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HomeMy WebLinkAbout2008-07-10 Airport Commission Packet - Work SessionREMINDER: AI R I N -- Est lihin Minimum t nr Reg rin u I THU , U 6:00 P. . KE NAI C L HAM E 407-1 Copyright ©2006 National Fire Protection Association. AllRights Reserved. NFPA 407 Standard for Aircraft Fuel Servicing 2007 Edition This edition of NFPA 407, St¢nd¢rd f¢rAircr¢ft Fuel Scrrvicing, was prepared by the Technical Committee on Aircraft Fuel Servicing. Lt was issued by the Standards Council on July 28, 200G, with an effective date of August 17, 2006, and supersedes all previous editions. /~ ~ This edition of NFPA 407 was approved as an American National Standard on August 17, 2006. Origin and Development of NFPA 407 Active work by NFPA leading toward the development of this standard began in 1951. Since then, the technical committee responsible has made every effort to keep the text up-to-date, and subsequent editions have been published almost every year from 1955 to 1975. The `21st edition was issued in 1980, and the technical committee completed a partial revision in 1984. The 1990 edition was a complete rewrite [hat reorganized the design and operational requirements into separate chapters. The requirements for grounding were deleted, and the requirements for bonding were clarified. The 1996 edition was a partial revision. Requirements for sell-service fueling and rapid refueling of helicopters were added. The 2001 edition included new requirements for non-driven hydrant carts. This edition is a partial revision. r r' 407-2 AIRCRAFT Technical Committee on Aircraft Fuel Servicing Michael HIuttz, Chair Robert & Company, GA [SE] Howard M. Gammon, Soaretary Cammon Technical Products Inc., NJ [M] Terry Bosser¢tan, Bosserman Aviation Equipment,Inc., OH [M] Fred A. Cnota, Chicago Fire Department, IL [E] Charles A. Davis, URS Corporation, FL [SE] Chris Dukes, Dukes Transportation Services, Inc. (DTS), OH [M] Thomas.D. Gambino, Prime Engineering, Inc., GA [SEJ Peter J. Hlavac, J. C. Carter Company, Inc., NY [M] Aldo Nuzzolese, port Authority of New~brk & New Jersey, NJ [U] John H. BagnaB, Burns & McDonnell Engineering Gompany, MO [SE] (Alt m J.A. Park) Ronald L. Burkill, Transpor[ Canada Civil Aviation, Canada [E] (Alt w B. Valois) Mark T. Conroy, NFPA Sta%Liaison Frands P. O'Neill, Unfired Airlinee Inc (SFOFU), CA (U] John J. O'Sullivan, British Airways, PLC, England [C] John A. Park, Burns & McDonnell Engineering Company, MO [SE] John. C. Thurston, Air BP Aviation Services, IL [U] Rep. American Petroleum Institute Bernard Valois, Transporc Canada Civil Aviation, Canada [E] Alternates Rodney Hoke, URS Cotpomdon, FL [SE] (AIL to C. A. Davis) ' Victoria D. Loy, American Airlines, OK [C] (Alt to AA Rep.) Richard A. Mays, Robert &Gompany, GA [SE] (Alt. to M. Rluttz) Tlaas list veprresants Ehe membership at the timr the Committee was balloted on the fznat aaxt of this edition. Since that time, rhangrs in the membership may have accnrred. A hey to dassif¢cations is found at thr, back of the document. NOTE: Membership ona committee shall not in and of itself constitute an endorsement of the Association or any document developed by the committee on which [he member serves. Committee Scope: This Committee shall have primary responsibility for documents on firesafe procedures, equipment, and installations for aircraft fuel servicing. 2007 Edition 407-3 ~' Chapter 1 Administration ............................ ... 407- 4 1.1 Scope ............................................ ... 407- 4 1.2 Purpose ......................................... ... 407- 4 1.3 Units ............................................. ... 407- 4 ~= Chapter 2 Referenced Publicafions ................ ' ... 407- 4 .. 2.1 General ......................................... ... 407- 4 2.2 NFPAPublications ............................ ... 407- 4 2.3 Other Publications ........................... ... 407- 4 2.4 References for Extracts in Mandatory Sections ......................................... ... 407- 4 !~ Chapter 3 De£mitions ................................. ... 407- 5 31 .General ......................................... ... 407- 5 3.2 NFPAOfficial Definitions ................... ... 407- 5 3.3 General Definitions .......................... ... 407- 5 Chapter 4 Design ....................................... ... 407- 6 4.Y General ......................................... ... 407- 6 4.2 AircraftFueting Hose Requirements .... ... 407- 7 4.3 Aircraft Fuel Servicing Uehicles and Carts ............................................. ... 407- 7 4.4 Airport Fuel Systems ......................... ... 407-11 4.5 Fueling at Rooftop Heliports .............. ... 407-12 4.6 Self-Service Aircraft Fueling ............... ... 407-13 Chapter 5 Operations .................................. 5.1 General .......................................... 5.2 Prevention and Control o£ Spills .......... 5.3 Emergency Fuel Shutoff ..................... 5.4 Bonding ......................................... 5.5 Operation ofAireraft Engines and Heaters ...................:...................... 5.6 Internal Combustion Engine Equipment Around Aircraft (Other than Aircraft Fuel Servicing Vehicles) .......................................... . 407-15 5.7 Electrical Equipment Used on Aircraft Servicing Ramps ................................ . 407-15 5.8 Open Flames an Aircraft Fuel Servicing Ramps ............................................. . 407-15 5.9 Lightning Precautions ........................ . 407-1.5 5.10 Aircraft Fuel Servicing Locations ........... . 407-15 5.ll Aircraft Occupancy During Fuel Servicing Operations .......................... . 407-15 5.12 Positioning of Aircraft Fuel Servicing Uehicles and Carts .............................. . 407-16 5.13 Portable Fire Extinguishers .................. . 407-16 5.14 Refueling ................................:.:...... . 407-16 5.15 Deadman Control Monitoring .............. . 407-16 5.1 G Aircraft Fueling Hose ......................... . 407-16 5.17 Maineenance of Aircraft Fue[ Servicing Uehicles and Carts ......:....................... . 407-17 5.18 Pazking Aircraft Fuel Servicing Tank Uehicles ...............:........................... . 407-17 5.19 Parking Aircraft Fuel Servicing Hydrant Uehicles and Carts .............................. . 407-17 5.20 Loading ofAireraft Fuel Servicing Tank Uehicles ........................................... . 407-17 5.2I Rapid Refueling of Helicopters ............. . 407-17 5.22 Self-Service Fueling ............................ . 407-15 Contents Annex A Explanatory Material ......................... 407-18 Annex B Aviation Fuei ................................... 407-22 Annex.C InformafionalReferences ................... 407-24 407-14 407-14 407-14 407-14 407-14 407-15 Index ..... ............................. 407`-26 2007 edition 407-4 AIRCRAFT NFPA 407 Standard for Aircraft Fuel Servicing 2007 Edition IMPORTANT NOTE: This NFPA document is made available for use subject to important notices aaut legal disclaimers. These ratices and disclaimers appear in all publications containing this document and may be found under the heading `important Notices attd Dis- claimers Concerning NFPADocumerits. ° They can also be obtained on request frora NFPAor viewed at wwaunfpa.org/disclaimers, NOTICE: Anasterisk (*) following the number or letter designating a paragraph indicates that explanatory material on the pazagraph can be found in Annex A. Changes other than editorial are indicated by a vertical rule beside the paragraph, table, or figure in which the change occurred. These rules are included as an aid to the user in identifying changes from the previous edition. Where one or more complete paragraphs have been deleted, the de- letion is indicated by a bullet (•) between the paragraphs that remain. A referencein brackets [ ] following a seetion or paragraph indicates material that has been extracted from another NFPA document As an aid to the user, the complete title and edition of the source documents for extracts in mandatory sections of the document are given in Ghapter 2 and those for extracts in informational sections are given in Annex C. Editorial changes to extracted material consist of revising references to an appropd- ate division in this document or the inclusion of the document number with the division number when the reference is to the original document. Requests for interpretations or revisions of extracted text shall be sent to the technical committee respon- sible for the source document Information on referenced publications can be found in Chapter 2 and Annex C. Chapter 1 Administration 1:1 Scope. This standard applies to the fuel servicing of all types of aircraft using liquid petroleum fuel. It does not apply to any of the following: (1) In-flight fueling (2) Fuel servicing of flying boats or amphibious aircraft on water (3) Draining or filling of aircraft fuel tanks incidental to aircraft fuel system maintenance operations or manufacturing 1.2* Purpose. 1.2.1 The purpose of this standad is to establish reasonable minimum fire safety requirements for procedures, equipment, and installations for the protection of persons, aircraft, and other property during ground fuel servicing of aircraft using liquid pe- troleum fuels. These requirements are based upon sound engi- neeringprinciples, test data, and field experience. 1.2.2 The fire hazard properties of aviation fuels vary; how- ever, for the purpose of this standard, the same fire safety pre- cautions are specified For all types. SERVICING 1.3 Units. Where the value for a measurement as specified in this standard is followed by an. equivalent value in other units, the first value shall be regarded as the requirement The equivalent value could be approximate. Chapter 2 Referenced Publications 2.1 General. The documents or portions thereof listed in this chapter are referenced within this standard and shall be con- sidered part of th,e requirements of this document 2.2 NFPA Publications. National Fire Protection Association, LBatterymarch Park, Quincy, MA-02169-7471. ,NFPA 10, Standard for Portable Fare Extinguashms, 2007 edi- lion. NFPA 30; Flammable and Combustible Liquids Code, 2003 edi- lion. NFPA 70, National Electric¢l Code®, 2005 edition. NFPA 385, St¢ndard for T¢nk Pehides for Flammable ¢nd C¢m- bustible Liquids, 2000 ediflon. NFPA 410, St¢nd¢rd on Aircraft M¢intenaiace, 2004 edition. NFPA 415, Standard on Airport Terminal Buildings, Fueling Ramp Drain¢ge, and Loading Walkw¢ys, 2002 edition. NFPA 418, Stand¢rd for Heliports, 2006edidon. 2.3 Other Publications. 2.3.1 ANSI Publications. American National Standards Insd- tute, Inc., 25 West 43rd Street, 4th floor, New York, NY 10036. ANSL B31.3, Chemical Plant and Petroleum Refinery Piping, 1993. 2.3.2 API Publications. American Petroleum Institute, 1220 L Street, N.W., Washington, DC 20005-4070. API BULL 1529, Avi¢tion Fueling Hose, 199$. 2.3.3 ASTM Publications. ASTM Internationai, 100 Barr Harbor Drive, P:O. Box C700, West Conshohocken, PA 19428- 2959. ASTM D 380, St¢ndard Test Methods forRu66erHose, 1994. 2.3.4 AW'S Publications. American Welding Society, 550 N.W. LeJeune Road, Miami, FL 33126. AWS A510, Specifzcat¢on for B¢se Aluminum ¢nd Aluminum Alloy WzldingElectrodes and Rods, 1992. 2.3.5 UL Publications. Underwriters Laboratories Inc., 333 PFingsten Road, Northbrook, IL 60062-2096. ANSI/UL 913, St¢nd¢rd far Intrinsically Safe Apparatus ¢nd Associated Apparatus for Use in Class I, !I ¢nd HI Divasion 1, Haz- ardous (Classified) J ocations, 2002. Revised August 2004. 2.3.6 U.S. Government Publicaffons. U.S. Government Printing Office, Washington, DC 20402. Title 49, Code of Federal Regulations, 1998. 2.3.7 Other Publications. Merriam-Webster's Collegiate Dictionary, 11th edition, Merriam-Webster, Inc., Springfield, MA, 2003. 2.4 References For Extracts in Mandatory Sections. NFPA 385, Standard for Tank Pehicles for IZammable and Com- bustible Liquids, 2000 edition. 2007 Edition DEFINTTIONS Chapter 3 Definitions 3.1 General. The definitions contained in this chapter shatl apply to the terms used in this standard. Where terms are not defined in this chapter or within another chapter, they shalt be defined using. their ordinarily accepted meanings within the context in which they are used. Merriom-Webster's Collegiate Dictionary, 11th edition, shall be the source for the ordinarily accepted meaning. 3.2 NFPA Official Defuutions. 3.2.1* Approved. Acceptable to the authority havingjurisdic- tion. 3.2.2* Authority Having jurisdictison (AH,n: An organization, office, or individpal. responsible for enforcing the require- ment5 of a code or standard, or for approving equipment, materials, an installation, or a procedure. 3.2.3 labeled. Equipment or materials to which has been at- tached alabel, symbol, or other identifying mark of an organi- zation that is acceptable to the authority having jurisdiction and concerned with product evaluation, that maintains peri- odic inspection of production of labeled equipment or mate- rials, and by whose labeling the manufacturer indicates com- pliance with appropriate standards or performance in a specified manner. 3.2.4* Listed. Equipment, materials, or services included in a list published by an organization that is acceptable to the au- thority having jurisdiction and concerned with evaluation of products or services, that maintains .periodic inspection of production of listed equipment or materials or periodic evalu- ation of services, and whose listing states that either the equip- ment, material, or service meets appropriate designated stan- dards or has been tested and found suitable for a specified purpose. 3.2.5 Shall. Indicates a mandatory requirement. 3.2.6 Should. Indicates a recommendation or that which is advised but not required. 3.2.7 Stanaard. Adocument, the main text of which contains only mandatory provisions using the word "shall" to indicate requirements and which is in a form generally suitable for mandatory reference by another standard or code or For adop- tion into law. Nonmandatory provisions shall be located in an appendix or annex, footnote, orfine-print, note and are not to be considered a part of the requirements of a standard. 3.3 General Definitions. 3.3.1 Aircraft. Avehicle designed for flight that is powered by liquid petroleum fuel 3.3.2 AireraftBuel Servicing. See 3.3.27.1. 3.3.3 Aircraft Fuel Servicing Hydrant Vehicle (Hydrant Vehicle). See 3.3.35.1. 3.3.4 Aircraft Fuel Servicing Ramp or Apron. An area or posi- tion at an airport used far the fuel servicing of aircraft. 3.3.5 Aircraft Fuel Servicing Tank Vehicle (Fueler). See 3.3.35.2. 3.3.6 Aircrafr Fueling Vehicle. See 3.3.35.3. 3.3.7 Airport Fueling System. An arrangement of aviation fuel storage ranks, pumps, piping, and associated equipment, such 407-5 as filters, water separators, hydrants and station, or aircraft fuel servicing vehicles, installed at an airport and designed to service aircraft at fixed positions. 3.3.8* Aviation Fuet. Any petroleum fuel for use in aircraft engines. 3.3.9 Bulkhead. A liquidtight transverse closure between compartmentsof a cargo tank 3.3.10 Burst Pressure. See 3.3.24.1. 3.3.11 * Cargo Tank. A container used for carrying fuels and mounted permanently orotherwise secured on a tank vehicle. 3.3.12 Cathodic Protection. A method of controlling or im- pressing aneiectrical current to preventcorrosion of metal components of airport fueling systems that are in contact with the ground. 3.3.13 Deadman Control. A device that requires a positive continuing action of a person to allow the flow of fuel. 3.3.14 Electric Hand Lamp. A portable lamp other than a flashlight. 3.3.15 Emergency FuelShutoff. Afunction performed to stop the flow of fuel in an emergency. 3.3:16* Fuel Servicing Station, A unit that includes all neces- sary equipment to enable the transfer of fuel into or from an aircraft or fueler. 3.3.17 Fueler. See 3.3.35.2, Aircraft Fuel Servicing Tank Ve- hicle (Fueler). 3.3.18 Head. A liquidtight transverse closure at the end of a cargo tank. 3.3.19 Hydrant Cart, Anon-driven vehicle used to deliver fuel from a hydrant to an aircraft. 3.3.20 Hydrant Valve. An outlet of an airport fueling system that includes adeadman-controlled valve and adapter assem- bly to which a coupler on a hose or other flexible conduit on an aircraft fuel servicing vehicle can be connected. 3.3.21 Hydrant Vehicle. See 3.3.35.4. 3.3.22 Misfueling. The accidental fueling of an aircraft or refueling vehicle tank with an incorrect grade of product. 3.3.23 Overshoot. The quantity of fuel passing through the valve after the deadman control is released. 3.3.24 Pressure. 3.3.24.1 Burst Pressure. The pressure at which a compo- nentruptures. 3.3.24.2 Test Pressure. The pressure to which a system or a component of a system is subjected to verify the integrity of the system or component. 3.3.24.3 Working Pressure. The maximum allowable pres- sure, including momentary surge pressure, to which a sys- tem, hose, or other component can be safely subjected while in service. 3.3.25 Pressure Fuel Servicing. See 3.3.27.2. 3.3.26 Self-Service Fueling. The dispensing of aviation fuels into aircraft fuel tanks by persons other than the facility owner/operator. zoa~ Edlticn 407-6 AIRCRAFT FUEL SERVICING 3.3.27 Servicing. 3.3.27.1 Aircraft Fuel Seraicing. The transfer of fuel into or from an aircraft 3.3.27.2 Pressure Fuel Seruicing„ A system used to fuel. an aircraft by close coupling under pressure. 3.3.2$ Tank Baffle. A nonliquidtight transverse partition in a cargo tank. 3.3.29 Tank Compartment A liquiddght division yin a cargo tank. 3.3.30 Tank Full Trailer. A vehicle that is not self-propelled and that has a cargo tank for the transportation of aviation fuel mounted thereon or built as an integral part thereof. It is so constructed that its weight and load rest on its own wheels. 3.3.31 'I}udc Semitrailee A vehicle that is not self-propelled and that has a cargo tank for the transportation of aviation fuel mounted thereon or built as an integral part thereof. It is so constructed thatwhen drown by a tractor by means of a fifth wheel connection, some of its load and weight rests upon the towing vehicle. 3.3:32 Tank Tnrek. Any single self-propelled motor vehicle equipped with a cargo rank mounted thereon and used for the transportation of flammable and combustible liquids or as- phalt. [385, 2000] 3.3.33 Tank Vehicle. See 3.3.35.5. 3.3.34 Test Pressure. See 3.3.24.2. 4.1.2.2 The maximum resistance between the bonding cable clip and the fueling system framework shalTnot exceed 25 ohms. 4.1.2.3 Bonding cables shall be constructed of conductive, durable, and flexible.materiai. 4.1.2.4 Bonding connections shall be electrically and me- chanically firm. Jacks, plugs, clamps, and connecting points shall be clean, unpainted metal to provide a positive electrical connection.. 4.1.2.5 API BULL 1529 Type C hose (semiconducdve) shall be used to prevent electrostatic discharges but shall not be used to accomplish required bonding. API BULL 1529 Type A hose that does not have a semiconductive cover shall not be used. Type F hose (hard wall) and Type CT hose (cold tem- perature) shall be permitted because they have semiconduc- dve covers. 4.1.2.6* The design of airport fueling systems shall incorpo- rate the provision of a 30-second relaxation period between the filter separator, monitors, or other filtration devices dis- charging into tanks. 4.1.2.6.1 Paragraph 4.1.2.6 shall not apply to the actual refu- eling of an aircraft. 4.1.2.6.2 Paragraph 4.1.2.6 shall not apply to fuels with static dissipater additives 4.1.3 No Smoking Signs. Entrances to fueling areas shall be posted with "no smoking" signs. 4.1.4 Radar Equipment. 3.3.35 Vebide. 3.3.35.1 Airccraft Fuel Servicing Hydrant Vehicle (Hydrant Ve- hicle): A vehicle equipped with £acilides to transfer fuel between a fuel hydrant and an aircraft. 3.3.35.2 Aircraft Fuel Servicing Tank Vehicle (Feeler). A ve- hide having a cargo tank (tank truck, tank full trailer, tank semitrailer) designed for or used in the transportation and transfer of fuel into or from an aircraft. 3.3.35.3 Aircraft Fueling Vehicle. Afuel setvicing hydrantve- hicte, hydrant cart, or an aircraft fuel servicing rank vehicle. 3.3.35.4 Hydmnt Vehicle.. See 3.3.35.1, Aircraft Fuel Servic- ing Hydrant Vehicle (Hydrant Vehicle). 3.3.35.5 Tank Vehicle. Any tank truck, tank full trailer, or tractor and tank semitrailer combination. 3.3.36 Working Pressure. See 3.3.24.3. Chapter 4 Design 4.1 General. 4.1.1 Fueling Hose Apparatus. Nozzle receptacles and hose storage shad be arranged to avoid kinks and maintain the hose bend radius within the reyuirements of API BULL 1529. 4.1.2 Electrostatic Hazards and Bonding. 4.1.2.1 A provision for bonding shall be incorporated in the design of fuel servicing vehicles orcarts and systems to prevent differences in electrostatic potential in accordance with Sec- tion 5.4. 4.1.4.1 Aircraft Radar Equipment. 4.1.4.1.1 Surveillance radar equipment in aircraft shall not be operated within 90 m (300 ft) of any fueling, servicing, or other operation in which flammable liquids, vapors, or mist could be present. 4.1.4.1.2 Weather-mapping radar equipment in aircraft shall not be operated while the aircraft in which it is mounted is undergoing fuel servicing. 4.1.4.2* Ground Radar Equipment. 4.1.4.2.1 Antennas of airport flight traffic surveillance radaz equipment shall be located so that the beam will not be di- rected toward any fuel storage or loading racks within 90 m (300 ft). Aircraft fuel servicing shall not be conducted within this 90 m (300 ft) distance. 4.1.4.2.2 Antennas of airport ground traffic surveillance ra- dar equipment shall be located so that the beam will not be directed toward any fuel storage or loading racks within 30 m (100 ft). Aircraft fuel servicing or any other operations invoh~- ing flammable liquids or vapors shall not be conducted within - 30 m (100 ft) of such antennas. 4.1.5 Emergenry Fire Equipment Accessibility. Accessibility to aircraft by emergency fire equipment shall be considered in establishing aircraft fuel servicing positions. 4.1.6 Portable Fire Extinguishers. 4.1.6.1* Portable extinguishers shall be provided in accor- dance with 4.3.9 and Section 5.13. 4.1.6.2 Extinguishers shall conform to the requirements of NFPA 10. 2007 Edition DESIGN 407-7 4.1.7* Deadman Controls. 4.1.71 The valve that controls the flow of £ue] to an aircraft sktall have a deadman control. The deadman control device ' shall be arranged to accommodate the operational require- . menu of Section 5.15. The fuel flow control valve shall be one of the following: (1) The hydrant pitvalve (2) At the tank outlet on a tank vehicle (3) A separ9te valve on the tank vehicle (4) On the hose nozzle for overwiog servicing, 4.1.7.2 Deadman controls shall bedesigned to preclude de- feating their intended purpose 4.1.8 Pressure Fuel-ServicingSystem Controls,..'L;he,system shall be designed to minimize surge pressure. The overshoot shall not exceed 5 percent of actual flow rare from the time the deadman is released until the flow stops completely. The control valve shall be located and designed so that it will not be rendered inoperaflve by a surface accident, power failure, or spill. The control valve shall be fail-safe b}' closing com- pletely in the event of control power loss. 4.2* .Aircraft Fueling Hose Requirements. 4.2.1 Performance Requirements. Hose shall comply with the requirements of API BULL 1529. Couplings shall comply with the requirements of API BULL 1529. 4.2.2 Additional Requirements. 4.2.2.1 Each coupled length of hose shall be tested at the same minimum proof pressure rating for that grade of hose as defined in API BULL 1529. 4.2.2.2 A test certificate shall be provided for each coupled length of hose and shall state the following: (1) Manufacturer's name of hose (2) Manufacturer's name of couplings {3) Hose type (4) Hose grade (5) Size and length of hose (6) Serial number or reference number of hose (7) Quarter and year of manufacture of hose (8) Model number of couplings (9) Sizes of coupling ferrules - (10) Hydrostatic test pressures (1l) Coupled length eedal number (12) ldeneiflcarion of individual responsible for coupling the hose (13) Name and address of company responsible for coupling the hose (14) Date o£cereificadon 4.2.2.3 The coupling tests as specified in API BULL 1529 shall be performed for each hose grade, type, and manufacturer. 4.2.2.4 Each coupling of a coupled length of hose shall be permanently marked with a serial number corresponding to its hydrostatic test certificate. 4.2.2.5 The hose at the end of each coupling ferrule shall be permanently marked prior to hydrostatic testing to serve as a reference to determine whether a coupling has slipped during testing or while in service. 4.2.3 Hydrostatic Testing. Hydrostatic testing shall be in ac- cordance vrith ASTM D 380. 4.2.3.1 Following a hydrostatic test, all of the water shall be drained and the hose shall. be dried internally. The open ends, including the threads of the couplings, shall be auitabfly cov- ered to protect the threads and to prevent contamination. 4.2.3.2 Ahose that is recoupled for any reason shall be hydro- statically tested and recertified to the same criteria as a newly. coupled hose. 4.3 Aircraft Fuel Servicing Vehicles and Carts. Aircraft fuel servicing tank vehicles that are used on public .highways also shalLcomplywithNFPA385. 4.3.1 Materials. 4.3.1.1 In addition to any specific requirements in this chap- ter, only materials safe Yor use in the service intended and compatible wffh fuel applications shall be used in the con- struetion of aircraft fuel servicing vehicles and hydrant fuel service carts. 4.3.1.2 Magnesium shall not be used in the construction of any portion of an aircraft fuel servicing vehicle or cart. 4.3.2 Vehicle Cargo Tanks. Every cargo tank shall be sup- ported by and attached to, or shall be a part of, the tank ve-. hide upon which it is carried in accordance with NFPA 38b. 4.3.3 5ta6c Protecfion. 4.3.3.1 All metallic components and vehicle or cart chassis shall be electrically bonded to prevent a difference in their electrostatic potential. 4.3.3.2 Aprovision shall be made for the bonding of the tank to the fill pipe or [he loading rack as specified in 5.20.2.1. Electrical continuity between the loading rack. and fill pipe shall be accomplished as specified in Section 5.4. 4.3.3.3 Gables shall be provided on the vehicle or cart to allow the bonding operations specified in Section 5.4. 4.3.3.4 A cable with a clip or plug shall be attached to each overwing nozzle to facilitate compliance with 5.4.2. 4.3.4 Propulsion or Power Engine Compaztments. Propulsion or power engine equipment shall be in a compatYrnent hour ing that shall minimize the hazard of fire in the event of leak- age or spillage of fuel during the servicing of an aircraft. 4.3.4.1 The engine air intake shall retain the manufacturer's configuration to prevent the emission of flame in case of back- firing. 4.3.4.2 Where provided, the sediment bowl in the fuel supply line shall be oP steel or material of equivalent fire resistance. 4.3.5 Containers and Systems for Flammable Liquids Other than Cargo Tanks. 4.3.5.1 Vehicle or cart fuel tanks and containers for other flammable liquids shall be made of metal and shall be de- signed, constructed, and located in a manner that precludes hazardous arrangements. Tanks shall be substantially pro- tected by their location, and fill pipes shall not project beyond the vehicle profile. Tanks and containers shall vent away from sources of ignition during filling. Any arrangement not pro- tected by location shall be listed for such use. The fuel rank arrangement shall allow for drainage without the tank's re- moval from its mountings. 2007 Etlition 407-8 AIRCRAFT FUEL 4.3.5.2 GraviTy feed systems shall not be used. 4.3.5.3 All portions of the flammable liquid feed system shall be constructed and located to minimize the fire hazard. The Lines shall be made of materials not adversely affected by the fluid or by other materials likely to be encountered, shall be of adequatestrength for the purpose, and shall be secured to avoid chafing or undue vibration. 4.3.6 Engine Exhaust System. 4.3.6.1" The engine exhaust system shall be designed, located, and installed to minimize the hazard of fire in the event of any of the following: (1) Leakage of fitel from the vehicle or cart (where appli- cable) fuel tank or fuel system (2) Leakage from the fuel dispensing system of the vehicle or cart (3) Spillage or overflow of fuel from the vehicle or cart (if applicable) fuel tank or the cargo tank (4) Spillage of fuel during the servicing of an aircraft 4.3.6.2 Exhaust system components shall be secured and lo- cated clear of components carrying flammable liquids and separated from any combustible materials used in the con- struction of the vehicle. 4.3.6.3 Suitable shielding shall be prodtded to drain possible fuel spillage or leakage away From exhaust system components safely. 4.3.6.4 Exhaust gases shall not be discharged where they could ignite fuel vapors that could be released during normal operations or by accidental spillage or by leakage of fuel. 4.3.6:5 A muffler (or silencer) cutout shall not be provided. 4.3.6.6 Gasoline-powered engines on fuel servicing vehicles shall be provided with flame and spark arresting exhaust systems. 4.3.6.7 All engines on fuel servicing vehicles shall be pro- vided with flame and spark arresting exhaust systems. 4.3.7 Vehicle or Cart Lighting and Electrical Equipment. 4.3.7.1 Battery Compartments. Batteries that are not in en- gine compartments shall be securely mounted in compart- ments to prevent accidental arcing. The compartment shall be separate from fueling equipment. Suitable shielding shall be provided to drain possible fuel spillage or leakage away from the compartment. The compartment shall be provided with a vent at the top of the compartment. 4.3.7.2 Wiring shall be of adequate size to provide the re- quired current-carrying capacity and mechanical strength. Wiring shall be installed to provide protection from physical damage and from contact with spilled fuel either by its lots- lion or by enclosing it in metal conduit or other vii-resistant protective covering. All circuits shall have overcurrent protec- tion. Junction boxes shall be weatherproofed. 4.3.7.3 Spark plugs and other exposed terminal connections shall be insulated to prevent sparking in the event of contact with conductive materials. 4.3.7.4* Motors, alternators, generators, and associated con- trol equipment located outside of the engine compartment or vehicle cab shall be of a type listed for use in accordance with NFPA 70 Class I, Division I, Group D locations. 4.3.7.5 Electrical equipment and wiring located within a closed compartment shall be of a type listed for use in accor- dance with NFPA 70 Class 1, Division 1, Group D locations. 4.3.7.6 Lamps and switching devices, other than those cov- ered in 4:39:4 and 4.3.7x, shall be of the enclosed, gasketed, weatherprooftype. Other.electrical components shall be of a .type listed for vse in accordancewith NFPA 70 Class I, Division 2, Group D locations. 4.3.7.7 Electrical service wiring between a tractor and trailer shall be designed for heavy-duty service. The connector shall be of the positive-engaging type. The trailer receptacle shall be mounted securely 4.3.8 Cabinets. All cabinets housing vehicle auxiliary equip- mentshall have expanded metal flooring, perforated metal grating-type flooring, or open floor to facilitate air circula- tion within the enclosed space and to prevent the accumu- lation of fuel. 4.3.9 Fire Extinguishers for Aircraft Fuel Servicing Vehicles or Carts. 4.3.9.1 Each aircraft fuel servicing tank vehicle shall have two Listed fire extinguishers, each having a rating of at least 20-B:C with one extinguisher mounted on each side of the vehicle. 4.3.9.2 One listed extinguisher having a racing of at least 20-B:C shall be installed on each hydrant fuel servicing ve- hicle or cart. 4.3.9.3 Extinguishers shall be readily accessible from the ground. The area of the paneling or tank adjacent to or imme- diatelybehind the extinguisher(s) on fueling vehicles or carts shall be painted with a contrasting color. 4.3.9.4 Extinguishers shall be kept clear of elements such as ice and snow. Extinguishers located in enclosed compart- ments shall be readily accessible, and their location shall be marked clearly in letters at least 50 mm (2 in.) high. 4.3.10 Full Trailers and Semitrailers. 4.3.Y0.1 3°railer connections shatI be designed to secure [he trailer firmly and [o prevent the towed vehicle from swerving from side to side at the speeds anticipated so that the trailer essentially remains in the path of the towing vehicle. 4.3.10.2 Full trailers and semitrailers shall be equipped with brakes on all wheels. 4.3.11 Smoking Restrictions. 4.3.11.1 A "no smoking" sign shall beposted prominently in the cab of every aircraft fuel servicing vehicle. 4.3.11.2 Smoking equipment such as cigarette lighters and ash trays shall not be provided. If a vehicle includes such equipment when initially procured, it shall be removed or ren- deredinoperable. - 4.3.12 Cargo Tanks. 4.3.12.1 Cargo tanks shall be constructed in accordance with 49 CFR 178.34,5 DOT MC406, or other equivalent standard for international application. 4.3.12.2 Aluminum alloys for high strength welded construc- tion shall be joined by an inert gas arc welding process using filler metals R-GR40A, E-GR40A (5154 alloy}, R-GM50A, and E-GM50A (5356 alloy) in accordance with AWS A5.10. 2007 Etlition DESIGN 4.3.12.3 Tank outlets shall be of substantial construction and shall be attached securely to the tank. 4.3.12.4 Every cargo tank or compartment over 2.3 m (7~/s £t) long shall be provided with baffles, the total number of which shall be such that the distance between any two adjacent baffles, or between any tank head or bulkhead and the baffle closest to it, shall in no case exceed 1.5 m (5 ft). The cross- sectional area of each baffle shall be not less than-80 percent of the, cross-sectional area of the tank, and the thickness of a baffle shall be not less than that. requiredfor the heads and bulkheads of the. cargo tank in which it is installed. 4.3.12.5 Denting shall be in accordance with 49 CFR, DOT MC406. 4.3.12.6 Cargo drawoff valves or faucets projecting beyond the frame of a tank vehicle shall be protected against damage. 4.3.13 Fill Openings and Top Fleshings. 4.3.13.1 Dome covers shall be provided with a forward- mounted hinge and self-latching catches and shall be fitted with watertight Fuel-resistant seals or gaskets (designed W pre- vent spillage or leakage from overturn and to prevent water entry). Dome covers shall automatically close and latch with the forward motion of Che vehicle. 4.3.13.2 Drains from top flashing shall divert spilled fuel from possible sources of ignition, including the engine, the engine exhaust system, the electrical equipment, or an auxil- iary equipment enclosure. 4.3.13.3 The tank fill openings shall be protected against overturn damage by a rigid member(s) fixed to the tank and extending a minimum of 25 mm (1 in.) above any dome cover, handle, ventopening, or projection of the unit. Overturn pro- tection shall be braced adequately to prevent collapse. The overturn protection shall be designed to channel rain water, snow, or fuel to the exterior of the cargo tank. 4.3.14 Piping, Joints, Flanged Connections, and Couplings. 4.3.14.1 Product piping shall be metal and rated for the sys- tem working pressure or at least 860 kPa (125 pet), whichever is greater. 4.3.14.2 Except as provided in 4.3.14.3, all joints shall be welded. Elbows and fittings shall be kept to a minimum and, where used, shall be of the preformed welding type. 4.3.14.3 Flanged connections or approved couplings shall be provided to avoid the need for cutting and welding where components are serviced or replaced Gaskets in flanged con- nections shall be of a material and design that resist fire expo- sure for a time comparable to the flange and bolts. 4.3.14.4 Piping shall be supposed adequately. 4.3.15 Outset Valves and Emergency Shutoff Controls. 4.3.15.1 The outlets of each cargo tank or compartment, in- cluding water drawof£s, shall be equipped with shutoff valves located inside the shell or in the sump where it is an integral part of the shell. The cargo tank outlet shall be designed so that the valve needs to be kept closed except during loading and unloading operations. The water drawoff' connection shall be of a type that cannot be blocked open. 4.3.15.2 The operating mechanism for each tank outlet valve shall be adjacent to the fuel delivery system operating controls and shall be arranged so that the oudetvalve (s) can be closed 407-9 simultaneously and instantly in the event of a fire or other emergency. Ameans shall be provided to assure proper opera- tion. The vehicle shall have at least two emergency shutoff controls, one mounted on each side of the vehicle. These con- trols shall be quick-acting to close the tank outlet valve in case of emergency. They also shall be remote from the fill openings and discharge outlets and shall be operable from aground- level standing position. In addition, all vehicles or carts equipped with a top deck platform shall. have an emergency shutoff control operable from the deck. 4.3.15.3 Emergency fuel shutoff controls shall be placarded EMERGENCY FUEL SHUTOFF in. letters at least 50 mm (2 in.) high and shall be of a color that contrasts with the placard background for visibiltry. The method of operation shall be indicated by an arrow or by the word PUSH or PULL, as appropriate. The words EMERGENCY FUEL SHUTOFF shall not be used to identify any conuol or device on the ve- hicle other than the emergency fuel. shutoff controls. 4.3.15.4 Each outlet valve shall be provided with a fusible device that causes the valve to close automatically in case of fire. 4.3.15.5 A shear secdon shall be provided between shutoff valve seats and discharge outlets that breaks under strain un- less the discharge piping is. arranged to afford the same pro- tection and leave the shutoff valve seat intact. 4.3.15.6 Openings in cargo tank compartments that are con- nected to pipe or tubing shall be fitted with aspring-loaded check valve, aself-closing valve, or similar device to prevent the accidental discharge of fuel in case of equipment malfunc- tion or line breakage. Unless such valves are located inside the tank, they shall be equipped with a shear section as described in 4.3.15.5. 4.3.16 Fuel Dispensing System. 4.3.16.1 The valve that controls the flow of fuel from an aircraft fuel servicing vehicle or cart to an aircraft shall have a deadman connot (s) in accordance with the requirements of 4.1.7. 4.3.16.2 The deadman flow control in the nozzle shall be per- mitted for overwing fueling. Notches or latches in fhe nozzle handle that could allow the valve to be locked open shat] be pro- hibited. Each overwing servicing nozzle shall have a cable with a plug or clip for bonding to the aircraft (See 5.4,2) 4.3.16.3 Nozzles for underwing fueling shall be designed to be attached securely to the aircraft adapter before the nozzle can be opened. Disengaging the nozzle from the aircraft adapter shall not be possible until the nozzle is fully closed. 4.3.16.4 Fuel servicing pump mechanisms shall be designed and arranged so that failure or seizure does not cause rupture of the pump housing, a rank, or of any component containing fuel. Fuel pressure shall be controlled within the stress limits of the hose and plumbing by means of either an in-line pres- sure controller, a system pressure relief valve, or other suitable means. The working pressure of any system component shall equal or exceed any pressure to which it could be subjected. 4.3.16.5 On tank full trailer or tank semitrailer vehicles, the use of a pump in the tractor unit vdth flexible connections to the trailer shall be prohibited unless one of the following con- ditions exists: (1) Flexible connections are arranged above the liquid level of the tank in order to prevent gravity or siphon discharge in case of a break in the connection or piping. 2007 Etlition 407-10 AIRCRAFT (`L) The cargo tank discharge valves required by 4.3.16.1 are arranged to be normally closed andto open only when the brakes are set and the pump is engaged. 4.3.16.6 Hose shall be connected to rigid piping or coupled to the hose reel in a manner that prevents kinks. or undue bending action or mechanical stress on the hose or hose couplings. 4:3.16.7 Aircraft fuel servicing vehicles andcarts shall have an integral system or device that prevents the vehicle or cart from being moved unless all fueling nozzles and hydrant couplers are properly stowed and mechanical lifts are lowered to their stowed position. 4.3.16.8 Air Elimination. Aircraft fuel servicing tank vehicles shall be equipped with product tank low level shutdown systems that prevent air from being ingested into the fueling system. 4.3.17 Tests. 4.3.17.1 Cargo tanks, at the time of manufacture, shall be tested by a minimum air or hydrostatic pressure of 24.4 kg/me (5 psi) applied to the whole tank (or each compartment thereof if the tanks are compartmented). Such pressure shall be maintained for a period of at least 5 minutes during which, if the test is by air pressure, the entire exterior surface of all joints shall be coated with a solution of soap and water, heavy oil, or other substance that causes foaming or bubbling that indicates the presence of leaks. Hydrostatic pressure, if used, shall be gauged at the top of the tank. The tank shall. be in- spected atthe joints for the issuance of liquid to indicate leaks. Any leakage discovered by either of the methods described, or by any other method, shall be considered evidence of failure to meet these requirements. 4.3.17.2 At the time of manufacture, the section of the fuel dispensing system that is under pressure during service shall be subjected to a hydrostatic testpressure equal to 150 percent of the working pressure of the system for at least 30 minutes and shall be proven eight before it is placed in service. Hose connections shall be permitted to be plugged during this test. 4.3.18 1_'roduct Idenlif"icafion Signs. Each aircraft fuel servic- ingvehicle or cart shall have a sign on each side and the rear to identify the product. The sign shall have letters at least 75 mm (3 in.) high and shallbe of acolor conttasdng sharply with the sign background for visibility. The word FLAM- MABLE and the name of the product carried, such as JET A, JET B, GASOLINE, or AVGAS, shall appear on the sign. 4.3.19 Loading. 4.3.19.1 No cargo tank or compartment shall be loaded to the point where it is liquid full. The ullage expansion space shall not be less than 1 percent of the volume of the rank compartment. Where local climate conditions warrant, the ullage expansion space shall be increased to prevent leakage or overflow from expansion of the contents due to a rise in atmospheric temperature or direct exposure to the sun. 4.3.19.2 Aheat-actuated shutoffvalve shall be provided in the piping immediately upstream of the loading hose or swing arm connection. 4.3.20 Top Loading. 4.3.20.1 Drop tubes used in top loading or overhead loading of tank vehicles shall be designed to minimize turbulence. Drop tubes shall be metallic. SERVICING 4.3.20.2 Fixed drop tubes permanently mounted in the ve- hicle tank shall extend to the bottom of the tank or to the inside of the sump to maintain submerged loading and avoid splashing of the fuel. 4.3.20.3 Drop tubes attached to loading assemblies.extend- inginto the vehicle tank shall extend toflie bottom of the tank and ahall be mainrairied in that position until the tank is loaded to provide submerged loading and to avoid splashing or free fall of fuel through. the tank atmosphere. 4.3.20.4 Loading arms shall be counterbalanced property. 4.3.20.5 A deadman control shall be provided and located so that the operator can observe the liquid level in the tank as it fills. 4.3.21 Bottom Loading. 4.3.21.1 Loading hose shall conform to the requirements of Section 4.2. Swivel connections shall be provided at each end of the hose to allow free movement to compensate for changes in the position of the vehicle connection during loading. 4.3.21.2 Swinging loading arms shall. be counterbalanced properly. Swivel joints shall be used to allow free movement and to compensate for changes in the attitude of the vehicle during loading. 4.3.21.3 The connection between the rank truck and the arm or hoseshall be a dry-break coupler that cannot be opened until it is engaged to the vehicle tank adapter. It shall not be possible to disconnect the hose coupler from the tank vehicle until the coupler valve is fully closed. 4.3.21.4* The bottom loading Fitting of the tank vehicle shall be aspring-loaded check valve that remains in a closed posi- tion until opened by connecting the coupler. 4.3.21.5 Aircraft fuel servicing vehicles shall incorporate an integral brake interlock system that prevents the vehicle from being moved until the bottom loading coupler has been dis- connected from the vehicle. 4.3.21.6 The suppl}' piping terminating at the loading hose or swing arm shall be supported to carry the loads imposed. 4.3.21.7 The filling of the vehicle cargo tank shall be con- trolled by a deadman control so that a fueling operator can monitor the operation while activating the control. In addi- tion, afloat-actuated shutoff or other automatic sensing device shall be provided. This requirement shall apply to defueling also. (See 5.14~.1.)Any liquid bled Prom asenaing device during loading shall be piped to the bottom of thetargo tank. 4.3.21.8 The fail pipe and valuing on bottomdoaded [auk ve- hicles shall be arranged to prevent fuel spray and turbulence in the cargotank. 4.3.22 Emergency Remote Control Stations. 4.3.22.1 Each tank vehicle loading staton shall be provided with an emergency fuel shutoff system, in addition to the dead- man connol required by 4.3.20.5 for top loading and by 4.3.21.7 for bottom loading. It shall be the purpose of this system to shut down the flow of fuel in the entire system or in sections of the system if an emergency occurs. This system shall be of a fail-safe design. 4.3.22.2 Each emergency fuel shutoff station locaton shall be placarded EMERGENCY FUEL SHUTOFF in letters at least 50 mm (2 in.) high. The method of operation shall be indi- 2007 Edition DESIGN 407-11 Gated by an. arrow or by the word PUSH or PULL, as appropri- ate. Any action necessary to gain access to the shutoff device (e.g., BREAK GLASS) shall be shown clearly. Lettering shall be of a color contrasting sharply with the placard background for visibility. Placards shall be weather resistant, shall be lo- cated at least2.1 m (7 Ft) above grade, and shall be positioned so that they can be seen 1-eadily from a distance of at least 7.6 m{25 ft). 4.3;23 Product Recovery Tanks. The refueling system product: recovery tank shall be equipped with a control thatsliuts down i:he vehicle's fuel dispensing system when the refueling system product recovery lank is three-quarters full. 4.4 Airport Fhel Systems. 4.4.1 Design Approval. Work shall not be starred on the con- snuction or alteration of an airport fuel system until the de- sign, plans, and speci9cations have been approved by the au- thority havingjurisdicdon. 4.4.2 System Approval. The authority havingjurisdictionshsll inspect and approve the completed system before it is put into service. 4.4.3 General Requirements. 4.4.3.1 Each installation planned shall be designed and in- stalled in conformity with the requirements of this standard and with any additional fire safety measures deemed necessary by the authority havingjurisdiction. 4.4.3.2 The system and each of its components shall be de- signed for the working pressure of the system. 4.4.3.3 The emergency fuel shutoff system shall be designed and installed as an integral part of the airport fuel system. Operating controls for emergency fuel shutoff of the system shall be located to be accessible readily and safely in the event of an accident or spill 4.4.3.4 In establishing each aircraft fuel dispensing location, consideration shall be given to the accessibility of the location in an emergency by fire-fighting personnel and equipment. 4.4.4 Fuel Storage Tanks. 4.4.4.1* Fuel storage tanks shall conform to the applicable requirements of NF'PA 30. 4.4.4.2 The authority having jurisdiction shall determine the clearances required from runways, taxiways, and other aircraft movement and servicing areas to any aboveground fuel stor- age structure or fuel transfer equipment, with due recognition given to national and international standards establishing clearances from obstructions. Tanks located in designated air- crafemovement areas or aircraft servicing areasshall be under- ground or mounded over with earth. Dents from such tanks shall be constructed in a manner to preclude collision hazards with operating aircraft. Aircraft operators shall be consulted regarding the height and location of such vents to avoid vent- ing flammable vapors in the vicinity of ignition sources, in- cluding operating aircraft and automotive equipment permit- ted in the area. 4.4.5 Emergency Fuel Shutoff Systems. 4.4.5.1 Each fuel system, as required by 4.4.3.3, shall have means for quickly and completely shutting off the flow of fuel in an emergency. This requirement shall be in addition to the requirement in 4.1.7 for deadman control of fuel flow. 4.4.5.2* The method of £uel transfer (gravity, pumping, or use of hydraulic or inert gas pressure) shall be considered in the design of the emergency fuel shutoff system and the Location of the emergency fuel shutoff valve. 4.4.5.3 The emergency £uel shutoff system ehall include shut off stations located outside of probable spill areas and near the route that normally is used to leave the spill area or to reach the Fire extinguishers prpvided for the protection of the area. 4.4.5.4* At least.orie emergency shutoff control station shall be conveniently accessible to each fueling position. 4.4.5.5 The emergency fuel shutoff system shall be designed so that operation of a station shuts off fuel flow to all hydrants that have a common exposure. 4.4.5.6 Emergency fuel shutoff systems shall be designed so that they shut off the flow of fuel if the operating power fails. 4.4.00".7 Each emergency fuel shutoff station shall be plac- arded EMERGENCYFIJELSHUTOFF in letters at least 50 mm (2 in.) high. The method of operation shall be indicated by an arrow or by the word PUSH or PULL, as appropriate. Any action necessary to gain access w the shutoff device (e.g., BREAK GLASS) shalt be shown. clearly. Lettering shall be of a color contrasting sharply with the placard background for vis- ibility. Placards shall be weather resistant, shall be located at least 2.1 m (7 ft) above grade, and shall be positioned so that they can be seen readily From a distance of at least 7.6 m (25 ft). Ualves used to shut off a hydrant for maintenarice pur- poses shall not have placards that could create confusion in an emergenry. 4.4.6 Transfer Piping. 4.4.6.1 Underground piping shall be used in the vicinity of aircraft movement areas unless the piping is protected by a substantial barrier guard. Piping shall be protected by suitable sleeves or casings to protect the pipe from shock hazards where it crosses sewer manholes, service tunnels, catch basins, or other underground services. Piping shall be laid on fian supports using clean, noncorrosive backfill. 4.4.6.2 Transfer piping located within buildings not specifi- cally designed for the purpose of fuel transfer shall be located within a steel casing o£ a pressure rating equal to that of the carrier pipe. This casing shall extend. beyond the building and shall terminate at a low point(s) with an automatic leak detec- tion system. The casing shall be capable of being drained to a safe location. 4.4.6.3 Fuel piping that runs under a building or a passenger concourse shall be protected. by a steel casing that encloses only the piping. 4.4.6.4 Piping, valves, and fittings shall be of metal, suitable for aviation fuel service, and designed for the working pres- sure and mechanically and thermally produced structural stresses to which they could be subjected and shall comply with ANSI 831.3. Deviations from ANSI 831.3 shall be permit- ted, provided they are authorized by the authority havingju- risdiction where engineering data can be presented to justify such deviations. 4.4.6.5 Cast-iron, copper, and galvanized steel piping, valves, and 5uings shall not be permitted. Ductile iron valves shall be permitted. 4.4.6.6 Aluminum piping, valves, and fittings shall be used only where specifically approved by the authority havingjuris- diction. 2007 Etlition 407-12 FUEL SERVICING 4.4.0.7 In the selection of pipe, valves, and fittings, the follow- ingshall be considered: (1) Working pressure (2) Bending and mechanical strength requirements (includ- ing settlement) (3) Internal and exterhalcorrosion (4) Impact stresses (5j Method of system fabricarioh and assembly (0) Location of piping and accessibility for repair or replace- ment (7) Exposure to mechanical, atmospheric, or fire damage (8) Expected period of service and effect of furore operations 4.4.fi.8 Gaskets in flanged connections shall resist fire tem- peratures for a duration. comparable eo the temperature resis- tance of the flange and. bolts. 4.4.6.9 Allowances shall be made for thermal expansion and contraction by the rase of pipe bends, welded elbows, or other flexible design. Pressure relief valves shall be provided in lines that can be isolated. 4.4.6.10 Welded joints shall be made by qualified welders in accordance with the standards of the American Welding Soci- ety and ANSI B31.3. 4:4.8.11'^ Isolation valves or devices shall be provided to facili- tate dismantling portions of the fueling system. These valves shall be capable of being locked closed. 4.4.8.12 Buried flanges and valves shall not be permitted. 4.4.7 Fuel Flow Control. 4.4.10 Fuel Servicing Hydrants, Pits, and Cabinets. 4.4.10.1 Piping, valves, meters, filters, air eliminators, connec- tions, outlets, fittings, and other components shall be designed to meet the working pressure requirements of the system. 4:4.10;2 .Fueling Hydrants and fueling pitsthat are recessed below a ramp dr apron surface and. are subject. to vehicle or aircraft traffic sha4'be Fitted with a cover deaigried to suehain the Load of vehicles or aircraft that taxi over all or part of them. 4.4.7.1 Hydrant valves shall be designed so that the flow of fuel shall shut off when the hydrant coupler is closed. Hydrant valves shall be of the self-closing, dry-break type. 4.4.7.2 The flow control valve shall be an integral pare of the hydrant valve or coupler. The fuel control valve shall be ar- ranged so that it is not rendered inoperative by a surface acci- dent, spill, or malfunction and sha71. shut off the flow of fuel if the operating energy fails. The fuel control system shall be designed to minimize overshoot. The system shall be designed to shut off fuel flow quickly and effectively, even if there is a reduction of pressure downstream of the flow control valve such as could result from a major line or hose break. A screen shall be provided ahead of the valve to trapforeign material that could interfere with complete closure of the:valve. The hydrant valve that allows the flow of fuel to the aircraft shall have a deadman control. The use of any means that allows fuel to flow without the operator activating this control shall not be permitted. The deadman control shall be arranged so that the fueling operator can. observe the operation while activating the control. 4.4.7:3* The pressure of the fuel delivered to theaircraft shall be automatically controlled so chat it is not higher than that specified by the manufacturer of the aircraft being serviced. 4.4,$ Fllter Vessels, All sections of the filtering system shall have electrical continuity with adjoining piping and equip- ment. Ln freezing climates, filter separator sumps and associ- ated piping that could contain water shall be protected to pre- vem freezing and bursting. Heaters shall be constructed of noncorrosive materials. 4.4.9 Electrical Equipment. All electrical equipment and wiring shall comply with the requirements of NFPA 70, Article 515, uti- lizing the Glass I liquids requirements for all appticafions. 4.4.10.3 Fueling hydrants, cabinets, and pits shall be located at least 15.2 m (50 ft) from any terminal building, hangar, service building, or enclosed passenger concourse (other than. loading bridges). 4.4.11 Drainage. 4.4.11.1 Aircraft servicing ramps or aprons shall be sloped and drained in accordance with NFPA415. The ramp or apron shall slope away from the rirn or edge of fueling hydrants or fueling pits to prevent flooding. 4.4.11.2 Fueling hydrant boxes or fueling pits [hat axe con- nected to a ramp drainage system shall be fitted with vapdr- sealing craps. 4.4.12s' Cathodic Protection. All feeling systems with under- ground piping shall have cathodic protection to mitigate cor- rosion. Systems provided with cathodic protection shall haue appropriate signs, located at points of entry, warning against separation of units without prior deenergization or without proper jumpers across the sections to be disconnected. 4.4.13 Hydmstade Test. After completion of the insta0adon (including fill and paving), the airport fuel systems shall he subjected to atemperature-compensated hydrostatic testpres- sure equal to 150 percent of the system working pressure For at least 4 hours and shall be proven tight before the system is placed into eervice. 4.5 Fueling at Rooftop Heliports. Fueling on rooftop heli- ports shall be permiued only where approved by the authority havingjurisdiction. 4.5.1 General Limitations. 4.5.1.1 In addition to the special requirements in this chap- ter, the heliport shall comply with the requirements of 1VFPA 418. 4.5.1.2 Facilities for dispensing fuel. with a flash point below 37.8°C (100°F) shall not be permitted at any rooftop heliport. 4.5.2 Fueling Facilities. 4.5.2.1 In addition to the special requirements of this chap- ter, the fuel storage, piping, and dispensing system shall com- plywith the requirements of lv'FPA 30 and with applicable pot dons of this standard. 4.5.2.2 The entire system shall be designed so that no part of the system is subjected to pressure above its working pressure. 4.5.2.3 The fuel etorage system shall be located at m~ below. ground level. 4.5.3 Pumps. 4.5.3.1 Pumps shall be located at or below ground level. R~ lay pumping shall not be permitted. 2007 Edition DESIGN 4.5.3.2 Pumps installed outside of buildings shall be located not less than 1.5 m (5 ft) from any building opening. They shall be substantially anchored and protected against physical damage from collision. 4:5.3.3 Pumps. installed within a building shall be in a sepa- rate room with no opening into other portions of the build- ing. The pump room shall be adequately ventilated. Electrical wiring and equipment shall conform to the requirements of ;IYFPA 70, Article 515. 4.5.4 Piping. Piping above grade shall be steel and, unless oth- erwise approved by the authority havingjurisdicdon, shall be suitably cased or shall be installed in a duct or chase.. Such piping duct or chase shall be constructed so that, a piping fail- ure does not result in the entry of fuel liquid orvapor entering the building. Ali pipe casings, ducts, and chases shall be drained. Piping shall be anchored and shall be protected against physical damage for a height of at least 2.4 m (8 ft) above the ground. An isolation valve shall be installed bn the suction and discharge piping of each pump. In addition, a check valve shall be installed at the base of each fuel piping riser eo automatically prevent the reverse flow of the fuel into the pump room in the event of pump seal failure, pipe failure, or other malfunction. (See 4.4.6.j 4.5.4.1 Piping within buildings shall complywith 4.4.6.2. 4.5.4.2 Piping above grade exterior to buildings shall be of steel. Piping shall be located within a steel casing. The pres- sure rating of the pipe casing shall be equal to that of the carrier pipe. The casing shall be capable of being drained to a safe location.An automatic leak detection system shall be pro- vided at the casing low point(s), 4.5.4.3 Piping shall be anchored and shad be protected against physical damage for a height of at least 2.4 m (8 ft) above the ground. 4.5.4.4 An isolation valve shall be installed on the suction and discharge piping of each pump. In addition, a check valve shall be installed at the base of each fuel piping riser to auto- madcap}' prevent the reverse flow of fuel into the pump room in the event of a pump seal failure, pipe failure, or other mal- function. 4.5.5 Nozzles. 4.5.5.1 Overwing nozzles shall conform to 4.3.16.2. 4.5.5.2 Underwing nozzles shall conform to 4.3.16.3. 4.5.6 Hose. Hose shall comply with the requirements of Sec- tion 4.2. 4.5.7 Static Electricity. The provisions of 4.1.2 shall apply, as appropriate, to guard against electrostatic hazards during he- licopter fuel servicing operations. 4.5.8 Deadman Control Each fuel dispensing hose shall have a deadman-controlled fuel shutoff conforming to the require- ments of 4.1.7 and 4.1.8. 4.5.9 Emergency Fuel Shutoff Stations. 4.5.9.1 A system shall be provided to completely shut off the flow of fuel in an emergency. The system shall shut off the fuel at the ground level. The emergency fuel shutoff controls shall be in addition to the normal operating controls for the pumps and deadman control 407-13 4.5.9.2 At least two emergency fuel shutoff stations located on opposite sides of the heliport at exitways or at similar loca- tions shall be provided. An additional emergency fuel shutoff station shall be located at ground level and shall be near, but at least 3 m (l0 ft) from; the pumps. 4.n.9.3 Each emergency fuel shutoff stadon (bcadon shall be placarded EMERGENCY FUEL SHUTOFF in letters at least 50 mm (2 ih:) high. The melhpd ofoperation shall be indi- cated by an arrow or by the word PUSH or PULL, as appropri- ate. Any action necessary to gain access to the shutoff device (e.g., BREAK GLASS) shall be shown clearly. Lettering shall be of a color contrasting sharply with the placard background for visibility. Placards shall be weather resistant, shall be con- spicuouslylocated, and shall be positioned so that they can be seen readily from a distance of at ]east 7.6 m (25 ft). 4.5.10 Fue Protection. Fire protection shall conform. to the requirements of NFPA 418. 4.5.11 Personnel Training. All heliport personnel shall be trained in the operation of emergency fuel shutoff controls and in the use of the available fire extinguishers. 4.6 Self-Service Aircraft Fueling. 4.6.1 Self-service fueling shall be permitted, subject to [he approval of the authority having jurisdiction. 4.6.2 Fueling Facilities. In addition ro the special require- ments of this chapter, the fuel storage, piping, and dispensing system shall comply with the requirements of NFPA 30 and with applicable portions of this standard. 4.6.3 Dispensing Devices: 4.6.3.1 Listed or approved dispensing devices shall be used. 4.6.3.2 Access m dispensing equipment shall be controlled by means of mechanical or electronic devices designed toresist tam- pering and to prevent access or use by unauthorized persons. 4.6:3.3 Dispensing devices shall have a listed or approved emergency shutoff valve, incotporadnga fusible link or other thermally actuated device designed to close automatically in case of ftre. This valve also shall ineorpos-ate a shear section that automatically shuts off the flow o£fuel due to severe im- pact. This valve shall be rigidly mounted at the base of the dispenser in accordance with the manufacturer's instructions. 4.6.3.4 Dispensing devices shall be located on an island to protect against collision damage or shall be suitably protected with pipe bollards or other suitable protection. 4.6.3.5* Dispensing devices or cabinets shall be designed so that a proper bond between the aircraft and the fueling equip- ment can be established in accordance with Section 5.4. 4.6.4 Hose shall comply with the requirements of Section 4.2. TWo or more lengths of hose shall not be coupled eogether. 4.6.5 Nozzles. 4.6.5.1 Ovetwing nozzles shall conform to 4.3.16.2. 4.6.5.2 Underwing nozzles shall conform to 4.3.16.3. 4.6.6 Emergency Fuel Shutoff System. 4.6.6.1 Asystem conforming with 4.4.5 shall be provided to shut off the flow of fuel completely in an emergency The emergency fuel shutoff controls shah be in addition to the normal operating controls for the dispenser and deadman control. 2007 Edition 407-14 AIRCRAFT FUEL SERVICING 4.6.6.2 The controls shall be designed to allow only autho- rized personnel to reset thesystem after anemergency fuel shutoff. 4.6.6.3 The emergency fuel shutoff controls shall be installed in a location acceptable Co the authority having jurisdiction and shall be more than 6m (20 ft) but less than 30 m (100. ft) from the dispensers. 4.6.7 A clearly identified means to notify the fire department shall be provided and shall be locdted in the immediaxe vicin- ity of each emergency fuel shutoff control. 4.6.8 Each facility shall have a minimum of one fire exdn- guisherwith orating of at least 20•$:C located at the dispenser and one fire extinguisher with a rating of at least 20.B:C at each emergency fuel shutoff control. 4.6.9 In addition to the warning signs specified in 4.4.5.7 and 5.8.1, emergency instructions shall be conspicuously posted in the dispensing area and at the emergency fuel shutoff control and shall provide the address of the site and shall incorporate the following or equivalent wording: EMERGENCY INSTRUCTIONS: In case of fire or spill: (1j Use emergency fuel shutoff (2) Report accident by calling (specify local fire emergency reporting number) on phone (3) Report address of site (list address of site here) 4.6.10 Operating Instructions. Operating instructions shall be posted. The instructions shall include the proper operation and use of all equipment, correct bonding procedures, .the proce- dures that are to be employed to dispense fuel safely, the location and use of the emergency fuel shutoff controls, the use of the available fire extinguishers, and the procedures to be used in the event of an emergency. Chapter 5 Operations 5.1 General. 5.1.1'" Only personnel trained in the safe operation of the equipment and fuels they use, the operation of emergency controls, and the procedures to be followed in an emergency shall be permitted to handle fuel. 5.1.2 Where a valve or electrical device is used for isolation during maintenance or modificaxion of the fuel system, it shall be tagged/locked. The tag/lock shall not be removed until the operation is completed. 6.1.3 Aircraft fueling vehicles shall be marked with the name of the operator or the responsible organization 5.1.3.1 The marking shall be approved, legible signs on both sides of the exterior of the vehicle. 5.2* Prevention and Control of Spills. 5.2.1 Fuel sendcing equipment shall comply with the require- ments of this standard and shall be maintained in safe operat- ing condition. Leaking or malfune[ioning equipment shall be removed from service. 5.2.2 Following fueling of an aircraft all hose shalt be re- moved including those from hydrant systems. All hose shall also be properly stowed. 5.2.3 Fuel nozzles shall not be dragged along the ground 5.2.4 Approved pumps, either hand operated or power oper- aeed, shall be used where aircraft are fueled from drums. Pour- ing or gravity flow shall not be permitted from a container with a capacity of more than l9 L (5 gal). 5.2:5 Where a spill is observed, the fuel servicing shall be stopped immediately by release of the deadman controls. In the event that aspill continues, the equipment emergencyfuel shutoff shall be actuated. In the event that a spill continues from a hydrant system, the system emergency fuel shutoff shall be actuated. The supervisor shall be notified at once,and the operation shall not be resumed until the spill has been cleared and conditions are determined to be safe. 5.2.fi The airport fire crew shall be notified if a spzill covers over 3 m (10 ft) in any direction or is over 5 m2 (50 ft) in area, continues to flow, or is othervrise a hazard to persons or prop- erty. The spill shall be investigated to determine the cause, to determine whether emergency procedures were properly car- ried out, and to determine the necessary corrective measures. 5.2.7 Transferring fuel by pumping from one tank vehicle to another tank vehicle within 61 m (200 ft) of an aircraft shall not be permitted. 5.2.8 Not more than one tank vehicle shall be permitted to be connected to the same aircraft fueling manifold. Exception: Where means are provided to prevent fuel from Jloving back into ¢ tank vehicle because of ¢ difference in. pumping pressure. 5.3 Emergency Fuel Shutoff. 5.3.1 Access to emergency fuel shutoff control stations shall be kept clear ac all times. 5.3.2 A procedure shall be established to notify the fire de- partment serving the airport in the event of a control station activation. 5.3.3 If the fuel flow stops for any reason, it first shall be presumed that an emergency fuel shutoff system has been ac- tuated. The cause of the shutoff shall be corrected beforefuel flow is resumed. 5.3.4 Emergency fuel shutoff systems shall be operationally checked at intervals not exceeding 6 months. Each individual device shall be checked at least once during every 12-month period. 5.3.5 Suitable records shall be kept of tests required b}' this section. 5.4* Bonding. 5.4.1 Prior to making any fueling connection to the aircraft, the fueling equipment shall be bonded to the aircraft by use of a cable, thus providing a conductive path to equalise the po- tential between the fueling equipment and the aircraft. The bond shall be maintained anal fueling connections have been removed, thus allowing separated charges that could be gen- erated during the fueling operation to reunite. Grounding during aircraft fueling shall not be permitted. 5.4.2 In addition to the requirements in 5.4.Y, where fueling overwing, the nozzle shall be bonded with a nozzle bond cable having a clip or plug to a metallic component of the aircraft that is metallically connected to the tank filler port. The bond connection shall be made before the filler cap is removed. If no plug receptacle or means for attaching a clip is available, 2007 Edition 407-15 the operator shall touch the filler cap with the nozzle spout before removing the cap in order toequalize the potential between ehe nozzle and thefiller port. The spout shall be kept in contact with the filler neck until the fueling is completed.. 5.4.3* Where a funnel is used in aircraft fueling; it. shall be kept in contact widz the filler neck aswell as the fueling nozzle spout of the supply container to avoid the possibility of a spark at the Fill opening. Only meal funnels shall be used. 5.4.4 Where a hydrant servicer or cart is used for fueling, the hydrant coupler shall be connected to the hydrant system prior to bonding the fuel equipment to the aircraft. 5.4.5 Bonding and fueling connections shall be disconnected in the reverse order of connection. 5.4.6 Conductive hose shall be. aced m prevent electrostatic dis- charge bue shall not be used to accomplish required bonding. 5.5 Operation of Aircraft Engines and Heaters 5.5.1 Fuel servicing shall no[ be performed on a fixed wing air- crafr~ while an onboard engine is operating. (See Secturn 5.21. ) Exception: In an emergency resulting from the failure of ¢n onboard auxiliary power unit on, a jet ozrcraft and in the absence of suitable ground support equipment, ¢ jet engine mounted at the rear of the aircr¢ft or on the wing nn thr, side opposite the fueling point shall be permitted to be operated during fueling to provide power, provided that the operation follows written procedures ¢pproved by the authority h¢v- 7ng jurisdiction. 5.5.2 Combustion heaters on aircraft (e.g., wing and rail sur- face heaters, integral cabin heaters) shall not be operated dur- ing fueling operations. 5.6 Internal Comhusrion Engine Equipment Amund Aircraft (Other than Aircraft Fuel Servicing Vehicles). 5.6.1 Equipment, other than that performing aircraft servic- ing funcfions, shall not be permitted within 15 m (b0 ft) of aircraft during fuel servicing operations. 5.6.2 Equipment performing aircraft saucing funcdors shall not be positioned within a 3 m (10 ft) radius of aircraft fuel system vent openings. 5.6.3 During overwing aircraft fuel servicing where aircraft fuel system vents are located on the upper wing surface, equip- ment shall not be positioned under the trailing edge of the wing. 5.7* Electrical Equipment Used on Aircraft Servicing Ramps. 5.7.1 Battery chargers shall not be connected, operated, or disconnected while fuel servicing is performed on the aircraft. 5.7.2* Aircraft ground-power generators or other electrical ground-power supplies shall not be connectedor discon- nected while fuel servicing is performed on the aircraft. 5.7.3 Electric tools or similar tools likely to produce sparks or arcs shall not be used while fuel servicing is performed on the aircraft 5.7.4 Phowgraphic equipment shall not be used within 3 m (10 ft) of the fueling equipment or the fill or vent points of aircraft fuel systems. 5.7.6 Ocher than aircraft fuel servicing vehicles, battery- powered vehicles that do not comply with Che provisions of this standard shall not be operated within 3 m (10 ft) of hrel- ing equipment or spills. (See Section 5.6.) b.7.6* Communicaeion equipment located outside of the cab of the vehicle and~used during aircraft fuel servicing opera- tions withih 3 m Q O ft) of the fill or verse points of aircraft fuel systems shall be listed as intrinsically safefor Glass I, Division 1, Group D hazardous (classi&ed) Idcations in. accordance with ANSI/UL9I3. 5.8 Open Flames on Aircraft Fuel Servicing Ramps. 5.8.1 Entrances to fueling areas shall be posted witri `ho smoking" signs. 5.8.2 Open flames nn aircraft fuel servicing ramps or aprons within 15 m (50 ft) of any aircraft fuel servicing operation or fueling equipment shall be prohibited. 5.8.3 The category of open flames and lighted open-flame devices shall include, butshail not be limited to, the following: (1) Lighted cigarettes, cigars, pipes (2) Exposed flame heaters, liquid, solid, or gaseous devices, including portable and wheeled gasoline or kerosene heaters (3) Heat-producing, welding, or cutting devices and. 61ow- torches (4) Flare pots or other open-flame lights 5.8.4 The authority having jurisdiction can establish other locations where open flames and open-flame devices shall not be permitted. 5.8.5 Personnel shall not carry lighters or matches on their person while engaged in fuel servicing operations. 5.8.6 Lighters or matches shall not be permitted on or in fueling equipment. 5.9* Lightning Precautions. 5.9.1 Fuel servicing operations shall be suspended where lightning flashes are in the immediate vicinity of the airport. 5.9.2 Awrieten procedure shall 6e established to set the criteriz for where fueling operations are to be suspended at each airport as approved by the fueling agent and the airport authority. 5.10 Aircraft Fuel Servicing Locations. 5.10.1 Aircraft fuel servicing shall be performed outdoors. Aircraft fuel servicing incidental to aircraft fuel system main- tenance operations shall comply with the requirements of NFPA 401. 5.10.2* Aircraft being fueled shall be positioned so that air- craft fuel system vents or fuel tank openings are not closer than 7.6 m (25 ft) to any terminal building, hangar, service building, or enclosed passenger concourse other than a load- ing walkway. Aircraft being fueled shall not be positioned so that the vent or tank openings are within 15 m (,50 ft) of any combustion and ventilation air-intake to any boiler, heater, or incinerator room. 5.10.3 Accessibility to aircraft by emergency fire equipment shall be established for airerafr fuel servicing positions. 5.11 Aircraft Occupancy During Fuel Servicing Operations. 5.11.1 If passengers remain onboard an aircraft during fuel servicing, at least one qualified person trained in emergency evacuation procedures shall be in the aircraft at or near a door 2007 Edition 407-16 A1RC12A1T FUEL at which there is a passenger loading walkway, integral stairs that lead downward, or a passenger loading stair or stand. A clear area for emergency evacuation of the aircraft shall'Se maintained at not less [hart one additional exit. Where fueling operations take place with passengers onboard away from the terminal building, and stairways are not provided, such as dur- ing inclement weather (diversions), all slides shall be armed and the Aircraft Rescue and Fire Fighting (fiRFf) services shall be notified to respond in standb}' position in the vicinity of the fueling activity with at least one vehicle. Aircraft opera- tors shall establish specific procedures covering emergency evacuation under such conditions for each type of aircraft they operate. All "no smoking' signs shall be displayed in the cabin(s), and the no smoking rule shall be enforced. 5.11.2 For each aircraft type, operators shall determine the areas through which it could be hazardous for boardingor deplaning passengers to pass while the aircraft is being fueled. Controls shall be established so that passengers avoid such areas, 5.1L3 Passengers shall not be permitted to linger about the ,plane but shall proceed directly between the loading gate and the aircraft. 5.12 Positioning of Aircraft Feet Servicing Vetucles and Carts. 5.12.1 Aircraft fuel servicing vehicles and carts shall be posi- tioned so that a clear path of egress from the aircraft for fuel servicing vehicles shall be maintained. 5.12.2 The propulsion or pumping engine of aircraft fuel ser- vicing vehides or cans shall not be positioned under the wing of the aircraft during overwing fueling or where aircraft fuel system vents are located on the upper wing surface. Aircraft fuel servio- ink vehicles or carts shall not be positioned within a 3 m (10 ft) radius of aircraft fuel system vent openings. 5.12.3 Parking brakes shall be set on all fuel servicing vehicles or carts before operators begin the fueling operation. 5.i3* Portable Fire Exfinguishers. 5.13.1 During fueling operations, fire extinguishers shall be available on aircraft servicing ramps or aprons. 5.13.2 Each airemft fuel servicing rank vehicle shall have two listed fire extinguishers, each having a rating of at least 20-B:C, with one extinguisher mounted oh each side of the vehicle. 5.13.3 One listed fire extinguisher having a rating of at least 20-B:C shall be installed on each hydrant fuel servicingvehide or cart. 5.13.4 Where the open hose discharge capacity of the aircraft fueling system or equipment is more than 750 L/min (200 gpm), at least one listed wheeled extinguisher having a rating of not less than 80-B:C and a minimum capacity of 55 kg (125 lb) of agent shall be provided. 5.13.5* Extinguishers shall be kept clear of elements such. as ice and snow. Extinguishers located in enclosed compart- ments shall be readily accessible, and their location shall be marked clearly in letters at least 50 mm (2 in.) high. 5.13.6* Fuel. servicing personnel shall be trained in the use of the available fire extinguishing equipment they could be ex- pected to use. 5.14 Defueling. 5.14.1 The transfer of fuel from an aircraft to a tank vehicle through a hose generally is similar to fueling, and the same requirements shall apply. In addition, each operator shall es- tablish procedures to prevent the overfilling of the tank ve- hicle, which is a special hazard when defueling (see 4.3.21.7). 5.14_1.1 There shall be a procedure to eliminate air ingested during a defueling operation prior to the aircraft fuel servic- ing tank vehicle being reused. 5.14.2 Where draining residual fuel from aircraft tanks inci- dental to aircraft fuel system maintenance, testing, manufac- turing, salvage, or recovery operations, the procedures of NFPA 410 shall apply. 5.15 Deadman Control Monitoring. 5.15.1 The fueling operator shall monitor the panel of the fueling equipment and the aircraft control panel during pres- sure fueling or shall monitor the fill port during overwing fueling. 5.15.2 Fuel flow shall be controlled by use of a deadman con- trol device. The use of any means that defeats the deadman control shall be prohibited. 5.16* Aircraft Fueling Hose. 5.16.1 Aircraft fueling hose shall be inspected before use each day. The hose shall be extended as it normally would be for fueling and checked for evidence of blistering, carcass saturation or separation, cuts, nicks, or abrasions that expose reinforcement material, and for slippage, misalignment, or leaks at couplings. If coupling slippage or leaks are found, the cause of the problem shall be determined. Defective hose shall be removed from service. 5.16.2 At least once each month the hose shall be completely extended and inspected as required in 5.161. The hose cou- plings and the hose shall be examined for a length approxi- mately 305 mm (12 in.) adjacent to the couplings. Sttucturat weakness shall be checked by pressing the hose in this area around its entire circumference for soft spots. Hoses that show evidence of soft spots shat] he removed from service. The nozzle screens shall be examined for rubber particles. The presence of such particles indicates possible deterioration of the interior, and the hose shall be removed from service. With the hose still completely extended, it shall be checked at the working pressure of the fueling equipment [o which it is at- tached. Any abnormal twisting or ballooning during this test indicates a weakening of the hose carcass, and the hose shall be removed from service. 5.16.3 Ahose assembly that has been subjected to abuse, such as severe end-pull, flattening or crushing by a vehicle, or sharp bending or kinking, shall be removed from service. The hose assembly that has been subjected to abuse shall be hydrostati- cally tested prior to use. (See 4.2.2.1.) 5.16.4* If inspection shows that a portion of a hose has been damaged, the damaged portion shall be cut off and the un- damaged portion recoupled. Twolengths of hose shall not be coupled together: Only couplings [hat are an exact match for the interior and exterior dimensions of the hose shall be used. Recoupled hose assemblies shall be hydrostatically tested. (See 4.2.2.1.) 5.16.5 Before any hose assembly, new or recoupled, is placed in service, it shall be visually inspected for evidence of damage or deterioration. 20n7 Edition OPERATIONS 407-17 5.16.6 Kinks or short loops in fueling hose shall. be avoided. 5.20.2 Top Loading. 5.16.7 Suitable records shall be kept of required inspections 5.20.2.1 Where loading tank trucks through open domes, a and hydrostatic tests. bond shall be established between the loading piping and the _ cargo tank to equalize potentials. The bond connection shall 5.17 Maintenance of. Aircraft Fuel Servicing Vehicles and be made before thedome is opened and shall be removed Carts. only aftea' the dome is closed 5.17.1 Aircraft fuel senicing vehicles or carts shall not be operated unless they are in proper repair and free of accumu- lations of grease, oil, or other combustibles. 5.17.2 Leaking vehicles or carts shalt be removed from ser- vice, defueled, and parked in a safe area until repaired. 5.17.3 Maintenance and servicing of aircraft fuel servicing vehicles and carts shall be performed outdoors or in a build- ingapproved for the purpose. 5.18 Parking Aircraft Fuel Servicing Tank Vehicles. Parking areas for unattended aircraft fuel servicing rank vehicles shall be arranged to provide the following: (1) Dispersal of the vehicles in the event o£ an emergency (2) A minimum of 3 m (10 ft) of clear space between parked vehicles for accessibility for fire control purposes (3) Prevention of any leakage from draining to an adjacent building or storm drain that is noC suitably designed to handle fuel (4) A minimum of 16 m (50 fr) from any parked aircraft and buildings other than maintenance facilities and garages for fuel servicing tank vehicles 5.19 Parking Aircraft Fuel Servicing Hydrant Vehicles and Carts. Parking areas for unattended airera£t fuel servicing hy- dmnt vehides orcarts shalt be arranged to provide the following: 5.20.2.2 Drop tubes attached to loadingassemblies extend- inginto Che vehicle tank shall extend to the bottom of the tank and shall be maintained in that position until the tank is loaded Yo provide submerged loading and avoid splashing or free fall of fuel Through the tank atmosphere. The flow rate into the ranks shall not exceed 25 percent of the maximum flow until the outlet is fully covered. 5.20.2.3 The level in the tank shall be visually monitored at all times during top loading. 5.20.3 Sottom Loading. 5.20.3.1 A bonding connection shall. be made between the cargo tank and the loading rack before any fuel connections are made and shall. remain in place throughout the loading operation. 5.20.3.2 The operator shall initiate fuel flow by means of a deadman control device. 5.20.3.3 The operator shall perform the precheck on each compartment shortly after flow has started, to ensure that the automatic high-level shutoff system is functioning properly. 5.20.3.4 At least monthly the operator shall perform a check to ensure complete closure of the bottom-toadingvalve on the tank vehicle. 5.21 Rapid Refueling of Helicopters. (1) Dispersal of the vehicles in the event of an emergency (2) Prevention of any leakage from draining to an adjacent building or storm drain that is not suitably designed to handle fuel 5.20 Loading of Aircraft Fuel Servicing Tavk Vehicles. 5.20.1 General Requirements. 5.20.1.1 Loading and Unloading. 5.20.1.1.1 Aircrafc fuel servicing tank vehicles shall be loaded only at an approved loading rack. 5.2-0.11.2 Aircraft fuel servicing mnk vehicles shall not be loaded from a hydrant pit under emergency conditions unless permitted by the authority hatdng jurisdiction. 5.20.1.2 Filling of the vehicle cargo tank shall be under the observation and control of a qualified and authorized opera- tor at all times. 5.20.1.3 The required deadman and automatic overfill con- trols shall be in normal operating condition during the filling operation. The controls shall not be blocked open or other wise bypassed. 5.20.1.4 The engine of the tank vehicle shall be shut off be- fore starting to fill the tank. 5.20.1.5 To prevent leakage or overflow from expansion of the contents due to a rise in atmospheric temperature or di- rect exposure to the sun, no cargo tank or compartment shall be loaded to the point where it is liquid full. 5.21.1 Only turbine engine helicopters fueled with JETA or JET A 1 Fuels shah be permitted to be fueled while an onboard engine is operating. Helicopters permitted to be fizeled while an on- board engine is operating shall have all sources of ignition of potential fuel spills located above the fuel inlet port(s) and above the vents or tank openings. Ignition sources shall include, but shall nat v,e limited to,_engines, exhauts, amdLary power unite (APUs), and combustion-type cabin heater exhausts. 5.21.2 Helicopter fueling while onboard engines are operat- ing shall be permitted only under the following conditions: (1) An FAA-licensed helicopter pilot shall be at the aircraft controls during the entire fuel servicing process. (2) *Passengers shall be deboazded to a safe location prior to rapid refueling operations. Where the pilot in command deems it necessary for passengers to remain onboard for safety reasons, the provisions of 5.11.1 shall apply. (3) Passengers shall not board or deboard during rapid refu- eling operations, (4) Only designated personnel, properly Brained in rapid re- fueling opera8ona, shall operate the equipment. Written procedures shall include the safe handling of the fuel and equipment. (5) All doors, windows, and access points allowing entry to the interior of the helicopter that are adjacent m, or in the im- mediate vicinity of, the fuel inlet ports shall be closed and shall remain closed during refueling operations. (6) Fuel shall be dispensed into an open port from ap- proved deadman-cype nozzles, with a flow rate not to exceed 227 L/min (60 gpm), or it shall be dispensed through close-coupled pressure fueling ports. Where 2007 Edition 407-18 FUEL SERVICING fuel is dispensed from fixed piping systems, the hose cabinetshall not extend into the rotor space. A curb or other approved barrier shall be provided to restrict the fuel servicing vehicle from coming closer than within 3 m (10 ft) of any helicopter rotating components. If a curb or approved barrier cannot be provided, fuel servicing vehicles shall be kopt.6 m (20 ft) away from. any helicopter rotating components, and a trained person shall direct fuel servicing vehicle approach and departure: 5.22 Self-Service Fueling. Occupancyof the aircraft during self-service fueling shall be prohibited. Annex A Explanatory Material Annex A is not a pare of the requirements of this NFPA document but is included far inlorm¢tional purposes only. This annex cont¢ins explanatory material, numbered to correspond with the applicable text paragraphs. A.1.2 Aircraft fuel servicing involves the transfer of a flam- mable or combustibleliquid fuel between a bulk storage s}~s- tem and the fuel tanks of an aircraft.It~ includes both fueling and defueling. The transfer is usually accomplished by using a tank vehicle, a hydrant vehicle, a hydrant cart, a fuel servicing cabinet, or a fueling pit. Drums and pumps sometimes are used. The movement of the fuel through the pumps, piping, and filters of the transfer system causes the fuel to be charged electrostatically. If the charge on the fuel is sufficiently high when it arrives at the fuel tank, a static spark could occur that can ignite the fuel vapor. During overwing fueling, the fuel u dischazged into an opening in the aircraft fuel tank using ahosewith ahand-held nozzle. The flow and splashing of fuel. causes the generation of static electricity and the production of flammable mists and vapors. Top loading of tank vehicles creates similar hazards. Underwing servicing, hydrant servicing, and bottom load- ing of tank vehicles use hoses or flexible connections of metal tubing or piping, as well as devices to allow temporary connec- tion of fuel transfer lines. These methods minimize the charge generation and misting hazards associated with overwing fuel- ing and top loading. Other potential sources of ignition that could present a hazard during airerafC fuel servicing include the Following: (1} Operating aircraft engines, auxiliary power units, and heaters (2) Operating automotive or other internal combustion en- gine servicing equipment in the vicinity (3) Arcing of electrical circuits (4) Open flames (5) Energy front energized radar equipment (6) Lightning The autoignidon temperatures of turbine fuels (see Annex B) are such that the residual heat of aircraft turbine engines after shutdown or the residual heat of turbine aircraft brakes following hard use can ignite such fuels if they are spilled or sprayed on these surfaces before they have cooled below the autoignition temperatures of the Pue1s. Aircraft fuel tank vents usually are located some distance above ground. level. Under normal conditions, fuel vapors from the vents are quickly dissipated and diluted safely. Fuel spilling from the vents of an overfilled tank is a much more serious hazard. Spills resulting from leaks or equipment fail- ure also are a hazard. Fire prevention measures in aircraft fuel servicing are di- rected principally toward the following: (1) Prevention of fuel spillage (2) Eliminatioxr:or control of potential ignition sources .A:3.2.1 Approved. The National Fire Protection Association does not approve, inspect; w' certify any installations, proce- dures, equipment, or materials; nor does it approve or evalu- ate testing laboratories. In determining the acceptability of installations, procedures, equipment, or materials, the author ity having jurisdiction may base acceptance on compliance with NFPA or other appropriate standards. In the absence of such standards, said authority may require evidence of proper installation, prrocedure, or use. The authority havingjurisdic- don may also refer to the listings or labeling practices of an organization. that is concerned with product evaluations and is thus in a position to determine compliance with appropriate standards for the current production of listed items. A.3.2.2 Authority Having Jurisdicton (AHJ). The phrase "au- thority having jurisdiction," or its acronym AHJ, is used in NFPA documents in a broad manner, since jurisdictions and approval agencies vary, as do their responsibilities. Where pub- lic safety is primary, the authority having jurisdiction may be a federal, state, local, or other regional department or indi- vidual such as a fire chief; fire marshal; chief of a fire preven- tion bureau, labor department, or health department; build- ing official; electrical inspector; or others having statutory authority. For insurance purposes, an insurance inspection de- partment, rating bureau, or other insurance company repre- sentative may be the authority having jurisdiction. In many circumstances, the property owner or his or her designated agent assumes the role of the authority having jurisdiction; at government installations, the commanding officer or depart- mental. official may be the authority havingjurisdietion. A.3.2.4 Listed. The means for identifying listed equipment may vary for each organization concerned with product evalu- ation; some organizations do not recognize equipment as listed unless it is also labeled. The authority having jurisdic- tion should utilize the system employed by the listing. organi- zation to identify a listed product. A.3.3.8 Aviation Fuel. See Annex B. A.3.3.11 Cargo 'Ihnlt. The term cargo tank. does not apply to any container used solely for the purpose of supplying fuel for the propulsion of the vehicle on which it is mounted. A.3.3.16 Fuel Servicing Station. This unit can be installed in a cabinet above or below ground. A.4.1.2.6 The charge on the fuel can be reduced by the use of a static dissipaeer additive that increases the elecerical conduc- ti~dry of the fuel and thereby allows the charge to relax or dissipate more quickly, or by the use of a relaxation chamber that increases the residence time of the fuel downstream of the filter to at least 30 seconds, thereby allowing most of the charge to dissipate before the fuel arrives at the receiving tank. API RP 2003 recommends a 30-second relaxation time For loading tank trucks and refuelers. However, it has not been a common practice to require a similar relaxation time for air- craft refueling, primarily because of the relatively few elecuo- sratic incidents that have occurred during aircraft fueling. (For additional information on this topic, see CRC Report No. 583.) 2007 Edition ANNEXA 407-19 In filling tank trucks br storage tanks, API RP 2003 recom- mends that at least 30 seconds of residence time be,provided downstream of a filter in order to allow static charges genet, sled in flowing fuel to relax before fuel enters the tank. The reason it is possible to fuel aircraftsafely with low con-. ductivity fuel wdthout providing 30 seconds of relaxation time is due primarily to the difference in the geometry of aircraft tanks as compared with tank truck compartments. Flow into the aircraft normally is subdivided into several tanks simulta- ^eously and also distributed into adjoining compartments of each tank by a multihole inlet. Bachman and Dukek (1972) conducted full-scale research using a simulated large aircraft rank and concluded that none of the tanks or compartments hold sufficient fuel to allow enough charges to accumulate and create large surface voltages. Slower fill rates per compart- mentalso allow more charge to relax. Additionally, the inlet system of most aircraft tanks directs fuel towards the bottom of the tank to avoid splashing that generates more charge. Finally, while the hoses that connect the fueler to the airerafC provide only a few seconds of resi- dence time for charge relaxation at high rates of flow, the actual relaxation volume in the system is significantly greater where a coated screen is used as a second stage water barrier. In this case, the vessel's volume after the first stage filter coa- lescer could represent an additional 15 seconds of residence time for charge relaxation. (The coated screen, unlike other vrater barriers, does not generate chazge.) Aflammable vapor space in the tank due to the presence of JET B or JP-4 fuels still conatimtes a potential hazard. There- fore, to minimize the chance for static,ignition, FAA regula- tions require that fueling be conducted'at half of the rated flow where civil aircraft have used such fuels. A,4.1.4.2 The beam of radar equipment has been known to cause ignition of flammable vapor-air mixtures from induc- tive electric heating of solid materials or from electrical arcs or sparks from chance resonant conditions. The ability of an arc to ignite flammable vapor-air mixtures depends on the total energy of the arc and the time lapse involved in the arc's du- ration, which is related to the dissipation characteristics of the energy involved. The intensity or peak power output of the radar unit, therefore, is a key factor in establishing safe dis- tances between the radar antenna and fueling operations, fuel storage or fuel loading rack areas, fuel tank truck operations, or any operations where flammable liquids and vapors could be present or created. Most commercially available weather-mapping airborne ra- dar equipment operates a[ peak power outputs, varying from 25 kW to 90 kW. Normally this equipment should not be oper- ated on the ground. Tests have shown that the beam of this equipment can induce energy capable of firing flash bulbs at considerable distances. If the equipment is operated on the ground for service checking or for any other reason, the beam should not be directed eoward any of the hazards described in the previous paragraph that are located within 30 m (100 ft). (WARNING: Higher power radar equipment can require greater distances.) Airport surface detection radar operates under a peak power output of 50 kW It ie fixed rather than airborne equipment. Airborne surveillance radar of the type currently carried on military aircraft has a high peak power output. Aircraft carry- ing this type of radar can be readily distinguished by radomes atop or below the fuselage, or both. Aircraft warning. radar installations are the most powerful. Most of these installations are however, remotely located from the hazards specified in the first paragraph and there- fore are not covered herein. Ground radar for approach con- trol or-traffic pattermsurveillance is considered the most Fire hazardous type of radar normally operating at an airport. The latter type of equipment has a peak power output. of 5 MW. Where possible, new installations of this type of equipment should be located aC least 150 m (500 ft) from any of the haz- ards described in the first paragraph. A.4.1.6.1 Multipurpose dry chemical (ammonium phos- phate) should not be selected due to corrosion concerns rela- tive to the agent. Carbon dioxide extinguishers should not be selected due to their limited range and effectiveness in windy conditions. A.4.1.7 Deadman controls should be designed so Chat the operator can use them comfortably while wearing gloves and hold them for the time needed to complete the operation. A pistol grip deadman device that is squeezed to operate is pref- erable to a small button that needs w be held by a thumb or finger. A.4.2 The section on aircraft refueling hose has been altered extensively by referencingAPI BULL 1529. NFPA407 formerly contained many requirements for hose, but it was intended only to address features that could be related to a fire or the results of a fire. It was noC until 1982 that a comprehensive aircraft refueling hose specification was published by API. Prior to That time, NFPA 407 was the only document in exist ence that addressed this subject. API BULL 1529 deals with all aspects of hose safety, includ- ing the couplings that are acceptable. NFPA 407 recognizes the need for an extensive document such as API BULL 1529 and requires hoses that meet that stan- dard. However, it is important to recognize that API does no testing and it does not regulate those manufacturers who claim to sell hose that meets API BULL 1529. The hose user and the cognizant authority in charge could find it prudent to require hose manufacturers to produce copies of test reports or documents that certify that hoses using [he identical con- struction and compounds have been tested and have .passed all requirements of API BULL 1529 satisfactorily. A.4.3.6.1 Wherever possible, flexible engine exhaust pipe should be avoided due to the potential of breaking. Where used, stainless steel is preferable, and the length should be limited to approximately 460 mm (18 in.). A.4.3.7.4 Electrical equipment contained in aircraft fuel ser- vicing vehicles or cart engine compartments and located 460 mm (18 in.) or more above ground can be permitted to be of the general purpose type. A.4.3.21.4 An optional precaution against misfueling of air- craft fuel servicing tank vehicles is to equip the coupler and truck fitting with. coded lugs or a mechanical device to ensure product selection and to prevent mixing of products. This might not be feasible on. over-the-road-type tank vehicles. A.4.4.4.1 Where pressure tanks are used, details on construc- tion, spacing, and location should be in accordance with in- dustry good practice and approved by the authority having jurisdiction. When AVGAS, MOGAS, orJETB turbine fuelsare stored in bulk quantities in aboveground tanks, they should be stored in floating roof-type tanks. Covered floating roof tanks minimize the hazardous flammable vapor-air space above the 2007 Etlition 407-20 AIRCRAFP FUEL SERVICING liquid level. The vapor spaces o£underground tanks storing fuels should not be interconnected. A.4.4.5.2 Fuel transfer by pumping is the more common pro- cedure and normally is preferred from a fire protection stand- point, since it allows rapid shutdown-of fuel flow through pump shutdown. Gravity transfer is the simplest method but normally is limited to relatively low flow rates. Because the static head does exert some pressure in the system, a safety shutdown should include a valve or valves located as close to the tank as practicable. A.4.4.5.4 The operation of the emergency shutoff control should sound an alarm at the airport fire crew station and at the fuel storage facility. A-4.4.6.11 Flanged connections should be provided for ease of dismantling and to avoid cutting and welding after the system has been placed in service. The location of these isolation devices depends upon the size and character of each system, but the following locations generally apply (see Figure A.4.4.6.11): (1) At each storage tank (?) AC each pump (3) At each filter separator (4) At each hydrant or on each hydrant lateral (5) At each flow regulator or pressure control valve A.4.4.7.3 Where surge suppressors are necessary, they should be located so that exposure to vehicular traffic, weather condi- tions, and the result of accidental rupture is minimized. A.4.4.12 Cathodic protection is recommended for metal components of airport fueling systems and fuel storage facili- ties that are in contact with the ground. The two types of ca- thodic protection are as follows: (1) The galvanic anode method, which generates its own current (2) The impressed current method, which has an external current source A.4.6.3.5 Although it is not technologically possible to have a bonding system that is 100 percent fail-safe, the devices are available that can help ensure that a proper bond has been established before fueling. A.5.1.1 Records should be kept of personnel ttaining These records should be made available tb the authority havingjutis- diction upon request. A.5.2 Tkte Following actions are appropriate in the event of a fuel spill, although each spill should be treated as an indi- vidual case due to such variables as the size of the spill, type of flammable or combustible liquid involved, wind and weather conditions, equipment arrangement, aircraft occupancy, emergency equipment, and personnel available: (1) The flow of fuel should be stopped, if possible. If the fuel is discovered leaking or spilling from fuel servicing egtrip- ment or hoses, the emergency fuel shutoff should be oper- ated at once. If the fuel is discovered leaking or spilling from the aircraft at the filler opening, vent line, or tank seams during fueling operations, fueling should be stopped immediately Evacuation of the aircraft should be ordered when necessary. The aircraft then should be thor- oughly checked for damage or entrance of flammable liq- Concourse or terminal Airport ramp Storage tank Fuel source 1 g 3 m 3 m ~ .-. 3 J. ~O 7 7 I 2 2 1 11 10 11 6 6 5 Note: No dimensional relationship exists between elements in this figure. Refer to this standartl; NFPA 30, Flammable and Combustible Liquids Code, NFPA 70, National Electrical Code; and FAA Regulations for separations and clearances. Key: 1. Check valve at tank inlet 6. Hydrant shutoff valve 2, Isolation valve at tank inlet/outlet 7. Hydrant pit valve 3. Pumping system 8. Hydrant fueling servicing vehicle 4. Pump discharge control valve or hydrant system 9. Emergency fuel shutoff station shutoff valve (alternate Iocatlon) 10. Valve box 5. Hytlrant system shutoff valve (alternate location) 11. Hydrant pit FIGURE A.4.4.6.11 Typical Fixed Airport Fueling System Isolation Valuing Operating and Emergency Controls. 2007 Edition ANNEXA 407-21 .---.. uid or vapors into any concealed wing or fuselage area, and or unintentionally, large volumes of water should be in- corrective action should be taken as necessary before it is troduced to flush such sewers or drains as quickly as pos- returned to normal opecadonal service. Bible to dilute the flammable liquid content of the sewer (2) The airport fire crew should be notified if the spill pre- or drain to the. maximum possible extent. Normal opera- Bents a fire hazard. The only routine excepnonsare for lions involving ignition sources (including aircraft and small spills. Supervisory personnel should be notified to vehicle operations) should be prohibited on surface ar- ensure that operations in progress can be continued eas adjacent to open drains or manholes from which safely or halted until the emergency is pas[ and that tor- flammable vapors could issue due to the introduction of rective measures can be taken to prevent recurrence of a liquids into the sewer system until it can be established similar accident.. that no flammable vapor-air mixture is present in the (3) It could be necessary to evacuate the aircraft if the spill proximity. (NOTE: NFPA 415 provides further informa- poses aserious fire exposure to the aircraft or its occu- lion on aircraft fueling ramp drainage designs to control pants. Walking through the liquid area of. the fuel spill the flow of fuel that could be spilled on a ramp and to should not be permitted. Persons who have been minimize the resulting possible danger.) sprayed with fuel or had their clothing soaked with fuel (10) Spills of kerosene grades of aviation fuels (JETA or JET should go to a place of refirge, remove their clothing, A-1) greater than 3 m (SO ft) in any dimension and cov- -. and wash. Individuals whose clothing has been ignited sting an area of over 5 ms (50 ft2) or that are of an should be wrapped in blankets, coats, or other items or ongoing nature and that have not ignited should 6e should be told to or forced to roll nn the ground. blanketed or covered with foam if there is danger of ig- (4) Mobile fueling equipment and all other mobile equip- ninon. Lf there is no danger of ignition, an absorbent men[ should be withdrawn from the area or left as is compound or an emulsion-type cleaner can be used [o until the spilled fuel is removed or made safe. No fixed clean the area. Kerosene does not evaporate readily at rule can be made as fire safety varies with circumstances. normal temperatures and should. be cleaned up. Smaller Shutting down equipment or moving vehicles can pro- spills can be cleaned up using an approved, mineral- vide asource of ignition if no fire immediately results type, oil absorbent. from the spillage. (11) Aircraft on which fuel has been spilled should be in- (5) Aircraft, automotive, or spark-producing equipment in spected thorough)}~ to ensure that no fuel or fuel vapors the area should not be started before the spilled fuel is have accumulated in flap well areas or internal wing sec- removed or made safe. If a vehicle or cart engine is run- lions not designed for fuel tankage. Any cargo, baggage, ning at the time of the spill, it normally is good practice express, mail sacks, or similar items that have been wet- to drive the vehicle away from the hazard area unless the led by fuel should be decontaminated .before being hazard to personne[ is judged too severe. Fuel servicing placed aboard any aircraft. vehicles or carts in operation at the time of the spill should not be moved until a check is made to verify that A.5.4 FIydrocarbon Fuels, such as aviation gasoline andJETA, any fuel hose that could have been in use or connected generate electrosza[ic charge when passing through the pumps, filters, and piping of a Puel transfer system. (The pri- (6) between the vehicle and the aircraft is safely stowed. If any aircraft engine is operating at the time of the spill, mary electrostatic generator is the filter/separator that in- it normally is good practice to move the aircraft away creases the level of charge on a fuel by a factor of 100 or more from the hazard area unless air currents set up by oper- as compared with pipe flow.) Splashing, spraying, or free- falling of the fuel further enhances the charge. When charged ating power plants would aggravate the extent or the nature of the existing vapoi hazard. fuel arrives at the receiving tank (cargo tank or aircraft fuel (7) If circumstances dictate that operating internal combus- tank), one of two possible events will occur: lion engine equipment within a spill area that has not (1) The charge will relax harmlessly to ground. ignited should be shut down, engine speeds should be (2) If the charge or the fuel is sufficiently high, a sparkdis- reduced to idle prior to cutting ignition in order [o pre- charge can occur. Whether or not an ignition follows de- ventbackfire. pends on the energy (and duration) of the discharge and (8) The volatility of the fuel can be a major factor in the the composition of the fuel/air mixture in the vapor initial severity of the hazard created by a spill. Gasoline space (i.e., whether or not i[ is in the flammable range). and other low flash point fuels at normal temperatures and pressures produce vapors ffiat are capable of form- The amount of charge on a fuel when it arrives at the re- ing ignitible mixtures with the air near the surface of the ceiving tank, and hence its tendency to cause a spark dis- liquid, whereas this condition does not normally exist charge, depends on the nature and amount of impurities in with kerosene fuels QETAor JET A-1) except where am- the fuel, its electrical conductivity, the nature of the filter me- bient temperatures are 38°C (100°F) or above or where dia (ifpresent), and the relaxation time of the system [i.e, the the liquid has been heated to a similar temperature. residence time of the fuel in the system between the filter ' (9) Spills of gasoline and low flash point turbine fiiels (JET (separator) and the receiving tank). The time needed for this - ~ B) greater than 3 m (10 ft) in any dimension and cover- charge to dissipate is dependent upon the conducd~riry of the -- ing an area of over 5 m2 (50 fta) or that are of an ongoing fuels; it could be a fraction of a second or several minutes. nature should he blanketed or covered with foam. The No amount of bonding or grounding prevents discharges nature of the ground surface and the existing exposure from occurring inside of a fuel tank. Bonding ensures that the conditions dictate the exact method to be followed. £ixeling equipment and the receiving tank (aircraft or fueler) Such fuels shbuld not be washed down seevers or drains. are at the same potential and provides a path for the charges The decision to use a sewer or drain should be made separated in the fuel transfer system (primarily the filter/ only by the chief of the airport fire brigade or the fire separator) to combine with and neutralize the charges in the department. If fuels do enter sewers, either intentionally fuel. Also, in overwvng fueling and in top loading of cargo 2007 Edition 407-22 AIRCRAFT FUEL SERVICING tanks; bonding ensures that the fuel nozzle or the fill pipe is at the same potential as the receiving mnk, so that a spark does not occur when the nozzle or fill pipe is inserted into the tank opening. ,For this reason, the bonding wire has to be con- nected before the tank is opened. Grounding during aircraft fueling or refueler loading is no longer required because of the following: (1) Grounding does not prevent sparking at the fuel surface (see NFPA 77). (2) Grounding is not required by NFPA 77. (3) The static wire might not be able to conduct the current in the event of an elecurcal fault in the ground support equipment connected to the aircraft and could consdrute an ignition source if the wire fuses. If ground support equipment is connected to the aircraft or if other <rpera- dons are being conducted that necessitate electrical earthing, then separate connections should be made for this purpose. Static electrical grounding points can have high resistance and, therefore, are unsuitable for ground- ing. For a more complete discussion of static electricity is fuels, see NFPA 77. A.5.4.3 Ordinary plastic funnels or other nonconducting ma- terials can increase static generation. The use of chamois as a filter is extremely hazardous: A.5.7 Electric hand lamps used in the immediate proximity of the fueling operation should be of the type approved for use in NFPA 70 Class I, Division 1, Group D hazardous loca- tions. No supportable basis exists for requiring in the petro- leum industry the use of approved, listed, or permitted two- or three-cell flashlights to avoid igniting Class I, Group D vapors. A.5.7.2 Aircraft ground-power generators should be located as far as practical from aircraft fueling points and tank vents to reduce the danger of igniting flammable vapors that could be discharged during fueling operations at sparking contacts or on hot surfaces of the generators. A.5.7.6 For further information on intrinsically safe appara- tus, seeANSI/UL 913, FM Glass 3610, ANSI/ISA 12.02.01, or ANSI/UL 60079-11. A.5.9 Establishing precise rules for fueling is impossible when the electrical storms are in the vicinity of the airport. The diseance of the storm from the airport, the direction in which it is traveling, and its intensity are all factors to be weighed in making the decision to suspend fueling operations temporarily. Experience and good judgment are the best guides. Sound travels approximately 322 m/sec (t/s mi/sec). The approximate number of miles to the storm can be deter- mined by counting the seconds between a flash of lightning and the sound of thunder and dividing by 5. A.5.10.2 The precautions in 5.10.2 are intended to minimize the danger of the ignition of any flammable vapors discharged during fueling and of fuel spills by sources of ignition likely to be present in airport terminal buildings. A.5.13 Portable fire extinguishers for ramps where fueling operations are conducted are intended to provide an imme- diate means of Fire protection in an area likely to contain a high concentration of personnel and valuable equipment. The prominent and strategic positioning of portable fire extinguishers is essential in order for them to be of a maxi- mum value in the event of an emergency. Extinguishers should not he located in probable spill areas. For normal, single parking configurations, extinguishers specified for protection of fuel. servicing operations should be located along the fence, at terminal building egress points, or at emergency remote control stations of airport fixed-fuel sys- tems. To provide accessibility from adjoining gates, particu- larly where more than one unit is specified, extinguishers can be permitted to be located approximately midway be- tween gate positions. Where this is done, the maximum dis- tance between extinguishers should. not be over 90 m (3U0 ft), Where the specified extinguishers are not located along the fence but are brought into the servicing area prior to the fueling operation, they should be located upwind not over 30 m (100 fr) from the aircrafr. being serviced. Fox protection of fuel servicing of aircraft that are double parked or triple parked, extinguishers should be located upwind not over 30 m (100 ft) from the aircraft being serviced. A.5.13.5 During inclement weather, extinguishers not in en- dosed compartments can be permitted to be protected by can- vas or plastic covers. If icing occurs, ehe extinguisher should be sprayed with deicing fluid. A.5.13.6 Fuel servicing personnel should be given adequate training with extinguishers so that such equipment is used effectively in an emergency. Such training should be given on fires of the type that could be encountered on the job. To ensure prompt action in the event of a spill or other hazardous condition developing during fueling operations, aircraft ser- vicing personnel also should be trained in the operation of emergency fuel shutoff controls: Each new fuel servicing em- ployee should be given indoctrination training covering these and similar safety essentials that are related to the job. Follow-up and advanced training should be given as soon as the employee is sufficiently acquainrzd with the work to ben- efit from such training. Supervisors should be given training in the more technical aspects of fire safety so that they under- stand the reason for these and similar requirements and have an appreciation for the responsibility of a supervisor and the safety of an operation. A.5.16 Failure of airerafC fueling hose in service is a potential source of fuei spiiiage and a potential fire i~azard. The princi- pal reasons for failure of aircraft fueling hoses includethe following: (1) Using damaged hoses (2) Using aged hoses (3) Exceeding pressure limits (4) Improper installation' A.5.16.4 Splicing of a hose with couplings alters the design bend radius of the hose, creating two kinks when the hose is wound on a drum. A.5.21.2(2) If passengers remain onboard an aircraft during fuel servicing, at least one person trained in emergencyevacu- ation procedures is required to be aboard (see 5.11.1). It is not intended that the pilot in command perform this function. Annex B Aviation Fuel Th¢s annex ¢s not a fiari of the requirements of thus NFPA document but is ingluded for informational purfioses only. B.1 General. The fire haiard properties of aviation fuels are best described by analyzing the factors described in B.2 and B.3. 2007 Edition ANNEX B B.2 Susceptibility to or Ease of Ignition. B.2.1 Flash Point. The flash point of standard grades of avia- lion gasoline has been established at approximately -46°C (-50°F) at sea level by the Tag closed-cup method. The flash point of JET B turbine fuel is nat regulated by s}5ecificadon, but samples have been tested. by the closed-cup method and have been found to be as low as -23°C (-10°F) at sea level, JET A or kerosene grade mrbine fuels have a minimum flash point of 38°G (100°F). Aviation gasoline and JET B turbine produce large volumes of vapor and are capable of forming ignitible mixtures with air even at very low temperatures. Kerosene grades of turbine fuel QET A) do not produce ignifible mixtures with air at normal temperamres and pressures, bur when aJETA mrbine fuel is heated above its flash point (or exists in the form of a mist), tkte mixture can be ignited. This condition can develop where temperatures are 38°C (100°F) or higher, B.2.2 Flammability Condifions. The lower limit represents the minimum concentration while the upper limit defines the maximum amount of fuel vapors in air that allows combus- dori. The generally accepted flammability range by volume for most gasolines is 1.4 percent to 7.6 percent. The average range for JET B turbine fuels is 1.16 percent to 7.63 percent. The average range for kerosene grade QET A) turbine fuels is 0.74 percent to 5.32 percent. More significant than the strict flammability range is the temperature range in which. it is possible for such flammable vapor-air mixtures to form. At sea level in. a storage tank, such a temperature range for aviation gasoline is approximately -46°C to -1°C (-50°F to 30°F); for JET B turbine fuels, the. range is approximately -23°C to 27°C (-10°F to 80°F); and, for kerosene grade QET A) turbine fuels, the range is approxi- mately 38°C to 74°C (100°F to 165°F). It is evident thatJET S turbine fuels represent the most serious practical hazard un- der normal temperature conditions. Air enters as vented tanks are drained, and, during such periods, the flammable vapor conditions can change drasti- cally. The same change occurs when the aircraft descends in altitude. These facts are impor*ant in assessing the degree of hazard that could exist in a tank containing any of these vola- tile products during or after such air mixing. Under aircraft crash impact conditions where fuel mists are created following tank failures, all of the fuels are readily ig- nitible at essentially all ambient temperatures. Under these conditions, fuel in mist form presents a hazard equal to fuel in vapor form with respect to flammability limits. B.2.3 Vapor Pressure. The vapor pressure of these fuels is the pressure of the vapor at any given temperature at which the vapor and liquid phases of the substance are in equilibrium in a closed container. Such pressures vary with the temperature, but, most commonly, information on hydrocarbon mixtures is obtained using the Reid method, in which the pressures are measured at 38°G (100°F) (seeASTMD 323). The Reid vapor pressures of average grades of aviation gasoline have a range of 38 kPa to 48 kPa (5.5 psi to 7.0 psi). For JET B turbine fuels, ` the Reid vapor pressure range is 14 kPa to 21 kPa (2.0 psi to 3.0 psi). JET A (kerosene grade) turbine fuels have a Reid vapor pressure range of approximately 0.7 kPa (0.1 psi). The practical significance of this characteristic of the three grades of fuel is that the standard grades of aviation gasoline do produce flammable vapors in ignitible amounts at normal temperatures and pressures. However, where these vapors are confined, the vapor-air mixture over the liquid surface most 407-23 often is too rich to be ignited by sparks, since it is above the upper flammability Limit. With JET B turbine fuel, due to its relatively low vapor pressure, the vapor-air mixture above the 1Squid surface under normal temperature and pressure condi- tions frequently is within the flammabilityrange. This means that ignition of JET B turbine fuel vapors either within or ex- terior to a tank can cause violent combustion within the con- fined space if flame enters. The,fET A (kerosene grade) tur- bine fuels do not produce flammable vapors in ignitible amounts unless the fuel temperature is above 38°C (100°F). B.2.4 Autoignition Temperature. The autoignition tempera- ture is the minimum temperature of a substance that will ini- tiate or cause self-sustained combustion independently of any sparks or other means of ignition. Under one set of test conditions, standard grades of avia- tion gasoline have ignition temperatures approximanng 449°C (840°F). Turbine fuels have ignition temperatures among the lowest found for hydrocarbons and are consider- ably lower than those for aviation gasoline. For example, the autoignition temperature of a JET Bturbine fuel was mea- sured using Che same test procedure at approximately 249°C (480°F). A JETA (kerosene grade) turbine fuel tested under the same method was found to have an autoignition tempera- ture approximating 246°C (475°F). Temperatures in this range can exist for a considerable period in turbine engines after shutdown or on brake surfaces following hard use. It should be noted that these temperatures are derived from reproducible laboratory test procedures, whereas, in ac- tual field conditions, these ignition temperatures could be higher. 8.2.5 Distillation Range. The initial and the end boiling points of standard. grades of aviation gasoline are approxi- mately 43°C and 163°C (110°F and 325°F), respectively. The initial boiling point of JET B turbine fuels is approximately 57°C (135°F), and the end point is approximately 252°C (485°F). The only marked difference in the distillation ranges of the three facie under consideration occurs in the JET A or kerosene. grades of turbine fuels that have .initial boiling points of approximately 163°C (325°F) and end points of ap- proximately 300°G (572°F). Note that initial and end boiling points should be determined by ASTM D 86. The boiling range, along with the flash points and vapor pressures of the fuels, indicates the relative volatility of the fuels; the initial and end boiling points indicate the overall volatility of a fuelthrough its entire distillation range; the Flash point and vapor pressures measure the initial tendency of the fuel to vaporize. B.3 Fire Severity After Ignition. B.31 Heat of -0ombustion. The net heat of combustion of gasoline normally is quoted as approximately 44.19 kJ/kg (19,000 Btu/ib). For JL^'T B turbine fuels, the average is approximately 43.50 kJ/kg (18,700 Btu/lb), while forJETA (kerosene grades) eurbine fuels iC is approximately 43.26 kJ/kg (18,600 Btu/lb). These figures for heat of combustion clearly indicate that there is little difference in the heats of combustion for these various hydrocarbons that are of significance with regard to fire safety. B.3.2 Rate of Flame Spread. Where fuel is spilled, there is a marked difference in the rates of flame spread over pools of JET A or kerosene grades of turbine fuel as compared with the other two types. Under these conditions, a direct relationship exists 2007 Edition 467-24 between the rate of flame spread and the vapor pressures of the materials. A report dated October 1973 entitled An Ev¢luaeion of the Relaeive Fire Hazards of JET A ¢nd JET B for Commercial Flight (N74-10709) states that the rate (of flame spread) for JP11 (JET B) is about 30 times greater than for aviation kerosene OETA) at the temperatures most often encountered. This is an important factor in evahiating the severity of the fire hazard encountered under these conditions and also is a factor that affects the ease of fire control under similar conditons. This slower rate of'Ilame propagation forJETAor kerosene grades of turbine fuel does not occur, however, where the fuel is released as a fuel mist, as frequently results in aircraft impact accidents or where the fuels are heated to or above their flash .point. If a flammable m' combustible liquid exists in mist form or is at a temperature above its hash point, the speed of flame spread in the mist or vapor is essentially the same, regardless of the liquid spilled. B.4 Fire Control Factors. B.4.1 Relative Density. The relatve density of a material is commonly expressed as related to water at 16°C (60°F). All these fuels are lighter than water; the relative density of avia- tion gasolines is normally quoted ae about 0.70, JET B turbine fuels at about 0.78, and the JET A (kerosene grade) fuels at about 0.81.. This means that, with respect to Fire control, all of the fuels float on water. This can be a handicap during fire-fighting operations under certain conditions where sizable quantities of spilled fuel are involved. B.4.2 Solubility in Water. All three of the fuels are essentially nonsoluble in water. Fires involving atl three fuels can be handled with regular foam concentrates (as opposed to alco- hol types). The amount of wager that is entrained in the fuel due to water contamination is not particularly significant from a fire hazard viewpoint, except for [he fact that the amount of water increases the static generation hazard of the fuel. B.4.3 Standard Grades of Aviation Fuels. Standard grades of aviation fuels include the following: (i) Aviation gasoline (AVGAS) includes all gasoline grades of fuel for reciprocating engine-powered aircraft of any oc- tane rating. It has the general fire hazard characteristics of ordinary automotive gasoline (MOGAS). (2) JETAand )ETA-1 are kerosene grades of fuel for turbine engine~powered aircraft, whatever Che trade name or des- ignation. JETAhas a -40°C (-40°F) freezing point (maxi- mum); JET A-I incorporates special low temperature characteristics for certain operations having a -47°C (-53°F) freezing point (maximum). JP-8 {identical to JET A except for the additive package) and JP-5 (slightly less volatile than. either JET A or JET A-I) are used by certain L'.S. military forces. JETAand JP-8 are known in the United Kingdom and in many former U.R areas of influ- ence as AVTUR, whereas JP-5 is similar to the LT.K. desig- nated AVCAT. (3) JET B is a blend of gasoline and kerosene grades of fuel for turbine engine-pdwered aircraft, whatever the trade name or d~csignation. JET B is a. relatively wide boiling range volatile distillate having a -51°C (-60'F) freezing point (maximum). JP<i is one grade ofJET B fuel used by the U.S. military forces; JP-4 has identical specifications to JET B as they relate to fire hazards. This fuel is known in the United Krngdom as AVTAG. SERVICING Annex C InfoxmationatReferences C.1 Referenced Publications. The documents or portions thereof listed in this annex are referenced within theinforma- donal sections of this standard and are not part of the require- ments of this document unless also listed in Chapter 2 for other reasons. C.1.1 NFPA Publications. '.National Fire Protection Associa- tion, 1 Batter}axtarch Park, Quincy, MA 02169-7471. NFPA 30, Flammable ¢nd Combustible Liquids Code, 2003 edi- tion. NFPA 70, N¢tion¢l Electrical Code , 2005 edition. NFPA 77, R?comntended Practice on Static Eleetrictt~5 2007 edi- tion. NFPA 415, SCandard on Airport Terminal Buildings, Fueling Ramp Drainage, and Loading Walkwarys, 2002 edition. C.1.2 Other Publications. C.1.2.1 API Publications. American Petroleum Institute, 1220 L Street, N.W., Washington, DC 20005-4070. API BULL 1529, Aviation Fueling Hose, 1998. API RP 2003, Protection Against Ignitions Arising Oul of Statiq Lightning, and Stmay Currents, 1991. C.1.2.2 ASTM Publications. ASTM International, 100 Bazr Harbor Drive, P.O. Box C700, West Conshohocken, PA 19428- 2959. ASTM D 86, Standard Test Method for Distillation of Petroleum Products, 1995. ASTM D 323, Standard Test Method for I/apor Pressure of Petro- leum Products (Reid Method), 1994. C.1.2.3 CRC Publications. Coordinating Research Council Inc., 3650 Mansell Road, Suite 140, Alpharetta, GA 30022. CRC Report No. 583, Aircraft and Refueler Bonding and GraundingStud;, 7993. C.1.2.4 FM Publications. FM Global, 1301 Atwood Avenue, P.O. Box 7500, Johnston, RI 02919. FM Class 3610, Intrinsically SafeApriaratus and Associated Ap- paratus for Use in Class I, 77, da III Division 1, and Class I, Zone 0 fti I Hazardous (Classified) Locations. C.1.2.5 ISA Publicatons. ISA, 67 Alexander Drive, Research Triangle Park, NC 27709. ANSI/ISA 12.02.01, Electrical Appur¢tus fm' Use in Class I, Zones 0, I, Ed 2 Hazardous (Classified) Locations-Intrinsic Safety "i". C.L2.6 NTIS Publications. National Technical Information Service, 5285 Port Royal Road, Springfield, UA 22161. An Evaluation of the Rel¢tiveFire Hazards ofJETA andJET Bfor Commercial Flight (N'7410709): C.1.2.7 LiL Publications. L7nderwriters Laboratories Inc., 333 Pfingsren Road, Northbrook, IL 60062-2096. ANSI/UL 918, Standard for Intriresic¢llry Safe Apparatus and Associated Appdratus for Use in Class I, IZ, and III Division 1, Haz- ardous (Classified) Locations, 2002. Revised August 2004. ANSI/UL 60079-11, Electrcal Apiparatvs for Use in Goss I, Zones 0, Z, fo' 2 Hazardous (Classified) Locations Intrinsic Safety "i ". 2007 Edition ANNEX C 407-25 C.1.2.8 Other Publicatons. Bachman, K. C. and W. G. Dukek, St¢tic ElectriciCy in Fuel• ing Suprrjets, 1972. Exxon Research & Eng. Co: Brochure, Linden, Ivy. - C.2 Informational References. The following documents or portions thereof are listed here ac informational resources only. They are not a part of the requirements of this document C.2.1 API Publications. American Petroleum. Institute, 1220 L Street, N.W., Washington, DC 20005-4070. API STD 2000, 7/enting Atmospheric ¢nd Love-Pressure Storage T¢nks, 1992. C.2.2 ASTM Publications. ASTM International, 100 Barr Har- bor Drive, P.O. Box C700, West Conshohocken, PA 1942& 2959. ASTM D 910, St¢vxd¢rd Specific¢tion for Avi¢tion G¢solenes, 1995. ASTM D 1655, St¢nd¢rd Specifu¢tion forAvi.atimx Twrbine ~o- els, 1995. C.3 References for Extracts in Informational Sections. (Re- served) 2007 Etlition 407-26 AIRCRAFT FUEL SERVICING Index Copyright ©2006 National Fire Protection Association. All Rights Reserved. The copyright in this index is separate and distinctfrom the copyright in the document that it indexes. The licensing provisions set forth Eor the document are not applicable to this index. This index may not be reproduced in whole or in. part by any means without the express written permission of NFPA. -A- Access, fire fighting ......................... ......................... 4.1.5 Aircraft Accessibility to ........................... .......................... 4.1.5 Definition ................................ .......................... 3.3.1 Occupancy duringfuel servicing ... 5. 11, 521.2, 5.22, A.5.21.2(2) Aircraft fueling hose ....................... ... see Hose, aircraft fueling Aircraft fueling vehicles ... 4.3, A.4.3.5:1 t o A.4.3.21.4; see a7soAircraft fuel servicing hydrant vehicles; Aircraft fuel servicing tank vehicles; Hydrant carts Bonding ................................. ...................see Bonding Cabinett .................................. .......................... 4.3.8 Containers/systems for flammable liqu ids .................. .4.3.5 Definition ................................ ...................... 3.3.35.3 Emergency shutoff controls ........... .see Emergency fuel shutoff Engine exhaust system .................. .............. 4.3.6, A.4.3.6.1 Fill openings and top flashings ....... ......................... 4.3.13 Fire extinguishers for ................... ......................... 4.3.9 Fuel control valves ...................... ............ 4.3.16.1, 4.3.16.2 Lighting and electrical equipment ... ............... 4.3.7, A.4.3.7.4 Loading .................................. .................. 4.3.19, 5.20 Maintenance ............................ ........................... 5.17 Marking .................................. .......................... 5.1.3 Materials ................................. ......................:... 4.3.1 Outlet valves ............................ ......................... 4.3.15 Piping, joints, flanged connections, an d couplings .......... 4.3.14 Portable fire extinguishers on ......... ......................... 5.13.2 Pnsidoning of ........................... ........................... 5.12 Product identification signs ........... ......................... 4.3.18 Product recovery tanks ................. ......................... 4.3.23 Smoking restrictions ................... .......... ........... 4.3.11 8pi11 control ............................. ............ 5.2.7, 5.2.8. A5.2 Static protection ........................ .......................... 4.3.3 Aircraft fuel servicing (definition) ....... ....................... 3.3.27.1 AirccaYt [foci servicing hydrant vehicles .. ...... sev aGof.ircraft fueling vehicles Definition ............................... ....................... 3.3.35.1 Fire extinguishers on .................. ................ 4.3.9.2, 5.13.3 g .................................. Parkin 5.19 ........................... Aircraft fuel servicing ramps or apmns Definition ............................... ........................... 3.3.4 Drainage ................................. ....................... 4.4.11.1 Electrical equipment .................. ...................... 5.7,A5.7 Fueling hydrants and pits below ...... .. 4.4.10.2, 4.4.10.3, 4.4.11.2 Open flames on ........................ ............................. 5.8 Portable fire extinguishers on ........ ................. 5.13.1, A.5.13 Aircraft fuel servicing fault vehicles (fuelers) ...........see also Aircraft fueling vehicles; Cargo tanks9 Tank full trailers; Tank semitrailers Definition ............................... .......................3.3.35.2 Emergency remote control stations . .......................... 4.3.22 Fire extinguishers on .................. ......................... 4.3.9.7. Fuel dispensing system ................ .......................... 4.3.16 Loading ................................. ............. 4.3.19, 5.20 .. Bottom loading ..................... ..... 4.3.21, 5.20.3, A.4.3.21.4 Top loading .......................... ...............:. 4.3.20, 5.20.2 Parking ................................. ............................5.18 Public highways, use on .............. ... 4.3, A.4.3.5.1 to A.4.3.21.4 Spill control ............................ 52.7, 5.2.8 ............... Aircraft radar equipment ................ ..... .............. 4.1.4.1 Airport fueling systems .................. ..... 4.4, A.4.4.4.1 m A.4.4.12 Acceptance inspecdon ................ ........................... 4.4.2 Cathodic protection ............................ ...... 4.4.12, A.4.4.12 Definition ........................................ .................. 3.3.7 Design approval ................................. .................. 4.4.1 Drainage ......................................... ................. 4.4.11 Electrical requirements ......................:. .................. 4.4.9 Emergency shutoff system ..............see E mer ene fuel shutoff Y ~ Filter vessels .................................... ........ 4.4.8 ... .... Fuel flow control ............................... ................... 4.4.7 Fuel storage tanks .............................. ....... 4.4.4, A.4.4.4.1 Requirements .................................. ................... 4.4.3 System approval ................................ ................... 4.4.2 Tests .............................................. ................ 4.4.13 Transfer piping ................................. ...... 4.4.6, A.4.4.6.11 Approved (definition) ............................ .......... 3.2.1, A.3.2.1 Aprons ..................... see Aircraft fuel servi cing ramps or aprons Authority having jurisdiction (defnddon) ...... .......... 3.2.2, A3.2.2 Auxiliary power unit, operation during fueling .............. 5.5.1 Ex. Aviation fuel Definition ....................................... . ...........3..3.8 Hazards of ...................................... 1.2.2, A.1.2, Annex B -& Bonding .... 4.1.2, 4.3.3.1, 4.3.3.2, 4.6.3.5, 4.6.10, 5.4, A.4.6.3.5; A.5.4 For bottom loading ................... ........................ 5.20.3.1 For top loading ........................ ........................ 5.20.2.1 Bulldreads ................................. ........................ 4.3.12.4 Definition ............................... ........................... 3.3.9 Burst pressure ............................. ...................see Pressure -G Cabinets Fuel servicing ............................... ..................... 4.4.10 Vehicle auxiliary equipment ............... ....................... 4.3.8 Ga_-go s~u~ ..................................... .............. 4.3.2, 4.3.12 Ba&les ........................................ ................... 4.3.12.4 Definition ..................................: ........... 3.3.11, A3.3.11 Tests ............... ........................... ..................... 4.3.17 Carts ............................................. ......... see Hydrant cares Cathodic protection .......................... ........... 4.4.12. A.4.4.12 Definition ................................... ......................3.3.12 Containers, flammable liquid ................ .....:................. 4.3.5 -D- Deadman controls ......................... 4.1.7, 4.1.8, 4.3.16.2, 4.4.7.2, 4a.8, 5.2.5, 5.20.1.3, A.4.1.7; see also Emergency fuel shutoff Definition .. ... 3.3.13 For bottom loading ................ ................. 4.3.21.7, 5.20.3.2 For top ioading ..................... ........................... 4.3.20.5 Monitoring .......................... ..............................5.15 Defitddons .............................. ........................... Chap. 3 Defueling .............................. ............................ 5.14 Design .................................. ........................... Chap. 4 _~ Electrical equipment Aircraft fuel servicing ramps ................ ................ 5.7, A5.7 Aircraft fuel servicing vehicles ............. .......... 4.3.7, A.4.3.7.4 Airport fueling systems ...................... ..................... 4.4.9 Isolation devices .............................. ..................... 5.1.2 2007 Edition 407-27 ElecNric hand lamps ............................ ... ..................... A.5.7 Definition .................................... .................... 3.3.14 Eleetrosmfic hazards ........................... .......tee Static electriciry Emergency fuel shutoff ..............5.2.5; see also Deadman controls Airport fuel. systems ............... 4.4.3.3, 4.4.5, A.4.4.5.2, A.4.4.5.4 Cargo tank or compartment ouflets ....... .................... 4.3.15 Definition .................................... ..................... 3.3.15 Operations .....................:............ ................ 4.6.10, 5.3 ...._ Rooftop heliports ........................... ...................... 4.5.9 Self-service aircraft fueling ................. .. 4.6.3.3, 4.6.6 to 4.6.10 Tank vehicle loading stations, remote con trol of ............ 4.3.22 Employees Lighters and matches carried by .......... ............... 5.8.5, 5.8.6 Training ....................... 4.5.11, 5.1.1 , 5.13.6, A.5.1.1, A.5.13.6 Engines Aircraft Fuel servicing, operation during ........ ............. 5.5.1, 5.21.1, 5.21.2, A5.21.2 (`L) Fuel spills, operation at time of ........ ...................... A..5.2 Alreraft Euel servicing vehicles and carts Engine compartments .............:..... ...................... 4.3.4 Fuel spills, operation at time of ........ ...................... A.5.2 Internal combustion, around aircraft ..... ........................ 5.6 Extinguishers, Portable fire .................. ........... 4.1.6, A4.1.6.1 Aircraft fuel servicing vehicles ............. ...................... 4.3.9 Aircraft servicing ramps or aprons ........ ............ 5.13.1, A.5.13 Emergency fuel shutoff system ............ .:.................... 4,6.8 Inclement weather, protection against ... .......... 5.13.5, A.5.I35 Training in use of ........................... .......... 5,13.6, A.5.23.6 Parking .................. ...........................................5.19 Positioning of ........... ........................................... 5.12 Spill control ............. ................................ ..... A5.2 Static protection ........ .......................... 4.1.2.:, 4.3:3, 5.4.4 Hydrants,fuet servicing .. .......... _ ......................4.4.10,5.25 Hydrant valves ............. ..................... 4.4.7.1, 4.4.7.2: 4.4.10.1 Definition ............... ......................................... 3.3.20 Hydrant veMcles ...'... _.. see Aircraft fuel servicing hydrant vehicles Hydmsmtic tests Airpor[ fuel systems ._ .......................................... 4.4.13 Cargo tanks ............. ....................................... 4.3.1.7.1 Fuel dispensing system . ..................._.................. 4.3.17.2 Hose _ ................... ................. 4.2.2.1, 4.2.2.2(10), 4.2.2.4, 4.2.2.5, 4.2.3, 5.16.4, 5.16.7, A.4.2, A5.16.4 -r- Intrinsically safe appazanvs ..........:..................... 5.7.6, A.5.7.6 Isolation valves ................................ 4.4.6.11, 5.12, A.4.4.6.11 U Labeled (definifion) ......:..................... ..................... 3.2.3 Lamps, electric hand .................. _ ....... ..................... A.5.7 Definition .................................... .................... 3.3.].4 Lighting, vehicle ................................ .......... 4.3.7, A.4.3.7.4 Lightning precautions .......................... ................ 5.9, A.5.9 Listed (definition) ................ .............. ............ 3.2.4, A3.2.4 Locations for fuel servicing ................... ............ 5.10, A.5.10.2 -g- Fillopenings _ ............................. .........................4.3.13 Fire protecfion, rooftop heliports ....... ......................... 4.5.10 Fuel, adafion .............................. .............. seeAviadon fuel Fuel dispensing systems/devices ......... .......................... 4.3.16 Selfservice .............................. ................ 4.6.8, A.4.6.3.5 Tescs ..................................... .......................... 4.3.17 Fuelees ............... see Aircraft fuel ser vicing Bank vehicles (fuelersj Fueling hose ......................... ...... ....see Hose, aircraft fueling Fuel servicing smfion (definition) ....... ............... 3.3.16, A3.3.16 Fuel storage masks ........................ ................ 4.4,4, A.4.4.4.1 -G Gmnnd radaz equipment .............................. 4.1.4.2, A.4.1.4.2 -H- Hazards Aircraft fuel hose failure ........... ............................ A5.16 Electrostatic .......................... ..............see Static electricity Fire, aviation fire) .................... ........... 1.2.2, A.1.2, Annex B Head (definition) ....................... ............................. 3.3.18 Heaters, operation during fueling ... .............................. 5.5.2 Hehcopters Rapid refueling of .... _ ............. ................ 5.21, A5.21.2(2) Rooftop heliports, fueling at ....... .................. _............ 4.5 Hose, aimraft fueling Conductive .......................... .............................. 5.4.6 Failure of ............................. ............................ A.5.16 Heliports .................... _....... ....................... 4.5.6, 4.5.8 Inspection and maintenance ...... ...................... 5.16, A.5.16 .; Removal following fueling ......... . .............................. 5.2.2 ... Requirements ....................... ......................... 4.2, A.4.2 Storage ................................ ............... 4.1.1, 5.2.2, A.5.2 Tests ........................ _......... A.4.2; see also Hydrostatic tests Hydrant carts .......................... see akn Aircraft fueling vehicles Definition ............................ ............................:3.3.19 Fire extinguishers on ............... ................... 4,3.9.2, 5.13.3 Lighting and etectrical equipment .................. 4.3.7, A.4.3.7,4 Maintenance ........................ ........................... _.. 5.17 Materials ............._.............. .............................. 4.3.1 -M- Mazldng, aircraft fueling vehicles .................................. 5.1.3 Measurement, units of ................................................. 1.3 Misfueling (definition) ............................................. 3.3.22 -N- Nozzles, fuel ....... _ ................................................ 5.2.3 Bonding ....., ... _ ...................... ...........................5.4.2 Receptacles ..................................... _................. 4.1.1 Rooftop heliports, fueling facilities at .......................... 4.5.5 Self-service aircraft fueling facilities ............................. 4.65 -O- Open flames, aircraft fuel. servicing ramps ......................... 5.8 Operations ................................................ 4.6.10: Chap. 5 Overshoot (definition) ............................................. 3.3.23 .p_ Parking, of fueling vehicles .......... ......................... 5.18, 5.19 Passengers Fuel servicing, during ............. ... 5.11, 5.21.2, 5.22,A5.21.2(2) Fuel spills, evacuation during .... ............................... A5.2 Piping Aircraft fuel servicing vehicles ... .............................. 4.3.14 Rooftop heliports .................. ........:...................... 4.5.4 Transfer ............................. .................. 4.4.6. A.4.4.6.11 Pits, fuel servicing .................... ....... 4.4.10, 4.4.11.`?, 5.20.1.1.2 Pressure Burst (definieion) ................. ............................ 3.3.`?4.1 Of delivered fuel ................... .................. 4.4.7.3, A.4.47.3 Test ................... 4.2.2.1, 4.2.2.2(10), 4.3.17.1, 4.3.17.2, 4.4.13 Definition ....................... ............................ 3.3.24.2 Working ............................. 4.3.17.2, 4.4.10.1, 4.4.13, 6.16.2 Definition ....................... ............................ 3.3.245 Pressure fuel servicing Controls ....._ ...................... .................. _._ _......4.1.8 Definition .......................... ......... _...~.. _......... 3.3.27.2 Product recovery tanks ............... .............................. 4.3.23 Pumps Fuel servicing ...................... ............................ 4.3.16.4 2007 Etlition 407-28 AIRCRAFT FUEL SERVICING Rooftop heliport fueling ...........................................5.3 Spill control ......................................... 5.2.4, 5.2.7, 5.2.8 Purpose of standard ................. ........................... 1.2, A.1.2 -R- Radar equipment ......................................... 4.1.4, A.4.1.4.2 Ramps ...................... see Aircraft fuel servicing ramps or aprons References ............................................. Chap. 2 Annex G Rooftop fueling, heliport ............................................. 4.5 -S- Scope of standard ..................... ............................... 1.1 Selfservice fueling .................... ............... 4.6, 5.22, A.4.6.3.5 Definition .......................... .............................. 3.3.26 Semitrailers, tank ..................... ............. see Tank semitrailers Servicing Aircraft fuel servicing (definition) ........................... 3.3.27.1 Pressure fuel servicing Controls .......................... ............................... 4.1.8 Definidon ....................... ............................ 3.3.27.2 Sltail (defmition) ...................... ............................... 3.2.5 Should (definition) ................... ............................... 3.2.6 Smoking prohibition ................. ........................ 4.1.3, 4.3.11 Spills, prevention and control of .... .......................... 5.2, A.5.2 Standard (definifion) ................. ............................... 3.2.7 Static electricity ....................... 4.1.2, A.4.1.2.6; see also Bonding Aircraft fuel servicing vehicles .... ............................... 4.3.3 Heliports ............................ ............................... 4.5.7 -T- Tadk )raffles Cargo tanks ...................................... .............. 4.3.12.4 Definition ...... ...... ................ . ............ 3.3.28 Tank comparanents Definition ........................................ ................ 3.3.29 Emergency fuel shutoff ..............:.......... ................ 4.3.15 Tank full trailers .................................... ................ 4.3.10 Dennition ........................................ ................ 3.3.30 Electrical service wiring . ....................................... 4.3.7.7 ` Pumping arrangements . . ...................................... 4.3.16.5 Tanks Gargo ................... .. ................. .............see Cargo tanks Fuel storage ........ . ..... .............................. 4.4.4, A.4.4.4.1 Product recovery ......... ........................................ 4.3.23 Tank semitrailers ........... ........................................ 4.3.10 Definifion ................ ........................................3.3.31 Electrical service wiring .......................... _............ 4.3.7.7 Pumping arrangements . ..._ ................................. 4.3.16.5 Tank trucks (definiton) .... 3.3.32; sev ¢LsoAircraftfuel servicing tank vehicles Tank vehicles (definidon) . ....3.3.35.5; see ¢7soAircraft fuel servicing tank vehicles Test pressure ............... ...................................sec Pressure Tests Aircraft fueling hose ... .........................see Hydrostatic tests Airport fuel systems .... ...................................... 4.4.13 Cargo ranks ............. ....................................... 4.3.17.1 Fuel dispensing system . ..................................:.... 4.3.17.2 Top fleshings ............... .....................................:... 4.3.13 'hailers, tank full .......... ..........................see Taak full trailers Training, employee ....... ...... 4.5.11, 5.7.1, 5.13.6, A.5.1.1, A.5.13.6 Transfer piping ............ .............................. 4.4.6, A.4.4.6.11 -U- Units of measurement ................................................. 1.3 -V- Valves Hydrant ..............................................see Hydrant valves Isolation .................................... 4.4.6.11, 5.1.2, A.4.4.6.11 Vehicles .. seerlircraft fueling vehideA; Aircraft fuel servicing hydrant vehicles; Aircraft fuel servicing tank vehicles (fuelersj; Hydrant carts; Tank vehules Venting, cargo tanks ................................... _.. 4.3.12.5 -W Workingpmssure ..............:...........:..................see Pressure 2007 Edition O6 07 OB 09 6 5 4 3 2 1 CouAN port Name: KENAI MUNICIPAL AIRPORT C~TY ®F KENAI KeviswnSroR,leq )VISION AAt-600 AIRPORT CERTIFICATION MANUAL JA 2 4 2DD5 APPROVE Section Number Section Title: 139.321 Handling and Storing of Hazardous Substances and Materials Paoe 3 of 6 Areas for Fuel Storage and Loading Explosives (1) Fuel storage on the Airport is to be confined to the lots of those tenants whose lease agreements grant them fuel storage privileges. (2) Hazardous materials other than fuel will be loaded and unloaded at an area of the Airport designated by the Airport Manager or designated representative. Escort to this area for surface transportation of hazardous material can only be supplied by the Airport Manager or designated representative. Fuel -Storing and Dispensing All tenant fuel handling agents are required by provision in their lease agreements to insure that all storage, dispensing, and otherwise handling of fuel on the Airport (other than articles and materials that are, or are intended to be, aircraft cargo) is done in accordance with all the National Fire Protection Associate codes and all Federal, State and local ordinances. Tenant Fueler Fire Safety Requirements All airport tenants whose lease allows th sale of fuel will conform to the following: (1) At least one supervisor employed by the tenant must have completed an aviation fuel-training couls~e~n fir~safety that. is authorized by the FAA. __ his supervisor must be trained prior to initial performance of duties, or enrolled in an authorized aviation fuel training course that will be completed within 90 days of initiating duties, and receive recurrent instruction at (east every 24 consecutive calendar months. (2) All other tenant employees who fuel aircraft, accept fuel shipments, or otherwise handle fuel must receive at least on-the-job training and recurrent instruction every 24 consecutive calendar months in fire safety from the supervisor trained in accordance with this section. Revised Date: 12/6/2004 Airport Name: KENAI MUNICIPAL AIRPOR~ C~TY ®F KENAI Revi'~lE`?~~~S10N AAL-600 "~j/j AIRPORT CERTIFICATION MANUAL JgIV 2~4 2005 ~i ~APhftOVED 139.321 I Handlino and Storing of Hazardous Substances and Materials I Page 4 of 6 (3) Once every 12 months the Airport Manager will obtain from each tenant fueler a letter of verification stipula#ing that the training required in (1) and (2) has been accomplished. This written confirmation will be maintained for 12 consecutive calendar months. (4} The Airport Manager or designated representative will conduct a fuel fire safety inspection at each tenant's fueling facility at least once every 3 consecutive months. During the inspection, the Kenai Fire Marshall will complete Exhibit 139.321 A Fueling,lnspection.Report form included at the end of this section. The Kenai Fire Marshall will maintain a copy of each fueling inspection form on file for at least 12 months. During the inspection, the Airport Manager will assure that the tenant's fueling facilities and personnel conform with the accepted practices and procedures normally taught in the fire safety training course which is outlined in the following paragraph of this section. ~5) All tenant fuelers have been advised in writing of the fire safety training requirements as defined within this section. All tenant fuelers are required to comply with the fire safety-training requirement or the provision within the respective lease governing resale off fuel The following outline provides the basis for an acceptable fire training safety course for airport tenants who sel viation fuel. Further detail concerning the subject can be found in FAA A visory Circular 15015230-4 Aircraft Fuel Storage, Handling, and Dispensing on Airports and the National Fire Protection Associations' "Standard for Aircraft Fueling Servicing" in NFPA 407 (1996 version) and the current version of the International Fire Codes. All inspections of tenant fuel facilities will be conducted for the purpose of assuring compliance with the fire safety practices listed in these three documents. FIRE TRAINING COURSE I. Fire Behavior and Extinguishment (a) The chemical and physical phenomena of fire. (b} Materials and methods used for extinguishments. Revised Date: 12/6/2DOA CITY OF KENAI AIRPORT CERTIFICATION MANUAL Section Number (Section Title: 139.321 Handling and Storing of Hazardous II. Ignition Source Control (a) Smoking (b) Matches and lighters (c) Open fires (d) Power equipment (e) Heating equipment {f) Static (g) Olothing (h) Electrical equipment (i) Rubbish Q) Outside fire source Vapor Control (a) (b) (c) (d) {e) (fl Truck filling Switch fueling Leaks Spills Cleaninng solvents Ventilation IV. Fire Control Procedures (a) Alert persons in area (b) Summon fire agency (c) Control flow of products V. Marking for Fuel Identification (a) Marking Code (b) Fuel naming system (c) Color code system (d) Banding system (e) DOT fuel identification system KENAI MUNICIPAL AIRPORT '"'~'~~~J~'Y~`b~IsION AAL-600 JAN 2 4 200 APPROVED :antes and Materials Page 5 of Revised Date: 1 21612 0 0 4 Airport Name: KENAI MUNICIPAL AIRPORT CITY OF KENAI AIRPORT CERTIFICATION MANUAL Section Number i Section Title: VI. Aircraft Fuel Servicing Location AAL-600 JAN 2 4 2005 Substances and (a) Positioning of aircraft (b) Accessibility of aircraft by emergency equipment (c) Fueling during passenger boarding (d) Aircraft occupancy during fuelling VII. Fire Extinguisher on Aircraft Servicing Ramps (a) Number required, location, marking, accessibility VIII. Fire Safety While Refueling 1X. Deadman Controls on Fuel Flow (a) Installation (b) Location (c) Design X. Access Control to Fuel Storage P.reas XI. International Fire Code Standards (a) Brief familiarization with the IFC Revised Date. 92/6!2004 FIRE SAFETY chapter s attachment A THREE MO-d7n AIRPORT FUELING It~~~p'~~~y~~KLIST ___ _ AAL-6UU AIRPORT LEASE HOLDER DATE VEHICLE OR FACILITY S U 5 =SATISFACTORY U =UNSATISFACTORY REFERENCE PERSONNEL Tf2AINING Su ervisor com leted Fire Safet Trainin ? Personnel who handle fuel received Fire Safet Trainin ? PLACARDING Displa ed -Tank owner -Contact phone number (two sides)? Dis la ed -Tank contents - T pe of Fuel, Capacit & Flammable (four sides)? UFC 79032.1.3.2 NFPA 407 2-3.18 NFPA 302-9,3 Dis la ed - No Smokin (four sides)? UFC 2401.9 UFC 7902.1,3.1 ELECTRICAL Is the electrical s stem in a safe and in serviceable condition ? EMERGENCY FUEL SHUT-OFF Does fuels stem have an approved emer enc fuel shut-off? Is the emer enc fuel shut-off placarded correct) ? UFC 5201.5.3 NFPA 407 2-3.15 NFPA 407 z-4.3.3 UFC 5201.5 3 NFPA ao7 z-4.5.7 Is the emer enc fuel shut-off located no closer than 20 K. but no further than 100 ft. from the dispenser? UFC 5201.5:3 FIRE CONTROL Are there a minimum of two 20 8:C or one 40 B:C extinguisher(sj within close proximity of the fuel dis enser? NFPA 407 3-13.2 uFC24o1.13s Is the extin visher(s) located correctly and clear) marked? NFPA 10 1-G.3 NFPA 10 1-G.12 Is the extin uisher(s) "quick checked" inspected month) ? NFPA 70 4-3.1 Is the extin uisher(s) annual inspection current? NFPA 10 4-4.1 Is the inspection to {s) in place and current? ~ NFPA 10 4-4.3 Is the extin uisher(s) protected from snow & ice? NFPA 407 3-13.5 Is the vehicle i ninon sources controlled? FUEL HOSES Is the fuel hose free of blisterin ,saturation, cuts & nicks? _ NFPA 407 3-1G.1 Pro er fuel hose(s) bein used? UFC 2402.2.5 UFC 5202.23 NFPA ao7 2-21 Are hose(s) free of improper hose connection(s), worm ear clamps or taped connections? UFC 7901. t 1.8, NFPA 30 3-4.1 Are there an fuel leaks? Is the hose(s) reeled up or pulled back to cabinet? uFC z4oz a uFC szoz.4.3.1 NOZZLES Is there a dri container or nozzle end ca ? AC 150 5230-4 77c (17) Are there an fuel leaks? 1fl AAC 075,300 Is the nozzleiree of an hold o en device? UFC 2402.8.4 NFPA 407 3-15.2 Are there Deadman controls? BONDING IS the fuel 5 stem bonded? UFC 2402.2.3 NFPA 407 3-4.1 Does the bondin cable appear to be dama ed, have fra s or kinks? NFPA 407 2-tz.3 Is the bondin s stem attached to a point of zero electrical otentlal? n AAC 40.02012) Is the Plug, Jack Assembly & Spacing clamp unpainted metal? EXHIBIT 139.321 Page ': of 2 This form must be maintained in the Airport Manager's file for 12 months FIRE SAFETY chapter s Attachment A THREE MONTr~ AIRPORT FUELING INSPECTION CHECKLIST S U S =SATISFACTORY U =UNSATISFACTORY REFERENCE FIXED TANKS SINGLE DOUB LE DW-FR ( check one) I s the tank other than ravit feed delive ? Are the tank(s) distances correct to ro ert boundaries and buildin s? UFC.790z.z.z.2 - UFC 7902.1.3.1 Is the tanh(s ro erl fenced and lacarded? NFPA 407 2-1.3 UFC 7901,8 Is the tank(s) in a ro erl lined, bermed or diked containment area? NFPA 30 2-3.4.1 Are there an fuel Teaks? Are bollards installed? Is area free of trash? MOBILE TANKS D OR FUEL TRUCK O (check one) Is the mobile fueler{s) authorized b DOT&PF? Is there a "NO SMOKING" si n in the cab of the vehicle? NFPA4o7 z-6.11.1 Is the ci aretie li hter removed? NFPA4o7 2-3.11,z Is the exhausts stem correct? NFPA 407 z-3,6 Is the emergency shut off properly placarded with what must be done to shut off fuel? (PUSH, PULL, DISCONNECT ELECTRICAL, ETC.) Is the fuel hose{s or i esfree of leaks? Is the electrical s stem correct? NFPA 30 2.1 Is the vehicle parked the correct distances from buildin and premises lot bounda ? sFMO AowcF Are the mobile tank wheels chocked when not in use? Is the mobile tank or motor vehicle fueler mobile? Check O NOTES: appropriate AA AIRPORTS DMS10N yin F JAN O AAL-fi00 w FEB O JAN 2 4 2005 w MAR O -~ APR O RPPROVED a ~ MAY O v JUN O z JUL O ® _ AUG O - U SEP O w OCT O ~ z e NOV O DEC O Date Noted Deficiencies Must be Corrected: Date Completed; INITIAL Insp ector Signature: Date: Lease HolderlFuel Tenant Si nature Date: o CC~OFAI('FR eRF FRnM THE 1990 AnnITInN nF NFPA am ArJn zHe 1997 UNIFORM FIRE CODE ARE THE CURRENT ' ~RDS IN EFFECT AS OF 12/00. Page 2 of 2 This form must be maintained in the Airport Manager's file for 72 months Kenai Airport Fueling fns! ~tion Checklist MOBILE FUELER Fer al! airport fuelers with tanks over 250g ~~ AIRPORTS DIVISION AAL-600 Y N 1. Has the supervisor completed approved fire safety training 139.321(e)(1), IFC 1106.5.3.2 in the last 24 calendar months? Y N 1 2. Have the personnel who handle fuel received approved 139.321{e)(2), IFC 1106.5.3.2 fire safet trainin within the last 24 calendar months? Y N 3. Is the tank owner and contact phone number displayed on State airport requirement. at least two sides? I 4. Is the electrical system provided protection from physical State Airport Requirement, IFC Y N damage and from contact with spilled fuel either by its 1106.3.4 location or by enclosing in metal conduit or other oil-resistant ~ rotective coverin ? Y N 5. Is there a hand or power pump for fuel delivery? (NOT ' NFPA 407 5.2.4 ravit flow ~ _ Y _ N 6. Does the fuel system have an approved emergency fuel ~ NFPA 407 4,5.9. i shut-off? _ _ . i _ 7. Is the emergency shut-off NFPA 407 4.5.9.3 ' l Y N labeled "EMERGENCY FUEL SHUT OFF" Y N in letters at least 2" high? ~ Y ~ N Is the action to be taken (PUSH, PULL, BREAK ! GLASS) clearly shown? Y N Does the lettering contrast easily? i Y N -- 8. Are there a minimum of two 20 B.C fire extin uishers? IFC 1105.6.1 Y N 9. is at !east one ext':nguishecwithin 75' of the fuel 1FC 1105.6 j dispenser? Y N 10. Are the fire extinguishers readily accessible from the NFPA 407 4.3.9.3 ~ ~ round? Y _ N 11. Has the fire extin uisher had an annual ins ection? NFPA 906.1 Y N 12. Is the fire extin uisher ins ected month) ? NFPA 906.1 13 If the extinguisher is in a cabinet or enclosed NFPA 407 4.3.9.4 compartment, is it: Y N clearly marked with "FIRE EXTINGUISHER" Y N in letters at least 2" hi h? Y N 14. Is the area of the paneling or tank immedlateiy adjacent NFPA 407 4.3.9.3 ~ to the fire extinguisher painted in a contrasting color? Y _ N 15. Are the extinguishers protected from snow, ice and other NFPA 407 4.3.9.4 weather conditions? __ Y N _ 16. Are sources of ignition (flame or spark) controlled within ~' IFC 1106.10 X50 feet of fuel transfer? " _ _ _,_ Y N 17. Is the fuelin area free from combustible material? ~ IFC 1103.3 ~j Y N 18. Are ladders, hose reels and similar accessory equipment IFC 1106.3.6 constructed of noncombustible materials? not wood Y ' N 19. Is the fuel hose free of blistering, saturation, cuts and NFPA 407 5.16.1 Y N j nicks? 20 Is the s stem free of an fuel leakso ~ ~~ ~NFPA 407 5.2.1 EXHIBIT '139.321A c~ Inspected by Date: 21. Is a proper fuel hose being used? IFC 1106.3.3 I Y N i . Made for dispensing hydrocarbons Y M I . Not excessively long -appropriate length Y N Approved shut-off nozzle, actuated by hand pressure only Y N Bonding cable present and appropriate for aircraft being serviced L 22. Is,the hose iFC 1106.7, NFPA 407 5.16.6 Y N reeled up or pulled back to the cabinet Y N • and free of kinks? Y N 23. Do fuel nozzles have appropriate handles to prevent IFC 1106.11.2 bein dra ed alon the round? i _ Y N 24. Is there a drip container or nozzle end cap in place and State requirement bein used? - Y N 25. Is the bonding cable IFC 1106.3.7.2 stored and protected properly, • and free from dama e, fra s or kinks? Y N 26. Is the jack, plug, clamp and connecting point clean, NFPA 407 4.1.2.3 un ainted metal? Y N 27. Is there. a "NO SMOKING" si n in the cab of the vehicle? NFPA 407 4.3.11 Y N 28. Has the cigarette lighter been removed, and ash tray not I IFC 1106.3.9 I available? I- 29. Is the vehicle and all fueling equipment I IFC 1106.4.1 Y N ~ In good repair? Y ~ ~ Free from accumulations of oil, rease? Y _ N 30. Is the electrical system encased in a vapor-tight ~ IFC 1106.3..4 housin ? ~_. _ _ 31. Is the vehicle parked IFC 1106.20.1 Y ' N 10' from other vehicles? Y N 50' from buildin s other than ara e or mx facilit ? I Y N 32. Are wheels chocked during transfer operations? IFC 3406.5.1.16.2 Y N By chocks at least 5" by 5" by 12"? I ~ Y N B chocks dished to fit the tire? 33. Required vehicle markings, per NFPA 407 4.3.1 S FLAMABLE? TYPE OF FUEL? 3"HIGH MIN CMIN ONSTRASTING COLOR? Side 1 Y N Y N Y N Y N Side 2 Y N Y N Y N Y N ' Side 3 Y N _ Y N Y N Y N Date noted deficiencies must be corrected: Inspector Signature: Tenant/Representative Signature: Date noted deficiencies corrected: Date: pate: Initial: EXHIBIT 139.321A IAA AIRPORTS ~L-600 DIVISION Ft~C~ tl' `~ X008. . ~ Y N 1. Has the supervisor completed approved fire safety training 139.~z~fe~t i~, ~r~. i iuo. o.a~ in the last 24 calendar months? Y N _ 2. Have the personnel who handle fuel received approved 139.321(e)(2), IFC 1106.5.3.2 1 fiire safet trainin within the fast 24 calendar months? Y N 3. Is the tank owner and contact phone number displayed on State airport requirement ' at least two sides? 4. Is the electrical system provided protection from physical State Airport Requirement, IFC Y N damage and from contact with spilled fuel either by its 1106.3.4 i location or by enclosing in metal conduit or other oil-resistant rotective coverin ? - Y N 5. Is there a hand or power pump for fuel delivery? (NOT NFPA 407 5.2.4 ravit flow_ J' ' Y N - 6. Does the fuel system have an approved emergency fuel 'NFPA 407 4.5.9.1 L ~ - shut-off? _ -- 7. Is the emergency shut-off NFPA 407 4.5.9.3 i ' Y I N labeled "EMERGENCY FUEL SHUT OFF" ~ Y N ~ in letters at least 2" high? i - Y I N Is the actiorrto be taken {PUSH, PULL, BREAK i N GLASS) clearly shown? Y N Does the lettering contrast easily? Y N Is it easily seen from 25' away? Y N Is the placard T above grade? ~- l Y I N ~8_ Are there a minimum of two 20 * B:C fire extin uishers? IFC 1105.6.1 _ ~~ _ Y N 9. !s at least one extinguisher within 75' of the fuel IFC 1105.6. Y N dispenser? _ _ 10. Are the fire extinguishers readily accessible from the NFPA 407 4.3.9.3 I round? Y N 11. Has the fire extin uisher had an annual ins ection? NFPA 906.1 Y N 12. Is the fire extin uisher ins ected month) ? NFPA 906.1 13 If the extinguisher is in a cabinet or enclosed NFPA 407 4.3.9.4 ~ Y N compartment, is it: clearly marked with "FIRE EXTINGUISHER Y N . in letters at least 2" hi h? - Y N 14. Is the area of the paneling or tank immediately adjacent NFPA 407 4.3.9.3 to the#ire extin uisher painted in a contrastin color? Y N 15. Are the extinguishers protected from snow, Ice and other NFPA 407 4.3.9.4 weather conditions? --~ Y N _ 16. Are sources of ignition (flame or spark) controlled within r IFC 1106.10 ~ i 50 feet of fuel transfer? _ __ Y N ~ 17. Is the fuelin area free from combustible material? t IFC 1103.2 2 IF~3 Y N 18. Are ladders, hose reels and similar accessory equipmen . i constructed of noncombustible materials? not wood ~I __ -' Y N 19. Is the fuel hose free of blistering, saturation, cuts and NFPA 407 5.16.1 I nicks? ~ EXHIBIT 139.321A Y N 20. Is the :. stem free of an fuel leaks? NFPA 407 5.2.1 ' 21. Is a proper fuel hose being used? IFC 1106.3.3 Y N Made for dispensing hydrocarbons Y N ~ . Not excessively long -appropriate length Y N Approved shut-off nozzle, actuated by hand pressure only Y N Bonding cable present and appropriate for aircraft being serviced 22. Is the hose IFC 1106.7, NFPA 407 5.16.6 Y N reeled up or pulled back to the cabinet Y J. N and free of kinks? ~ --- Y N 23. Do fuel nozzles have appropriate handles to prevent 1FC 1106.11.2 bein dra ed alon the round? Y N 24. Is there a drip container or nozzle end cap in place and State requirement bein used? Y N 25. Is the bonding cable IFC 1106.3.7.2 stored and protected properly, • and free from dama e, fra s or kinks? Y N 26. Is the jack, plug, clamp and connecting point clean, NFPA 407 4.1.2.3 un ainted metal? - 27. The fueling site is required to have emergency NFPA 407 4.6.9 instructions conspicuously posted in the area, which incorporates the following or equivalent wording: I Y N . Use emergency fuel shut-off i Y N Report accident by calling (appropriate authority] Y N . Re ort address of site list address 28. Are the following signs posted within site of the IFC 2205.6 dispenser. I Y N It is illegal and dangerous to fill unapproved containers with fuel I Y N The engine shall be shut off during the fueling I ~ process Y N • Portable containers shall not be filled while in the vehicle _ Y N 29. Is the tank properly fenced to secure against FAR 139.321 (b)(2), (3) I .unauthorized entr ? _ -_ - 30. Side 1 Side 2 Side 3 Side 4 Entrance Entrance Hazard diamond Y N Y N Y N Y N Y N Y N N/A IFC 2703.5-6 NO SMOKING Y N Y N Y N Y N Y N Y N NIA IFC 310.3, NFPA 407 4.1.3 Date noted deficiencies must be corrected: Inspector Signature: Tenant/Representative Signature: Date noted deficiencies corrected: Date: pate: Initial: ~ ~b~@4t~If~iV ~@--~Q~ EXHIBIT 139.321A ~E~ EJ 7 j.,; ~$ ~~air~~ ~ (iii) Shock.. (iv) Primary patient survey. (v) Injuries to the skull, spine, chest, and extremities. (vi) Internal injuries. (vii) Moving patients. (viii) Burns. (ix) Triage. (5) A record is maintained of all training given to each individual under this section for 24 consecutive calendar months after completion of training. Such records must include, at a minimum, a description and date of training received. (6) Sufficient rescue and firefighting personnel are available during all air carrier operations to operate the vehicles, meet the response times, and meet the minimwn agent discharge rates required by this part. (7) Procedures and equipment are established and maintained for alerting rescue and firefighting personnel by siren, alarm, or other means authorized by the Administrator to any existing or impending emergency requiring their assistance. (j) Hazardous materials guidance. Each aircraft rescue acrd firefighting vehicle responding to an emergency on the airport must be equipped with, or have available tlu-ough a direct convnunications link, the "Noah American Emergency Response Guidebook" published by the U.S. Depar6nent of Transportation or similar response guidance to hazardous materials/dangerous goods incidents. Information on obtaining the "North American Emergency Response Guidebook" is available from the Regional Airports Division Manager. (k) Emergency access roads. Each certifcate holder must ensure that roads designated for use as emergency access roads for aircraft rescue and firefighting vehicles are maintained in a condition That will support those vehicles during all-weather conditions. (1) Methods and procedures. FAA Advisory Circulars contain methods and procedures for aircraft rescue and frefighting and emergency medical equipment and training that are acceptable to the Administrator. (m) Implementation. Each holder of a Class II, III, or N Airport Operating Certificate must hnplement the requirements of this section no later flzan 36 consecutive calendar months after Lune 9, 2004. § 139.321 Handling and storing of hazardous substances and materials. (a) Each certif cate holder who acts as a cargo handling agent must establish and maintain procedw~es for the protection of persons and property on the airport during the handling acid storing of any material regulated by the Hazaardous Materials Regulations (49 CFR 171 through 180} that is, or is intended to be, transported by air. These procedures must provide for at least the following: (1) Designated personnel to receive and handle hazardous substances and materials. (2) Assurance from the shipper that the cargo car be handled safely, including any special handling procedures required for safety. (3) Special areas for storage of hazardous materials while on the airport. (b) Each certificate holder must establish and maintain standards authorized by the Administrator for protecting against fire and explosions in storing, dispensing, and otherwise handlirg fuel (other than articles and materials that are, or are intended to be, aircraft cargo) on the airport. These standards must cover faeili±ies, procedures, and personnel training and must address at least the following: (1) Bonding. (2) Public protection. (3) Control of access to storage areas. (4) Fire safety in fuel fans and storage areas. (5) Fire safety in mobile fuelers, fueling pits, and fueling cabinets. (6) Training of fueling personnel in fre safety in accordance with paragraph (e) of this section. Such training at Class III airports must be completed within 12 consecutive calendar months after June 9, 2004. (7) The fire code of the public body havingjurisdiction over the airport. (c) Each certificate holder must, as a fueling agent, comply with, and require all other fueling agents operating on the airport to comply with, the standards establislled under paragraph (b) of this section and must perform reasonable surveillance of all fueling activities on the airport with respect to Those standards. (d) Each certificate holder must inspect the physical facilities of each airport tenant fueling agent at ]east once every 3 consecutive months for compliance with paragraph (b) of this section and maintain a record of that inspection for at least 12 consecutive calendar months. (e) The trainhag required in paragraph (b)(6) of this secfion nmst include at least the following: {1) At least one supervisor with each fueling agent must have completed an aviation fuel training course in fire safety that is authorized by the Administrator. Such an hrdividual must be trained prior to initial performance of duties, or enrolled in an authorized aviation fuel training course t11at will be completed within 90 days of initiating duties, and receive recurrent instruction at least every 24 consecutive calendar Inoi1t17S. (2) All other employees who fuel aircraft, accept fuel shipments, or otherwise handle fuel must receive at least initial on-the job training and recurrent instruction every 24 consecutive calendar months in fire safety from the supervisor trained in accordance with paragraph (e)(1) of this section. (fJ Each certifcate holder must obtain a written confirmation once every 12 consecutive calendar months from each airport tenant fueling agent t11at the training required by paragraph (e) of this section has been accomplished. This written confirnation must be maintained for 12 consecutive calendar months. {g) Unless otherwise authorized by the Administrator, each certificate holder must require each tenant fueling agent to take immediate corrective action whenever the certificate holder becomes aware of noncompliance with a standard requv'ed by paragraph (b) of this section. The certificate holder must notify the appropriate EAA Regional Airports Division Manager immediately when noncompliance is discovered and corrective action cannot be accomplished within a reasonable period oftime. (h) FAA Advisory Circulal-s contain methods and procedures for the handling and storage of hazardous substarlces arld materials that are acceptable to the Administrator. § 139.323 Traffic and wind direction indicators. In a manner authorized by tJae Administrator, each certificate holder AVIATION FACILITIES 1106.5.2 baectrical bonding. Aircraft-fueling vehicles shall be electrically bonded to the aircraft being fueled or defueled. Bonding connections shalt be made prior to mak- ing fueling connections andsPutll notbe disconnected until the fuel-transfer operations are completed and the Pue(ing connections have been removed. Where u hydrant service vehicle or cart is used for fuel- ing, the hydrant coupler shalt be connected to the hydrant system prior to bonding the I`ue(ing equipment to t11e air- crafC. ll06.5.2.1 Conductive hose. In addition to the bonding cable required by Section (106.5?, conductive hose sha(! be used for all fueling operations. 1106.5.2.2 Bonding conductors on transfer nozzles. Transfer nozzles shall b•~-t^,'quipped with approved bond- ing conducCOrs which shall be clipped or otherwise posi- Cively engaged with the bonding attachment provided on the aira-afC adjacent to the fuel tank cap prior to removal of the cap. Exception In the case of overwing fueling where no appropriate bonding ttachment adjacent to [he fuel fill port has been provided on the aircraft, Che fueling operator shall Couch the fuel tank cap with the nozzle spout prior to removal of the cap. The nozzle shall be kept in contact with the fill port until fueling is com- pleted. 1106.5.2.3 Funnels. Where required, metal hmnels are allowed to be used during fueling operations. Direct con- tact between the fueling receptacle, the funnel and the fueling nozzle shall be maintained during [he heeling operation. 1106.5.3 Training. Aircraft-fueling vehicles shall be attended and operated only by persons instn.icted in meth- ods ofproper use and operation and who are qualified to use such fttciing vehicles in accordance with minimum safety requirements. ll06.5.3.1 Fueling hazards. Fuel-servicing personnel shall know and undersCand the hazards associated with each type of fuel dispensed by the airport fueling-system operator. 1106.5.3.2 Fire safety training- Employees of fuel agents who fuel aircraft, accept fuel shipments or other- wise handle fuel shall receive approved Ere safety train- ing. 1106.5.3.2.1 Fire extinguisher training. Fuel-ser- vicing persom~el shall receive approved training in the operation of fire-extinguishing equipment. 1106.5.3.2.2 Documentation. The airporC fuel- ing-system operaCOr shall maintain records of all training administered to its employees. These records shall be made available to the fire code official on request. 1106.5.4 Transfer personnel. Dm~ing Fuel-transfer opera- tions, a qualified person shalt be in control of each transfer nozzle and another qualified person shall be in immediate control of Che fuel-pumping equipment to shut off otherwise control Che flow of fuel from the time fuel operations are begun wrtil they are completed. Exceptions: (. L`vr undciwing refueling, the person stationed the point of Puet intake is not required. 2. For overwing re Fueling, thepe~sonstationedatt fuel pumping eyaipmeo[ shall noC be reyuir~ where Che person at die fuel dispensing device within 75 feet (22 800 mm) of the erergency sht ofFdevice, is not on [hewing of theaircraftandh aclear and unencumbered path to the foal pumpi. equipment; and, the fuel dispensing line does r, exceed 50 feet ((5 240 mm) in length. The fueling operator shall monitor the panel of the i ng equipment and the aircraft control panel duri ng pre fueling or shall matitor the fill port during overwing ing. ll06.5.5 Fuet Dow control. Fuel t7ow-control valves sha be operable only by the direct hand pressure of the operata Removal of the operator's hand pressure shall cause a immediate cessation of the flow of fuel 1106.6 Emergency fuel shutoff. Emergency fuel shutoff cur troll and procedures shall comply wiCh Sections 1106.6. through l 106.6.4. 1106.6.1 Accessibility. Emergency fuel shutoff contro_ shalt be readily accessiblcat all times when the heeling sy: ten is being operated. 1106.6.2 Notification of the fire department The foe ing-system operator shall establish a procedure by whit the fire department will be notified in the event of an active lion of an emergency fuel shutoff control. 1106.(,.3 Determining cause. Prior to reestablishment ~ normal fuel flow, [lie cause of Euel shutoff conditions sha be determined and corrected. ' 1106.6.4 Testing. Emergency fuel shutoff devices shall], operationally tested at intervals not exceeding three month The fueling-system operator shad mainCain suitable reeorl of these tests. 1106.7 Protection of hoses. Before an aircraft-fueling veh is moved, heel transfer hoses shall be properly placed on approved reel or in the compartment provided, or stored on Cop decking oP' Che fueling vehicle if proper height rail is I vided for security and protection of such equipm~ Fuel-m,utsfer hose shall noC be looped or draped over any of the fueling vehicle, except as herein provided. fuel-tran hose shall not: he dragged when such fueling vehicle is mo frmn one fueling position to another. 1106.8 Loading and unloading. Aircraft-fueling vehi shall be loaded only also approved loading rack Such lose racks shall be in accordance with Section 3406.5.1.12. Exceptions: I. Aircraft-refueling traits may be loaded fi'om the tanks of an aircraft during defueling operations. 146 2006 INTERNATIONAL FIRE