuel and water layers or
organic debris in the fuel or water layer are all indications of likely microbiological activity.
Any of these indications shall result in immediate investigation. Specialist advice should be
sought.
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The investigation shall include an on-site assay test for microbiological activity carried out on
drain samples of jet fuel using a suitable test kit (details of suitable test kits available from
the EI3), and the checking of filter membrane colour test history for any significant change.
Internal inspection and investigation of filter vessels may also be required.
Warning and Action (quarantine) limits should be defined with reference to the IATA Guidance
material on microbiological contamination in aircraft fuel tanks and following advice from
specialists in the use of field testing kits and interpretation of results.
Where microbiological growth is confirmed to be above acceptable levels, remedial action

shall be taken. This may require specialist advice. As a minimum, this shall include on-site
assay tests for microbiological activity carried out on drain samples of jet fuel using a suitable
test kit (details of suitable test kits available from the EI2), as defined in Table 13 or every six
months (whichever is shorter) for a period of two years. Where three successive on-site assay
tests show that microbiological growth levels are at a satisfactory level, the testing intervals
may be relaxed provided there are no other contra-indications of microbiological activity.
Note: Fuel samples from storage tanks for on-site assay testing shall be drawn from low
point drains and allowed to settle to remove any traces of water. To ensure consistency
of test results, sampling should be performed after tank settling and immediately before
tank release. Contamination of the sample for testing shall be avoided by strict observance
of the test kit manufacturer's guidance on cleanliness. Alcohol wipes should be used to
clean sample points before sampling. The sample point shall then be flushed with jet fuel to
remove traces of alcohol before taking the sample for testing. If a positive result is obtained
then the test shall be repeated. If the result is confirmed, specialist advice should be sought.
The use of biocide to treat tank contamination is restricted by the major fuel specifications
(see section 7 for further information) and is intended for strictly controlled use in aircraft
fuel tanks. In most cases it is therefore only possible to decontaminate storage tanks by using
hydrocarbon solvents, or in the case of unlined tanks, steam cleaning or hot water washing.
A mild hypochlorite solution (5 to 8 %) may be used for cleaning the tank, significantly
improving the chances of removing traces of microbiological contamination and preventing
a reinfestation on refilling the tank. If a mild hypochlorite solution is used, the tank shall be
thoroughly water washed with potable water to remove all traces of the hypochlorite. Where
biocides are used, the product shall be downgraded to non-aviation use and the tank cleaned
before bringing it back into aviation fuel service.
For further information on managing the risk of microbial growth see EI Guidelines for
the investigation of the microbiological content of liquid fuel and for the implementation
of avoidance and remedial strategies, the IATA Guidance material on microbiological
contamination in aircraft fuel tanks, ASTM D6469 Standard guide for microbial contamination
in fuels and fuel systems and JIG technical information document – Microbial monitoring
strategies.
3 Email: info@energyinst.org
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9.6 DOCUMENTATION
9.6.1 Records – quality control
The results of checks and testing shall be recorded on documents which are readily available
and kept up-to-date. Records may be held electronically provided that a back-up system (at
least weekly) is in place. The records shall include, but not be limited to:
a) All mandatory checks detailed in this section.
b) Product dips or metering and tank contents checks, including date/time.
c) Details of incoming consignments with reference to RCQ/CoA/RT Certificate and RC,
quantity, including date and time.
d) Receipt tank details, settling and release checks including intertank transfers.
e) Batch make-up record and batch number allocated.
f) Product deliveries and transfers including date/time when tanks put in service.
g) CoA and RT Certificate of tank contents.
h) RCs covering outgoing consignments.
i) Tank and filter sump drains, microbiological test and, where undertaken, filter
membrane test results.
j) Monthly conductivity test results when stock is static (and only when the jet fuel
contains SDA).
k) Vent and valve checks.
l) In case of additive additions, additive receipt CoAs, blending and reconciliation
results.
9.6.2 Records – maintenance
The following maintenance activities shall be recorded on documents which are readily
available and kept up-to-date. Records may be held electronically provided that a frequent
back-up system is in place. The records shall include, but not be limited to:
a) Storage tank inspection and cleaning records.
b) Microfilter and filter/water separator differential pressure graphs and inspections and
element changes.
c) Floating suction arm checks.
d) Additive tank inspection and cleaning records.
e) Additive injection equipment calibration.
9.6.3 Signature
All records shall be dated and signed by the person responsible for that specific activity. For
electronic records, a password-protected access system, traceable to an individual person, is
acceptable as an alternative to a signature.
9.6.4 Records – product quality incidents
A detailed record of each product quality incident shall be documented and should be
maintained for at least five years.
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9.6.5 Documentation retention requirements
Aviation quality control documents shall be kept for certain minimum periods to provide
adequate history and reference. This applies equally to short-term rented storage for aviation
fuels. The following are minimum retention times, but local regulations, external quality
assurance requirements, or company policies may require longer retention periods. Records
of all daily, weekly and monthly checks shall be retained for at least one year. Records of all
less frequent routine checks, filter membrane test results and logbooks on all non-routine
matters shall be retained for at least three years. Other maintenance records shall be retained
for at least one year, or longer if still relevant to equipment condition (e.g. major repair work
or extension(s) to facilities).
Document retention requirements:

−− Storage installation product quality records – 12 months from last dated record.
−− Laboratory quality control and product testing records and certificates – seven years.
−− Local and international inspections and follow-up – three years or until all
recommendations have been closed out if longer.
−− Filtration differential pressure and filter membrane test records – a minimum of either
three years or the last two changeouts if longer.
−− Storage tank and filter cleaning and maintenance records – life of tank.
−− Storage installation design, modification and major maintenance – life of installation.
−− Underground pipeline design, modification and testing records – life of installation.
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10 TRANSPORTATION: FACILITIES AND PROCEDURES
10.1 OCEAN TANKERS, COASTAL/INLAND WATERWAY VESSELS/BARGES
10.1.1 General considerations
Historically, transportation of aviation fuel by sea meant relatively short costal tanker voyages,
but changes to supply chains have resulted in significant volumes of aviation fuel now being
transported long distances by ocean tankers. Ocean tankers used to convey aviation fuel are
also used for the transportation of various other cargoes, i.e. they are not aviation-dedicated.
These vessels require specific attention to ensure fuel quality is maintained. Also, where
new build vessels are intended to be utilised for the transportation of aviation fuel, these
present a potential fuel quality issue. For quality control testing purposes, ocean tankers,
greater than 20 000 DWT (tonnes deadweight), shall not be considered dedicated under any
circumstances due to the complex nature of their compartments and piping arrangements,
and therefore strict precautions are necessary to ensure that grade changes are adequately
controlled. (Note: Ships under 20 000 tonnes DWT are not necessarily dedicated.)
Coastal and inland waterway vessels may have complex cargo compartment and piping
arrangements and therefore, as with ocean tankers, strict precautions are necessary to ensure
that, where grade changes are required, these are adequately controlled. It is appreciated
that, on occasions, coastal and inland water vessels/barges may be permanently employed
carrying solely jet fuel cargo in which case cargo change of grade cleaning is not required.
However, it is necessary to ensure cargo tanks remain clean and fit-for-purpose.
Although it is preferable before loading that cargo tanks, piping systems and pump
arrangements are inspected and confirmed clean, dry and free from traces of any other
product, this is not practical with ocean tankers. To comply with safety of life at sea
(SOLAS) requirements and International safety guide for oil tankers and terminals (ISGOTT)
recommendations, where an IG system is required to be fitted, ship compartments are normally
in an inert condition when the ship arrives for loading. Access to the cargo compartments
is therefore not possible and full documentation showing the cleaning methods and any
chemicals used shall be obtained. This documentation shall be verified and signed by both
the independent person collating it and a responsible ship's officer.
Where vessels are used to carry multiple cargo grades, grade segregation is vitally important
and any change to the cargo tank being employed to carry jet fuel should follow the
correct change of grade cleaning requirements, for example as defined in EI HM 50. The
requirements are written with ocean-going tankers in mind, but in principle may be applied
(with some modifications where necessary) to coastal vessels and barges. Where the change
is not covered by HM 50 specialist advice should be sought.
A vessel that uses cargo tanks for ballast on return journeys, irrespective of the cargoes
carried, shall be treated as a non-dedicated delivery system.
10.1.2 Vessel selection for aviation fuel transport
Vessel vetting is normally carried out to ascertain if a vessel is suitable for carrying a cargo
safely. It is further assessed with respect to crew capability, vessel condition, vessel experience
factor, etc. This second step is an integral part of risk management.
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Additionally the details of the ship cargo tank internal coating material, the existence of
any copper-containing metals in the tank, the tank washing system (hot fresh water, steam,
detergents), the IG system, the slops storage and disposal system and sea or fresh water
where used in cargo tanks, shall also be considered as part of the selection process, as these
may impact the quality of the transported cargo.
10.1.3 Suitability assessment before selection
In addition to the selection process, details specific to previous cargoes, cargo tanks cleaning,
etc. need to be assessed. Although it remains the responsibility of the ship's Master to present
the ship in a condition suitable for loading the intended cargo, the organisation chartering
the ship should also satisfy itself that all the cleaning carried out to effect a grade change is
adequate to protect the integrity of the aviation fuel to be loaded (refer to EI HM 50 for more
detailed guidance). This information shall be readily available to all parties with an interest in
the transport of the fuel.
Items a) to m) provide guidance on minimum acceptance criteria to be used:

a) Cargo tanks shall be constructed from corrosion-resistant material or be coated
internally with a suitable epoxy material. The cargo tanks and their linings shall not
affect the specification properties of the product in any way.
b) Cargo tanks with zinc coatings or zinc silicate linings, or with copper heating coils
or other copper-containing components, should not be used for transportation of
jet fuel because of the potential adverse impact on fuel thermal stability. Where
this is unavoidable, specialist advice shall be sought regarding additional testing
requirements, e.g. thermal stability testing at elevated temperatures prior to loading
and discharge, and, where applicable, measurement of copper content prior to
discharge.
c) Segregation shall be provided between cargo and ballast tanks. If more than one
product or grade is to be carried, segregation shall also be provided between the
grades. This includes compartments, pipework, pumps, valves, and other physical
installations on board where cross-contamination can occur. This also includes the
IG system, which may be achieved by valves or control of flow direction during IG
replenishment (e.g. the ullage space above aviation fuel before the ullage space
above other cargoes).
d) 'Closed loading' (IG system) vessels are subject to specific procedures being in place
at both loading and discharge ports to ensure that fuel quality is monitored. These
procedures shall include the requirement for the inspector and/or the ship's Master
to confirm that the vessel is clean and dry and suitable for the transportation of
jet fuel. Guidance on the design, operation and maintenance of IG systems can
be found in American Bureau of Shipping documents Pub 131 Guide for inert gas
system for ballast tanks and Pub 24 Guidance manual for material selection and
inspection of inert gas systems.
e) All cargo tank hatches/openings shall be watertight. Hatches and sea valves which
access the cargo tanks shall be capable of being locked and secured in the closed
position.
f) As a minimum, all new build and refurbished vessels shall have been pre-conditioned
in accordance with Annex D before carrying aviation fuel.
g) The documentation specifying in detail the last three cargoes carried by the vessel
(including, where possible, any additives/dyes/stabilising chemicals contained in the
previous cargoes or added on board the vessel) shall always be checked, and be
available to the receiver of the fuel.
h) As a minimum, EI HM 50 should be used to determine if the cleaning methods
employed on cargo grade changes are suitable.
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i) Note: Many aviation fuel cargoes are carried in chemical ships, and EI HM 50 may not
address all circumstances encountered in such cases. Other reference databases may
need to be consulted for guidance.
j) Where it is identified that a gas oil or diesel cargo is listed on the last three cargoes,
checks shall be carried out to establish if the cargo contained a bio component. If
this cannot be firmly established then it shall be assumed that bio component was
present.
k) EI HM 50 recommends that cargoes of B15 or greater should not have been carried
in the previous three cargoes.
l) If cargoes of less than B15, but greater than B5, have been carried in the last three
cargoes, the recommendations of EI HM 50 should be followed. In addition, FAME
testing should be carried out on the loaded cargo, and be within the specification
limit, before discharge commences.
m) Where it is identified that there has been addition of dye on board the vessel in the
last three cargoes, there is the risk of dye transfer in transit (e.g. from the roof of the
tank), and of sample contamination with dye residues when using closed-operations
valves.
10.1.4 Suitability assessment prior to loading
It should be confirmed that the vessel meets the requirements outlined in 10.1.2 and 10.1.3
and an inspector/surveyor employed. This individual could be from a third party or competent
and trained shore staff fulfilling the role of inspector/surveyors. Vessels should be cleaned to
the satisfaction of the inspector. The inspector should also carry out the following:
a) In order to maintain aviation fuel quality all the ship's tank cleaning records, such
as cargo logs and the oil record book, should be thoroughly examined (and where
possible copies obtained). The reviewer should assess any potential contamination
and fuel quality loss risks prior to loading, based on the data provided.
b) Particular notice should be taken of any previous cargoes that may have contained
high risk species such as metal ions (such as are found in some octane and cetane
improvers), surfactants, luboils containing metallic modifiers, dyes, FAME, etc. as
each of these poses specific risks to the cargo.
c) All the details obtained from the ship's records should be listed in a single document
(cargo tank history report) and this document should be dated, signed and stamped
by the ship's officers confirming that the details recorded are correct. The records
should include, for each tank on the ship, details of:
– the last three cargoes, and
– any cleaning chemicals/detergents used.
Based on the information supplied, risks should be assessed and an initial loading
plan commensurate with any identified risk prepared. (Guidance may be obtained
from EI HM 50.) Should any of the details listed here not be provided, all stakeholders
with an interest in the loading of the aviation fuel should be informed of any data
deficiencies immediately and loading should not proceed until all interested parties
have agreed a process to address the deficiencies in the tank history records.
d) A tank inspection report/certificate of cleanliness should be prepared. It is recognised
however, that due to modern environmental controls the ability to make any form of
physical inspection is rare, and so when such limitations prevent access to the tanks,
a statement of facts clearly noting the inability to make a visual examination of tanks,
lines, pumps, etc. should be issued instead. Regardless of which document is issued
they should be countersigned by the responsible ship's officer.
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e) It should be confirmed that the IG system is operating satisfactorily. Records for the
previous two weeks that the IG system was operational should be obtained from the
ship's officers and the IG readings at the time of loading noted in the inspector's
report. These should preferably show detailed logs with O2 levels, flow rates and
even SOx levels, on a constant monitoring basis. As a minimum, daily checks of
the running system and random tank samples taken using an O2 meter should be
available. The inspector should ask if the IG to and from the aviation fuel containing
tanks is separated from any other parcels on board and whether it will remain so for
the whole voyage. Should any of these details listed not be provided, all stakeholders
with an interest in the loading of the aviation fuel should be informed of any data
deficiencies immediately, and loading should not proceed until all interested parties
have agreed a process to address the deficiencies in the records.
10.1.5 Loading ocean tankers and coastal/inland waterway vessels/barges
a) Companies shall appoint a responsible person to inspect the vessel, witness the
loading procedure and prepare a report. This individual could be from a third party
(e.g. an inspector or surveyor) or a competent and trained shore staff.
b) Product quality data shall be available and their completeness verified.
The data shall be verified to comply with the relevant specification before loading.
Typically these data are presented as RCQ and, if applicable, CoA and/or RT Certificate,
accompanied by the necessary RC.
There may be occasions where the completed RCQ and, if applicable, the CoA and/
or RT Certificate as well as the RC documents are not immediately available. Under
these circumstances, traceable data shall be available from authenticated sources
such as a known email address with equivalent detail. The principals (e.g. buyer and
seller) shall be advised of these equivalent data and may decide to accept or reject
them. The RCQ and, if applicable, the CoA and/or RT Certificate as well as the RC
documents, shall be available before the ship is discharged. Increasingly, documents
are made available in electronic format rather than as paper documents.
The objective of all these requirements is that no cargo is loaded into a vessel until
and unless sufficient data are available to verify that it complies with the advised
quality and specification. If there are any deficiencies in the data, the inspector shall
immediately notify the principals.
c) Prior to loading, all loading lines shall contain the same grade of aviation fuel as
that to be loaded, and determine from which batch the content derived. For line
preparation requirements see 8.3.5 and API MPMS section 17.6/EI HM 66. Subsea
lines will require a modified procedure. Witness the loading procedure.
d) As a minimum, line samples shall be drawn at, or near to, the ship's manifold for
a Control Check, at the start, immediately before the end of pumping and if there
is a change of batch. During the start, samples should be taken after one and
10 minutes. The sample points should be located at a point as close to the ship as
possible. Generally there is a sample point available near the foot of the loading arm.
It is recommended, in particular for non-dedicated loading lines, that line samples are
taken every two hours. The results shall be compared with the shore tank analysis.
If they differ by more than 3,0 kg/m3 (0.7 API gravity where this is used for system
control) on corrected density (at 15 °C), or exhibit a cloudy or hazy appearance that
persists at room temperature for 15 minutes, contamination should be suspected
and further investigations shall be carried out. Where contamination is suspected,
these samples should be taken in triplicate, labelled and retained.
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e) For non-dedicated vessels or where loading is via non-segregated shore facilities,

a first foot sample (filling to at least 300 mm depth in each cargo tank) should be
taken from each compartment, a multiple tank composite sample prepared, and the
following properties measured. The results shall be compared with the results of the
product being loaded:
– appearance/visual colour;
Note: Colour in this context is the visual observation of fuel colour from water white
to straw/pale yellow and not the Saybolt colour.
– density;
– flash point (jet fuel only), and
– freeze point.
To minimise the volume at risk, where possible, the first foot loading should be
limited to two or three tanks as far away as possible from the ship's manifold in order
to flush the maximum pipework. Samples from these limited numbers of tanks can
be tested fairly quickly and if any problems are detected, remediation done without
too much waste or delay. If the first three tanks pass, first foots can be loaded into
the other nominated tanks and testing performed on them.
To avoid unnecessary delays to vessels, the loading may restart following satisfactory
density, appearance and visual colour comparisons with the shore tank and jetty line
test results. The results of the flash and freeze point tests shall be compared with the
shore tank results. If they differ by more than 3 °C (5,5 F) for the flash or freeze point
between measured and expected results, contamination should be suspected and
further investigations shall be carried out.
f) After completion of loading, three, 3 litre (3 USQ), weighted multiple tank composite
ship's samples should be prepared, using suitable containers (as defined by ASTM
D4306); those required for retention shall be sealed. These samples may cover
contractual requirements as well. One sample, which need not be tested unless
the quality of the consignment is subsequently questioned, may be retained at the
supplying location for at least one month. The second sample may be provided to the
ship's Master for retention on the ship (retention of individual compartment samples
that satisfy the volume requirement may be acceptable as an alternative). The third
sample may be used for laboratory testing to confirm the quality of the product on
board the vessel. The laboratory test analysis need not delay the departure of the
vessel. However, the results of the test should be made available to all interested
parties (e.g. buyer and seller) promptly, but certainly before the vessel is discharged.
See 4.4.3.
g) Before departure, it shall be verified that tank hatches and covers are closed and
secured.
h) All quality and loading documents should be presented to the ship's Master or his
representative either in hard copy or electronically.
i) Results of the quality checks shall be recorded and reported.
10.1.6 Ship-to-ship transfers and floating storage
Ship-to-ship transfer may be required for replenishment of large tankers used as floating
storage, or for transfer of product from a large to a smaller vessel due to port limitations.
Unless ship-to-ship transfers and floating storage are strictly controlled, there is the potential
for fuel quality issues to occur.
Where a vessel is being used as floating storage, or is being loaded from floating storage, the
suitability assessment procedures detailed in 10.1.2, 10.1.3 and 10.1.4 shall be employed.
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Owing to the exposure time, copper coils and zinc coatings shall not be used for floating
storage.
Hoses used for the transfer of fuel shall be maintained in good condition and regularly
inspected internally and externally for wear, degradation and cleanliness. A record of use and
maintenance checks shall be maintained. Hoses should be dedicated to jet fuel use. Where
this is not possible, they shall only be used for transfer of white oils and drained dry between
usage. For further information see OCIMF Guide for the handling, storage, inspection and
testing of hoses in the field.
Fuel testing requirements apply to all points in the supply chain, including floating storage and
transfers at sea, and should be treated in the same manner as for an intermediate terminal.
Product in each floating storage cargo tank should be treated and tested as an individual
shore tank. Where tanks contain the same batch, weighted composite samples may be used
where appropriate. Note that each tank containing aviation fuel shall be segregated from
other grades on board any vessel using a minimum of two valves. Where there are different
batches of the same grade of aviation fuel these may be segregated by a single valve on the
vessel.
After each receipt into a ship's tank on the floating storage, or after a ship-to-ship transfer,
samples shall be taken in duplicate and sealed. Traceability through mass balance calculation
should be established and documented throughout any offshore movements.
A batch make-up record shall include, as a minimum:

a) the batch number;
b) the tank number;
c) volume in the tank;
d) the grade of fuel stored;
e) the sampled date;
f) the laboratory test certificate number; (if applicable);
g) heel batch number and test certificate number (if applicable), and
h) received fuel volume(s), batch number(s), test certificate number(s), received fuel
release note(s), the consigning refinery/storage installation and receipt date.
An example is shown in Figure 1.
At the time of transfer from one ship onto another, the traceability of each compartment, to be
transferred, should be established using a Batch Make-Up Form. Up to seven compartments
may be combined in one Ship's Tank Batch provided each compartment has a similar batch
make up, and having densities within 3 kg/m3 (0.7 API) for each compartment across the
compartments to be batched together. If traceability is lost CoA testing shall be carried out
on MTC samples drawn from the up to seven ship compartments.
Before transhipment starts, duplicate sets of samples, that are representative of the fuel to
be transferred, should be drawn from each ship's compartment for retention. At the start
of transhipment duplicate samples shall be drawn from both ships' manifolds during initial
pumping for a Control Check. First foot samples for a Control Check only, shall be drawn
from each of the cargo compartments used on the receiving / daughter vessel. On completion
of operations, duplicate samples shall be drawn from each of the cargo compartments used
on board the receiving / daughter vessel. All samples shall be labelled with the date and time
of drawing, details of the sampling location and the relevant seal number.
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If vessels are lightering/trans-shipping to a larger vessel and the possibility of batch blending
or commingling exists, traceability should be maintained by the supply of Batch Make-Up
of the fuel to be received and either the loading port RQC(s) or CoA(s) of the fuel batch(es)
being transferred or the certification documentation (CoA or RT Certificate) and samples
drawn from each of the supplying vessels. Transfers shall be supported by an RC. This is
wholly consistent with the same process ashore at terminals as the principle is maintenance
of batch traceability at all times, ashore or in ships' tanks.
Consideration should also be given to undertaking microbiological testing (see EI Guidelines

for the investigation of the microbiological content of petroleum fuel and for the
implementation of avoidance and remedial strategies).
10.2 PIPELINE TRANSPORTATION
10.2.1 Introduction
Pipelines provide an efficient means of transporting aviation fuel (as well as other petroleum
products) and form an important part of many distribution systems.
Note: avgas is not normally transported by pipeline.
Pipelines may transfer different petroleum products, and interface commingling between
them and pipeline 'pick-up' from one product to another due to adhesion to pipeline walls is
routine. Robust operational procedures are therefore required to ensure risks to aviation fuel
quality are effectively managed.
10.2.1.1 Pipeline construction and commissioning

Design, construction, testing and commissioning of pipelines should be in accordance with
ASME B31.4 Pipeline transportation systems for liquid hydrocarbons and other liquids,
ASME B31.3 Process piping or ISO 13623 Petroleum and natural gas industries – Pipeline
transportation systems, and API Recommended Practice 1110 Pressure testing of liquid
petroleum pipelines. Also see Annex D for information on commissioning.
10.2.2 Product compatibility in multi-product pipelines
Where pipelines are operated as multi-product pipelines, interface management requirements

(including management of the transmix) are an important part of operations.
The products listed in Table 17 shall not be used as leading or trailing parcels in pipelines that
transport jet fuel:
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Table 17: Products that shall not be used as leading or trailing parcels in multi-product
pipelines that carry jet fuel
−− Neat oxygenated chemical products (organic acids, alcohols) and other surface active
products, or those that have a high content of surface active components.
−− Chemical products that could downgrade the thermal stability of jet fuel (e.g.
products with peroxides, low levels of lead, iron, copper or nickel) or products that
could develop free radicals in the conditions of transport.
−− Motor gasoline blended with ethanol.
The products listed in Table 18 are acceptable, as leading and trailing consignments, for
transport in multi-product pipelines that also transport jet fuel. When adjacent to a parcel of
jet fuel, these products have been shown to result in limited degradation of jet fuel due to
interface commingling or pipeline pick-up. They are listed in Table 18 in order of preference:
Table 18: Products that are acceptable as leading or trailing parcels when transporting
jet fuel in multi-product pipelines
−− Light distillate feedstock (naphtha).

−− FAME-free and undyed middle distillates (diesel and kerosene).
−− Motor gasoline (free of detergent-type additives)/blendstock for oxygenate blends
(BOB.)
Note: To consider transporting other products not listed in Table 18, the MoC process in
section 3 shall be utilised.
In certain circumstances it is acceptable for product containing bio-component (or dye) to be

transported in a multi-product pipeline that transports jet fuel; in this case a risk assessment
shall have been completed, and specific operating procedures implemented (e.g. testing
of product received to confirm the absence of contamination). For further information see
EI 1535.
Certain product additives, e.g. DRAs and dyes, are known to be detrimental to aviation fuel
quality because of their chemistry or physical properties. When products have been injected
with these additives and are adjacent to aviation fuel pipeline consignments, there is a risk
that poor interface cutting and/or poor control of additive injection will cause aviation fuel
quality problems, and potentially result in the aviation fuel being off-specification.
Where the exclusion of such additives from adjacent products is not practicable, the pipeline
operator shall undertake a risk assessment to establish what controls will be required (in
addition to sequencing, e.g. parcel size, pumping time etc.) to ensure aviation fuel quality is
maintained. EI 1535 shall be followed as part of this assessment.
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10.2.3 Aviation fuel quality monitoring programme
10.2.3.1 Key principles

a) The pipeline operator's procedures shall ensure maintenance of aviation fuel quality
from point of ingress to point of egress. Consideration shall be given to all potential
sources of contamination such as from pipeline contents, manifolds, dead-legs,
valves, booster pumps, etc. all of which have given rise to product quality incidents.
b) A robust fuel quality monitoring system based on industry good practice, including
site-specific procedures and experience, shall be documented and implemented.
c) Within refineries or terminals, aviation fuel shall be handled in such a way as to
prevent contamination with other products between the tank and pipeline ingress.
Where the use of non-dedicated pipework within the refinery/terminal is unavoidable,
procedures shall be in place to adequately flush the pipework of other products
prior to receiving or delivering aviation fuel. With non-dedicated systems, particular
attention shall be given to eliminating potential contamination from dead-legs,
manifolds, meter proving loops, etc. Dead-legs in pipework should be removed, or
where present they should be equipped with a drain point and flushed quarterly to
remove any contamination that may have accumulated.
10.2.3.2 Equipment
a) Receipt and delivery lines shall be fitted with sampling points, which should be
installed as close as possible to the CTP. It is preferable for in-line samplers, either
automatic or manual, to be used. A capability to determine density at a standard
temperature is required. This could be achieved by the use of an in-line densitometer,
automated densitometer, hydrometers and thermometers or thermohydrometers.
b) Additional equipment such as colorimeters, particle counters, flow meters or
turbidimeters may be considered.
c) The equipment listed in a) and b) should have the capability to monitor:
– The product within the lines between storage tanks and the ingress and/or egress
points of the pipeline.
– The product coming from the certified tank of the shipping terminal.
– The products coming from every subsequent tank when the pipeline operator
is informed of tank changes. The pipeline operator's monitoring system should
enable the detection of non-scheduled tank changes.
– Possible product commingling.
d) The potential impact of equipment on the maintenance of aviation fuel quality
should be assessed by the pipeline operator. Such assessments include:
– The creation of a register to record all sources of potential cross-contamination,
even at low levels. Equipment that should be inspected includes: pumps; valves;
dead-legs; meters; fixed prover loops, etc.
– Inspection of, and compliance with, operational protocols (flushing of the
installation, dead-legs, boosters, etc.) associated with the equipment and control
of their effectiveness in preventing contamination, even at low level.
– The potential for downgrading off-specification product.
10.2.3.3 Samples
For quality purposes, every parcel of aviation fuel in the pipeline should be sampled,
automatically or manually. These samples shall be retained for a defined period and managed
as specified in the pipeline operating procedures.
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For receipt from, or delivery into, either a single grade or multi-product pipeline, during
the pumping of the product, either automatic or continuous line monitoring systems that
include calibrated densitometers and turbidity analysers (or equivalent) shall be deployed, or
alternatively samples shall be drawn as close as possible to the CTP approximately one minute
after liquid starts to flow, approximately halfway through the pumping period, approximately
five minutes before pumping is due to be completed, and at any change of batch. Each of
the samples shall be subjected to a Control Check (and conductivity if SDA has been added
to the fuel upstream of this point). Results from the Control Check shall be documented.
If large amounts of water, solid contaminants or abnormal density are present, the parcel
shall be quarantined and action should be taken to address the root cause.
The most important quality protection measure in multi-product pipeline movements is the
method used for handling product interface cuts (see 10.2.6). Care should be taken to ensure
that the leading and trailing interfaces between the products are directed into non-aviation
storage. Adequate sampling procedures assist in the detection of these interfaces.
The pipeline operator may draw spot samples manually. These samples are representative
only of the product at the exact time they are taken, but may help in determining if the
product is contaminated.
In fungible pipeline systems, or those managed as a banking system, with the exception of
pipeline breakout/staging tankage (see Annex N) there should be a retained sample for each
delivered parcel. Moreover, if the pumped batch is split into two or more receiving tanks at
any one location, it is recommended that the sampling operation should be split in the same
manner, to obtain a line sample for each receiving tank from approximately the middle of the
receipt parcel that is delivered to each tank. If there are multiple delivery or receipt batches,
each one should be subject to individual line sampling.
Operating procedures shall be established and documented to define the processes to be

followed if sample analysis carried out by the custodian of the fuel or pipeline operator
during transfer indicates a deviation outside of the fuel specification limits or exceeding
the acceptable differences during recertification testing (see Annex B). These should include
a procedure for notification of the relevant parties, remedial action plans, and defined
authorities for remedial product release. The action plans may include items such as layered
tank release, continued receipt into other tankage, blending, pump backs, etc.
10.2.3.4 Responsibility for aviation fuel quality maintenance – documentation

To enable the pipeline operator to monitor and maintain the quality and traceability of the
fuel, the custodian of the fuel shall release the following documents to the pipeline operator,
before any transfer starts:
−− Reference numbers of the shipping tank(s).
−− Respective volumes of the shipping tank(s).
−− RCQ(s), or CoA(s), or RT Certificate(s).
−− RC(s) for the shipping tank(s):
– the certificate will reference the shipment as it appears on the pumping plan
given by the pipeline operator to the custodian of the fuel, and
– the certificate will be signed by an official authority of the custodian of the fuel,
or by a subcontracted inspection authority.
This documentation shall also be sent to the receiving terminal(s) or, for a fungible system,
to the pipeline operator.
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Product introduced into a pipeline from a tank may differ from the certified batch because
of the connection lines and manifolds between the tank and the pipeline ingress point. The
line content between the tank and the ingress point shall also be covered by an RCQ, CoA
or RT Certificate and be listed on the RC. The principle is that all line content is covered by
one or more certificates; however, any small parcels of aviation fuel (for example tank inlet
line 'line push' volumes), need not be taken into account in certification documentation
provided that the cumulative volume of the heel, and other small parcels, is less than 3 % of
the total volume of the new batch, and that all the previous batch heel and other parcels are
previously certified aviation fuel of the same grade. Any component volumes greater than
3 % shall be taken into account in certification documentation.
In fungible pipeline systems and where the original identity of the jet fuel is lost, the pipeline
operator shall ensure that all jet fuel batches being transferred into the pipeline meet the
required specification.
10.2.4 Valve line-ups
Pipeline operators shall check the position of all relevant valves when setting up (i.e. prior to
the movement) to ensure the correct route as detailed in the site-specific procedure between
the ingress and egress CTPs of the pipeline. For other valve position monitoring controls at
storage installations see section 8.
10.2.5 Quality control requirements for simultaneous pumping
In the case of simultaneous pumping from two pipelines into a single pipeline, a Control Check
shall be carried out. The measured density of the downstream product shall be compared
with the calculated volumetric average densities of both upstream products. Rebatching after
simultaneous pumping shall be undertaken before direct delivery to airport service tanks.
10.2.6 Interface management
In a multi-product pipeline, where aviation fuel is in contact with other refined products, the
pipeline operator shall manage the interface, in particular at the points of delivery, and shall
take measures to maintain the jet fuel integrity, and its conformity with the specification.
When handling multi-product batches, interface contamination shall be minimised. In

addition, the sequence should be arranged to minimise the effects of such contamination
should it occur.
To mitigate the risk of contamination of jet fuel and to minimise the volume of the transmix
to be downgraded or re-treated, the following sequencing of product in contact with jet fuel
in order of preference, is:
−− Any product in which the total quantity of transmix can be downgraded, without
compromising the quality of the mixed product (i.e. petrochemical naphtha).
−− Product that does not contain any bio or dyed component.
−− Product that does contain bio-component measured by the stipulated test method;
a risk assessment will need to be conducted and specific operating procedures
implemented by the pipeline operator. A leading and/or trailing buffer batch
(containing no bio-component) should be employed, the volume of which shall be
established by experimentation/trial, which shall be downgraded.
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During receipt, leading and trailing product interfaces shall be diverted into non-aviation
storage or slop tanks.
Control measures may include testing for specific sensitive characteristics of jet fuel (depending
on the other transported products, characteristics such as flash point or freeze point could
be tested from in-line samples), and/or contamination tests such as particle content, water
content, water separation characteristic or FAME content.
Cutting procedures shall be established to ensure that only jet fuel enters jet fuel receipt
tanks. Time alone shall not be used as a parameter to determine cut points. These cutting
procedures shall take into account the position of the monitoring equipment, valves, signal
delays, flow rates, buffer and interface volumes etc.
Equipment used to manage interface cutting may comprise the following:

−− Densitometers installed far enough upstream of the manifold to allow sufficient time
to receive the information and to command the shutting and opening of the correct
valves.
−− Colorimeters to confirm the information given by the densitometers.
−− Haze meters, optical interface detectors, turbidity meters, refractive index sensors,
ultrasonic water detectors, ultrasonic electro-acoustic transducer technology.
−− Manifolds, to lead any non-jet fuel products in their correct direction, to direct
contaminated product into slop tanks, and to direct the neat jet fuel into jet fuel
tanks. There is a requirement for these manifolds to be designed and operated so as
to avoid cross-contamination of the jet fuel.
Reinjection from slop tanks or interfaces into jet fuel shall not be undertaken.
10.2.7 Pipeline pigging operations
Pipeline operators may be required to implement pigging procedures on a regular basis or

when needed, depending on transported product cleanliness, and legal requirements for the
maintenance of pipeline integrity.
In multi-product pipelines no pigging operation shall take place in jet fuel. This prevents
potential contamination of jet fuel by other materials removed from pipeline walls, and issues
with particulates.
In dedicated jet fuel pipelines, the operator will have to undertake pigging in jet fuel.
The operator shall ensure procedures are in place to handle the 'pigged cloud' that will
be generated. The use of particle counters may prove beneficial in this situation. This may
include segregation and/or disposal as well as additional settling times or filtration.
10.2.8 Addition of aviation fuel additives
Only additives approved for use in aviation fuel shall be injected by a pipeline operator during
transport of the aviation fuel through the pipeline system. Where additive injection occurs,
refer to section 7 for required information on handling, injection and documentation.
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10.3 ROAD TANKERS AND RAIL TANK CARS
10.3.1 Construction of road tankers, rail tank cars and loading facilities
10.3.1.1 Rail tank cars

a) The tanks of rail tank cars shall be constructed of carbon steel, stainless steel or
aluminium. For carbon steel construction the tank should be internally coated with
an epoxy coating complying with EI 1541 (but see d). New rail tank cars, and those
that have had major maintenance activities performed, shall be pre-conditioned and
soak tested in compliance with Annex D.
b) Design shall be such that fuel is protected from the ingress of dirt and water during
transit. Tanks shall be equipped with bottom drains to facilitate the clearance of water
and sediment, and drawing of samples, where applicable. Rail tank cars should be
dedicated to one grade of aviation product and be provided with couplings chosen
to give the maximum practical degree of grade protection (see also 10.3.1.4). Where
rail tank cars are fitted with more than one size/design of discharge coupling, the
unused one shall be sealed or, preferably, removed.
c) Clear grade markings should be painted on or affixed to rail tank cars. The EI fuel
grade naming and colour coding system as detailed in EI 1542 should be used. The
correct grade markings, (e.g. 'JET A-1', 'Avgas 100LL') shall be prominently displayed
on both sides of rail tank cars. Grade markings shall also be clearly visible at the rail
tank car discharge connections.
d) Rail tank cars constructed of carbon steel used for supply to airport service tanks shall
be internally coated with an epoxy coating complying with EI 1541.
10.3.1.2 Road tankers

a) Road tankers shall be constructed of aluminium alloy, stainless steel, or carbon
steel. For carbon steel construction the tank shall be internally coated with an
epoxy coating complying with EI 1541. New road tankers, and those that have had
major maintenance activities performed, shall be pre-conditioned and soak tested
in compliance with Annex D. Whenever possible, a tank with a single compartment
fitted with suitable wave breakers (baffles) should be used. Each tank compartment
shall have a drain line and suitable valves to facilitate the drawing of samples and
drainage of water. The sample lines should not be manifolded together. Where
sample lines are manifolded procedures shall be in place to ensure representative
samples of each compartment can be taken without cross-contamination from other
compartments (see 8.3.6.3).
b) All tank access chamber and dip point covers shall prevent the ingress of water or
dirt.
c) Filling and discharge points should be provided with couplings of a size and type
chosen to give the maximum practical degree of grade protection. Where vehicles
are fitted with more than one size/design of discharge coupling, the unused one shall
be sealed or, preferably, removed (see also 10.3.1.4). Where grade selective couplings
are not employed, procedures shall be in place that provide the same degree of grade
protection as grade selective couplings.
d) Clear grade markings shall be painted on or affixed to the vehicle. The EI fuel grade
naming and colour coding system detailed in EI 1542 should be used. The correct
grade markings, (e.g. 'JET A-1', 'Avgas 100LL') shall be prominently displayed on
both sides of the vehicle. Grade markings shall also be clearly visible at the vehicle
discharge connections.
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10.3.1.3 Loading facilities

Loading rail tank cars and road tankers should be by bottom loading. It is also preferred that
loading facilities for aviation fuels are separate from other loading facilities.
10.3.1.4 Grade selectivity

Grade selectivity should be used to prevent inadvertent loading or unloading of the incorrect
product or grade of product. It may be achieved through the use of mechanical couplings or
electronically through a permissive bonding system; in either case the mating arrangement
is unique only to the relevant product or grade of product. It is mandatory for where DCD is
in place (see 10.3.5)
10.3.2 Road tankers/rail tank cars: change of product and cleaning procedures
10.3.2.1 Dedicated rail tank cars and road tankers are the preferred option but where rail tank cars
or road tankers have been previously used to transport other products, cleaning procedures
shall be employed to ensure they are fit-for-purpose to carry aviation fuels.
10.3.2.2 Only vehicles which have carried an acceptable last load shall be used for the transportation
of aviation fuels. When changing road tankers and rail tank cars from one product to another,
procedures A, B or C in Table 19 shall be applied to ensure there is no product contamination
from the last product carried. After a road tanker/rail tank car product change is completed
and documented following the appropriate procedures in Table 19, the road tanker/rail tank
car is considered dedicated for the purposes of aviation fuel transport.
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Table 19: Road tanker/rail tank car product changes
Previous product carried Product to be loaded

Jet fuel Leaded Unleaded
avgas avgas
Leaded avgas B – A
Unleaded avgas B A –
Motor gasoline (leaded or unleaded)/Jet-B B A A
Jet fuel/Kerosene A (when B B
converting
from any
other grade
of jet fuel)
Undyed gas oil, diesel, and HVO affirmed NOT to contain B B B
oxygenate bio-component (e.g. affirmed FAME-free)
Gas oil or diesel, including ultra-low sulfur diesel and biodiesel, C C C
Hydroprocessed Vegetable Oils (HVO) blend component,
containing up to 15 % oxygenated bio component*
Black oils, chemicals, lubricating oils, vegetable oils and biodiesel Seek specialist advice
containing greater than 15 % FAME, potentially contaminated
water from tank hydrostatic testing
*It should be noted that diesel/gas oil that is not declared as a 'bio' fuel may still contain FAME at
concentrations up to a level defined by the locally applicable diesel specification (e.g. 7 % for EN 590).
The tank, pipework, and where installed, meter, pump and filter, shall be completely drained until no liquid
remains (drainings to be downgraded to non-aviation use). Internally inspect each compartment through
the tank access chamber to ascertain that it is clean and dry. If sludge or dirt is present, it shall be removed.
The tank, pipework, and where installed, meter, pump and filter, shall be completely drained. Introduce
flushing product to cover the foot valves (flushing product shall be the new grade to be loaded or, for
avgas, should preferably be unleaded motor gasoline); hold for 10 minutes. The tank and pipework shall
be completely drained until no liquid remains (drainings to be downgraded to non-aviation use). Internally
inspect each compartment through the tank access chamber to ascertain that it is clean and dry. If sludge
or dirt is present, it shall be removed.
Note: Precautions are required to mitigate the risk of static discharge occurring.
The intention of these procedures is to ensure that the next grade can be loaded safely and delivered in
an uncontaminated condition. If these procedures fail to satisfy this requirement then flushing in the case
of procedure A or further flushing in the case of procedure B of the compartments may be required. If the
vehicle tank cannot be left in a suitable condition for filling by using procedures A or B, then the tank shall
be gas-freed and thoroughly cleaned. Detergents or cleaning chemicals shall not be used.
In circumstances where these procedures are not permitted, cleaning procedure C shall be followed.
Cleaning procedure C:
Either the tank shall be gas-freed and thoroughly cleaned, or the tank shall carry a buffer load (motor
gasoline or kerosene) followed by grade change procedure A or B as required. The first cargo of Jet A-1
loaded after a cleaning/buffer load shall be tested for FAME to validate the change of product procedure.
Steam cleaning may be considered equivalent to the procedures described. If undertaken, adequate drying/
draining is required.
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10.3.3 Loading of road tankers and rail tank cars
10.3.3.1 General
a) Loading both rail tank cars and road tankers should be by bottom loading.
b) Where top loading is employed or non-selective couplings are used, systems shall be
used to assist in eliminating/minimising incorrect grade loading. This can be achieved
by the utilisation of swipe card systems (IT controls), density checking, procedural
controls, etc.
c) Rail tank cars and road tankers shall be inspected to ensure that they are clean
and free of water before loading. To avoid working at height, this may be done by
checking the low points of each tank compartment and draining any traces of water
or particulates. For dedicated road tankers which are bottom loaded via selective
couplings this inspection shall be performed once only at the first loading of the
day. When loading is carried out with non-selective couplings this check shall be
undertaken before each loading.
d) If water, and/or heavy residue is identified, the tank(s) shall not be filled and the
custodian of the fuel informed and a report submitted to relevant parties. Checks
of the tank top walkway access, and other possible points of contamination ingress,
shall be made, the results recorded and findings included in the submitted report.
e) Road tankers and rail tank cars shall be checked to confirm that they are correctly
grade marked before being loaded.
10.3.3.2 Loading
a) Rail tank cars and road tankers shall be loaded via hoses complying with the
requirements of EI 1529 Aviation fuelling hose and hose assemblies (grade 2), or
ISO 1825 type C (semi-conductive) or equivalent. Grease-free pantograph loading
systems are also acceptable. For rail tank car and road tanker loading systems with
a maximum achievable pressure of less than 10 bar, conductive hoses manufactured
in accordance with EN 13765 may be used; however, those with a zinc galvanised
internal helix are not permitted for use with jet fuel.
b) On completion of rail tank car or road tanker loading, the product shall be allowed to
settle for a minimum of five minutes. Each rail tank car or road tanker sump/low point
shall then be drained of any water and sediment so that a representative sample is
taken from the compartment for a Visual Appearance Check. Where there are not
individual sample lines from each compartment, the procedure in 8.3.6.3 shall be
followed. From the first aviation fuel road tanker or rail tank car for a particular day,
or after a change in batch, a sample shall be drawn, and a density measurement
made. If the density differs by more than ± 3,0 kg/m3 (0.7 API gravity where this
is used for system control) from the density of the batch certificate, the matter
shall be investigated and the vehicle quarantined pending resolution. For multiple
compartment tanks all compartments shall be tested; however, composite samples
may be made from up to three compartments (to reduce the total number of tests)
for a density measurement. For rail tank cars the density check may be carried out on
a composite sample from up to three rail tank cars, Composites shall only be made if
the expected density from the product quality documentation is the same in each rail
tank car. Where additive injection occurs, refer to section 7 for required information
on handling, injection and documentation.
c) Plastic or galvanised containers shall not be used for fuel draining.
d) Where local legislation prohibits open drain point sampling, alternative procedures/
equipment e.g. water/particulate/density sensors or closed sampling systems, that
provide the same degree of protection as open sampling shall be in place.
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e) These actions and results shall be recorded.

f) Before dispatch, all tank compartment openings shall be secured, preferably sealed.
10.3.4 Driver controlled loading (DCL)
DCL is the term used to describe the practice where the drivers of road tankers loading
aviation fuel also carry out the pre- and post-loading quality checks and oversee the filling of
the fuel without supervision from installation staff.
The scope of the additional tasks to be performed by the drivers shall be clearly identified
and specific written procedures available. All drivers authorised to perform DCL shall receive
training in the additional tasks to be performed and the training recorded.
10.3.5 Driver controlled delivery (DCD)
DCD is the term used to describe the practice where the drivers of road
tankers deliver aviation fuel to airport depots and where they also carry out the
pre-offloading quality checks and oversee the transfer of the fuel into storage without
supervision from depot staff.
With a traditional road tanker delivery of aviation fuel to a receiving facility, the depot staffs
carry out pre-discharge quality checks to verify that it is the correct grade, free from visual
contamination and is from the batch identified on the Release Note. These checks provide an
independent verification as to the integrity of the delivery – in the case of DCD this layer of
protection is removed.
To compensate for the loss of independent quality verification being carried out at the facility,
three additional barriers are required for road tankers being used for DCD. They are as follows:
−− the road tankers shall be dedicated;
−− the road tankers shall be bottom loaded, and
−− the road tanker shall be loaded and discharged using a grade selective system (for
example, grade selective mechanical couplings or grade selective permissive bonding).
The scope of the additional tasks to be performed by the drivers shall be clearly identified
and specific written procedures available. All drivers authorised to perform DCD shall receive
training in the additional tasks to be performed. The training and authorisation shall be
documented.
The road tanker driver shall be in constant attendance of the truck while in transit between
the supplying installation and the airport. The vehicle may be parked in a secure location for
short periods of time to facilitate driver rest breaks but shall not be parked overnight after
leaving the supplying installation.
10.3.6 Documentation and records
a) Prior to deliveries, a copy of the latest supplying tank RCQ, CoA, or RT Certificate
shall be provided to each receiving location.
b) All shipments by rail tank car or road tanker shall be accompanied by an RC.
c) Where tank changes occur during loading, two RCs may be required. Each location
shall record the pipeline volume from each tank to the loading point. The rail tank
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car or road tanker that is loaded with the interface volume shall have two RCs issued
defining the volume loaded from each supply tank. The density of the compartment
or rail tank car containing the interface should be measured and reported on the RC.
d) Copies of the documentation shall be retained for a minimum of one year.
10.4 DRUM AND INTERMEDIATE BULK CONTAINER (IBC) FILLING AND ISO TANK
CONTAINER LOADING
10.4.1 General
If aviation product is to be supplied in drums, intermediate bulk containers (IBC) or ISO tank
containers, the requirements of 10.4.1 to 10.4.3 shall be applied.
To meet these requirements, locations where drums or IBCs are filled or ISO tank containers
are loaded shall have documented procedures and systems in place to ensure quality (as well
as health, safety and environmental) considerations are adequately managed. These should
include:
−− Procedures for the internal and external inspection of new and used drums, IBCs and
ISO tank containers, including defined rejection criteria.
−− Systems to ensure adequate control of any drum or IBC flushing, cleaning and waste
disposal.
−− Procedures for the storage and release of product in drums or IBCs and ISO tank
containers.
−− Recognition of any statutory requirements applicable to drum and IBC filling and ISO
tank container loading operations.
10.4.2 Drums and IBCs
Drums are typically of 210 litres (55 USG) capacity, and of a design to protect against
mechanical damage to the lining. Drums should comply with ISO/ANSI MH2a or ISO 15750-2.
IBCs are rigid reusable containers up to 1 500 litres (396 USG) capacity. Drums and IBCs may
be used either for international transportation by sea, rail or road or for use as temporary
storage.
10.4.2.1 Materials of construction

Drums used for storage of aviation fuel shall be manufactured from steel. They shall be lined
with a suitable lacquer or lining meeting EI 1541.
Under no circumstances shall internally galvanised drums or plastic drums be used.
Any material used for the sealing/seaming of the bottom and top of drums shall be compatible
with aviation fuel.
Any sealing material used in the manufacture of drum closures and bungs shall be compatible
with aviation fuel. Due to the potential adverse effects on aviation fuel product quality vented
drum bungs shall not be used.
IBCs used for storage of aviation fuel shall be manufactured from stainless steel or aluminium.
Internally galvanised IBCs or plastic IBCs shall not be used.
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10.4.2.2 Filling equipment

The filling system for each grade of product shall be separated to provide complete protection
against cross-contamination. The product grade name and colour code shall be clearly
displayed on all filling equipment, tanks, pipelines, etc. (in accordance with EI 1542).
Since aviation fuel in drums or IBCs will normally be supplied directly to aircraft (and may
not be filtered during fuelling), filling equipment for avgas or jet fuel shall include a filtration
system as used for into-plane filtration, i.e:
−− a filter/water separator meeting EI 1581, or
−− for avgas only, a microfilter meeting EI 1590.
10.4.2.3 Quality control

The following outlines steps to be taken when filling drums or IBCs; provided that product is
available for release as defined in section 8, then no further testing is required before filling
begins.
Every empty drum or IBC (including those that are new) shall be examined internally before
filling to ensure that it is in a satisfactory condition, i.e. clean and free from rust, water,
manufacturing oils or other contaminants and, for drums, free from lining defects.
Before filling, drums shall be colour coded (in accordance with EI 1542) and, for drums
and IBCs, clearly marked with the grade of fuel, specification to which the aviation fuel
was manufactured, batch number, filling date, date of retest (if applicable), quantity, filling
location and 'leaded fuel' statement if applicable.
After filling, a Control Check shall be carried out on a representative number of drums or
IBCs. The drums or IBCs chosen shall include the first and last one filled, and the first and last
ones when there is a change in fuel batch. Drums or IBCs shall be sealed immediately after
filling with grade-marked tab seals.
All consignments of drums or IBCs released shall be covered by an RC.
10.4.2.4 Reuse of drums or IBCs

Drums should not be reused for aviation fuel purposes. A drum or IBC may be reused for
aviation fuel provided that:
−− in the past it has only been used for the grade of aviation fuel with which it is to be
refilled;
−− the interior is inspected, and found to be clean and free from liquid residues;
−− a record of inspection is maintained, and
−− all labelling is updated.
Whenever an aviation fuel drum or IBC is to be taken out of aviation fuel service the old
grade marking and colour identification shall be completely removed before refilling.
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10.4.2.5 Storage
Drums and IBCs should be stored:
−− in well-ventilated buildings, or
−− if outdoors:
– upright under cover;
– with drum top covers for not more than three months, or
– for drums, stacked on their sides with bungs in the horizontal position.
Consignments should be stored in separate batches to facilitate periodic inspection, and

issued in rotation according to filling date, preferably first in – first out.
Drums and IBCs shall be inspected for leakage after filling, initial storage and monthly
thereafter. Markings shall be checked and renewed as necessary to maintain clear identity of
the information listed in 10.4.2.3.
Batches remaining in stock 12 months after the filling date shall be sampled and the product
subjected to a CoA test. A comparison of the new CoA shall be made with the original RCQ/
CoA/RT on filling. Any significant differences shall be investigated prior to release to confirm
that the product is fit for use.
For product stored in an ISO tank container the requirements in 2.2.6 shall be met.
10.4.2.6 Sampling and testing

If a batch of packaged stock requires a CoA test because its existing certification has time-
expired, the number of containers to be sampled, and the actual number of representative
samples required for laboratory testing shall be in accordance with Table 20.
Table 20: Number of samples to be drawn and analysed
Number of drums/IBCs Number of samples Number of

taken representative samples
analysed
1–3 All 1
4–64 4 2
65–125 5 3
126–216 6 3
217–343 7 3
344–512 8 3
513–729 9 3
730–1 000 10 4
1 001–1 331 11 4
As an example, if there are 250 containers in a batch, samples will be drawn from seven
containers at random. Of these seven samples, three random (but identifiable) samples
should be mixed to form one composite sample, two others mixed to make another
sample, and the remaining two to make a third sample, thus giving a total of three
composite samples to be actually analysed, as indicated in the table.
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Where the results of testing are unsatisfactory, the batch shall be quarantined and the issue
investigated.
10.4.3 ISO tank containers
10.4.3.1 Definition
This section details the use of ISO IMO type 1 tank containers in the capacity range of 20 m3
to 50 m3. They may be used either for international transportation by sea, rail or road or for
use as temporary storage.
10.4.3.2 Materials of construction and design

ISO tank containers used for storage and transportation of aviation fuel should be manufactured
from stainless steel, aluminium or carbon steel. Carbon steel ISO tank containers should be
lined with a suitable lacquer or lining meeting EI 1541.
The ISO tank container should have a drain line and suitable valves to facilitate the drawing
of samples and drainage of water, and to facilitate cleaning.
All top tank access chamber and dip point covers shall be sealed completely against the
ingress of water and/or dirt. Filling should preferably be via bottom loading.
10.4.3.3 Loading facilities

The supply tank and filling system for each grade of product shall be grade-separated to
provide complete protection against cross-contamination. The product grade name and
colour code should be clearly displayed on all tanks, pipelines etc.
ISO tank container filling equipment for avgas or jet fuel shall be fitted with a filter/water
separator meeting EI 1581, or, for avgas only, a microfilter meeting EI 1590.
Loading connections should be fitted with couplings of a size and type chosen to give the
maximum practical degree of grade protection.
10.4.3.4 Change of product

ISO tank containers are used to carry a wide range of cargoes/grades of petroleum, and
non-petroleum products. They are rarely dedicated for use for one specific grade, or product
group/type, and for this reason there is the risk of cross-contamination from previous cargoes
unless stringent control measures are implemented. ISO tank containers shall be either:
−− drained (and deemed acceptable for use) (procedure A in Table 21);
−− drained, gas-freed and cleaned, typically by a specialist contractor, (and deemed
acceptable for use) (procedure B in Table 21), or
−− rejected as unacceptable.
When changing from one product to another, procedure A or B from Table 21 shall be
applied to ensure that there can be no product contamination from any residues of the last
grade carried.
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Table 21: Requirements for ISO tank container product changes
Previous product carried Product to be loaded

Jet Leaded Unleaded
fuels avgas avgas
Leaded avgas A A A
Unleaded avgas A A A
Motor gasoline (leaded or unleaded) A A A
Jet fuels/kerosene A A A
Undyed gas oil, diesel, and HVO affirmed NOT to A A A
contain oxygenate bio-component (e.g. affirmed
FAME-free)
Gas oil or diesel including ultra-low sulfur diesel B B B
and biodiesel containing up to 15 % FAME,
Hydroprocessed Vegetable Oils (HVO) blend
component
Black oils, other chemicals, lubricating oils, vegetable * * *
oils and biodiesel containing greater than 15 %
FAME
The ISO tank container shall be drained completely until no liquid remains (drainings
to be downgraded to non-aviation use). The ISO tank container shall be internally
inspected through the tank access chamber to ascertain that it is clean and dry. If sludge
or dirt is present, it shall be removed.
The intention of procedure A is to allow product quality inspectors to be satisfied that
the next grade can be loaded safely and delivered in an uncontaminated condition.
If the ISO tank container cannot be left in a suitable condition for filling by using
procedure A, then it shall be gas-freed and thoroughly cleaned. Detergents or cleaning
chemicals shall not be used.
In circumstances where procedure A is not permitted due to automatic loading and/
or vapour recovery systems, then local procedures which meet these additional
requirements shall be developed.
The ISO tank container shall be gas-freed and subjected to cleaning following specialist
advice. Detergents or cleaning chemicals shall not be used.
*Specialist advice is required on a case-by-case basis. Issues to consider include:
surfactancy; water solubility; presence of trace metals; presence of additives; presence
of nitrogen-containing components; whether it is a hydrocarbon. This assessment will
either conclude that specialist cleaning is required, or that the ISO tank container is to
be rejected as not suitable.
After any cleaning is carried out, a cleaning certificate should be prepared and be available
for review prior to loading.
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10.4.3.5 Quality assurance

The following outlines steps to be taken when loading ISO tank containers; provided that
product is available for release as defined in section 8, no further testing is required before
loading begins.
The ISO tank container shall be inspected to ensure that it is clean and free of water before
loading. To avoid working at height, this may be done by checking the low points and
draining any traces of water or particulates.
On completion of loading the ISO tank container, the product shall be allowed to settle
for a minimum of five minutes. The ISO tank container shall then be drained of any water
and sediment and a sample taken for a Control Check. If the density differs by more than ±
3,0 kg/m3 (0.7 API gravity where this is used for system control) from the density of the batch
certificate, the matter shall be investigated and the ISO tank container quarantined pending
resolution.
After filling, ISO tank containers shall be clearly marked with the grade of fuel.
Before dispatch, all ISO tank container openings shall be secured and sealed by the fuel
supplier.
All ISO tank containers released shall be covered by an RC.
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11 SYNTHETIC JET FUEL
11.1 INTRODUCTION
Traditionally, jet fuels have been produced using so-called 'conventional' sources, defined in
the major jet fuel specifications as refined hydrocarbons derived from crude oil, natural gas
liquid condensates, heavy oil, shale oil, and oil sands.
Hydrocarbon fuel components produced from certain 'non-conventional' sources, so-called

'synthetic' components, are also approved by some governing jet fuel specifications.
To manage the introduction of jet fuels from non-conventional sources, ASTM D7566
Standard specification for aviation turbine fuel containing synthesised hydrocarbons was
developed. This specification defines the requirements for jet fuel containing up to 50 %
synthesised hydrocarbons and the quality of the synthesised blending components. ASTM
D7566 contains annexes specific to each class of synthetic materials;
The established jet fuel specifications DEF STAN 91-091 and ASTM D1655 require that
synthesised hydrocarbons from non-conventional sources be approved by the original
equipment manufacturers (OEMs) and then listed in ASTM D7566 before they can be
incorporated into commercial jet fuel.
Note: Once the finished synthetic/conventional jet fuel blend has been certified at the origin
point of blend manufacture to the governing specification it is considered a drop-in fuel for
the downstream distribution supply chain.
11.2 APPROVAL OF SYNTHETIC COMPONENTS
Before a synthetic component can be considered for use in jet fuel, there is a requirement for
it to be submitted to the process defined in ASTM D4054 Standard practice for qualification
and approval of new aviation turbine fuels and fuel additives. Only after successfully
completing this process, together with any additional testing required by the OEMs, can the
use of the component in a finished product be approved by the OEMs and subsequently
listed in ASTM D7566.
The first synthetic fuel components to be individually approved by the OEMs and listed in
ASTM D1655 and DEF STAN 91-091 were coal-derived, Fischer-Tropsch materials produced
by the SASOL company in South Africa. Firstly, a synthetic iso-paraffinic kerosene (IPK) was
approved as a blending component for semi-synthetic jet fuel blends. This was followed by a
fully synthetic jet fuel, a blend of up to five synthetic streams (including aromatic fractions).
These approvals were obtained before the development of the ASTM D7566 specification
and it was the experience gained during this approval process that led to the development of
that specification and also the ASTM D4054 evaluation and approval process.
The D7566 specification restricts the quantity of synthetic component to no more than 50 %
by volume of the jet fuel blend. The synthetic components in themselves are not suitable for
use as jet fuel for a number of reasons:
−− low density, which can affect aircraft range;
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−− lack of aromatics, which can cause elastomeric seals in the aircraft fuel system to
shrink, leading to leakage, and
−− flat distillation curves, which can have an adverse impact on combustion performance
in turbine engines.
Consequently, blending with conventional jet fuel is an essential requirement to remedy

these deficiencies.
Some of the production processes currently in development may be capable of producing

synthetic components that provide the required fuel characteristics for use as neat fuels;
therefore, the blending requirement in D7566 may be revised in the future.
Figure 12: Example routes to synthetic jet fuel components
An approval for a particular synthetic component is specific to its feedstock and manufacturing
route and includes controls on the manufacturing/synthesising process. Any proposed
alterations to the process that produced the prototype batches on which approval was based
are required to be subjected to an MoC process (see section 3), which may identify the need
for evaluation by the process outlined in ASTM D4054. The proposed changes are required
to be submitted to the specification authorities for approval before they can be implemented.
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11.3 MANUFACTURE OF SYNTHETIC FUEL BLENDS
ASTM D7566 covers the 'manufacture' of jet fuel that consists of conventional and synthetic
blending components. The word 'manufacture' normally applies to the refinery production of
aviation fuels from conventional sources (crude oil, natural gas liquid condensates, heavy oil,
shale oil and tar sands) (see section 6). In the context of ASTM D7566, the word 'manufacture'
is also used to refer to the blending of synthetic and conventional fuel components to produce
a synthetic fuel blend (also referred to as semi-synthetic jet fuel).
Only those synthetic blending components described and listed in the pertinent aviation
fuel specifications, such as ASTM D1655 and DEF STAN 91-091, and the ASTM D7566
shall be permitted. An approved antioxidant additive (see 7.3.1) shall be added to the bulk
product of all synthesised components, in such a way as to ensure adequate mixing, prior
to movements or operations that will significantly expose the product to air. This shall be
done as soon as practicable after hydroprocessing or fractionation to prevent peroxidation
and gum formation after manufacture. In-line injection and tank blenders are considered
acceptable methods for ensuring adequate mixing.
The synthetic blending component shall be covered by an RCQ. This blending operation is
more likely to occur in downstream supply installations than in a conventional oil refinery;
nevertheless, the blending location is referred to as the 'point of manufacture' for the
purposes of batching, testing and certification of the synthetic fuel blend.
Note: DEF STAN 91-091 does not permit the manufacture of synthetic jet fuel blends within
airport fuel storage depots.
After production to the point of blending, all synthetic blend components shall be handled
and transported in the same manner as finished jet fuel in order to maintain product integrity
and traceability.
Owing to the differences in density, the blending operation shall ensure homogeneity of the
blended batch. The release of layered tanks, as detailed in section 8, shall not be used for
synthetic fuel blends.
Once the synthetic fuel blend has been created, a batch defined, and tested in accordance with
the governing fuel specification, a test certificate defined by the governing specification shall
be issued confirming compliance of the batch with the specification. All of the requirements
for batching, certification and release detailed in section 8 shall apply.
The release document defined by the governing specification shall state the volume
percentage of synthetic component(s) in the blend, to alert subsequent handlers of the batch
that any further blending of synthetic components is not permitted if it takes the synthetic
percentage above the applicable specification limit.
The blending operation shall be conducted in facilities that comply with the requirements
detailed in section 9.
11.4 HANDLING OF SYNTHETIC FUEL BLENDS
Synthetic fuel blends are intended as 'drop in' fuels that are completely equivalent to
conventional jet fuels in terms of aircraft operations. Consequently, storage and ground
handling procedures required for synthetic fuel blends are identical to those for conventional
jet fuel.
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ANNEX A (NORMATIVE/MANDATORY)
AUTHORISED SIGNATORIES
A.1 DEFINITION
An authorised signatory is an individual who has been granted the written authority to sign
one or more classes of document on behalf of a corporation, company or other institutional
collective such as a partnership. In the context of aviation fuels these documents fall into two
broad classes, laboratory data documents and operational documents.
There is no such thing as an automatic right to sign documents on behalf of an organisation.

It may be that within the corporate structure, rights are granted to individuals as part of a job
description by law if the person is, for instance, the designated safety manager, but the right
to sign documents on behalf of a legal body is something that has to be well controlled, and
forms a fundamental part of corporate security, management and liability control.
Signatories may come by their authorisations in a number of ways:

a) Pre-qualification may be necessary such as membership of a professional body
(e.g. licensed engineers, chemists, etc.). Only with the specific written record
of authorisation by the corporation can the person then use their recognised
professional qualification for and on behalf of their employer in specific circumstances
or on specific documents. Common examples of this process in action would be the
signatory rights on standard business documentation such as contracts, purchase
orders, safety reports or invoices.
b) Authorisation may be granted on the basis of qualification, experience or skill level.
Typically, this is the case with engineering and laboratory staff. These authorisations
are specific and are best kept time-bound and subject to renewal.
c) Authorisation may also be granted for specific time-limited purposes in response to
circumstance; for instance, if the laboratory manager is unavailable due to vacation
or other commitments, a deputy may be authorised to sign various paperwork as the
alternate.
d) Authorisation may also be devolved from one corporation to another by contractual
linkage. In such circumstances one organisation transfers the responsibility and
authority to another to sign specified documents on their behalf. This authority does
not relieve the agent or sub-contractor from the responsibility to limit the signatory
rights to competent staff, or from the requirement to keep records of the individual
authorisation, which remains valid along the sub-contracting chain. Typical of such
arrangements are Shipping agents being authorised to sign documents including
Bills of Lading, or letters of protest, office security staff being authorised to sign for
delivered goods, despite not being employed by the recipient corporation or terminal
staff being authorised to sign delivery notes for and on behalf of product custodians,
when suppliers deliver product into independent storage. In such cases the devolved
authority must be traceable through contractual documentation.
A.2 AUTHORISATION PROCESS
The authorisation process shall be fully documented, including a simple registry of those
holding the signatory authority, any time and scope limits, the date of authorisation, the
name(s) of those granting the authorisation, a signature confirming the authorisation and at
least one specimen signature of the person being authorised.
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The registry is to be secure and shall be kept available for audit by a qualified custodian of
records.
Signatory records shall be maintained for seven years after the signatory rights of an individual
expire.
Before a signatory is confirmed, a due diligence process, commensurate with the level of
authority, responsibility and risk placed on the corporation by the signature being affixed,
shall be carried out. The monetary, safety, commercial and legal risks shall be reviewed and
the process raised to an appropriate level of corporate management before any candidate is
authorised. The usual mechanism by which this is recorded is a signature on a record, itself
including a specimen signature.
When setting up any authorisation scheme the following elements shall be addressed:
a) The establishment of a registry of authorised signatories.
b) The appointment of a custodian of records.
c) The documentation of the minimum qualifications, training experience, etc. for
candidacy for authorisation.
d) The appointment and registration of those at each level of the process who may
confirm a candidate's qualifications and suitability.
e) Senior management level approval of the scheme as a whole.
f) Documentation of the workflow within the process.
g) A timeline for the review of the scheme by an appropriate level of management.
A.3 EXAMPLE PROCESS FOR ESTABLISHING AUTHORISED SIGNATORIES IN

LABORATORIES
A.3.1 Documents required
a) Personal details/human resources records of the candidate including all training

records, professional affiliations and experience.
b) Statement from current direct supervisor as to recent work on aviation fuels in the
laboratory, including comments as to scope and frequency of the work routinely
carried out.
c) Current industry standards such as DEF STAN 91-091, ASTM D1655, AFQRJOS Check
List, laboratory ISO 9001 and/or ISO 17025 manual, work instructions and records.
d) In the case of sub-contractors/agents etc. the contractual delegation clauses of the
contract shall be copied and used as a reference document.
e) Aviation fuel laboratory data release signature register.
A.3.2 Process
a) The laboratory manager, or other designated authority, shall identify any candidate
they feel is suitable as an aviation fuels signatory (title may be company-specific). The
candidacy shall be supported by records detailing:
1) academic qualifications;
2) professional qualifications and affiliations;
3) laboratory work experience in general;
4) experience of the analysis of aviation fuels specifically, and
5) relevant training records
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b) The laboratory manager, or a deputy or authorised auditor, shall observe the candidate
at work analysing aviation fuels, or in the case that authorisation is sought for test
observation status only, observing aviation testing.
c) A written record of the observation session(s) (b) above) shall be reviewed twice:
1) With the candidate as a debrief on performance.
2) With the lab manager and/or next line manager to establish candidate
compliance with minimum standards of knowledge, skill, performance and
understanding concerning aviation fuels and the risks posed by inadequate
performance of analysis and/or test observation.
d) A specimen signature form shall be completed by the candidate and the line managers
and submitted to the registry custodian for assessment.
e) The registry manager shall make an assessment of the application and assign a status
to the application. The available status designators are:
1) rejected;
2) trainee;
3) application received pending review, or
4) authorised signatory (valid for 24 months from the time of acceptance).
f) The registry and the registration process shall be reviewed with senior management
periodically.
A.4 EXAMPLE PROCESS FOR ESTABLISHING AUTHORISED SIGNATORIES FOR

OPERATIONAL STAFF (EITHER DIRECT OR INDIRECTLY EMPLOYED BY THE
CUSTODIAN OF THE FUEL)
A.4.1 Documents required
a) Personal details/human resources records of the candidate including all training

records, professional affiliations and experience.
b) Statement from current direct supervisor as to recent handling of aviation fuels
including comments as to scope and frequency of the work routinely carried out.
c) Access to work instructions and similar reference works provided by the product
custodian or by the sub-contracting corporation.
d) In the case of sub-contractors / agents etc the contractual delegation clauses of the
contract shall be copied and used as a reference document.
e) Aviation operations release signature register stipulating the level of authority and
the scope of rights (e.g. the documents that may be signed and any limitations).
A.4.2 Process
a) The operations manager shall identify any candidate they feel is suitable as an aviation
fuels signatory (title may be company-specific). The candidacy shall be supported by
records detailing:
1) qualifications and affiliations;
2) aviation fuels operations work experience in general;
3) experience of the handling of aviation fuels specifically, and
4) relevant training records.
b) The site operations manager, or a deputy or other authorised person, shall observe
the candidate at work handling aviation fuels.
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c) A written record of the observation session(s) (b) above) shall be reviewed twice:
1) With the candidate as a debrief on performance.
2) With the site operations manager and/or next line manager to establish
candidate compliance with minimum standards of knowledge, skill,
performance and understanding concerning aviation fuels and the risks
posed by inadequate performance of such work as falls within the defined
scope.
d) A specimen signature form shall be completed by the candidate and the line manager
and submitted to the registry custodian for assessment.
e) The registry custodian shall make an assessment of the application and assign a
status to the application. The available status designators are:
1) rejected;
2) trainee;
3) application received pending review, or
4) authorised signatory (valid for 24 months from the time of acceptance).
f) The registry and the registration process shall be reviewed with senior management
periodically.
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ANNEX B (INFORMATIVE)
EXAMPLE CERTIFICATES
Note the format of certificates does not have to replicate the examples shown within this Annex.
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B.1(A) EXAMPLE FORM FOR AVGAS 100LL RECERTIFICATION TESTING
Date: ......................... Grade ............................ Quantity in tank before ....................

Tank no: .................... Specification Quality received ................................
Batch no: .................. Quantity in tank after .......................
Property Test Spec. Previous New 1 New 2 New 3 Weighted Current Acceptable
method* limits Certification RCQ/ RCQ/ RCQ/ average recert difference
(heel) CoA/ CoA/ CoA/
RT RT RT
Visual Appearance C&B
Lean knock rating 3
TEL content, gPb/ 0,05
litre
Density at 15 °C, 3,0
kg/m3
Upper
Middle
Lower
Distillation
Initial boiling point 8
°C
10 % evaporated 4
at °C
40 % evaporated 6
at °C
50 % evaporated 6
at °C
90 % evaporated 6
at °C
End point, °C 10
Sum of 10 + 50 % 10
evaporated
Residue, % vol Spec limit
Loss, % vol Spec limit
Reid vapour 4,5
pressure, kPa
Corrosion, Cu strip Spec limit
Existent gum, 3
mg/100 mL
*List test methods in accordance with relevant specification.
Where minimum/maximum limits are given, the acceptable difference values do not apply if test results are outside
specification limits
Certified that the product detailed herein conforms to the relevant specification and has been tested in accordance with
EI/JIG 1530 Recertification Test Requirements
Batch recertification testing approved by .................................................. Date .................................
Name and role ………………………………………………………………..
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B.1(B) EXAMPLE FORM FOR AVGAS UL 91 RECERTIFICATION TESTING
Date: Grade Quantity in tank before

Tank no: Specification Quality received
Batch no: Quantity in tank after
method* limits Certification RCQ/ RCQ/ RCQ/ average recert difference
RT RT RT
Appearance
Lean knock rating 3
Density at 15 °C, 3,0
kg/m3
Upper
Middle
Lower
Distillation
Initial boiling point 8
°C
10 % evaporated 4
at °C
40 % evaporated 6
at °C
50 % evaporated 6
at °C
90 % evaporated 6
at °C
End point, °C 10
Sum of 10 + 50 % 10
evaporated
Reid vapour 4,5
pressure, kPa
Corrosion, Cu strip Spec limit
Existent gum, 3
mg/100 mL
*List test methods in accordance with relevant specification.
specification limits
Batch recertification testing approved by Date

Name and role
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B.2 EXAMPLE FORM FOR JET A-1 RECERTIFICATION TESTING
Date: Quantity in tank before

Tank no: Quality received
Batch no: Quantity in tank after
Specification:
method* limits certification RCQ/ RCQ/ RCQ/ average recert difference
RT RT RT
Quantity
Visual C&B
appearance
Saybolt colour Report **
Distillation
Initial boiling Report –
point °C 205 max
10 % recovered Report 8
at °C
Report
50 % recovered 8
at °C 300 max
90 % recovered 1,5 8
at °C 1,5
End point, °C 8
Flash point, °C 38 min 3
Density at 775/840 3,0
15 °C, kg/m3
Upper 3,0
Middle 3,0
Lower 3,0
Freeze point, °C −47 max 3
Corrosion, Cu 1 max Spec limit
strip
Existent gum, 7,0 max Spec limit
mg/100 mL
Water separation Spec limit
characteristic
rating***
Electrical 50 min Spec limit
conductivity, 600 max
pS/m at °C
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B.2 EXAMPLE FORM FOR JET A-1 RECERTIFICATION TESTING (CONTINUED)
Thermal Max 25 Spec limit

stability****
Filter pressure
drop at 260 °C
Tube deposit Less than Spec limit
rating, visual at 3 no
260°C Peacocks
or
abnormal
ITR or ETR Max 85 Spec limit
average over
2,5 mm2
specification limits.
*Test methods in accordance with relevant specification.
**Previous Saybolt colour Change from previous Saybolt colour
>25 >8
≤25, but ≥15 >5
<15 >3
The Saybolt colour change is cause for further investigation, but it is not to be used as the sole reason for rejection of a
fuel batch.
***A water separation characteristic rating below the minimum specification limit should be grounds for investigation,
but it is not to be used as the sole reason for rejection of a fuel batch, see latest JIG Bulletin on water separation
characteristic or API 1595 as appropriate.
****Thermal Stability testing to be done where required. This is not a routine recertification test.
Concentration of static dissipater additive added

Batch recertification testing approved by Date
Name and role
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B.3 EXAMPLE RELEASE CERTIFICATE FOR TANKS WHERE AN RCQ, CoA OR RT CERTIFICATE EXISTS
Aviation fuel tank Release Certificate

This Release Certificate certifies that the product in this tank is released in accordance with EI/JIG 1530 procedures at:
Date: Time:
Tank number:
Product:
Batch no:
Certification test report no:
Density @ 15 °C:
Product released under specification: Issue

−− T he tank contents have been settled for hours and a Visual Appearance Check on a sample drawn
from the drain point of the tank showed the product to be clear and bright and free of any solid matter and
undissolved water.
−− The tank inlet valves are closed and outlet valves opened only for delivery.
−− The conductivity prior to release is pS/m at °C
−− Static Dissipater Additive added at mg/L
The product in this tank has been handled in accordance with the XXXXX company guidelines and EI/JIG 1530
procedures
Release authorised signatory
Name and role: Signature:

Date and time:
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B.4 EXAMPLE RELEASE CERTIFICATE FOR TANKS INCLUDING EXPECTED DENSITY CALCULATION
Tank Release Certificate

Tank no: Product: Jet A-1
Date of last tank release: Specification
Information about tank receipts

From Batch no. Date Time Ambient Temp. Volume @15 °C Batch* density @ Weight (kg)
volume (m3) (°C) (m3) 15 °C (kg/m3)
Tank bottom X =
X =
X =
X =
X =
X =
X =
X =
Total (A) = (B) =
Calculated density @ 15 °C kg/m3:

(C) = (B)/(A) (C) =
Date and time of end of receipt:
Tank inlet and outlet valves closed: Yes No
Quality control after settling

Date and time of end of settling:
Batch no. Ambient density Temp (°C) Density @ 15 °C Visual Visual SDA added Conductivity
assigned (kg/m3) (kg/m3) Appearance colour (pS/m @ °C)
Check
mg/L /
Difference of density (kg/m3) @ 15 °C between calculated and physical**

(E) =
(E) = (C) – (D)
Product free from water and sediments: Yes No
Tank inlet valves closed and outlet valves opened only for delivery Yes No
The product in this tank has been handled in

accordance with the XXXXX company guidelines
and EI/JIG 1530 procedures
Date and time of release:
Name and role of person to approve tank release: Signature
*batch density @ 15 °C is:

−− for the tank bottom: the measured or calculated one from the previous batch and its tank release
−− for the receipts: the listed one on the import CoA or RT Certificate or from the rundown units.
**if difference is more than 3,0 kg/m3, an investigation shall be conducted.
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B.5 EXAMPLE RELEASE CERTIFICATE FOR ROAD OR RAIL TANK CARS FOR JET FUEL
1. TO BE COMPLETED BY THE SUPPLYING STORAGE INSTALLATION
Serial no:
Supplying installation:
Dispatched to:
Grade/specification: Date:
Transport no: Batch no:
Batch density @ 15 °C: Quantity:
Conductivity pS/m @ °C) / Certificate no:
BoL number: Tank no:
Quantity of SDA added:
2. TO BE COMPLETED BY THE CARRIER (TANKER) OR LOADING TERMINAL (RAIL TANK CAR)
Pre-loading transport checklist Post-loading contents checklist

(1) Dedicated jet fuel service? (6) Delivery hoses & (1) Each compartment sampled & (2) Density Density
couplings capped? inspected: kg/m3*: Temp °C
YES/NO
YES/NO Water free? YES/NO Observed
Dirt free? YES/NO
Clear & bright? YES/NO
(2) If not dedicated, state (7) Correct grade plate Colour: Density @
previous product: displayed? Conductivity (pS/m @ °C) 15 °C (kg/m3) (1)
YES/NO / Batch density @
15 °C (kg/m3) (2)
(3) Steam cleaned & dried? (8) Internal valves opened (3) Seals applied? YES/NO **Difference between ± ±
& contents drained & (1) and (2)
YES/NO
inspected:
(4) Product change procedure *Up to three compartments from one **If the difference is greater than
followed and/or Cleaning Water free? YES/NO transport may be combined for the 3,0 kg/m3, verify the correct batch
certificate provided? Dirt free? YES/NO density determination. density. Notify the terminal immediately.
Do not depart until the discrepancy is
YES/NO ~ Volume drained: resolved.
(5) Residual BoL provided? I certify the product has been handled in accordance with Transport company:
the XXXXX company guidelines, and the requirements of Driver name (printed):
YES/NO
EI/JIG 1530, for loading and delivery of aviation products. Signature:
3. TO BE COMPLETED BY THE RECEIVING STORAGE INSTALLATION PRIOR TO DISCHARGE

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

Tank no. Location
Discharge date Customer representative
Time Signature
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B.6 EXAMPLE RELEASE CERTIFICATE FOR ROAD OR RAIL TANK CARS FOR AVGAS
1. TO BE COMPLETED BY THE SUPPLYING STORAGE INSTALLATION
Serial no:
Supplying installation:
Dispatched to:
Grade/specification: Date:
Transport no: Batch no:
Batch density @ 15 °C: Quantity:
Conductivity pS/m @ °C) / Certificate no:
BoL number: Tank no:
Quantity of SDA added:
2. TO BE COMPLETED BY THE CARRIER (TANKER) OR LOADING TERMINAL (RAIL TANK CAR)
Pre-loading transport checklist Post-loading contents checklist

(1) Dedicated AVGAS (6) Delivery hoses & (1) Each compartment sampled & (2) Density Density
service? couplings capped? inspected: kg/m3*: Temp °C
YES/NO Water free? YES/NO Observed
YES/NO
Dirt free? YES/NO
Clear & bright? YES/NO
(2) If not dedicated, state (7) Correct DoT grade plate Colour: Density @
previous product: displayed? 15 °C (kg/m3) (1)
YES/NO Batch density @
15 °C (kg/m3) (2)
(3) Steam cleaned & dried? (8) Internal valves opened (3) Seals applied? **Difference between ± ±
& contents drained & YES/NO (1) and (2)
YES/NO
inspected:
(4) Product change procedure *Up to three compartments from one **If the difference is greater than
followed and/or Cleaning Water free? YES/NO transport may be combined for the 3,0 kg/m3, verify the correct batch
certificate provided? Dirt free? YES/NO density determination. density. Notify the terminal immediately.
Do not depart until the discrepancy is
YES/NO ~ Volume drained: resolved.
(5) Residual BoL provided? I certify the product has been handled in accordance with Transport company:
the XXXXX company guidelines, and the requirements of Driver name (printed):
YES/NO
EI/JIG 1530, for loading and delivery of aviation products. Signature:
3. TO BE COMPLETED BY THE RECEIVING STORAGE INSTALLATION PRIOR TO DISCHARGE

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

Tank no. Location
Discharge date Customer representative
Time Signature
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B.7 EXAMPLE RELEASE CERTIFICATE (PIPELINE, OCEAN TANKER, COASTAL/INLAND

WATERWAY VESSEL)
1. THE FOLLOWING TO BE COMPLETED BY THE SUPPLYING REFINERY, TERMINAL OR INSPECTOR

Serial no.:
Supplying installation: Date:
Dispatched to: Vessel:
Grade/specification: Pipeline:
Order no:
Date: Name:
Signature:
2. LOADING TANK DETAILS TO BE COMPLETED BY INSPECTOR, OR SUPPLYING REFINERY OR

TERMINAL
Tank Batch Sample Quantity Conductivity Density/gravity
number number/ number (units) (pS/m @ deg.C) @ 15 °C/60 °F
certificate
number
Date: Name:
Signature:
3. CERTIFICATION STATEMENT TO BE COMPLETED BY SUPPLYING REFINERY OR TERMINAL

Certified that the products detailed herein conform to the relevant specifications and have been handled in
accordance with XXXXX’s quality control procedures, and the requirements of EI/JIG 1530
Date: Name:
Signature:
One (1) copy to be kept on file at the supplying installation.

One (1) copy to be provided to the receiving installation.
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B.8 EXAMPLE FORM FOR RECORDING CONDITION OF TANK INTERIOR FITTINGS AND
COATINGS
Terminal/airport Number
1. Tank data
Tank number Capacity m3/USG
Vertical Horizontal Other
Above ground Semi-buried Buried
Date constructed Leaded/unleaded

Extent of lining Date of lining
Product before cleaning Grade after cleaning
Date of last repair Type of repair
Date of last inspection Date of this inspection
2. Type of inspection By entry Without entry
Entry permit number Dated
3. Cleaning method
4. Inspection of fittings Condition

Contents gauge
Temperature gauge
Level alarms
Floating suction/swivels/cables
Water drain facilities
Valves: Inlet
Outlet
Pressure/vacuum
Leak detection system
Under-floor valves
Other fittings (specify)
5. Details of contamination removed

Quantity of sludge Quantity of water
Comments
6. Details of external examination
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B.8 EXAMPLE FORM FOR RECORDING CONDITION OF TANK INTERIOR FITTINGS AND
COATINGS (CONTINUED)
7. Details of internal examination

(a) Floor
(b) Walls
(c) Columns and beams
(d) Roof
8. Diagram
Horizontal section
9. Recommendations (tick as appropriate)

¨ The tank is considered clean and satisfactory for the storage of aviation fuel.
¨ The following actions should be completed before the tank can be considered suitable for
the storage of aviation fuel:
Signed: Inspector:
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ANNEX C (NORMATIVE/MANDATORY)
LONG TERM STORAGE AND RETURN TO USE
C.1 INTRODUCTION
Many supply chains worldwide ensure that the fuel which enters them is uplifted to aircraft
within a relatively short timescale (several days to weeks). However, there are also situations
where fuel may be intentionally stored for a longer period; typically involving state strategic
storage, or for military applications.
Long-term storage is defined as product held in storage for longer than six months, with no
receipts or deliveries. Where product is stored with no receipts for longer than six months but
product continues to be delivered, see 9.5.1.5.
C.2 STORAGE AND RETURN TO USE PROCESS
Organisations involved in long-term storage shall have in place a documented process for
ensuring that aviation fuel product quality is maintained within acceptable limits, and a
documented process to ensure the fuel is fit for use prior to release. Key issues to consider
include:
−− The conditions of storage, and the likelihood that these may impact on product
quality.
−− Whether there have been any amendments/revisions to the fuel specification that the
fuel was originally certified to since entry into storage that will impact the suitability
of the fuel for release.
−− Whether testing is required periodically during storage to monitor potential
deterioration (e.g. six-monthly).
−− Establishment of procedures/requirements for the maintenance of fuel cleanliness
both during storage, and its subsequent transfer out of storage.
−− Procedures to ensure stock rotation.
Before release, CoA testing (with the exception of ASTM D909 test for avgas which is
optional) shall be undertaken to confirm the product meets the current requirements of the
fuel specification. A comparison of the new CoA shall be made with the original RCQ/CoA/
RT on entry to storage. Any significant differences shall be investigated prior to release to
confirm that the product is fit for use.
C.3 FUEL SPECIFICATION REQUIREMENTS
As noted in 2.2.6, DEF STAN 91-091 specifies that fuel supplied to an airport be supported by
an RCQ, CoA or RT Certificate that is less than 180 days old (for drum stocks the certification
is valid for 12 months from filling date or last retest date for the batch of drums). If there
have been subsequent changes to the fuel specification since the date on the RCQ, CoA or
RT Certificate, any additional testing required by the current specification shall be undertaken
at the time of retesting.
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ANNEX D (NORMATIVE/MANDATORY)
EQUIPMENT/INSTALLATION PRE-CONDITIONING PRIOR TO USE
WITH AVIATION FUEL
D.1 INTRODUCTION TO PRE-CONDITIONING (FLUSHING AND SOAK TESTING)
Pre-conditioning shall be carried out to ensure that fuel wetted surfaces of new and/or
refurbished (after construction work and repairs) equipment and facilities are suitable for
use with aviation fuel. This involves flushing (of lined and unlined facilities and equipment),
to ensure the removal of welding flux, valve grease, CI fluids or other general debris and,
for internally lined systems, soak testing to ensure that there are no potential contaminants
present in the form of solvents from the coating/lining.
Soak testing is not necessary for unlined systems (aluminium, mild or stainless steel) where it
has been confirmed that commissioning and flushing procedures have been effective.
A soak test consists of filling the system being commissioned with the appropriate fuel grade
and leaving it to stand for a soak period. A retention sample of the fuel used is taken before
filling as a control. At the end of the soak period, fuel samples are taken from the system
being commissioned and submitted for laboratory testing. Test results are compared with
the fuel specification limits and with the original RCQ, CoA or RT Certificate to look for
differences and to establish whether the system is suitable for use. If there is a concern that
the test certificate results are not representative of the fuel used for the soak test due to line
content etc, it is recommended that the retention (pre-soak) sample is analysed in parallel
with the post-soak sample.
D.2 APPLICATION
D.2.1 New fixed systems and equipment
Documented soak test action plans should be developed, reviewed and approved by
competent personnel before commissioning begins.
Soak testing shall be carried out on the constructed facility rather than on representative
sections of pipe or individual pieces of equipment (e.g. sections of pipework, filter vessels
etc.), prior to installation. This ensures that the soak test identifies any contamination caused
by the fabrication of the equipment or from on-site construction work. Tanks shall be soak
tested as individual units after their construction.
Where in situ soak testing may not be practicable, relatively short sections of pipe, fittings or
valves involved may be soak tested before installation, provided that adequate precautions
are taken to maintain the cleanliness of the components until the new system is put into
service.
Internal wetted surfaces of any new components shall be rinsed prior to use.
Once the system has been filled with the correct grade of fuel, all components in the system
that contain moving parts in contact with the fuel should be operated to help 'wash out' any
contaminants, for instance by opening and closing each valve a number of times.
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D.2.2 New road tankers and rail tank cars
New road tankers and rail tank cars are typically manufactured from aluminium or stainless
steel, and are unlined, but may be delivered with residual water from hydrostatic testing.
Prior to use the tanks should be cleaned with a steam or hot water wash to remove any
residual welding fluxes, valve greases, CI fluids, etc. To aid the removal of contaminants
during this cleaning the drain valves should be left open. Following cleaning, and before the
first aviation fuel grade fuel is carried, an effective flushing procedure shall be completed
using the grade intended for service. The flushing quantity shall be downgraded.
All lined road and rail tank cars, regardless of the tank shell construction material, shall be
soak tested. The requirement to soak test new lined road tankers and rail tank cars can be
fulfilled by the manufacturer in accordance with this annex prior to delivery. However, if the
condition of the road tankers and rail tank cars upon initial inspection indicates possible
contamination, then a soak test shall be carried out before the unit is placed into service.
D.2.3 New/refurbished coastal/inland waterway barges and ocean vessels
Coastal/inland waterway barges and ocean vessels have pipework and pumping configurations
that may be difficult to adequately soak test and pipework sampling may not identify
contamination. While soak testing in accordance with this annex is typically impractical for
these types of vessels, new and refurbished vessels require pre-conditioning prior to their first
use for aviation fuel service.
As a minimum, all new or refurbished vessels shall be either soak tested in accordance with
this annex, or shall have transported white oil cargoes to a minimum of 80 % of the cargo
tank capacity for a minimum fuel residence time of six days (longer than minimum required
for soak testing) before carrying aviation fuel. When transporting aviation fuel for the first
time:
−− the ship tank inspection report shall be reviewed;
−− there shall be first foot testing of every compartment loaded (see 10.1.5 e);
−− a recertification test and a thermal stability test of one or more MTCs shall be carried
out after loading (an RCQ or CoA from the shore tank may be acceptable to be used
for the data comparison), and
−− a recertification test and a thermal stability test of one or more MTCs shall be carried
out before discharge.
D.2.4 Existing fixed systems and equipment
Soak testing shall be conducted following major repair work or major modifications to
existing lined systems.
Major repair or modifications are typically defined as new lining material applied to more
than 5 % of the tank's coated surface area or surface area of existing piping. However,
following a risk assessment by a competent person, different criteria may be applicable. Each
entity (tank or pipework) shall be treated as a separate element for the purposes of defining
the percentage area. After minor spot repairs to internal lining, recommissioning involves
confirmation of acceptable curing of the repaired lining area without soak testing.
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Replacement or repaired equipment (pumps, filter vessels, valves etc.) do not generally require
soak testing prior to use because of the small internal fuel-wetted surface areas compared
with the total system. However, some equipment (e.g. fuel pumps) may be stored and shipped
with preservative oil or lined with a rust inhibitor to prevent corrosion. Small amounts of
these materials can result in the contamination of large volumes of fuel. Confirmation that
no undesirable materials are present on the internal surfaces, which come in contact with the
fuel, shall be obtained from the equipment supplier or repairing service before installation.
D.2.5 Existing road tankers and rail tank cars
Existing lined road tankers and rail tank cars shall be treated as new equipment and soak
tested accordingly where:
−− they are without records of their linings' suitability with aviation fuel, or
−− they have had major repairs to the lining (see definition of major in D.2.4).
D.3 SOAK TESTING PROCEDURES
D.3.1 Soak periods
D.3.1.1 Storage tanks, pipelines and ancillary equipment

Due to the stringent test requirements contained in EI 1541 there is little risk of fuel
contamination from a lining meeting these requirements if the lining is properly applied and
allowed to cure in accordance with the manufacturer's recommendations. Other contaminants
that may be present such as rolling oils, welding flux or valve grease will dissolve into the fuel
rapidly or may be removed by flushing and draining of the system.
To ensure sufficient contact time is achieved, there shall be a minimum four day-soak period
after construction work or major repairs to a fuel system, provided that:
−− the lining meets the performance requirements specified in EI 1541;
−− the lining is properly applied and allowed to cure in accordance with the manufacturer's
recommendations, (e.g. the lining is covered by a 10-year application and material
warranty).
For lined tanks brought into aviation fuel service, where the lining material has not been
confirmed to comply with the requirements of EI 1541, and a soak test is required based
upon an evaluation of its previous product service and any mechanical works that may have
been conducted on the tank, a soak test shall be undertaken with a minimum soak time of
10 days.
D.3.1.2 Road tanker and rail tank cars

For road tankers and rail tank cars with lined tanks and piping, the product shall be left after
circulation to soak for a minimum of 24 hours.
D.3.1.3 Coastal/inland waterway barges and ocean vessels

For vessels with lined tanks and piping, the product shall be left after circulation for a
minimum four day-soak period.
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D.4 SOAK QUANTITIES
The general principle is to maximise contact of the fuel with the surface area of the lined
system under test. In most cases this means filling the system with fuel as detailed in
D.4.1-D.4.5.
D.4.1 Fully lined storage tanks
Fully lined storage tanks should be filled to the 'normal fill level' for soak testing. However, as
a minimum, there shall be sufficient fuel to cover the floating or fixed suction and the receipt
nozzle to allow for circulation through the piping system to flush out any contaminants.
D.4.2 Partially lined storage tanks
There shall be sufficient fuel to cover the floating or fixed suction and the receipt nozzle to
allow for circulation through the piping system to flush out any contaminants.
Local circumstances may demand more (or less) stringent procedures, which should be
determined by a competent person, in line with the principles set out in this annex.
D.4.3 Pipelines
Pipelines shall be filled completely.
D.4.4 Road tankers and rail tank cars
Lined road tankers and rail tank cars should be filled completely. However, as a minimum, the
tank shall be filled to a level of 30 cm above the tank floor.
D.4.5 Coastal/inland waterway barges and ocean vessels
Fully lined compartments should be filled to their 'normal fill level'. However, as a minimum,
there shall be sufficient fuel to cover the first foot.
Note: The smaller the fuel volume used the more stringent the soak test parameters.
D.5 SAMPLING AND TESTING
At the end of the soak period representative samples shall be obtained from locations as
outlined in D.5.1 and submitted for laboratory testing.
A minimum of 4 litres (2 USQ) is required for jet fuel or a minimum of 4 litres (1 USG) for
avgas.
D.5.1 Sampling
D.5.1.1 General
In all cases it is important to ensure that the sampling point is clean and flushed prior to
taking the sample. Any accumulated solid matter (particulate) and/or free water should be
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removed until the fuel is clear and bright. This is very important because sampling lines on
tanks are sometimes inadvertently overlooked during commissioning. Only approved sample
containers shall be used and the container shall be flushed and rinsed thoroughly with the
product to be sampled and allowed to drain before use.
D.5.1.2 Storage tanks

A bottom sample from the low point shall be used for horizontal and vertical tanks. A sample
taken from this location represents the most severe case as the fuel is in close contact with
the lining and any heavy contaminants are likely to be collected during sampling.
D.5.1.3 Pipework
Small piping configurations that can be circulated into a tank may be tested as part of the
tank soak test and not sampled/tested separately.
Larger supply piping networks shall have samples taken from each major section (e.g. receipt
and delivery lines), for separate testing. Samples should be taken from more than one point
and combined into a single composite sample.
D.5.1.4 Road tankers and rail tank cars

A sample shall be taken from each compartment, preferably from the low point or outlet of
the tank.
D.5.2 Laboratory testing
A selection of laboratory tests is carried out on the representative sample to determine the
quality of the fuel following the soak test. The fuel properties tested shall be compared with
the specification limits for the grade of fuel used and with the pre-soak test results for the fuel
used (either from the original certification or from testing a pre-soak sample). A successful
result requires that all tested properties are within the specification limits and within the
tolerance limits established for recertification testing. If any test result does not comply with
the applicable specification or falls outside the allowable variances, the product shall be
resampled and retested. If the fuel still fails to comply, it shall be removed and downgraded
to non-aviation use, the system refilled with on-specification fuel and the soak test repeated.
The required laboratory tests are shown in Table D.1.
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Table D.1: Required laboratory tests
Test method***
Jet fuels Avgas
ASTM IP
Visual Appearance X X D4176
Existent gum X X D381 540
Water reaction X D1094 289
Water separation characteristic X D7224
624
D8073
Conductivity X D2624 274
Saybolt colour X D156
Thermal stability* X D3241 323
Distillation** X X D86 123
Flash point X D56 170
*It is recommended that the thermal stability of the fuel used for soak testing has a breakpoint
of at least 275 °C to allow for test precision.
**Distillation by simulated distillation (i.e. IP 406/ASTM D2887) may be used for further
investigation as it is more sensitive to residues/contamination.
***Alternative test methods defined in the fuel specifications are acceptable, but for
meaningful comparison, results from tests following the same test methods are required.
D.6 SUMMARY
Table D.2 and accompanying notes provide a summary of the soak test requirements for storage
tanks, piping, ancillary equipment, vehicles and inland waterway/coastal barges/ marine vessels.
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Table D.2: Summary of soak testing requirements
Storage tanks Pipelines Ancillary Road Inland

equipment tankers waterway/
(pumps, and rail coastal
Partially valves, tank cars barges,
Fully lined
lined meters, filter (fully lined) marine vessels
vessels, etc.) (fully lined)
Minimum 4 or 10 days 4 or 10 days 4 or 10 days Min 24
Duration 4 days
(Note 1) (Note 1) (Note 1) hours
Minimum Enough Enough
Fuel product to product to
volume cover the cover the
floating floating
or fixed or fixed
suction and suction and (Note 1
and 2) See Sufficient to
the receipt the receipt Fill lines
comments fill to 'normal
nozzle nozzle completely
in text fill level'
to allow to allow
circulation circulation
of product of product
without without
pump pump
cavitation cavitation
Laboratory Jet fuel: Visual Appearance, existent gum, water separation characteristic
testing conductivity, Saybolt colour, thermal stability, distillation and flash point
Avgas: Visual Appearance, existent gum, water reaction and distillation
Sample Jet fuel: Minimum 2 litres or 1 USG
volume Avgas: Minimum 4 litres or 1 USG
Note 1: A
pplies to lining material meeting EI 1541 and covered by a 10-year joint material and
applications warranty from the manufacturer.
Note 2: N
ewly installed ancillary equipment (e.g. pumps, filter vessels, valves, control valves,
meters, sense tubing, water drain lines, etc.), should be soak tested during the system
soak test.
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ANNEX E (NORMATIVE/MANDATORY)
DATA INTEGRITY MANAGEMENT FLOW CHARTS
E.1 INTRODUCTION
This annex has been prepared to assist laboratories and affected departments (e.g. oil
movements), understand and implement a process for releasing product (issuing certification
documents), based on analytical data.
It also provides additional information on interpretation of test results to aid understanding

the criteria for determining when product is 'on' or 'off' specification.
It is applicable to testing carried out in a single laboratory only, not to data supplied by
multiple laboratories.
The flow charts in Figures E.1 and E.2 outline the process to be used when interpreting
analytical data for product release decision-making.
E.2 CRITERIA FOR REJECTING LABORATORY TEST DATA OR FOR RESAMPLING
Data shall only be rejected if there are justifiable reasons to do so. These include:
−− statistical reasons;
−− clear errors with the analysis that can be identified;
−− proof that the sample was not representative, or
−− concerns about the analytical performance of a particular laboratory or laboratories.
Resampling should only be carried out if there are valid reasons to suspect the integrity of the
sample received. These include:
−− incorrect sampling point used;
−− unsuitable sample container;
−− atypical product appearance;
−− unacceptable differences between test results for samples of the same material taken
from different sources, (e.g. tank upper, middle, lower), or
−− test results not consistent with plant process conditions or previous results on the
same material.
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Figure E.1: Data interpretation decision process for test methods with stated precision
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Figure E.2: Data interpretation decision process for test methods with no stated precision (e.g. thermal stability, copper strip etc.)
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ANNEX F (NORMATIVE/MANDATORY)
REQUIREMENTS FOR AND CALIBRATION OF FIELD EQUIPMENT
F.1 HYDROMETERS AND THERMOMETERS
ydrometers should comply with BS 718: 1991 (types M50SP and L50SP) and thermometers
H
with IP Standard Test Methods for analysis and testing of petroleum and related products,
Appendix A: 2008, Specifications – IP standard thermometers, type IP 64C/ASTM E1 No.12C.
For reference purposes, each location should retain, or have easy access to, at least one
hydrometer and thermometer meeting these standards. Alternative instruments meeting the
accuracy requirements of these standards may also be acceptable.
Where alternative types of instruments are used for field tests, the thermometers should have
scale increments of no greater than 0,5 °C and hydrometers of no greater than 0,000 5 kg/L.
The accuracy of all in-service instruments shall be checked at least once every six months
against reference instruments meeting the above standards, or in accordance with the other
options given in F.1.5. Resistance temperature devices (RTDs) should be checked six-monthly
against a reference thermometer.
Electronic densitometers should meet the requirements of IP 559.
Hydrometers and thermometers shall not be left in direct sunlight or near heating appliances.
Hydrometers should be stored vertically.
Before each period of use, hydrometers should be carefully examined to ensure that:
a) The etched line on the hydrometer stem corresponds to the arrow (or line) at the top
of the paper scale. A fingernail can be used to detect the etched line position.
b) The weighting material has not flowed. If it had, it would cause the hydrometer to
float in a non-vertical plane.
c) The glass is intact.
efore each period of use, thermometers should be carefully examined to ensure that there
B
is no separation of the fluid column.
If a measurement of temperature or density is suspected as being inaccurate, having

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

frequency.
F.3 TORQUE WRENCHES
Torque wrenches shall be calibrated in ft-lbs or Nm in a range including 0-50 ft-lbs / 0-68 Nm.
Torque wrenches may also be required in a wider range to accommodate other applications.
Torque wrenches shall be calibrated according to the manufacturer's recommended frequency,
but at least five-yearly. Guidance can be found in EN ISO 6789 (if the torque wrench is reset
to zero when not in use, this will minimise calibration drift).
A 'click type' torque wrench, where the clutch slips signalling that the correct torque is
reached at the desired torque setting shall be used. The beam type torque wrench is not an
appropriate type for the required functions in aviation fuel operations.
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ANNEX G (INFORMATIVE/NON-MANDATORY)
SALT DRYERS AND BULK WATER REMOVAL AT REFINERIES
G.1 SALT DRYERS
Salt dryers are used to remove water from fuel as an integral step in certain refinery processes.
A salt dryer comprises a bed of granular rock salt, NaCl, (although calcium chloride or a
mixture of the two is sometimes used), in a vessel (which may be more than 10 m in height).
Its function is to remove free water entrained in a hydrocarbon product as well as small
amounts of dissolved water. It is installed upstream of a product clay filter to protect the clay
from premature failure due to free water attack on the crystalline clay structure.
Salt consumption depends on many factors but typically averages approximately 60 kg per
1 000 m3 (20 pounds per 1 000 barrels) of hydrocarbon product treated when operated at
38 °C (100 °F). It is essential that the bed be monitored regularly and replenished before it is
50 % consumed.
The use of salt dryers is an effective means to complete the essential task of drying jet fuel
before it is clay-treated. Refineries are required to operate their salt dryers and subsequent
treating units in a manner that ensures carry-over of salt in the jet fuel is prevented.
There have been well-documented examples of salt carry-over onto aircraft with serious
consequences for fuel system performance (refer to IATA Guidelines for sodium chloride
contamination troubleshooting and decontamination of airframe and engine fuel systems).
To ensure that only on-specification jet fuel is produced in a refinery, it is essential that
such processing units are operated within the parameters set by the manufacturer(s) for
those units. This is particularly important with wet treating processes. The unit manufacturer
will provide operating parameters specific to the unit(s). Operating the salt dryers at high
temperatures may potentially increase salt depletion rates and increase water content passing
downstream to clay treaters.
There is currently no requirement in the jet fuel specification to test for salt; however, refineries
are required to have systems in place to ensure that no salt is carried over into finished jet
fuel, e.g. monitoring of salt dryer operation, periodic testing of fuel samples, etc.
G.2 HANDLING BULK WATER AT REFINERIES (INDUSTRIAL COALESCERS)
It is common practice for refineries to use industrial coalescers for the removal of bulk free
water from aviation fuel. Typical designs include fibrous bed coalescers, sand coalescers, and
electrostatic coalescers.
G.2.1 Fibrous bed coalescers (e.g. dehydrators, hay packs, etc.)
These units typically utilise polypropylene felt or glass wool, although other media, such as
excelsior, steel wool or fibreglass wafers are also used. Fibre, of c. 50 µm diameter, is used
to produce mats approximately 12 mm (0,5 in.) thick. These mats are layered to form a bed
about 60 cm (2 ft.) thick. A key advantage of the fibrous bed coalescer is its long service life
(typically one to two years). However, the media can be sensitive to contaminants and prone
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to plugging (depending upon media density). In some vessel designs, the upstream mats or
wafers can be replaced to remove contaminants and extend the service life of the coalescer.
Over the last decade or so, the use of a combination of hydrophobic and hydrophilic fibrous
materials has aided the removal of free water to very low levels (e.g. <20 ppm v/v).
G.2.2 Sand coalescers
These units typically utilise 20-40 mesh, 'filter sand' grade material which is washed, hard,
naturally occurring, and high in silica content (e.g. Ottawa sand). In this application, very large
beds (e.g. 3 m (10 ft.) diameter × 15 m (50 ft.) long), are required to provide the required
water removal capacity. Effluent typically exits the sand coalescer with less than 100 ppm v/v
free water. Key advantages of sand coalescers are their relatively low cost and extremely long
life (typically two to four years). Compared with fibrous bed coalescers, sand coalescers are
much less sensitive to contaminants in fuel. However, they are unable to coalesce fine water
droplets, have relatively large vessel sizes, and there is difficulty in changing the sand. Designs
of sand coalescers have evolved to minimise carry-over of separated water in the effluent.
G.2.3 Electrostatic coalescers
These units are often found at refineries as part of caustic and water washing processes. They
utilise high voltage (d.c.) electrodes to polarise and thereby aid coalescence of fine water
droplets, which otherwise would not settle under gravity, as they flow past the electrodes.
G.2.4 Operation
Irrespective of the type of coalescer(s) used at a refinery, their operation should be in

accordance with manufacturer's recommendations. They should be monitored to ensure
that their maximum rated flow is not exceeded and that any free water in effluent is at
expected levels. A means of establishing suitable service-life/changeout intervals should also
be implemented.
Consideration should also be given to the requirements for media changes, and the potential
impact of these on refinery operations.
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ANNEX H (INFORMATIVE/NON-MANDATORY)
CLAY TREATERS
H.1 INTRODUCTION
H.1.1 Why is it needed?
Clay treatment is used as a means of removing surface active compounds (otherwise known as
surfactants), and other polar species from aviation fuel. These trace materials are undesirable
as they may affect a number of fuel properties such as thermal stability and water separation
ability, a critical factor for filter/water separator performance.
Note: The impact of surfactants on the coalescence of fine water droplets in a filter/water
separator system is explained in EI 1550.
Trace surfactants can occur naturally in the crude, or may originate from the manufacture of
jet fuel using some refinery processes. Such processes incorporate clay treatment as the final
stage of manufacturing.
When aviation fuel is transported through multi-product supply chains (e.g. by pipeline,
tanker, etc.), it may pick up incidental material(s) such as traces of additives and other 'polar'
materials from previous consignments of other fuels. A variety of control and mitigation
measures are implemented to ensure aviation fuel is not adversely impacted, including in
some distribution systems, the use of clay treaters.
H.1.2 How does it work?
Clay treatment is an adsorption process. Clay has a very large surface area (approximately
110 m2/g (1 200 ft2/g)), and an affinity for polar materials, meaning surfactants are adsorbed
on the surface and within the porous structure of the clay, see Figure H.1. Removing
surfactants improves the quality of aviation fuel (see H.2 for details). Clay may also remove
unwanted colouration from the fuel.
Note: It is a common industry misnomer to call clay treaters, clay filters. Although clay
can be used as a filter, particulate entrapment is not its primary function (and reduces its
effectiveness in removing surfactants). Clay treaters are so called because the process can
improve 'treatable' jet fuels, just like other refining processes.
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Aviation
fuel in Polar species are held
Blow-up of packed on the clay surface and
clay particles in the porous structure
Clay bed
Blow-up of clay
particle (30-60 mesh)
Jet fuel fills clay pores
Aviation
and flows through void
fuel out
spaces within the bed
Figure H.1: Adsorption within a clay treater
Despite its large surface area, clay has a finite capacity to adsorb polar species. There is a
threshold above which the clay will not be able to remove the polar species: this is the service
life, or capacity, of the clay.
H.1.3 How is clay treatment applied?
This annex discusses the use of clay treatment in two distinct areas; a) as a component of a
refinery manufacturing process, and b) in downstream distribution systems.
Clay treaters in refineries may utilise 'bulk' clay.
Clay treaters in downstream distribution systems are commonly large vessels filled with
replaceable cartridges of clay. Clay cartridges are available as either bags or canisters for
installation in the vessel. Compared with canisters, the bags are typically less expensive, and
contain more clay, but can be difficult to install and remove.
The clay used in the bags and canisters is typically low volatile matter (LVM), 50-90 mesh,
attapulgite clay mined in Attapulgus, Georgia, USA. (Note: Coarser 30-60 mesh can also
be supplied.) LVM clay has better water tolerance and therefore less tendency to cake
or agglomerate, compared with regular volatile matter (RVM) clay (used primarily in bulk
units).
Initial differential pressure is typically low (approximately 5 psi), across a clay treater containing
fresh clay. Use of clay with a larger mesh number (smaller clay particles and more compact
structure) causes higher initial and accumulated differential pressure throughout its service
life; however, it can provide substantially more capacity.
Aviation fuel flow through cartridge-type clay treatment units is typically 19-26 lpm
(5-7 gpm) per 178 mm × 457 mm (7 in. × 18 in.) element. Lower fuel flow rates result in
longer contact times, which increases the effectiveness of clay treatment.
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H.2 CLAY TREATMENT IN REFINERIES
H.2.1 Purpose
Independent of the primary treating process used (e.g. hydroprocessing, caustic wash,
MeroxTM), clay treating has significant benefits for jet fuel product quality. Refiners have
historically used clay treating as a 'final polish' for jet fuel streams before they enter product
tankage. Effective clay treatment of jet fuel provides the following protection:
−− it guards against process upsets;
−− it removes undesirable trace materials, such as naphthenates originating from
processing or naturally occurring in the crude, and
−− it helps ensure that product delivered into the downstream distribution system is of
suitable quality.
Clay acts as a safeguard for treatable product quality issues, especially when unit upsets or
feed fluctuations occur. However, it is important to appreciate that clay has limited capacity
under such stressed conditions. Severity and duration of process upsets determine the impact
on the clay, but the service life of clay will decrease if process upsets are long, severe, or
frequent. Therefore, it is critical that clay treaters are not relied upon to compensate for poor
process control.
Clay treating is an essential part of the process to maintain product quality as jet fuel
feedstocks and component streams become more challenging.
H.2.2 Design
−− The size of a clay treatment vessel is dependent on the velocity of fuel flow through
the clay (bed velocity) and the residence time of the fuel in the clay. Manufacturers
of the units will provide recommendations. The residence time needs to be sufficient
to enable trace materials to be adsorbed onto the clay.
−− Consideration should be given to the number of clay treaters necessary to maintain
operational flexibility during clay changeout in a vessel.
−− Vessels should be constructed of stainless steel, aluminium or carbon steel.
−− The clay treater inlet distributor (for the fuel) should be designed to ensure the
maximum use of the clay bed, avoiding preferential flow. Good distribution helps
utilise the clay to its maximum capacity. Slotted cylindrical distributors or perforated
pipe ring or antennae configurations are available.
−− Outlet collectors should incorporate a baffle, shield mechanism or mesh screen to
help protect against clay particulate being carried downstream of the clay treater.
−− Support grids (sometimes referred to as Johnson screens) within the vessel should be
well secured to make sure they do not move during loading or operation.
−− A means of ensuring relief in the event of a pressure surge should be incorporated.
−− One or more work platforms, including access steps and handrails, should be provided
to facilitate the effective replacement of used clay, and to permit vessel inspection
and maintenance.
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H.2.3 Correct usage of clay treaters in refinery processing
It is essential that clay treaters are operated within the parameters set by the manufacturer of
that unit and are carefully monitored and controlled. Any clay treater operation outside the
parameters (e.g. above the unit's maximum design flowrate) set by the manufacturer is likely
to reduce its performance.
H.2.4 Clay treater feed specifications
To help maintain effective clay treatment, and to maximise service life of the clay, it is
important to minimise the amount of free water contamination, and to maintain high water
separation characteristic ratings, in the 'feed' fuel.
Impact of water contamination

Water is polar and will also block adsorption sites on the clay that would normally pick up
trace materials. Also, if free water is present, surfactants may congregate at the oil-water
interface and may not be removed by the clay.
If the clay treater is overloaded with free water (e.g. due to process upset or poor drying),
the clay will become soggy, agglomerate, and will 'cake' or 'mud'. This is likely to create an
increase in differential pressure across the vessel, cause 'flow channelling' of the fuel within
the vessel, and may also lead to particulates in jet fuel downstream of the vessel. The correct
operation of drying equipment upstream of clay treatment is required to ensure a 'dry' feed
to the clay treater.
Feed water separation characteristic rating

Minimising trace materials/surfactants in the feed to the clay treater (as indicated by a high
water separation characteristic value) will maximise the service life of clay.
H.2.5 Clay treater monitoring – Routine operations and laboratory data
The vessel vent line should be frequently checked for formation of a separate air phase.
If present, the air phase should be promptly vented. A separate air phase penetrating the
bed will result in channelling and require premature clay replacement. Clay life cannot be
predicted and varies widely for different feedstocks, ranging typically from 1 600 to 8 000 m3/
tonne (10 000 to 50 000 bbl/tonne).
Monitoring the water content (Karl Fischer) of the clay treater feed should be considered to
protect the clay from water contamination.
In addition to operational data (temperatures, pressures, and flowrates), laboratory data from
fuel samples taken upstream and downstream of the clay treater are required for effective
clay treater performance monitoring, and to assess the need for clay changeout (at the end
of its service life). The most important test is one of the water separation test methods to
determine the water separation characteristic Comparing the water separation characteristic
ratings obtained from samples upstream and downstream of the treater is an effective way
to monitor the clay's ability to adsorb trace materials. If clay has lost the ability to routinely
improve water separation characteristic ratings, clay changeout is necessary.
It is important that laboratory data are obtained routinely. This enables trend monitoring over
time, and also facilitates troubleshooting.
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Note: Other laboratory tests are required to monitor the effectiveness of refining processes
(see 6.4.5 for further information). It is important that these measurements are obtained
from samples taken upstream of clay treatment, to avoid clay treatment masking a potential
problem.
H.2.6 Troubleshooting
The following are the most frequently experienced issues relating to clay treater operation.
Other issues (that may be detected downstream of clay treatment) typically result from
process upsets, a change in refining processes or a feed change. See 6.4.5.1 for refining
troubleshooting tips.
Water separation characteristic rating is low downstream of clay treatment, or water

separation characteristic rating is not improved by clay treatment
This is the most common product quality issue in jet fuel refining. Low water separation
characteristic ratings downstream of clay treatment indicate that the ability of clay to adsorb
trace materials has been exhausted (the service life of the clay has been exceeded). The date
of the last clay changeout should be investigated.
Water separation characteristic ratings upstream of clay treatment should also be reviewed
to investigate whether there is an issue with refining processes.
Thermal stability failure on fuel taken downstream of clay treatment

Although clay does not consistently improve thermal stability, it may remove occasional trace
materials that contribute to thermal stability failures. Thermal stability failures downstream of
clay treatment are indicative of a refining process issue and possibly exhausted clay.
High levels of particulates in the product

High particulate concentrations downstream of a clay treater are usually caused by free water
contamination upstream of the clay. Once a clay treater is contaminated with water the clay
'cakes' and can carry over into the fuel. If particulate levels are an issue in the product, the
following should be checked:
a) clay lifetime (change if necessary);
b) water separability;
c) clay treater pressure differential;
d) particulates in the feed to the clay treater;
e) water (by Karl Fischer) in the feed to, and product from, the clay treater, or
f) dryer operation.
H.3 CLAY TREATMENT IN DISTRIBUTION SYSTEMS
H.3.1 Purpose
Clay treaters can be used at terminals and airports to remove trace materials that can inhibit
water removal (by disarming filter/water separators). Clay treaters used in pipelines, terminals,
and airports are generally cartridge style units.
H.3.2 Design
−− Clay treatment vessels should be correctly sized for their intended application, in
accordance with manufacturer's recommendations.
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−− Consideration should be given to the number of clay treaters necessary to maintain

operational flexibility during clay changeout in a vessel.
−− A vessel should ideally have a length to diameter ratio of at least 2:5 to facilitate
maintenance.
−− Vessels should be constructed of stainless steel, aluminium or carbon steel.
−− A means of ensuring relief in the event of a pressure surge should be incorporated.
−− In addition to removing trace materials, clay treatment also removes additives such
as SDA and LIAs, which may be required in the fuel by specification or customer
agreement. Therefore, clay treatment vessels should be located upstream of any
additive injection points, otherwise redosing may be necessary.
H.3.3 Correct usage of clay treatment in distribution systems
It is essential that clay cartridges are installed properly, to ensure fuel cannot bypass the clay.
Care is needed to ensure that the clay bags or canisters cannot suffer structural failure,
releasing clay into the aviation fuel stream. In some locations, it may be advisable to install a
microfilter immediately downstream of the clay treatment vessel to intercept any migrating
clay.
The effectiveness of clay treatment should be regularly monitored. This is best done by
making comparative measurements of fuel properties that relate to the presence of surface-
active materials upstream and downstream of the clay treater:
1. Conductivity can be used if the upstream fuel value is significant (>25 pS/m);
downstream conductivity should be lower than the upstream value.
2. Water separability if measured by a water separation test method; the downstream
value should be higher (better separability) than that for the upstream fuel. For
further information, refer to API 1595.
3. The dP reading should be no more than 15 psi at rated flow (for cartridge units), to
confirm that bed plugging (blocking of the porous structure) has not occurred.
If any of the conditions in 1–3 above are not met, then the clay bed may be exhausted and
should be changed. Furthermore, one or more of the following observations from a filter/
water separator located downstream of a clay treater can also indicate that the clay bed is
exhausted:
−− disarmed filter/coalescer (surfactants not being removed);
−− significant volume of water drains (wet system/clay), or
−− brown water drains (surfactants not being removed).
To maximise the life of clay cartridges, care should be taken to minimise exposure to water
and rust or other particulate matter. Water is attracted to the clay. Over time the water can
disarm the clay and potentially flush adsorbed surfactants from the clay into the aviation fuel
stream. Excessive water contact can also cause flow channelling and clay dispersion, resulting
in high particulate content in the downstream aviation fuel. If there is any chance of high
water content in the fuel to be clay-treated, coarse water separators or hay-packs should be
used upstream of the clay treater.
Particulate matter can disarm the clay by occluding adsorption sites on the surface of, and
within, the clay structure. Exposure to rust or particulate matter also plugs the clay bed
increasing the dP. If there is any chance of high particulate matter content in the fuel to be
clay-treated, a microfilter may be installed upstream of the clay treater.
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ANNEX I (INFORMATIVE/NON-MANDATORY)
JET FUEL CONDUCTIVITY
I.1 PURPOSE
The purpose of this annex is to provide information on jet fuel conductivity variations that
can occur in the distribution system, the impact of the additive SDA on water separation
characteristics as determined by the ASTM D3948 test, and to offer suggestions on the
optimum location and method of addition of the additive.
I.2 CONDUCTIVITY REQUIREMENTS AND DEPLETION IN DISTRIBUTION SYSTEMS
Typically, unadditised jet fuel has conductivity in the range 0 to 5 pS/m. The rationale for
increasing the conductivity by the addition of SDA is to speed up the rate at which static
charge can dissipate, thereby reducing the time for which a static hazard might exist. The
governing specification defines the requirement, if any, for SDA, which additives are approved
and the conductivity and additive dosage limits.
The presence of SDA does not prevent the generation of static charge; bonding is essential
when transferring jet fuel during activities such as sampling, loading or fuelling aircraft.
The requirement for SDA is mandated in some governing specifications. It is acknowledged

that the SDA may be injected downstream of the point of manufacture for practical reasons.
It is a well-known phenomenon for conductivity to decrease as fuel moves through the

supply chain and this can lead to the need for redoping between the refinery and the airport
fuelling operation. The specifications acknowledge this by applying limits for SDA on initial
doping and also a cumulative limit in recognition that, because of losses in the distribution
system, the refinery may not be the best place to inject SDA.
As a consequence, in some specifications the conductivity limits need only be met at the point
of aircraft fuelling at ambient temperature. In the supply chain, it is permitted to certify that
'product meets the requirements of the specification for all properties except conductivity'.
Note: The specification requirement for conductivity is at bulk liquid temperature. Laboratory
measurements are seldom at the same temperature as the bulk liquid, and hence may be
misleading. Where laboratory testing of samples for conductivity shows non-conforming
results, these shall be confirmed by in situ measurement of the bulk liquid conductivity.
I.3 IMPACT OF SDA ON WATER SEPARATION (WATER SEPARATION CHARACTERISTIC)
In addition to changes in conductivity during distribution (which are sometimes unpredictable),

another problem is that SDA is a surfactant. As a result, it can increase the pick-up and
dispersion of dirt and water in the fuel, especially if it is poorly mixed into the fuel. Although
SDA is not a strong surfactant, in some fuels it can cause significant reductions in the water
separation characteristic rating.
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The reduction in water separation characteristic rating caused by SDA does not necessarily
indicate problems with the performance of filter/water separators, especially since the
introduction of filter/coalescer elements meeting EI 1581 5th edition onwards. The water
separation characteristic test (D3948) can be overly sensitive to SDA with some fuels. Two
water separation characteristic test methods (ASTM D7224 and ASTM D8073/IP 624) have
been published that demonstrate improved precision and lack of sensitivity to the presence
of SDA. These methods are suitable for testing downstream of the point of manufacture.
Although specifications set water separation characteristic limits at the point of manufacture
only, and do not require testing in the distribution system, water separation characteristic
testing in the supply chain is quite common as a means of identifying potentially harmful
surfactant contamination. In addition to the problems noted, interpretation of water
separation characteristic test results is complicated by the poor reproducibility of the ASTM
D3948 ® test method itself. JIG has endorsed, and encourages the use of, a water separation
characteristic protocol (see latest JIG Bulletin on water separation characteristic, which
includes the limits to be applied).
As a result of the problems noted here, suppliers often find themselves having to redope with
SDA to make up for lost conductivity. In such cases water separation characteristic should be
determined using either ASTM D7224 or ASTM D8073/IP 624.
I.4 RECOMMENDATIONS FOR THE DOSING OF STATIC DISSIPATER ADDITIVE
I.4.1 SDA may be injected into Jet A-1 at refineries. The advantages of this are that refineries
are often well equipped to inject additives and for some supply chains no further dosing is
required. However, this is not necessarily best practice because transport modes from the
refinery (such as multi-product vessels and pipelines) can cause significant and unpredictable
loss of conductivity. It is also worth noting that there is no requirement for a defined
conductivity level when handling jet fuel on multi-product ships or pipelines.
I.4.2 Initial injection of SDA should be done as close as possible to the airport, preferably into
storage directly upstream of a dedicated supply route to the airport. Injection at the airport
itself is an option, but only where the installation has capacity to deal with problems such as
overdosing or unresponsive jet fuel. Also, the options for blending and problem mitigation
are usually limited at airports.
I.4.3 The optimum point for additive injection within a storage facility depends on the specific
local circumstances, and the principles outlined in I.4.3.1 – I.4.3.2 are provided for guidance.
I.4.3.1
Given that SDA is a surfactant and can increase dirt and water pick-up, it is best to delay
injection until after dirt and water removal. Injection during a receipt from a multi-product
tanker or pipeline into storage only makes sense if there is a high level of confidence that
the incoming product is consistently free from dirt and water. Unless this is the case, it is
better to wait until after the product has been settled and drained before injection. Suitable
injection schemes include in-line dosing during transfer from receipt to delivery tanks or by
tank recirculation.
I.4.3.2
Injection of SDA during delivery of product from a storage facility by dedicated pipeline to an
airport is not recommended. This is because airport depots are unlikely to have the capacity
to deal with problems such as overdosed or unresponsive jet fuel (requiring facilities for
further injection or blending).
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I.4.4 Experience shows that the least effective place to inject SDA is in multi-product marine vessels
or coastal/inland waterway vessels/barges. Injection during loading will help disperse dirt and
water from the vessels' tanks with little increase in conductivity. It is not recommended to
manually add the additive to ship's compartments using the closed loading access/sampling
tube. The concentrated SDA does not mix well and can lead to major dirt and water problems,
with limited conductivity improvement and/or the creation of non-homogeneous batches.
I.4.5 After SDA is added downstream of the point of manufacture, there is no specification
requirement to recheck the water separation characteristic rating, and it is therefore not
mandatory to quote the water separation characteristic rating on the RC.
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ANNEX J (INFORMATIVE/NON-MANDATORY)
UNIT CONVERSION FACTORS
The following conversion factors are used in this publication:
1 US gallon 3,785 litres

1 US quarter gallon (USQ) 0,25 US gallon
1 litre 0,264 US gallon
1 imperial gallon 4,546 litres
1 litre 0,220 imperial gallon
1 kg 2,205 lbs
1 lb 0,454 kg
1 bar 14,50 psi
1 bar 100 kPa
1 psi 0,069 bar
1 psi 6,895 kPa
3,0 kg/m3 0,7 API gravity
T °F = 1,8 × T °C + 32
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ANNEX K
GLOSSARY OF TERMS AND ABBREVIATIONS
K.1 TERMS AND DEFINITIONS
additives Material(s) (usually chemical products) added to change

the existing properties of, or impart new characteristics
to, aviation fuels (e.g. fuel system icing inhibitor (FSII),
static dissipater additive (SDA) etc.).
adventitious materials Solid or liquid contaminants that can be picked up by
aviation fuels during storage and handling (including in
refineries), and distribution. Examples are rust, dirt, free
(undissolved) water, salt and microbiological growth.
Unlike incidental materials, which are homogeneous,
adventitious materials are heterogeneous, and can be
removed from aviation fuels by appropriate settling and
filtration/separation.
airport service tank Tank that directly supplies either the airport hydrant
system or aircraft refuelling vehicles.
all-level sample See Table 1.
alternative means of A process which defines how to assess, develop and
conformance (AMC) oversee temporary alternative ways of protecting product
quality while activity is underway to bring the system
into primary compliance with EI/JIG 1530. AMCs are not
evergreen.
API gravity A measure of how heavy or light a petroleum liquid is
compared to water, API specific gravity is defined at
60 degrees Fahrenheit.
approved additives Additives that have been approved for use in aviation
fuels.
Note: Fuel additives can only be listed in fuel
specifications after they have been approved by the
aircraft and engine OEMs. ASTM D4054 Standard
practice for qualification and approval of new aviation
turbine fuels and fuel additives provides guidance
concerning the testing required and approval process.
authorised signatory See Annex A.
automatic sampler See Table 1.
aviation fuel A general term referring to any grade of jet fuel or
aviation gasoline which meets defined fuel specifications.
banking system A process of delivering fuel complying with the reference
(pipeline) specification, which is of the same volume as that
received by the pipeline operator, but not necessarily the
same batch.
Note: Such systems are not necessarily fungible.
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batch; batched A distinct quantity of fuel, that can be characterised by

material one set of test results. (See also certified material).
batch tank A tank in a refinery or supply installation in which fuel
can be batched.
bio component Material derived from plant or animal sources, used as a
blending component to produce biofuel; most commonly
biodiesel fuel with FAME or gasoline with ethanol. Not to
be confused with biojet.
biojet Jet fuel containing synthetic hydrocarbons produced
by hydroprocessing of materials derived from plant or
animal sources (e.g. HEFA).
Note: 'Biojet' is more of a marketing term than an
accepted technical definition. See synthetic fuel blend.
bonding The physical connection of two metal objects by an
electrical conductor that equalises the charge or electrical
potential between the two objects. Example: connecting
a bonding cable between a bridger/rail tank car and the
loading rack before filling.
bottom sample See Table 1.
breakout/staging See Annex N.
tankage
bridger Road tank truck used to supply aviation fuel from one
storage area to another, such as refinery to terminal or
terminal to airport.
calibration Set of operations which establish, under specified
conditions, the relationship between the values indicated
by a measuring device and the corresponding known
values obtained using a traceable reference measurement
standard with a defined measurement uncertainty.
cathodic protection or A method of preventing or reducing corrosion to a metal
cathodically protected surface (by using an impressed direct current or attaching
sacrificial anodes).
certificate of analysis A document which shows the applicable specification
(CoA) requirements of the product tested, the date, the test
methods followed and the test results. It also includes
the quantity of the batch, the batch number, the number
of the tank containing the product and references of
the RCQs of the different batches commingled in the
batch being certified by the CoA (traceability). The CoA is
required to be signed by designated personnel.
Note: CoAs are valid for 180 days (or 12 months for
drummed stocks). A CoA is produced whenever a full
specification test is performed downstream of the
original refinery tanks.
certificate of quality See refinery dertificate of quality (RCQ).
(CoQ)
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certified material Defined quantity of fuel that has been tested and
where a certificate (RCQ), certificate of analysis (CoA) or
recertification test (RT) certificate) has been issued.
chemical water A 'go/no-go' device used to confirm the presence of
detector free or suspended water in jet fuel (e.g. Hydrokit, Shell
Water Detector, POZ-T, etc.). Chemical water detectors
are designed to give a positive indication of free water in
fuel, at ppm (v/v) levels.
clay treater A treater that uses the medium of a special Attapulgus
clay, either in bulk or in replaceable cartridges, to adsorb
and pick up surface active agents, colour bodies and very
fine particles in the fuel, not otherwise removable. (Clay
treaters are sometimes erroneously referred to as clay
filters).
closed sampling See Table 1.
colour In avgas, colour relates to the appearance of the product
compared with the expected colour, e.g. avgas grade
100LL is dyed blue and therefore is checked against this
known standard for product identification. For jet fuel,
Saybolt colour, a defined quality parameter, is tested
using ASTM D156. Saybolt colour detects depth of
colour, not tint.
commingle, The mixing of the same grade from two or more different
commingling sources or batches.
compartment A liquid-tight division in a cargo tank.
competent person A person who can consistently demonstrate application
of the knowledge, skills, behaviours and aptitude
required to perform a task to a specified proficiency
standard.
composite sample See Table 1. See also multiple tank composite.
contaminated fuel Fuel that has been contaminated by adventitious or
incidental materials in excess of specified limits, or by
mixture with other fuels.
contamination Foreign matter, solid or liquid, which gets into any
aviation product, e.g. water, rust, dirt, another product
or grade, etc. (See also adventitious and incidental
material).
control check The Control Check consists of an Visual Appearance
Check plus density determination.
copper strip corrosion An analytical test to assess the relative degree of
test corrosivity of a fuel.
cross-contamination See inter-product contamination.
custodian The entity responsible for fulfilling the requirements of
this standard whilst handling the product.
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custody transfer An event where fuel passes from one entity/operator to

another.
custody transfer point The point where responsibility for fuel quality changes
(CTP) from one party to another, e.g. a defined point between
a terminal transferring fuel to a pipeline operator, or
from the pipeline operator to a receiving terminal. The
CTP has to be agreed between the parties involved.
dedicated A system of tankage, pipes, vehicles, etc. for carrying and
storing only a single grade of product. For storage tanks,
and marine/inland waterway vessels/barges, dedicated
means that at least the previous two cargoes have been
the same product as the one being loaded/stored and
change of product procedures have been followed.
Road tankers, rail tank cars and ISO tank containers
are considered dedicated once they have followed the
change of product procedures and only that product has
been subsequently carried.
See segregated.
density For the purposes of this publication the term density
refers to the temperature corrected density/API gravity as
per local requirements.
derogation A process which defines how to assess, develop and
oversee alternative ways of assuring product quality
which are considered as equivalent to the mandatory
requirements in EI/JIG 1530. Derogations may be
permanent.
differential pressure The difference in pressure between the inlet and outlet
sides of a filter vessel or other process vessel. Often
referred to as delta P, dP or ∆P. Expressed in psi, bar or
kPa.
dipstick A graduated rod or stick that is inserted into a tank to
measure the amount of product in the tank.
direct delivery Where a storage installation delivers directly to an airport
service tank, via e.g. a dedicated truck, rail, pipeline or
barge system (see indirect delivery).
distillation test Testing of a sample to derive a curve of volume percent
distilled against temperature. The resulting curve is called
a 'distillation curve'.
downgraded The process whereby fuel is removed from the aviation
fuel handling system, and no longer considered as
aviation fuel.
drain sample See Table 1.
drain dry tank A tank with a continuous slope to the normal product
outlet which is located at the lowest point on the floor.
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DWT Also known as deadweight; abbreviated to DWT, D.W.T.,

d.w.t., or dwt) or tons deadweight (TDW) is a measure of
how much weight a ship can carry, not its weight, empty
or in any degree of load. DWT is the sum of the weights
of cargo, fuel, fresh water, ballast water, provisions,
passengers, and crew.
existent gum A non-volatile residue left following evaporation of the
fuel.
FAME Fatty Acid Methyl Ester, derived from plant or animal
materials, used as a blending component to produce
biodiesel. May be present at mg/kg levels in jet fuel as an
incidental material.
fast flush Refers to an effective water draw-off from storage tanks
(e.g. at flow rates sufficient to create turbulence in a
tank sump).
filter/coalescer An element that contains a porous media through
element which fuel is passed to remove free water by causing
very small droplets of water to form larger drops
(coalesce) which separate from fuel by gravity. Typically
made from fibreglass. Coalescers also contain pleated
filter media for the removal of fine particulate matter.
filter elements Generic term given to 'disposable' separation media
installed in filter vessels (i.e. filter/coalescers, separators
and microfilters), in order to remove suspended water
and particulate matter.
filter membrane test A test for solid contaminant in a sample of fuel that
is passed through a filter membrane, which is then
weighed (gravimetric test), or matched to a colour
standard (colorimetric test), to determine the degree of
contamination.
filter/water separator A vessel that contains filter/coalescer elements to
remove solid particulate matter and to coalesce fine
water droplets, and separator elements to prevent
coalesced water droplets from passing downstream
of the vessel. Free water from the fuel collects in the
sump of the vessel from where it has to be periodically
drained.
fine filtration Filtration systems that comply with the requirements of
EI 1581 or EI 1590.
flash point The lowest temperature of the test portion, corrected
to a barometric pressure of 101,3 kPa, at which
application of an ignition source causes the vapours of
the test portion to ignite momentarily and the flame
to propagate across the surface of the liquid under the
specified conditions of test.
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floating storage Any ocean going marine tanker that either remains
anchored or on station within a limited area and is used
for the storage, receipt and delivery of aviation fuel
in batches or for aggregation and lightering to other
vessels. Vessels en route between loadport and disport in
a conventional manner without any transhipment are not
considered 'floating storage' in this context.
floating suction Suction pipe that floats on the top of liquid in a tank
permitting product withdrawal from the top layer of
liquid, which typically is the cleanest and driest fuel in the
tank at the time.
free water Any undissolved water in fuel; generally in finely
dispersed droplets that may cause cloudiness and may
settle due to gravity, and form a defined layer at the
bottom of a container, or in larger quantities as bulk
water.
freeze point The fuel temperature at which solid hydrocarbon crystals,
formed on cooling, disappear when the temperature of
the fuel is allowed to rise under specified conditions of
test. Sometimes referred to as 'freezing point'.
fuel system icing Approved chemical added to fuel to prevent formation of
inhibitor (FSII) ice crystals in fuel upon cooling.
fungible pipeline Fungible pipeline systems are those that transport
system products commingled with other quantities of product
meeting the same product specification.
grade Term for a specific aviation fuel meeting the criteria
defined by a governing aviation fuel specification
(e.g. Jet A and Jet A-1 are different grades).
hazard Potential for human injury or adverse health, damage to
assets, environmental impact, or adverse impact to a fuel
property.
incident An occurrence which affects or could affect the safety of
operations.
incidental materials Chemicals and compositions that can occur in aviation
fuels as a result of refinery production, processing,
distribution, or storage. Examples are refinery process
chemicals, FAME (biodiesel), and copper or other metals
in soluble form. They differ from adventitious materials
in that, once in the fuel, they are homogeneous and
cannot be easily removed. In refinery processing (and in
multi-product distribution systems), contamination of
aviation fuel with trace levels of incidental materials is
unavoidable from a practical point of view.
indirect delivery Where a refinery or terminal delivers to an intermediate
storage installation upstream of airport service tanks (see
direct delivery).
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inspector/surveyor A trained, competent person who conducts inspections,

surveys or examinations of fuel movements to assess,
monitor and report on their quality and quantity.
interface cut A procedure used to separate one product from another
at the receiving end of a non-dedicated pipeline, as the
products go into tankage.
intermediate terminal/ A storage terminal or plant situated between the
storage supplying refinery or another intermediate storage and
the airport service tanks. Also includes receipt storage at
an airport from which fuel is transferred to airport service
tanks.
inter-product Another type of fuel contaminating aviation fuel in
contamination sufficient quantity to cause measurable effects on the
properties of that aviation fuel, or to cause measurable
contamination with incidental materials or unapproved
additives. Also referred to as cross-contamination.
ISO tank container A steel container (usually cylindrical with hemispherical
ends) installed within a standard ISO frame (normal
dimensions 6 × 2,4 × 2,6 m; 20 × 8 × 8,5 feet), used for
the transport of bulk liquids. Most common tank capacity
is 25 000 L (6 600 USG).
leak Any loss of fuel due to a defect in the storage, piping, or
delivery system.
line sample See Table 1.
low point – A low point fitted with drain in a containment system
(designated) where significant quantities of particulate/water would
accumulate if the position was not flushed on a regular
basis.
lower sample See Table 1.
manufacture/ The word 'manufacture' normally applies to the refinery
manufacturer production of aviation fuels from conventional sources
(crude oil, natural gas liquid condensates, heavy oil,
shale oil and tar sands), (see section 6). In the context
of ASTM D7566, the word 'manufacture' is also used
to refer to the blending of synthetic and conventional
fuel components to produce a synthetic fuel blend (also
referred to as semi-synthetic jet fuel). (See section 11).
master meter A certified accurate meter used to check flow meters on
dispensing equipment or fixed facilities.
mesh strainer A woven metal filter. Coarse strainers are used in
pipework to protect pumps, meters, etc. from debris
within the pipe that could damage them. Fine mesh
strainers are used for product quality purposes to filter
out rust, pipescale, etc. from the fuel.
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microfilter, (micronic A filter specifically designed to remove only dirt particles

filter) from a fuel stream. Typically used upstream of filter/water
separators (FWS) in high dirt environments to prolong life
of the FWS elements.
middle sample See Table 1.
multiple-tank See Table 1.
composite sample
multi-product pipeline Pipeline system transporting different products and/
or grades of product, corresponding to different
specifications, with or without physical separation
between grades/products.
non-dedicated A system of tankage, pipes, vehicles, etc. in which
more than one product or grade of product may be
transported, or can or does flow through the same
system. Also referred to as a multi-product system.
non-fungible system When the original identity of each batch will be
(pipeline) maintained and the parcels transported in a segregated
manner.
open sampling See Table 1.
parcel Discrete defined volume of fuel in a pipeline.
parts per million Used as a description of concentration, which may be
(ppm) expressed in a variety of different units, e.g. mass/mass,
volume/volume or mass/volume.
particulates Solid contaminants found in jet fuel (i.e. dirt, rust, sand,
fibres, microbial growth); see also adventitious materials.
pipeline A long tube, made up of one or many conduit
sections, that connects installations such as terminals/
depots, refineries, jetties etc. Pipeline systems include
associated installations such as pumping stations, valves,
tankage, metering stations, quality control stations and
interconnection stations with other pipeline systems.
portable sampling See Table 1.
device
positive segregation A means of preventing aviation fuel from contamination
by other grades and/or products that is more effective
than segregation Examples are double block and
bleed valve; spectacle blinds, spades or equivalent; or
removable distance pieces like spools or flanges. See also
segregation.
pressure, operating The steady state pressure (excluding surge pressure)
that a system typically operates at, not exceeding the
maximum no-flow head of the system's pumps.
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pressure, test The pressure at which a system or a component of the

system is tested to verify its integrity.
product Generic term typically applied to any liquid hydrocarbon,
used in EI/JIG 1530 for both aviation and non-aviation
fuels. (e.g. jet fuel, avgas, diesel, motor gasoline etc.).
product recovery tank A small tank used for the consolidation of drain samples
and fuel samples from storage tanks containing the
same grade of aviation fuel, where, after quality checks,
the drained product can be pumped back into finished
aviation fuel storage tankage. Not to be confused with
slop tank or tankside fast-flush facility.
prover tank A volumetrically calibrated tank used to prove the
accuracy of the meters. Also called meter proving tank or
calibration tank.
qualification Demonstrated skill, documented training, demonstrated
knowledge, and experience required for personnel to
properly perform the duties of a specific job.
rebatching The process of commingling different batches in a single
volume and retesting as a single entity.
recertification test (RT) A selected set of tests carried out on fuel supplied during
or after certain types of movement, to verify that the
fuel has not been contaminated and that the quality of
the fuel concerned has not otherwise changed. Samples
tested are required to remain within the specification
limits. Test results for specified critical properties are also
required to be within maximum variances of the previous
analysis of the same fuel batch. Implicit in the definition
of recertification test is the comparison of the results
with those on the original RCQ or CoA. Note: RTs are
valid for 180 days.
reconciliation Comparison of the quantity of additive used with the
volume of fuel additised to verify the dosage rate.
Refinery Certificate of A document which shows the applicable specification
Quality (RCQ) requirements for the products being tested, the date,
the test method and the test results. It also includes the
amount and type of additives used, the quantity of the
batch, the batch number and the number of the tank
containing the product. The RCQ is required to be signed
by designated personnel.
Note: RCQs are valid for 180 days (or 12 months
for drummed stocks). A RCQ is raised whenever full
certification tests are performed at a refinery.
Note: Sometimes also referred to as refinery batch test
certificate.
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relaxation time The time required to allow any build-up of static

electricity within the fuel to dissipate. This is calculated
by including volumetric capacity in a fuel handling
system, which increases the residence time (downstream
of any charge-generating equipment such as filters) for
the purpose of dissipating, or losing, static electricity
charge, before the fuel discharges from the fuel system
into a tank, truck or aircraft.
Release Certificate A document that supports any transfer of aviation fuel,
(RC) confirming compliance with the applicable specification
and containing, as a minimum: reference to batch
number or other unique identifier (e.g. tank number,
date and time), test report number (last full certification –
RCQ or CoA or recertification test on this batch), date
and time of release, certified batch density, quantity
of fuel (this may be added subsequently for pipeline
transfers), compliance with the Visual Appearance Check
requirement (and conductivity if SDA is present), grade of
fuel and specification, signature of releasing authority.
representative sample See Table 1.
restricted sampling See Table 1.
risk Likelihood of human injury or adverse health, damage to
assets, environmental impact, or adverse impact to a fuel
property from a specified hazard.
rundown tank A tank in a refinery receiving product direct from a
processing unit.
running sample See Table 1.
sample handling See Table 1.
segregation/ Tanks and lines in facilities that are connected by a single
segregated valve.
See also positive segregation.
separator element A simple water-repelling (hydrophobic) screen (element)
that prevents water droplets from passing downstream
of a filter/water separator vessel. The separator element
is positioned downstream of the filter/coalescer element.
separation Facilities, downstream of a tank where fuel has been
certified (RCQ, RT or CoA), for storage and movement
of a specific grade of aviation fuel that have no physical
interconnection, (regardless of valve/blind arrangements)
with those for other grades or products.
settling time The time required after receipt and cessation of in-tank
mixing/recirculation and before shipment of product
from a storage tank to provide adequate settling of solid
contaminants and water.
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single-tank composite A sample obtained by blending upper, middle and lower

sample samples. For a vertical tank of uniform cross-section, the
blend consists of equal parts of the three samples.
skim sample See Table 1.
slop tank A tank designed to collect any product which will not
be returned to finished product storage (see product
recovery tank), but will be directed to reprocessing or
disposal.
smoke point A test to provide an indication of the relative smoke-
producing properties of a jet fuel. A high smoke point
indicates a low smoke-producing tendency.
soak testing A comparative test of fuel properties from before and
after a period of static exposure to a tank or pipeline
(normally several days) to determine that exposure to
the surface does not affect fuel quality. This is normally
associated with commissioning of tanks or pipelines
following internal treatments such as epoxy lining.
spot sample See Table 1.
static dissipater Approved additive for improving fuel conductivity leading
additive (SDA, ASA) to more rapid relaxation of static electricity. Sometimes
referred to as anti-static additive or conductivity
improving additive.
static electricity An electrical potential generally built up by friction (e.g.
between flowing fuel and another surface). A build-up of
static electricity may be great enough to cause sparking
or arcing capable of causing combustion.
static storage/ Storage of fuel in tanks that have had no new fuel
static stock introduced in six months for jet fuel or avgas.
still-well See Table 1.
storage installation Refinery, production, terminal, distribution or depot
(intermediate and pre-airfield/service) facilities with
tankage where fuel is held until ready for delivery to a
downstream facility, or use.
suction-level sample See Table 1.
sulfur, total; A measure of the sulfur content of a fuel in all its forms
total sulfur (elemental, mercaptans, hydrogen sulfide, thiols, etc.)
sump The lowest point in a storage tank, vehicle tank or filter,
purposely designed to collect water and particulate.
When a tank or filter is 'sumped', the contaminants are
removed as part of routine quality assurance procedures
or maintenance on equipment.
sump sample See Table 1.
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surfactants Polar or polar group containing (detergent-like)

(surface active-agents) compounds frequently found in jet fuel. These
compounds are of concern because they have a
disarming effect on elements used in filter/water
separators. Clay treatment is one means of removing
surfactants from jet fuel.
synthetic fuel blend A blend containing synthetic hydrocarbons, as defined by
ASTM D7566 or DEF STAN 91-091, and jet fuel refined
from conventional sources. Also referred to as semi-
synthetic jet fuel.
tank-side sample See Table 1.
test portion See Table 1.
tested material Aviation fuel where all or specified tests have been
performed and documentation has been issued.
thermal stability test A Jet Fuel Thermal Oxidation Test (IP 323/ASTM D3241),
often referred to as the JFTOT®, which is used to ensure
that jet fuel has acceptable thermal stability. Fuel
instability leads to thermal breakdown causing particle
or gum formation, either in suspension in the fuel or as
lacquer build-up on metal surfaces, which can adversely
affect the operation of the aircraft engine fuel system
and injector nozzles.
thief pump A small hand- or motor-operated pump with a long
suction tube, which reaches to the bottom of a tank to
drain off any water collected on the tank bottom, or to
collect samples.
top sample See Table 1.
traceability The ability to track distinct batches of fuel through the
distribution system, back to the point of manufacture.
transmix A volume of interface material made up from two
different materials in pipelines.
ullage Volume of the space between a hatch of a tank/
compartment to the surface of fuel.
unbatched A quantity of fuel not yet identified as a discrete batch.
uncertified material A batch for which an RCQ has not yet been issued.
This cannot be regarded as aviation fuel. By definition
uncertified material cannot be encountered in aviation
fuel supply chains. See also tested material and untested
material.
untested material Aviation fuel awaiting documentation to be issued
confirming all required testing to establish conformance.
upper sample See Table 1.
vapour-lock valve See Table 1.
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visi-jar A clear glass container with a lid, which is permanently

connected to a sample point in order to facilitate a Visual
Appearance Check, and to minimise skin contact with
fuel. Also known as a closed-circuit sampler.
visual appearance A field check to confirm the acceptability of the fuel (i.e.
check the expected colour and that it is visually clear, bright and
free from particulate matter and undissolved water at
ambient temperature).
water separation A test method for determining water separation
characteristic characteristics of jet fuel.
water dip A water-sensitive paste applied to the end of a rod or
weight, which is lowered to the bottom of a tank or
drum to check for the presence of water, as determined
by a change in colour of the paste.
white oils Clean, refined petroleum products which are not dark in
colour, such as motor spirit, kerosene, gas oil, diesel fuel
and blending components.
K.2 ABBREVIATIONS AND ACRONYMS
µm micrometre
A4A Airlines for America
ABS American Bureau of Shipping
AFQRJOS aviation fuel quality requirements for jointly operated systems
AMC alternative means of conformance
ASA anti-static additive
avgas aviation gasoline
B5 biodiesel fuel containing 5 % FAME
B15 biodiesel fuel containing 15 % FAME
B100 pure FAME
BMR batch make-up record
BOB blendstock for oxygenate blends
BoL bill of lading
C&B clear and bright
CEN Comité Européen de Normalisation
CI corrosion inhibitor
CoA Certificate of Analysis
CoQ Certificate of Quality (synonymous with RCQ)
CRC Coordinating Research Council
CRM certified reference material
CTP custody transfer point
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DBB double block and bleed

d.c. direct current
DCD Driver Controlled Delivery
DCL Driver Controlled Loading
DEF STAN Defence Standardization
Di-EGME diethylene glycol monomethyl ether
dP differential pressure
DPK dual purpose kerosene
DRA drag reducing additive
DWT tonnes deadweight
EI Energy Institute
EQA external quality assurance
FAME fatty acid methyl ester
FSII fuel system icing inhibitor
FWS filter/water separator
gpm US gallons per minute
HAZAN hazard analysis
HAZID hazard identification
HAZOP hazard and operability study
HC hydrocracking
HEFA hydroprocessed esters and fatty acids
HM Hydrocarbon Management (series of publications from the EI)
HPLC high performance liquid chromatograph
HT hydrotreating
IATA International Air Transport Association
IBC intermediate bulk container
ICAO International Civil Aviation Organization
IFT interfacial tension
IG inert gas
IPK iso-paraffinic kerosene
ISGOTT International Safety Guide for Oil Tankers and Terminals
ISO International Organization for Standardization
IT information technology
JFTOT ®
Jet Fuel Thermal Oxidation Test
JHA job hazard analysis
JIG Joint Inspection Group
kPa kilopascal
LI lubricity improver
LIA lubricity improving additive
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LIMS laboratory information management system

LVM low volatile matter
MBG microbiological growth
MDA metal deactivator additive
MF microfilter
mg milligram
mm millimetre
MoC management of change
MoD UK Ministry of Defence
MPPL multi-product pipeline
MTC multiple tank composite
OCIMF Oil Companies International Marine Forum
OEM original equipment manufacturer
P&ID piping and instrumentation diagram
ppb parts per billion
ppm parts per million
pS/m picosiemens per metre
PSD portable sampling device
PTW permit-to-work
QA quality assurance
QPL qualified products list
RC Release Certificate
RCQ Refinery Certificate of Quality
RDE/A/xxx numbering system used by UK MoD for identifying approved fuel
additives
RT recertification test
RTD residual temperature device
RVM regular volatile matter
RVP Reid vapour pressure
SDA static dissipater additive
SDS safety data sheet
SOLAS safety of life at sea
SPK synthesised paraffinic kerosene
SQC statistical quality control
TEL tetraethyl lead
TRV thermal relief valve
USG US gallon
USQ US quarter gallon
UV ultraviolet
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ANNEX L (INFORMATIVE/NON-MANDATORY)
REFERENCED PUBLICATIONS
The following publications are cited in this publication. Where the publications are undated/
without edition number; the latest available edition applies.
Airlines for America (A4A) ( www.airlines.org)

ATA 103 Standards for jet fuel quality control at airports
American Bureau of Shipping (ABS) (www.eagle.com)

Publication 24 Guidance manual for material selection and inspection of inert gas systems
Publication 131 Guide for inert gas system for ballast tanks
API (www.api.org)
Manual of petroleum measurement standards chapter 17.6 marine measurement: Guidelines
for determining the fullness of pipelines between vessels and shore tanks
Recommended practice 1110 Pressure testing of liquid petroleum pipelines
Recommended practice 1543 Documentation, monitoring and laboratory testing of aviation
fuel during shipment from refinery to airport
Recommended practice 1595 Design, construction, operation, maintenance and inspection
of aviation pre-airfield storage terminals
Recommended practice 2003 Protection against ignitions arising out of static, lightning, and
stray currents
ASME (www.asme.org)
B31.3 Process piping
B31.4 Pipeline transportation systems for liquid hydrocarbons and other liquids
ASTM International (www.astm.org)

D56 Standard test method for flash point by tag closed cup tester
D86 Standard test method for distillation of petroleum products at atmospheric pressure
D95 Standard test method for water in petroleum products and bituminous materials by
distillation
D156 Test method for saybolt colour of petroleum products (Saybolt chromometer method)
D381 Test method for existent gum in fuels by jet evaporation
D910 Standard specification for aviation gasolines
D1094 Test method for water reaction of aviation fuels
D1655 Standard specification for aviation turbine fuels
D2276 Standard test method for particulate contaminant in aviation fuel by line sampling
D2624 Standard test method for electrical conductivity of aviation and distillate fuels
D2887 Standard test method for boiling range distribution of petroleum fractions by gas
chromatography
D3241 Standard test method for thermal oxidation stability of aviation turbine fuels
D3244 Standard practice for utilization of test data to determine conformance with
specifications
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D3948 Test method for determining water separation characteristics of aviation turbine fuels
by portable separometer
D4054 Standard practice for qualification and approval of new aviation turbine fuels and
fuel additives
D4057 Standard practice for manual sampling of petroleum and petroleum products
D4176 Standard test method for free water and particulate contamination in distillate fuels
(Visual inspection procedures)
D4177 Standard practice for automatic sampling of petroleum and petroleum products
D4306 Standard practice for aviation fuel sample containers for tests affected by trace
contamination
D4952 Standard test method for qualitative analysis for active sulfur species in fuels and
solvents (Doctor Test)
D5001 Standard test method for measurement of lubricity of aviation turbine fuels by the
ball-on-cylinder lubricity evaluator (BOCLE)
D5006 Standard test method for measurement of fuel system icing inhibitors (ether type) in
aviation fuels
D5452 Standard test method for particulate contamination in aviation fuels by laboratory
filtration
D5842 Standard practice for sampling and handling of fuels for volatility measurement
D5854 Standard practice for mixing and handling of liquid samples of petroleum and
petroleum products
D6300 Standard practice for determination of precision and bias data for use in test methods
for petroleum products and lubricants
D6469 Standard guide for microbial contamination in fuels and fuel systems
D6792 Standard practice for quality system in petroleum products and lubricants testing
laboratories
D7224 Standard test method for determining water separation characteristics of kerosene-
type aviation turbine fuels containing additives by portable separometer
D7566 Standard specification for aviation turbine fuel containing synthesized hydrocarbons
D7872 Standard test method for determining the concentration of pipeline drag reducer
additive in aviation turbine fuels
D7959 Standard test method for chloride content determination of aviation turbine fuels
using chloride test strip
D8073 Standard test method for determination of water separation characteristics of aviation
turbine fuel by small scale water separation instrument
Manual 5 Aviation fuel quality control procedures
Comité Européen de Normalisation (CEN) (http://www.cen.eu)

EN 590 Automotive fuels. Diesel. Requirements and test methods
Coordinating Research Council (CRC) (http://www.crcao.com)

Report No 635 Handbook of aviation fuel properties
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Energy Institute (EI) (https://publishing.energyinst.org)

EI guidance
EI 1529 Aviation fuelling hose and hose assemblies
EI 1535 Minimum criteria to determine acceptability of additives for use in multi-product
pipelines co-transporting jet fuel
EI 1540 Design, construction, operation, commissioning, maintenance and testing of aviation
fuelling facilities
EI 1541 Requirements for internal protective coating systems used in aviation fuel handling
systems
EI 1542 Identification markings for dedicated aviation fuel manufacturing and distribution
facilities, airport storage and mobile fuelling equipment
EI 1550 Handbook on equipment used for the maintenance and delivery of clean aviation
fuel
EI 1581 Specification and qualification procedures for aviation jet fuel filter/water separators
EI 1582 Specification for similarity for EI 1581 aviation jet fuel filter/separators
EI 1589 Materials compatibility testing for aviation fuel filter elements and fuel sensing devices
EI 1590 Specification and qualification procedures for aviation fuel microfilters
EI 1596 Design and construction of aviation fuel filter vessels
Guidance on development, implementation and improvement of quality systems in petroleum
laboratories
Guidelines for the investigation of the microbiological content of liquid fuel and for the
implementation of avoidance and remedial strategies
HM 50. Guidelines for the cleaning of tanks and lines for marine tank vessels carrying
petroleum and refined products
HM 66. Guidelines for determining the fullness of pipelines between vessels and shore tanks
Model code of safe practice Part 2: Design, construction and operation of distribution
installations
Model code of safe practice Part 16: Tank cleaning safety code
Model code of safe practice Part 21: Guidelines for the control of hazards arising from static
electricity
IP Test Methods
IP 123 Petroleum products – Determination of distillation characteristics at atmospheric
pressure
IP 139 Petroleum products and lubricants – Determination of acid or base number – Colour-
indicator titration method
IP 170 Determination of flash point – Abel closed-cup method
IP 189 Crude petroleum and liquid or solid petroleum products – Determination of density
or relative density – Capillary-stoppered pyknometer and graduated bicapillary pyknometer
methods
IP 216 Determination of particulate contaminant of aviation turbine fuels by line sampling
(ASTM D 2276)
IP 274 Petroleum products – Aviation and distillate fuels – Determination of electrical
conductivity (ISO 6297)
IP 289 Determination of water reaction of aviation fuels
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IP 323 Determination of thermal oxidation stability of gas turbine fuels

IP 356 Crude petroleum – Determination of water – Potentiometric Karl Fischer titration
method
IP 406 Petroleum products – Determination of boiling range distribution by gas chromatography
IP 423 Standard test method for particulate contamination in aviation fuels by laboratory
filtration
IP 438 Petroleum products – Determination of water – Coulometric Karl Fischer titration
method
IP 439 Petroleum products – Determination of water – Potentiometric Karl Fischer titration
method
IP 540 Determination of the existent gum content of aviation turbine fuel – jet evaporation
method
IP 559 Determination of density of middle distillate fuels – Hand held oscillating U-tube
density meter method
IP 568 Determination of the static dissipater additives (SDA) in aviation turbine fuel and
middle distillate fuels – HPLC method
IP 583 Determination of the fatty acid methyl esters content of aviation turbine fuel using
flow analysis by Fourier transform infrared spectroscopy – Rapid screening method
IP 585 Determination of fatty acid methyl esters (FAME), derived from bio-diesel fuel, in
aviation turbine fuel – GC-MS with selective ion monitoring/scan detection method
IP 590 Determination of fatty acid methyl esters (FAME) in aviation turbine fuel – HPLC
evaporative light scattering detector method
IP 624 Determination of water separation characteristics of aviation turbine fuel by small
scale water separation instrument
IP Standard Test Methods for analysis and testing of petroleum and related products,
Appendix A: 2008, Specifications – IP standard thermometers
European Federation of National Associations of Measurement, Testing and

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

Guidelines for sodium chloride contamination troubleshooting and decontamination of
airframe and engine fuel systems
International Civil Aviation Organization (ICAO) (http://www.icao.int)

Doc 9977 Manual on civil aviation jet fuel supply
Technical instructions for the safe transport of dangerous goods by air
International Organization for Standardization (ISO) (http://www.iso.org)

ISO 1825 Rubber hoses and hose assemblies for aircraft ground fuelling and defuelling -
Specification
ISO 3170 Petroleum liquids – Manual sampling
ISO 3171 Petroleum liquids – Automatic sampling
ISO 4259 Petroleum products – Determination and application of precision data in relation
to methods of test
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ISO 9001 Quality management systems - requirements

ISO 15750-2 Packaging – Steel drums – Part 2: Non-removable head (tight head) drums with
a minimum total capacity of 212 l, 216,5 l and 230 l
ISO 17025 General requirements for the competence of testing and calibration laboratories
ISO 31000 Risk management – Principles and guidelines
ISO/ANSI MH2a Materials handling (containers) – Steel drums and pails
Joint Inspection Group (JIG) (www.jointinspectiongroup.org)

Aviation fuel quality requirements for jointly operated systems (AFQRJOS)
Bulletin No.65 MSEP protocol
JIG 1 Aviation fuel quality control & operating standards for into-plane fuelling services
JIG 2 Aviation fuel quality control & operating standards for for airport depots and hydrants
JIG Technical information document – Microbial monitoring strategies
Oil Companies International Marine Forum (OCIMF) (www.ocimf.com)

Guide for the handling, storage, inspection and testing of hoses in the field
International safety guide for oil tankers and terminals (ISGOTT)
UK Ministry of Defence (MoD) (www.dstan.mod.uk)

Defence Standard 68-251 Fuel soluble lubricity improving additives for aviation turbine fuels,
NATO Code S-1747
Defence Standard 68-252 Fuel system icing inhibitor, NATO Code S-1745
Defence Standard 91-086 Turbine fuel, aviation kerosene type: high flash type, containing
fuel system icing inhibitor NATO Code F-44
Defence Standard 91-087 Turbine fuel, aviation kerosene type: containing fuel system icing
inhibitor NATO Code F-34
Defence Standard 91-090 Gasoline Aviation: Grades UL91, 100/130 AND 100/130LL, Joint
Service Designation: AVGAS UL91, AVGAS 100 AND AVGAS 100LL
Defence Standard 91-091 Turbine fuel, aviation kerosene type, Jet A-1 NATO Code: F-35,
joint service designation: AVTUR
US Military, (US Military, Commanding Officer, Naval Publications and Forms Center,
5801 Tabor Avenue, Philadelphia, Pennsylvania 19120, USA)
MIL-DTL-5624 Turbine fuel, aviation, grades JP-4 and JP-5

MIL-DTL-83133 Turbine fuel aviation, kerosene type, JP-8 (NATO F-34), and JP-8+100 (NATO
F-37)
MIL-DTL-85470B Inhibitor, icing, fuel system, high flash. NATO Code Number S-1745
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ANNEX M (NORMATIVE/MANDATORY)
IMPLEMENTING EI/JIG 1530 AND HOW TO CLAIM
CONFORMANCE
M.1 CONFORMANCE ASSESSMENT
For locations to claim conformance with EI/JIG 1530, they will need to meet all the mandatory
requirements. However, it is acknowledged that it might not be possible to meet all the
'shalls' at all locations immediately. There is a great deal of variability in the design and
construction of the supply chain facilities upstream of airports; primarily because facilities
have been built over a 50-year time span, often with different intended uses, and it will be
essential to allow different combinations of facilities and procedures that effectively meet the
same objective as the requirements in the Standard.
For the EI/JIG 1530 Standard to meet the needs of the industry, all locations shall strive
to conform fully to EI/JIG 1530 requirements. For those high capital areas where making
changes are expensive and disruptive (such as storage tank design), the Standard allows
some flexibility in how the mandatory requirements are met.
For all facilities, an assessment shall be conducted of the current facility design and operating
procedures versus the EI/JIG 1530 requirements when a new edition or addenda are issued
and, as a minimum every five years, by a competent person. The assessment process shall:
a) Define the scope.
b) Assess facilities/procedures against the EI/JIG 1530 Standard. (The use of a
comprehensive gap assessment tool/checklist may assist in this process.)
c) Identify gaps (non-conformances) for both 'shalls' and 'shoulds'.
d) Set out corrective action plans to close the gaps against EI/JIG 1530 requirements.
e) Where action plans to close gaps with mandatory 'shall' requirements have
implementation periods greater than three months, an alternative means of
conformance (AMC) shall be developed and implemented to mitigate ongoing risk
(see M.2 for requirements for AMCs).
f) AMCs, other than those meeting the requirements of M2.2, shall not be seen as
'evergreen'. As a result, AMCs shall also be associated with a corrective action plan
to bring the operation into full compliance with EI/JIG 1530.
g) When conducting change of service, modification, scheduled maintenance or
managed outages, then any relevant AMCs shall be re-evaluated with the intent of
strengthening any AMC barriers as part of the works (using the hierarchy defined in
M2.1), or preferably bringing the operation into full compliance.
h) If gaps with mandatory 'shall' requirements cannot be addressed via an AMC,
conformance with EI/JIG 1530 shall not be claimed.
The two routes to claiming conformance with EI/JIG 1530 are shown in Figure M.1.
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Figure M.1: Implementing EI/JIG 1530 and claiming conformance
M.2 ALTERNATIVE MEANS OF CONFORMANCE
Absolute Assurance is defined to be when there is no conceivable failure mechanism, such

as protecting product quality by grade separation (i.e. totally separated infrastructure with
no connections or possible interfaces to facilities or equipment containing other products
or grades) and is the most robust method of product quality assurance. Systems other than
those offering Absolute Assurance are considered to be Managed Assurance and follow the
requirements of EI/JIG 1530. Where this is not possible, a process of identifying alternative
ways of assuring product quality is permitted through the development, assessment, oversight
and management of AMCs.
The overriding principle for any AMC process is to how to achieve and assure product quality.
The AMC shall assure that the fuel is clean, dry, on-specification with no known or discernible
contamination with other grades, components or infestations that are not permitted as part
of the compositional requirements of the applicable fuel specification, fuel grade in question
or other agreed industry practices.
An AMC is the outcome of an MoC process including a full risk assessment. The change that
is being considered represents a move away from the idealised requirement.
As in any MoC process, the first activity is to identify and assess the risks that such a deviation
or change will generate. The second step is to ensure that there are suitable procedures and/or
facilities in place to mitigate the identified risks to a reasonable level.
The AMC process shall include:

1) Clear identification of the gap between a mandatory requirement of EI/JIG 1530 and
the existing arrangements.
2) Identification and listing of the risks that the specific requirement in EI/JIG 1530 is
designed to manage.
3) Definition of the AMC and statement on how it manages the risks identified in
M.2.1.
4) Listing of any other conditions, documents or processes that are needed by the AMC
to manage the risk adequately.
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5) Review and sign-off by formally constituted body.

6) A planned date by which full compliance with the applicable EI/JIG 1530 requirement
is intended to be accomplished.
The formally constituted body, hereafter referred to as the 'AMC Review Committee' should
be independent of the location management and shall have the following features:
a) The Committee has formal terms of reference.
b) Members are appointed to the Committee and have specialist knowledge across the
activities being considered.
c) Members are not directly involved with the locations seeking AMCs.
d) Mechanisms are in place to bring in additional specialist knowledge if members judge
it necessary.
e) The Chair of the Committee reports back to the location management at a senior
level so that any concerns can be voiced effectively.
f) Submitted applications for AMC are documented and recorded using suitable templates.
g) Discussion and decisions on each submitted AMC request are documented in minutes
of the Committee and can be examined by any audit or inspection process (internal
or external).
h) A copy of the documentation for each AMC, including the Gap Assessment, is held
at the relevant location and referenced in the QA procedures for that location. In this
way, in the event of an external inspection, the management process for the AMC
would be clear to the inspector.
The core elements of an AMC shall follow a formal, structured and documented Risk
Assessment process.4
One risk management methodology that could be used is that of barrier thinking, a process
which is common to many Health and Safety systems. This process identifies an event, or
hazard, that needs to be managed and uses a system of control barriers (controls which
manage the hazard) and recovery barriers (controls which will detect and control the
consequences if an event occurs) in order to achieve continued, managed assurance5.
M.2.1 Principles when considering AMCs
1. Responsibility for compliance shall be at the facility level and not across a broader
network (see M.2.1.1 item 5 for exceptions).
2. A risk management assessment shall be carried out and documented when developing
the case for any AMC (one example methodology is barrier thinking). All additional
hazards that result from any non-conformance to this standard shall be managed to
As Low as Reasonably Practicable (ALARP)/As Low as Reasonably Achievable (ALARA).
This implies that, using the hierarchy of barriers given in this section, the most robust
control barrier is appropriate unless there is a gross disproportion between the costs
and the benefits for doing so. Alternative risk management methodologies can be
found by referring to ISO 31000.
4 Organisations should compare their risk management practices with an internationally recognised benchmark
by referring to ISO 31000 and meeting its requirements. This is intended to ensure sound principles for effective
management and corporate governance are applied.
5 Control barriers are those which prevent the release of a hazard; an example may be physical separation of different
grades to prevent contamination. Recovery barriers are those which detect or identify the release of a hazard; an
example may be testing of product to detect contamination that may have already occurred.
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M.2.1.1 Detailed AMC guidance

When considering whether barriers are appropriate, the following principles shall be followed:
1. Evidence of past performance shall not solely be used as evidence that additional
barriers are not required.
2. Control barriers shall be preferred to recovery barriers and physical barriers shall be
prioritised and preferred to procedural barriers.6
3. In Managed Assurance systems, the number of recovery barriers shall always be
greater than zero.
4. Where non-conformances exist, the best practice for AMCs should be to replace
any missing barrier(s) with barrier(s) of at least equivalent number, strength and type
using the hierarchy definitions in M.2.1.1 item 2.
5. Barriers at a downstream facility shall not be counted as a recovery barrier for a given
location unless:
i. There is initial and periodic confirmation that the barrier at the next
downstream recipient is in place and is effective
and
ii. The downstream recipient has accepted and agreed the AMC and any
conditions are agreed between the parties, and
iii. Any fuel owners through-putting at the facility are informed of the AMC.
6. AMC configurations that have been known to have resulted in an incident, shall
be reviewed to identify ways to improve their effectiveness in order to prevent a
recurrence of the incident.
7. The effectiveness of barriers incorporated as part of an AMC shall have regularly
assessed assessments documented.
This could be through periodic independent inspection and oversight as part of a
compliance inspection programme for example or documented self-assessment of
any changes to the risk or controls. It is the responsibility of the AMC applicant to
ensure such assessments are completed. The period of such assessments should be
annually, but not less frequent than 18 months. See also M.1 f).
8. Any change in circumstances, such as effectiveness of, and/or changes to, barriers,
changes in risk profile, or other site AMCs or derogations shall result in a reapplication
to the AMC Review Committee to reconsider and revalidate the original AMC.
9. The AMC Review Committee shall hold a complete list of AMCs active for a given
organisation.
M.2.2 Derogations – Special case
Derogations are AMCs where there is no planned future date by which primary conformance
with EI/JIG 1530 is defined. The requirements of M.2 apply, with the additional following
requirements:
1) Non-conforming systems, where the barriers proposed in the application that have
been known to result in an incident (particularly a product quality incident) at the
facility, shall not be considered for a Derogation. Where incidents have occurred
within industry at facilities with similar systems then mitigation controls, or how
6 Control barriers are those which prevent the release of a hazard; an example may be physical separation of different
grades to prevent contamination. Recovery barriers are those which detect or identify the release of a hazard; an
example may be testing of product to detect contamination that may have already occurred.
A physical barrier is a hardware-based solution (for example positive segregation to prevent contamination),
whereas a procedural barrier activity is one which relies upon some level of human intervention (for example a
procedure to conduct line stripping to purge any potential source of contamination, or conducting an analytical
test to look for evidence of contamination).
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a similar incident will be prevented, shall be included as part of the Derogation

application. If no such controls can be found or implemented, then a Derogation
shall not be agreed by the review committee.
2) Any Derogation applications shall be reviewed in the context of all upstream and
downstream supply chain AMCs, audit non-conformances, Derogations and other
risk areas within the organisation, and derogations communicated to it from other
organisations. The intent is to have oversight and assessment of cumulative end-
to-end risk from source to customer. All Derogation and AMC applications shall
explicitly reference the presence of any AMCs or Derogations that are related to, or
affect, the supply point.
3) Where a proposed barrier to protect product quality is not considered to be of
equivalent to that required by EI/JIG 1530 (as defined by the hierarchy in M.2.1.1
item 2), then alternative barriers may still be considered for a Derogation. In
such circumstances all Derogation requests shall be accompanied by an explicit
identification and quantification of the residual risks to product quality in the event
that the primary proposed control fails. The result of this process is acceptable if the
resulting residual risk to product quality is equivalent to full conformance with EI/
JIG 1530. A Risk Assessment Matrix (RAM) risk rating is one useful tool in this risk
quantification process.
For all derogations there shall be at least one physical control barrier and/or at least
one recovery that shall be operated continuously7
4) Where recovery barriers alone are used, then they shall be routinely assessed and
have demonstrated effectiveness. The determination of effectiveness of such barriers
should also be continuous, but if not, then it is the responsibility of the AMC Review
Committee to ensure that the frequency shall be high enough to be effective.8
5) The effectiveness of barriers incorporated as part of a Derogation shall be actively
managed and maintained and such assessments documented.
Effectiveness can be the determination of whether the barriers are appropriate, or
it can be an assessment of whether the Derogation conditions are being applied
correctly.9 If either circumstance exists, then the Derogation shall be withdrawn as it
fails to meet the requirements of M.2.1.2.
Derogations may be communicated back to the EI in order to allow them to be
considered for inclusion in further editions of EI/JIG 1530.
7 Continuous operation of a control barrier might be that all the fuel is tested as a batch prior to further release, or
the fuel is continually analysed during product movement. Recovery controls which are applied intermittently based
on an assessment of risk are, on their own, not appropriate for use in Derogations.
8 An example might be that a quality measurement instrument, such as a particle counter, is used to continuously
determine product quality, but the determination of whether that sensor is operating correctly may not be
continuous, but shall be subject to a minimum periodic verification testing period as required by standards or the
equipment manufacturer.
Another example might be that if continuous recertification testing is determined to be an appropriate recovery
barrier, then the laboratory shall be subject to oversight to validate the testing accuracy, such as via round robin /
crosscheck programs and instruments used subject to calibration.
9 An inappropriate barrier is one where the barrier does not result in the intended outcome. An example might
be that particle counting is used to control the delivery of clean, dry fuel, but a downstream recipient reports
operational issues with filters' life resulting from the delivery of dirty fuel.
The incorrect application of the barrier is one where the derogation conditions are not fully followed. An example
might be that if a particle counter is used to determine the fuel cleanliness and the derogation states that a failing
result shall result in a delivery being stopped, but evidence suggests that this instruction is not followed.
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M.2.3 Derogation – Example
An example of a Derogation is provided in Figure M.2.
Name of Company: Earth Fuels

Location: Terminal Gamma
Alternative means of conformance certificate
Approval No: 04/18 Valid to: Next Validation 31 March 2019
Reason for AMC EI/JIG 1530 9.3.9 requires that for tanks supplying direct to airport service
application tanks that the suction height shall be no less than 40 cm from the tank
floor.
Tank 1 at Terminal Gamma has been designed to NATO standards which
have suction height below that required by EI/JIG 1530 Section 9.3.9.
In the case of Tank 1, the suction height is 30 cm from the tank floor. It
is noted that the tank design of Tank 1 includes a deflector plate, which
is positioned within the tank below the outlet, with the intention of
preventing fuel from being drawn from the area immediately beneath the
outlet pipework.
System analysis, System summary
hazards Terminal Gamma manages only aviation jet fuel.
identification
and proposed Terminal Gamma is supplied exclusively via a dedicated pipeline from
controls Terminal Beta. Terminal Beta is a multi-product facility where aviation jet
fuel product is recertified before passing via dedicated pipeline to Terminal
Gamma.
Tank 1 was built in 1995. It is a vertical tank of 12 m radius and 10 m
height and has a nominal capacity of 1 000 cubic m. It has a fixed roof.
The tank floor is cone down with a 1:30 slope to a central sump. The floor
and first 1 m are lined. It has separate inlet and outlet lines and the outlet
is fitted with outbound filtration meeting EI 1581 latest edition. The tank
and its operation fully comply with the requirements of EI/JIG 1530, with
the exception of the minimum suction height.
Daily drain samples show only occasional evidence of water and or isolated
particulates during sampling, both of which have been documented to
clear after initial flushing of circa 25 litres when they do occur.
Previous three 5-year tank cleaning reports for Tank 1 shows only a
moderate level of debris on the tank floor, amounting to less than 10 kg in
total. Photos of the last tank cleaning supplied separately.
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There are no known AMCs or Derogations in place at Terminal Beta or

throughout the pipeline system supplying Terminal Gamma.
Hazard identification
The primary hazard with having outlet suction pipework lower than
required by EI/JIG 1530 is that of dirty/wet fuel and particularly for this to
be present due to settled dirt (and potentially water), which may be on the
tank floor.
The Top Event to be prevented is the delivery of dirty/wet fuel downstream
of the facility.
It is worth noting that there is nothing from the supply chain assessment
upstream of the tank to suggest that the tank may have a heightened risk
of dirt and particulate compared with any other facility.
Control barriers Recovery barriers
As can be seen, the control barrier that is missing (loss of minimum suction
height) represents an equipment barrier. The proposal is to replace this
with an alternative equipment barrier: a deflector plate beneath the outlet
pipe and is therefore of equivalence according to the definitions of M.2.2
item 3).
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There is a further barrier proposed on the control side, which is intended

to oversee the effectiveness of the deflector plate. This is, upon tank
inspection, to confirm that there is evidence that the deflector plate is
effective in preventing fuel from being drawn from the tank floor. This
would be seen during inspection by an even distribution of dirt on the
tank floor and the absence of an unusually clean area of the tank floor
around the outlet pipework.
Proposed controls
It is proposed to inspect the tank after 12 months to ensure that there is
evidence that the deflector plate is effective.
These controls remain within the facility and, with the proposed control
barriers, do not adversely affect downstream product quality.
Therefore, this application meets all the requirements of AMCs as defined
in M.2.1.1 and should the barrier be demonstrated to be effective, then it
is proposed that this become a Derogation as defined in M.2.2.
Scope and This request for AMC is approved with conditions for a period of 12
conditions of months starting from 31 March 2018.
approval Conditions:
After a minimum of nine months' operation, but before 31 March 2019
the tank shall be inspected and the evidence of the effectiveness of the
deflector plate determined.
This information shall be presented to this AMC Review Committee for
their consideration to extend this AMC into a Derogation.
Any unusual reduction in filter element life on the outbound filter shall
result in analysis to determine the cause and the event shall be reported
to this AMC Review Committee for further reconsideration of this AMC
approval.
AMC applicant John Doe, Terminal Gamma manager.
Party John Doe, Terminal Gamma manager.
responsible for
implementation
of the
conditions
AMC Engineering Product quality HSSE Compliance

application (name) (name) (name) (name)
supported by:
AMC approved: AMC Review Committee Chair (name) Date: 30 April 2018
Figure M.2: Example of a Derogation
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ANNEX N (NORMATIVE/MANDATORY)
PIPELINE BREAKOUT/STAGING TANKAGE
N.1 DEFINITION
Pipeline breakout/staging tanks are those tanks (grade dedicated and non-grade dedicated)
which are used to facilitate pipeline operations and receive previously certified product from
either single grade or multi-product pipelines, store the product for a limited period of time
(typically less than 24 hours), including running tanks (simultaneous flow in and out of tank),
and deliver the product back into a pipeline only for shipment to another storage location
upstream of an airport or airport intermediate storage tanks. These tanks shall not be used
for delivery into airport service tanks.
N.2 SEPARATE INLET AND OUTLET, SUCTION HEIGHT, SETTLING AND WATER DRAWS
The requirement for separate inlet and outlet lines, minimum suction height, settling time
and water draws may be disregarded under the following conditions:
1. The tank shall be continually sloped to the normal product outlet located at the
lowest point on the floor
a. There shall be a surveyor's report confirming the topography of the floor
b. The surveyor report shall be no more than 20 years old
c. Tanks shall be fully drained during their routine use/operation.
2. Where the tank outlet is not the lowest point, but where routine test shows no water
at the lowest point of the tank (by sump sample from the top, water paste,etc.),
standard water draw practices may be disregarded. If water is found, water draw
practices are required as per 9.5.1.1.
3. MBG on-site assay testing shall be completed annually (see 9.5.4).
N.3 PRODUCT QUALITY MONITORING
The requirements for sampling and testing on receipt from a multi-product pipeline may be
disregarded (for both running tanks and non-running tanks, with either common or separate
inlet and outlet lines), subject to there being continuous in-line monitoring equipment
(including as a minimum density) that confirms there is no contamination with other products.
Where the tank outlet is not at the lowest point of the tank a process is implemented to
monitor for free water and for its removal.
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ANNEX O (INFORMATIVE/NON-MANDATORY)
AVIATION FUEL CLEANLINESS ASSESSED BY PARTICLE COUNTING
TECHNIQUES
O.1 INTRODUCTION
Several techniques and quality control tests exist for assessing the level of particulate
matter in aviation fuel. Historically, techniques using filtration membranes for qualitative
and quantitative analysis have been used. More recently the use of off-line and in-line
sensors, using various sensing technologies such as light absorption, obscuration, refraction,
scattering, and direct imaging, have become available. Some of these methods have been
used for particle analysis in other fluids for many years and their use in the automotive fuel
sector is also growing. Further information on aviation fuel cleanliness and IP methods for
automatic particle counters can be found in EI 1550 Section 3 while information on the
operating principles of these sensors can be found in EI 1570.
Particle counter technologies using light extinction are calibrated against recognised and
traceable protocols and standards such as ISO 11171 and ISO 11943. Calibration to one of
these standards is also required if the output for the particle counter uses ISO 4406, SAE AS
4059, or other recognised standards reporting cleanliness levels. Using 1 mg/litre of a mixture
of industry Standard test dusts (Air clean fine test dust (equivalent to ISO A1, ISO A2 and ISO
A3) has proven to yield ISO 4406 values of 18/17/13 (≥4, ≥6, ≥14 µm(c)).
There are two areas where this new technology is increasingly being used in the aviation fuel
handling industry:
−− As a rapid, semi-quantitative method for determining cleanliness in fuel systems
(condition monitoring of tanks, filters, transport systems and fuel receipts etc.) where
absolute limits are not necessarily relevant, but a change in typical levels is indicative
of the need for investigation and possible corrective action.
−− For more than 10 years, some fuel specification bodies have been working to see if
it is feasible to replace particulate matter by filtration with an equivalent cleanliness
limit based on particle counts.
The progress and potential of these two areas is detailed in O.2 and O.3.
O.2 CONDITION MONITORING
Automatic particle counters can provide a rapid semi-quantitative analysis of fuel samples
from both fixed and mobile equipment used in the manufacture, transport and delivery of
fuel from the refinery to point of delivery to aircraft. Comparison of results with either typical
levels from background screening, or simply monitoring for significant change can assist with
the early identification of system upsets or changes in fuel supply cleanliness.
Filter manufacturers utilise beta ratios to assess the efficiency of particulate filtration using
defined test dusts, by measuring particulate levels before and after filtration. In a similar way,
condition monitoring of an aviation filter can show it is effective on a qualitative basis based
on a significant reduction in particulate in the effluent without the need for an absolute level
or specification limit being defined.
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Figure O.1 shows typical data generated over an initial period of monitoring to identify
'normal' levels of particulate matter in an airport fuel supply system. It is immediately
apparent that fuel is being cleaned up through the various levels of filtration employed in
this supply system.
Figure O.1: Example of condition monitoring of an airport fuel supply system
Whilst absolute levels were not of specific interest in this study, the filtration efficiency was of
interest. Using this information directed the filter operator to check elements were correctly
installed without bypass. It is also of note that fuel delivery from the airport storage tanks was
noticeably less clean than that delivered into the tanks from receipt filtration. This highlighted
what proved to be a two-fold cause. Firstly, some of the tanks were nearing their calendar
cleaning date (the increased level of particulate is indicative of tanks that require cleaning).
There was also a secondary cause, which was due to construction work in the vicinity of the
tank farm that was creating high levels of airborne dust. This dust was being picked up in the
fuel from the floating suctions fitted to the tanks.
The generation of these data was simple, with on-line sampling systems being used to supply
fuel to an automatic particle counter, as shown in Figure O.2.
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Figure O.2: Automatic particle counting directly from line outlet of fixed filtration
Fuel receipt cleanliness can change dramatically when supply sources vary, such as those
involving large marine vessels transporting fuels from many sources. The first three
measurements in Table O.1 (Tests 1, 2 and 3) were from a ship delivering into a marine
terminal. Tests 4 to 7 were measurements from the next ship, which had sourced fuel from
a different refinery. In this case it is not possible to clearly discriminate whether the source
of the increased particle content in the first ship was due to problems with cleanliness at the
load port supply system or alternatively problems with ship cleanliness. However, it is clear
that the difference between these two sequential cargoes is significant and with appropriate
additional testing at the load port, it would have been possible to identify the source of the
increased level of contamination.
Table O.1: Particle counts from two ships delivering into a marine terminal (Tests 1
to 3 from first ship, Tests 4 to 7 from second ship)
>4µ >6µ >14µ >21µ >25µ >30µ

Test 1 81058,3 62127,1 17817,6 6066,2 2477,4 474,2
Test 2 87834,5 74763,0 35454,1 18044,4 10277,7 3651,9
Test 3 51383,4 32796,9 4424,8 1213,4 440,5 81,1
Test 4 1593,3 422,7 9,6 1,7 0,5 0,1
Test 5 1226,1 261,5 2,4 0,4 0,1 0,1
Test 6 1085,7 210,9 1,3 0,1 0,1 0,0
Test 7 1037,9 198,7 1,3 0,1 0,0 0,0
Automatic particle counters do not discriminate between particles that may be composed of
rust, sand and other solid material, or free water or air. Care is therefore needed in interpreting
data generated from systems that are both wet and dirty. IP test methods include an optional
Annex B procedure, which if followed, removes the influence of free water from the particle
count.
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O.3 FUEL SPECIFICATION DEVELOPMENT
DEF STAN 91-091 introduced a report only requirement for automatic particle counts in
issue 6 (2008), while maintaining the specification limit of 1 mg/L for particulate matter by
filtration. It is expected that a particle count limit will be introduced in future. It is stated
in Note 4 to Table 1 that 'It is the Specification Authority's intention to replace Test 1.3
(filtration) with Test 1.4 (particle count) at the earliest opportunity'.
More recently, the United States and Canadian military have worked to correlate Automatic
Particle Counting with particulate matter by filtration, although this is problematic due to
the absence of particulate density information for the automatic methods. However, this has
resulted in a published specification limit using ISO 4406 codes 19/17/14/13 (Channels 4,
6, 14 and 30 mm(c)) for the military fuel supply chain (MIL-DTL 83133J for JP-8). This level
of particulate also represents the maximum acceptable level for inter-nations fuel exchange
(NATO) and is also used as an aircraft fuelling facility operational limit.
The Military standard still contains a limit for particulate matter by filtration of max 1.0 mg/L
and it is required to test by both standards. Although there is no linearity between results
from Particle Counting and particulate matter by filtration, due to particle counting being
subject to particle numbers and size, as opposed to filtration that is subject to the total mass
of particles, there is a very good correlation on samples that fail using the two techniques. The
additional benefit of the automatic method is a more rapid analysis that can be performed
directly on-site from bottle samples or directly from line sampling into the test equipment.
231
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ANNEX P (NORMATIVE/MANDATORY)
SUMMARY OF ROUTINE TEST FREQUENCIES
EI/JIG 1530 Test/Check Frequency

Daily Weekly Monthly 3-monthly 6-monthly Annual Other Ref
Pipework dead- X 10.2.3.1 c)
legs drain
Storage and X X −− After settling 8.4.2
product recovery When in When −− Before
tank low point use not in releasing into
draining use service
Floating suction X 9.5.1.2

arm check
Tank vents and X P-V vents 9.5.1.3
mesh screens and flame
arrestors follow
manufacturers'
recommendation
Conductivity (if X 9.5.1.4
no fuel received)
Re-testing static X 9.5.1.5
stock
Double block X 9.5.1.6
and bleed valve
drains
Tank cleanliness As per Tables 13, 9.5.2
assessment 14 and 15
Tank internal As per Tables 13, 9.5.2
inspection and 14 and 15
cleaning
Inspection of X As per Tables 13 9.5.2.10
product recovery and 14
tanks
Microbiological X As per Tables 13 9.5.2.10
tests on sump and 14
drains
Hydrometers, Check X F.1
thermometers for
and resistance condition
temperature
devices (RTDs)
Electronic Meet F.1
Densitometers requirements of
IP 559
Reference X F.1
thermometers or
hydrometers
232
+44 (0)207 467 7100
EI/JIG 1530 Test/Check Frequency

Daily Weekly Monthly 3-monthly 6-monthly Annual Other Ref
Conductivity X Manufacturers' F.2
meter Zero and recommendation
probe
check
when
used
Torque wrench 5 years F.3
Thermal relief Manufacturers' 9.5.1.7
valves on pipes recommendation
Filter vessel air Manufacturers' 9.4.6
eliminators recommendation
Filter pressure Manufacturers' 9.4.7
relief valves recommendation
Filter draining X 9.4.7
Filter differential X 9.4.7
pressure
Filter differential X 9.4.7
pressure graphs
Piston X 9.4.10
differential
pressure gauge
free movement
Filter internal X 9.4.7
inspection
Microfilters 3 years or 9.4.7
change DP
Filter/coalescer 3 years or 9.4.7
element change DP
Clay treaters As needed 6.4.4.5/
monitoring/clay Annex H
change
Mesh strainers X X 9.4.2
drain Inspection/
clean
Additive X 7.6.2
injection tank
sampling
Designated low Before receipt 8.3.3.1
point drain - starts
Single grade/ Before transfer
multi-product starts
pipeline
233
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ANNEX Q (INFORMATIVE/NON-MANDATORY)
EXAMPLES OF AVIATION FUEL SUPPLY CHAINS AND
THE REQUIREMENTS FOR SEGREGATION AND POSITIVE
SEGREGATION
Case 1.
Direct and indirect supply from a refinery or terminal via dedicated and
non-dedicated means
Case 1b.
Direct and indirect supply from a refinery or terminal via dedicated and
non-dedicated means; use of a common loading line for vessels at refinery
Case 2. Refinery indirect supply, and a direct and an indirect supply terminal via dedicated
and non-dedicated means
Case 2b. Refinery indirect supply, and a direct and an indirect supply terminal via dedicated
and non-dedicated means. Common inlet and outlet lines on indirect terminal
storage tanks
Case 3. Aviation fuel recertification on receiving or delivery tanks in terminals
Case 4. Jet fuel receipt at airport via receiving tanks or directly into service tanks
234
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Positive segregation on refinery tanks 9.3.8.2 At all facilities used for supplying aviation Case 1 Direct and indirect supply from
not required if tanks are not applied for
direct delivery to airport service tanks or
fuels direct to airport service tanks...the export
line shall be separated from other products or
a refinery or terminal via dedicated and
into a dedicated transportation system
where subsequently only Control
grades and shall provide positive segregation non-dedicated means
between tested and untested material of the
Checks are performed downstream. same product or grade.
Refinery 1
straight-run
9.3.8.2 Where the facility
Crude Kerosene
receives fuel from multi-
Airport 1
Distiller product supply sources
1 ...there shall be
positive segregation
Jet fuel Jet fuel
between the multi-product
receipt line and the
Crude Kero
aviation fuel tank inlet line
Distiller Hydro-
2 Treater
to prevent contamination Terminal 1
of the aviation fuel. (See
also 8.3.2.2)
9.3.8.2 In all facilities where
aviation fuel is delivered Dedicated
through non-dedicated systems loading Jet fuel Jet fuel
there shall be positive line into
segregation at multi-product vessel Hydrant
manifolds to positively System
Diesel
segregate the aviation fuel tank
from non-aviation products. Non-dedicated vessel
Jet fuel Jet fuel
Jet fuel Jet fuel
Diesel shiping
via MPPL only.
Diesel
Airport
Service Tanks
multi-product pipeline dedicated jet fuel pipeline dedicated jet fuel pipeline
8.3.2.2 There shall be positive

segregation between tested
Positive segregation at import
and untested fuels of the same
Terminal 2 grade at installations supplying Terminal 3 manifold and at tanks
not required as Terminal 3
aviation fuels direct to airport
receives jet fuel via dedicated
service tanks or into a
8.3.2.2 At the manifold there pipeline and handles only
dedicated transportation
shall be positive segregation certified fuel in a dedicated
system where subsequently
between the multi-product system.
only Control Checks are
receipt line and the aviation fuel Jet fuel Jet fuel Jet fuel Jet fuel
performed downstream.
tank inlet line. (See also 9.3.8)
certified jet fuel handled in dedicated

9.3.8.2 All facilities used for supplying Jet fuel system tested by Control Check
aviation fuels direct to airport service
tanks, or into a dedicated transportation
system where subsequently only Jet fuel recertified
re-certifiedby
byRT
RTor
orCOA
COAtesting
testing
Control Checks are performed Jet fuel
downstream...the export line shall be
as received via a non-dedicated system
separated from other products or grades
and shall provide positive segregation Jet fuel certified by RCQ/COQ at
between tested and untested material of Jet fuel
the same product or grade.
point of manufacture
Diesel
segregation (single valve)
positive segregation (e.g. DBB valve)

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Case 1b Direct and indirect supply from a refinery
Positive segregation on refinery tanks 9.3.8.2 At all facilities used for supplying aviation or terminal via dedicated and non-dedicated
not required if tanks are not applied for fuels direct to airport service tanks...the export
direct delivery to airport service tanks or line shall be separated from other products or means; use of a common loading line for vessels
grades and shall provide positive segregation
between tested and untested material of the
at refinery
Checks are performed downstream. same product or grade.
Refinery 1
straight-run
Crude Kerosene Airport 1
Distiller product supply sources,
1 ...there shall be
positive segregation
Jet fuel Jet fuel
Crude Kero
Distiller Hydro-
2 Treater
to prevent contamination Terminal 1
also 8.3.2.2)
9.3.8.2 In all facilities where
aviation fuel is delivered
through non-dedicated systems Jet fuel Jet fuel
there shall be positive
segregation at multi-product Hydrant
manifolds to positively System
Diesel
segregate the aviation fuel tank
from non-aviation products. Jet fuel Jet fuel Non-dedicated vessel
Jet fuel Jet fuel
Diesel
Airport
Service Tanks
multi-product pipeline dedicated jet fuel pipeline dedicated jet fuel pipeline
8.3.2.2 There shall be positive

Positive segregation at import
Terminal 2 grade at installations supplying Terminal 3 manifold and at tanks
not required as Terminal 3
aviation fuels direct to airport
receives jet fuel via dedicated
8.3.2.2 At the manifold there pipeline and handles only
shall be positive segregation certified fuel in a dedicated
system where subsequently
between the multi-product system.
receipt line and the aviation fuel Jet fuel Jet fuel Jet fuel Jet fuel
performed downstream.
tank inlet line. (See also 9.3.8)
9.3.8.2 All facilities used for supplying Jet fuel system tested by Control Check
aviation fuels direct to airport service
tanks, or into a dedicated transportation
system where subsequently only Jet fuel recertified by RT or COA testing
Jet fuel
Control Checks are performed as received via a non-dedicated system
downstream...the export line shall be
separated from other products or grades
and shall provide positive segregation Jet fuel certified by RCQ/COQ at
Jet fuel
between tested and untested material of point of manufacture
the same product or grade.
Diesel

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Case 2 Refinery indirect supply, and a direct and an indirect
Refinery 2
supply terminal via dedicated and non-dedicated means
straight-run
Crude Kerosene Positive segregation at tanks not required as
Distiller the refinery tanks are not applied for
1 direct delivery to airport service tanks or
into a dedicated transportation system 9.3.8.2 Where the facility 9.3.8.2 At all facilities used for supplying aviation
where subsequently only Control receives fuel from multi- fuels direct to airport service tanks...the export Airport 2
Checks are performed downstream. product supply sources line shall be separated from other products or
...there shall be grades and shall provide positive segregation
Crude Kero
positive segregation between tested and untested material of the
Distiller Hydro-
between the multi-product same product or grade.
2 Treater
to prevent contamination
9.3.8.2 In all facilities
also 8.3.2.2)
where aviation fuel is
delivered through non-
dedicated systems there
shall be positive Diesel
segregation at Terminal 5
multi-product manifolds to
Hydrant
positively segregate the Jet fuel Jet fuel System
aviation fuel tank from
non-aviation products.
Jet fuel Jet fuel
Jet fuel Jet fuel
Airport
non-dedicated non-dedicated
Service Tanks
shipping shipping
Diesel
Terminal 4 8.3.2.2 There shall be positive
grade at installations supplying
8.3.2.2 At the manifold there Positive segregation at tanks not required as 8.3.2.2 At the manifold there aviation fuels direct to airport
shall be positive segregation Terminal 4 does not deliver directly to shall be positive segregation service tanks or into a
between the multi-product airport service tanks or into a dedicated between the multi-product dedicated transportation
receipt line and the aviation fuel transportation system where receipt line and the aviation fuel system where subsequently
tank inlet line. (See also 9.3.8) subsequently only Control Checks are tank inlet line. (See also 9.3.8) only Control Checks are
performed downstream. performed downstream.
Jet fuel Jet fuel

Jet fuel system tested by Control Check
Jet fuel recertified by RT or COA testing

Jet fuel
Jet fuel certified by RCQ/COQ at

Jet fuel
Diesel

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Case 2b Refinery indirect supply, and a direct and an indirect
Refinery 3
supply terminal via dedicated and non-dedicated means.
straight-run
Common inlet and outlet lines on indirect terminal storage tanks
Crude Kerosene Positive segregation at tanks not required as
Distiller the refinery tanks are not applied for
1 direct delivery to airport service tanks or
9.3.8.2 Where the facility 9.3.8.2 At all facilities used for supplying aviation
receives fuel from multi- fuels direct to airport service tanks...the export Airport 3
product supply sources line shall be separated from other products or
Checks are performed downstream.
...there shall be grades and shall provide positive segregation
Crude Kero
positive segregation between tested and untested material of the
Distiller Hydro-
between the multi-product same product or grade.
2 Treater
9.3.8.2 In all facilities
also 8.3.2.2)
shall be positive Diesel
segregation at Terminal 7
multi-product manifolds to
Hydrant
positively segregate the Jet fuel Jet fuel System
non-aviation products.
Jet fuel Jet fuel
Jet fuel Jet fuel
Airport
non-dedicated non-dedicated
Service Tanks
shipping shipping
Diesel
Terminal 6 8.3.2.2 There shall be positive
grade at installations supplying
8.3.2.2 At the manifold there Positive segregation at tanks not required as 8.3.2.2 At the manifold there aviation fuels direct to airport
shall be positive segregation Terminal 6 does not deliver directly to shall be positive segregation service tanks or into a
between the multi-product airport service tanks or into a dedicated between the multi-product dedicated transportation
receipt line and the aviation fuel transportation system where receipt line and the aviation fuel system where subsequently
tank inlet line. (See also 9.3.8) subsequently only Control Checks are tank inlet line. (See also 9.3.8) only Control Checks are
performed downstream. performed downstream.
Jet fuel Jet fuel
9.3.7 All tanks delivering direct to airport service tanks or into certified jet fuel handled in dedicated
grade-dedicated systems shall be fitted with separate inlet and Jet fuel system tested by Control Check
outlet pipework systems. Terminal 6 is indirect delivery and shipping
is non-dedicated, hence single inlet/outlet line accepted.
Jet fuel

Jet fuel
Diesel

+44 (0)207 467 7100
Case 3 Aviation fuel recertification on
9.3.8.2 Where the facility receiving or delivery tanks in terminals
product supply sources
...there shall be
positive segregation Terminal 8 – batch certification in receiving/import tanks
aviation fuel tank inlet line Airport 4
Jet fuel Jet fuel
also 8.3.2.2)
8.3.2.2 At the manifold there

shall be positive segregation
Jet fuel Jet fuel
receipt line and the aviation fuel
tank inlet line. (See also 9.3.8) 9.3.8.2 At all facilities used for supplying aviation fuels direct to airport
service tanks...the export line shall be separated from other products or
grades and shall provide positive segregation between tested and
untested material of the same product or grade.
At Terminal 8 only the import tanks require positive segregation as they
are used for recertification. The export tanks at Terminal 8 handle Hydrant
Jet fuel
Diesel certified fuel in a dedicated system hence single valve segregation is sufficient. System
At Terminal 9 only the shipping tanks require positive segregation as
they are used for recertification.
Jet fuel Jet fuel
multi-product pipeline 8.3.2.2 There shall be positive segregation between tested and
untested fuels of the same grade at installations supplying aviation
fuels direct to airport service tanks or into a dedicated transportation
system where subsequently only Control Checks are performed
Terminal 9 – batch certification in shipping/export tanks downstream.
Airport
Service Tanks
...there shall be
positive segregation Jet fuel Jet fuel
also 8.3.2.2) Jet fuel Jet fuel certified jet fuel handled in dedicated
8.3.2.2 At the manifold there
shall be positive segregation Jet fuel recertified by RT or COA testing
Jet fuel
between the multi-product as received via a non-dedicated system
receipt line and the aviation fuel
tank inlet line. (See also 9.3.8) Diesel
Jet fuel
Jet fuel shipped via non-dedicated

Jet fuel
means requiring recertification
+44 (0)207 467 7100
Case 4 Jet fuel receipt at airport via receiving
Refinery 4 tanks or directly into service tanks
straight-run
Crude Kerosene Airport 5
Positive segregation at tanks not required as JIG 2 Issue 12; 3.3.1 Airport 6
Distiller the refinery tanks are not applied for Pipelines handling product that has been received via
1 direct delivery to airport service tanks or non-dedicated systems shall be positively segregated.
into a dedicated transportation system JIG 2 Issue 12; 4.2.1
where subsequently only Control Airport storage may receive product from a non-dedicated
Crude Kero Checks are performed downstream. pipeline. In such circumstances the airport depot facilities
Distiller Hydro- shall include tanks, isolated by DBB valves, for storing
2 Treater newly received product waiting for recertification.
MPPL supply to
9.3.8.2 In all facilities other locations
Jet fuel
Hydrant Hydrant
Diesel System System
shall be positive
segregation at Airport
multi-product manifolds to Receipt Tanks
positively segregate the Jet fuel Jet fuel
non-aviation products. Jet fuel Jet fuel Jet fuel Jet fuel
Jet fuel
Airport Airport
Service Service
Tanks Tanks
multi-product pipeline

... there shall be
positive segregation 9.3.8.2 At all facilities used for
between the multi-product Terminal 10 supplying aviation fuels direct
receipt line and the to airport service tanks...the
aviation fuel tank inlet line export line shall be separated
to prevent contamination from other products or grades
of the aviation fuel. (See and shall provide positive
also 8.3.2.2) Jet fuel Jet fuel segregation between tested
and untested material of the
same product or grade.

8.3.2.2 There shall be positive Jet fuel
8.3.2.2 At the manifold there as received via a non-dedicated system
shall be positive segregation segregation between tested
between the multi-product and untested fuels of the same
receipt line and the aviation fuel grade at installations supplying Jet fuel certified by RCQ/COQ at
aviation fuels direct to airport Jet fuel
tank inlet line. (See also 9.3.8) point of manufacture
system where subsequently segregation (single valve)
Diesel performed downstream. positive segregation (e.g. DBB valve)
+44 (0)207 467 7100
Energy Institute Joint Inspection Group
61 New Cavendish Street PO BOX 33094
London W1G 7AR, UK London W9 27, UK
t: +44 (0) 20 7467 7100 e: info@jigonline.com
e: pubs@energyinst.org www.jigonline.com
www.energyinst.org
9781787250758
ISBN 978 1 78725 075 8

Registered Charity Number: 1097899
+44 (0)207 467 7100

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EI/JIG Standard 1530

Quality assurance requirements for the manufacture,

EI/JIG STANDARD 1530

The EI is licensed by:

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

Apache North Sea Phillips 66

Copyright © 2019 by the Energy Institute, London.

ISBN 978 1 78725 075 8

Published by the Energy Institute

1 Introduction, scope, application and important definitions �������������������������������������� 19

2 Aviation fuel quality assurance and traceability �������������������������������������������������������� 22

3 Management of change/new processes���������������������������������������������������������������������� 33

4 Sampling and testing of aviation fuel�������������������������������������������������������������������������� 39

7 Additives used in aviation fuels������������������������������������������������������������������������������������ 73

7.4 Receipt procedures for additives������������������������������������������������������������������������������ 79

8 Receipt, batching, certificaton and release������������������������������������������������������������������ 88

9 Finished product: storage design features and handling procedures���������������������� 105

10 Transportation: facilities and procedures ������������������������������������������������������������������ 132

Annex A Authorised signatories�������������������������������������������������������������������������������������� 158

B.4 Example Release Certificate for tanks including expected

Annex C Long term storage and return to use �������������������������������������������������������������� 174

Annex D Equipment/installation pre-conditioning prior to use with aviation fuel�������� 175

Annex E Data integrity management flow charts���������������������������������������������������������� 182

Annex F Requirements for and calibration of field equipment������������������������������������ 185

Annex G Salt dryers and bulk water removal at refineries�������������������������������������������� 187

G.2.2 Sand coalescers���������������������������������������������������������������������� 188

Annex J Unit conversion factors�������������������������������������������������������������������������������������� 198

Annex K Glossary of terms and abbreviations���������������������������������������������������������������� 199

Annex L Referenced publications������������������������������������������������������������������������������������ 214

Annex M Implementing EI/JIG 1530 and how to claim conformance���������������������������� 219

Annex N Pipeline breakout/staging tankage������������������������������������������������������������������ 227

Annex O Aviation fuel cleanliness assessed by particle counting techniques�������������� 228

Annex P Summary of routine test frequencies �������������������������������������������������������������� 232

LIST OF FIGURES AND TABLES

Figure 1 Example of batch make-up record �������������������������������������������������������������������������� 27

Table 1 Sampling and samples terminology�������������������������������������������������������������������������� 41

List of figures and tables continued

LEGAL NOTICES AND DISCLAIMERS

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

Clause Description of change

Clause Description of change

Karlheinz Arneck Shell Aviation

Renco Beunis SkyNRG

Jon Drapkin Heathrow Hydrant Operating Company Limited (HHOpCo)

1 INTRODUCTION, SCOPE, APPLICATION AND IMPORTANT

This publication does not address:

1.4 IMPORTANT DEFINITION

A declaration of 'on specification' or 'meeting the specification' means that the

1.4.2 Glossary of terms and abbreviations

A glossary of terms and abbreviations used in this publication is included as Annex K.

2 AVIATION FUEL QUALITY ASSURANCE AND TRACEABILITY

2.2 QUALITY ASSURANCE SYSTEM

2.2.1 Quality assurance system principles

Aviation fuel quality assurance is based on certification at point of manufacture and

2.2.2 Refinery Certificate of Quality (RCQ)

The RCQ (sometimes/formerly referred to as a Certificate of Quality, or certified batch analysis)

hydroprocessed, severely hydroprocessed and synthetic components; details of the addition

The RCQ may be produced by an independent contracted laboratory working on behalf of

2.2.3 Certificate of Analysis (CoA)

1 Introduction, scope, application and important definitions �� 19

2 Aviation fuel quality assurance and traceability �� 22

3 Management of change/new processes�� 33

4 Sampling and testing of aviation fuel�� 39

7 Additives used in aviation fuels�� 73

7.4 Receipt procedures for additives�� 79

8 Receipt, batching, certificaton and release�� 88

9 Finished product: storage design features and handling procedures�� 105

10 Transportation: facilities and procedures �� 132

Annex A Authorised signatories�� 158

B.4 Example Release Certificate for tanks including expected

Annex C Long term storage and return to use �� 174

Annex D Equipment/installation pre-conditioning prior to use with aviation fuel�� 175

Annex E Data integrity management flow charts�� 182

Annex F Requirements for and calibration of field equipment�� 185

Annex G Salt dryers and bulk water removal at refineries�� 187

G.2.2 Sand coalescers�� 188

Annex J Unit conversion factors�� 198

Annex K Glossary of terms and abbreviations�� 199

Annex L Referenced publications�� 214

Annex M Implementing EI/JIG 1530 and how to claim conformance�� 219

Annex N Pipeline breakout/staging tankage�� 227

Annex O Aviation fuel cleanliness assessed by particle counting techniques�� 228

Annex P Summary of routine test frequencies �� 232

Figure 1 Example of batch make-up record �� 27

Table 1 Sampling and samples terminology�� 41