Aviation Manual Chevron-Texaco

Global Aviation
Equipment
Specifications
Manual

Copy No. ______
Global Aviation Equipment Specifications Manual

Date of Issue: June 2004 Table of Contents
Revision Number: Original Issue Page 1
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TABLE OF CONTENTS

Introduction

Terminal Applications

Intermediate Depot Applications

Airport Depot Applications

1.0 STORAGE TANKS
2.0 TANK APPURTENANCES
2.1 VALVES
2.2 TANK VENTS
2.3 TANK FLOATING SUCTIONS
2.4 FAST FLUSH FACILITIES
2.5 INTERNAL COATINGS
3.0 PIPEWORK
3.1 DESIGN AND INSTALLATION STANDARDS
3.2 EQUIPMENT MARKING FOR PRODUCT IDENTIFICATION
3.3 TRUCK/REFUELER LOADING & UNLOADING FACILITIES
3.4 REFUELING EQUIPMENT FLOW TEST RIGS
4.0 FILTERS
4.1 STRAINERS
4.2 MICRONIC FILTERS
4.3 FILTER/SEPARATOR INSTALLATIONS
4.4 FILTER/MONITORS
5.0 HYDRANT SYSTEMS
5.1 HYDRANT SYSTEM DESIGN PRINCIPLES
5.2 HYDRANT PITS AND PIT VALVES
5.3 HYDRANT PUMP CONTROL SYSTEMS
5.4 FLUSHING PROCEDURES

5.5 HYDRANT SYSTEM LOW POINTS
6.0 ANCILLARY EQUIPMENT
6.1 AIRCRAFT REFUELING HOSE ASSEMBLIES
6.2 BONDING AND GROUNDING EQUIPMENT
6.3 METERS AND METERING SYSTEMS
6.4 PRESSURE GAUGE INSTALLATIONS
6.5 PAINTING AND SIGNWRITING, AIRPORT DEPOT FACILITIES
6.6 SAMPLING APPARATUS
7.0 AIRCRAFT REFUELLING EQUIPMENT
Date of Issue: June 2004 Introduction

INTRODUCTION

1.0 PURPOSE

This manual provides specifications and general design guidelines for facilities and
equipment to be used in handling aviation fuels.

The Aviation Equipment Specifications Manual is a companion volume to the Aviation
Operations and Quality Control Procedures Manuals, and has been developed to ensure
that equipment used in handling aviation products meets the stringent performance
requirements of ChevronTexaco Global Aviation Operations and its Quality Control
Procedures.

2.0 SCOPE

This manual is intended to cover those aspects of the design of fuel handling systems
which specifically apply to, or are modified by the requirements of the aviation industry,
and which are not included in other ChevronTexaco or oil industry specifications for
refined petroleum product handling.

This introductory section outlines the application of the specifications to terminal,
intermediate depot, and airport depot design.

This manual contains guideline specifications for the design, installation and application of
equipment and facilities for aviation product handling in fixed installations and mobile
refuelling equipment.

3.0 TERMINAL DESIGN APPLICATIONS

ChevronTexaco Global Aviation quality control procedures, as they apply to terminals,
require that aviation fuel handling facilities be positively segregated from other refined
products, and that all facilities downstream of storage tanks shall be dedicated to one grade
of aviation fuel. These requirements are essential in avoiding contamination of the aviation
fuel by other products and are necessitated because generally, specification tests to detect
contamination are not carried out downstream of terminal installations.

Figure 1 illustrates the typical application of the aviation equipment specifications
applicable to terminals. In determining the number and size of aviation fuel tanks to be
installed at terminals, in addition to the normal supply and marketing considerations, the
following quality control requirements must be taken into account:

a) product settling time,

b) routine tank cleaning


These restrictions on tank usage may necessitate the installation of multiple tanks in order
to ensure continuity of supply, unless downstream storage is adequate to meet demand
during these periods.

Where refineries supply direct to airport depots, either by pipeline, tanker, barge, rail tank
car or road tanker, the requirements for terminals shall apply to all facilities downstream
of, and including, the distribution storage tanks.

4.0 INTERMEDIATE DEPOT APPLICATIONS

Figure 2 illustrates the typical application of the aviation equipment specifications within
multi-product intermediate depots, which supply airports.

The requirements for depots are generally similar to terminals, except that all facilities
must be fully segregated by aviation product grade and that both incoming and outgoing
product must pass through a filter separator (jet fuels) or a micronic filter (avgas).

5.0 AIRPORT DEPOT APPLICATIONS

Figure 3 illustrates the typical application of the aviation specifications applicable to
airport depots.

The number and size of tanks to be installed will be dependant on marketing, supply, and
regulatory considerations. Generally, to ensure continuity of supply at major airports at
least three tanks are necessary, i.e., one settling, one filling, and one on line for
withdrawals.

All facilities, pipework, etc. must be fully segregated between grades. Fuel must pass
through filter separators (jet fuels) or micro-filters (avgas) both on receipt into storage and
when being delivered to hydrant or refueler loading facilities.




Date of Issue: June 2004 Storage Tanks
Revision Number: Original Issue CTGA 1.0 Page 1
CTGA SPECIFICATION 1.0 STORAGE TANKS

1.0 GENERAL

1.1 This specification covers the fuel tanks used in the supply chain from the refinery
to the airport destination. The general design and construction of storage tanks for
refined petroleum products is adequately covered in various industry and
ChevronTexaco standards. This specification therefore covers only those aspects of
design and installation related to the handling of aviation fuels. This specification
provides guidelines for the design, construction, installation and appurtenances to
be fitted to horizontal and vertical tanks in aviation fuel service. This specification
applies to tanks when they are new, opened for maintenance, or tank cleaning.

1.2 Aviation systems are designed with reliability and redundancy (2 pilots,2 engines,
2 navigation systems etc.) built into the aircraft. The fuel that is supplied to the
aviation industry (since it is potentially a single point of failure) must have
redundancy designed into the supply system before the fuel reaches the wingtip of
the aircraft. ChevronTexacos supply chain must have rigorous quality control and
have multiple redundant systems (hardware, procedures and testing) in place to
make sure that the fuel meets or exceeds the customers requirements before the fuel
goes in the aircraft. The CTGA customers require Clean, Dry, On-specification and
Fit for purpose fuel each time they purchase aviation products.

1.3 ChevronTexaco has developed and implemented a proactive Product Integrity
Process that ensures that all of our customers get Clean, Dry and On-
specification aviation fuel. ChevronTexaco has also developed and implemented
policy 530 that requires our employees to systematically minimize risks of having
safety and environmental incidents To this end we have adopted many best
practices in our tank design. This design when implemented allows water and
particulate to be easily removed from the storage tank. Each element of the design
has been proven to improve product quality, safety and environmental
performance. The design (when all elements are implemented together) provides
the lowest risk of incidents from fire, spills, contamination, and off-specification
products.

1.4 Floating suctions withdraw the cleanest product from the product surface.
Contaminants such as rust, dirt and water settle to the lowest level in the tank. The
floating suction also gives an extra element of protection against a large water
contamination problem. The swivel on the floating suction allows the inlet to pivot
on the surface and the pontoons to keep the floating suction close to the surface at
all times. An external floating suction indicator is provided to allow easy
verification from ground level that the floating suction is working properly.
Installing the longest floating suctions possible in our storage tanks allows the
minimum settling times for our aviation products with no compromise in product
quality.


1.5 Tank internal coating is provided to minimize corrosion inside the storage tank.
Full coating extends the tank life, reduces the risk of premature roof replacement,
bottom pitting and keeps the rust that forms in these areas from contaminating the
product. Coating helps protect the environment from internal tank leaks. Internal
condensation from humidity and tank hot cold cycling are to be expected.
Condensation will form and cause rust and particulate in an uncoated tank and only
water in a coated tank. The coating helps the water migrate to the tank low points
faster. The white coating increases visibility inside the tank for visual inspections.
It also makes tank cleaning faster and less costly. Properly coated tanks will last
20+ years without recoating. Once the tank is coated, particulate levels from
internal tank corrosion are eliminated.

1.6 Cone roof tanks are preferred. Any floating roof tanks in aviation service should be
covered; for example a geodesic dome. Covered tanks eliminate the chance for
water to enter the tank from rain, snow, and other external events. The covers
eliminate the need for roof drains that have been a source of spill incidents in the
past. The cover also acts as a Faraday cage that reduces the chance of a fire created
by Lightning.

1.7 Sloped bottoms with deep sumps allow water and particulate to migrate to a low
point sump. The water and particulate is easily removed on a regular basis. Water
and particulate must be flushed out of the tank bottom after each receipt and at least
weekly

1.8 Overfill protection systems are required to prevent spills due to overfilling of the
tanks.

1.9 Inlet diffusers are provided to slow the fuel flow velocity down to less than 1
m/sec. This is required to eliminate static electricity build up inside the storage tank
and to allow particulate and water to begin the settling process much more quickly.

1.10 Double bottoms or Release Prevention Barriers (RPB) are provided to enable early
detection and to prevent leaks to the ground from under the storage tank. The
double bottom or RPB also extends the storage tank life and reduces risk from
corrosion leaks due to bottom side corrosion.

1.11 Section 2.0 lists recommended standards for the design, construction and
installation of tanks and, in the absence of more stringent local codes or
regulations, these standards shall apply.

2.0 REFERENCE PUBLICATIONS

2.1 EXTERNAL PUBLICATIONS

2.1.1 API Standard 650, Welded Steel Tanks for Oil Storage


2.1.2 Underwriters Laboratories, Inc., Standard for Steel Underground Tanks for
Flammable and Combustible Liquids, U.L. 58

2.1.3 Underwriters Laboratories, Inc., Standard for Steel Aboveground Tanks for
Flammable and Combustible Liquids, U.L. 142/UL 2085

2.1.4 U.S. National Fire Protection Association, Flammable and Combustible
Liquids Code, NFPA 30

2.1.5 API Bulletin 1615, Installation of Underground Petroleum Storage Tanks

2.1.6 API Standard 2000, Venting Atmospheric and Low Pressure Storage Tanks
Non-refrigerated and Refrigerated

2.2 CHEVRONTEXACO REFERENCE SPECIFICATIONS

2.2.1 TAM-MS-967-K- Oil storage tanks of welded construction with fixed roof
or open top with wind girder

http://techstds.ric100.chevrontexaco.net/tech_standards/gray/TAM/specs/ta
m-ms-967-k.pdf

2.2.2 TAM-MS-5018-A- Inspection of above ground storage tanks per API 653

m-ms-5018-a.pdf

2.2.3 TAM-MS -968-K -Floating roof and internal floating roof covers for oil
storage tanks

m-ms-968-k.pdf

2.2.4 TAM-SC-970 - Aluminum Dome Roof Installation

2.2.5 TAM-EF-887 - Tank Data Sheet

2.2.6 TAM 200- Bottom Selection and Design

http://techstds.ric100.chevrontexaco.net/tech_standards/gray/TAM/tam200_
_.pdf

2.2.7 TAM 800- Fire and safety design

http://techstds.ric100.chevrontexaco.net/tech_standards/gray/TAM/tam800_
_.pdf



3.0 TANK SIZE SELECTION

3.1 The following factors shall be considered in selecting the number and size of tanks
to be installed:

(a) the cost of tankage;

(b) provision of adequate working capacity taking into account the peak period
requirements and supply replenishment pattern;

(c) product settling time and routine tank cleaning which will entail periods
when product cannot be withdrawn from a tank; (typically 3hr/ meter of
product rise)

(d) Tank dead stock due to the minimum withdrawal height by floating suction;

(e) Future growth trends;

(f) Codes and regulations which may restrict size and type of tanks.

Note: Item (c) will generally dictate the provision of at least two tanks or in the
case of horizontal tanks, one twin compartment tank. Major airport
locations will require at least three tanks so that, at any one time, one can
be filling, one settling and one on line for withdrawals.

3.2 Tanks have a considerable useful life (50-100yrs). Most tanks are replaced because
of size obsolescence, not mechanical failure. The incremental cost of larger tanks is
small at the time of initial construction when compared to replacing an undersized
tank. In aviation fuel tanks, the additional cost of lining, deflectors or diffusers,
floating suctions, etc., usually makes it undesirable to commit such expenditures in
small tanks.

4.0 TANK TYPES

4.1 Aviation fuels shall be stored in horizontal, above or below ground tanks or fixed
roof vertical tanks. The type to be used will generally be dictated by local
regulations, location and tank capacity required. Underground tanks are suited to
small airport depots and airside locations. As tank size and flow rates increase,
aboveground tanks are preferred. Generally, tank sizes over 25,000 U.S. gallons
should be of the vertical cone-roof type. Above ground tanks are the preferred
method of storing aviation fuels.

4.2 Other considerations for the use of above or below ground storage at smaller
airport depots are as outlined below.


4.2.1 Underground tanks have the advantage of being out-of-sight, having the
ground space above the tanks usable, requiring no ladders, walks,
maintenance painting, dikes, generally fewer valves, have minimum
breathing (minimized condensation) and can accommodate vapor recovery
easily.

4.2.2 Conversely, underground tanks require burial, hold-downs if water table is
high, corrosion protection, pumps for water drains, are more difficult to
clean and make leak detection difficult. It is also increasingly difficult to
meet current and anticipated environmental legislation with underground
tanks. Double wall underground tanks with leak detection are preferred.

4.2.3 Above ground tanks have the advantage of no surface or ground water
intrusion, simple foundations, easy leak detection, gravity waterdraws and
are readily salvaged.

4.2.4 Conversely, aboveground tanks require stairs and walks, dikes, more
valves, occupy surface space, require maintenance painting and are
generally less attractive for retail outlets; they are also more prone to
generate water from condensation and temperature changes.

4.2.5 Semi-buried (mounded) tanks avoid the condensation problems of above
ground tanks but, in other respects, share the worst features of both
underground and above ground tanks plus the problem of maintaining the
covering. These tanks are not recommended

5.0 TANK CONSTRUCTION

5.1 VERTICAL TANKS

5.1.1 Vertical tanks shall be constructed in accordance with API Standard 650,
Welded Steel Tanks for Oil Storage, and shall include the features
outlined below:

5.1.2 Tanks shall be covered (with either a cone-roof or dome roof, external
floating roof tanks not allowed), single slope or cone-down bottom design.
The bottom slope to a sump should not be less than 1 in 30. The maximum
slope (up to 1 in 15) should be used, consistent with good structural design
practice.

5.1.3 Tank bottoms shall be constructed so that lap joints shall not form pockets
where dirt or water could accumulate. The Lap joints shall be placed such
that they slope to the low point of the tank. Welds should be ground flush as
necessary to maintain a continuous fall to the sump.

5.1.4 The sump shall be provided with a sampling line of the size and type
specified in CTGA 2.4 Fast Flush Systems for Aviation Facilities.


5.1.5 Separate product inlet and outlet nozzle connections, as well as fast flush
connection to the tank low point shall be installed.

5.1.6 Inlet diffuser pipes shall discharge near the bottom of the tank and shall be
of the low velocity type designed to minimize turbulence (refer Appendix
B).

5.1.7 Floating suction in accordance with CTGA 2.3 shall be fitted to the
discharge connections on all aviation tanks. Floating suction indicators are
also required

5.1.8 Tank roof hatches shall be provided to allow gauging, sampling, checking
of floating suction buoyancy and internal inspection.

5.1.9 Tanks shall be provided with at least one hinged shell manhole of at least 24
inches (600mm) in diameter, constructed in accordance with API 650, to
facilitate entry for cleaning. Tanks over 20 feet diameter shall be fitted with
two such manholes.

5.1.10 Pressure/Vacuum vents shall be installed on all Avgas and J et B tanks and
free vent devices shall be installed on J et A-1 tanks (refer to CTGA 2.2 for
details).

5.1.11 All tanks shall include slotted gauge wells. Avgas tanks shall use a non
ferrous (aluminum ,stainless steel) gauge well.

5.1.12 Automatic gauging equipment shall be installed on all tanks.

5.1.13 All Airport Depot tanks shall be fully internally lined with an approved
epoxy coating in accordance with CTGA 2.5. Refinery and terminal tanks
shall be coated on the bottom and sides up to the first strake (Minimum
Standard); however, where they supply directly to airport depots they shall
be fully lined. In situation where tank corrosion or humidity are a problem
then the tanks shall be fully coated. Consideration should be given to
providing a full lining for all tanks since this should be very beneficial to
product quality, reduction of particulate, reduced tank maintenance, ease of
cleaning, and overall tank life. Avgas Tanks shall be fully internally coated.

5.2 HORIZONTAL ABOVE GROUND TANKS

5.2.1 Horizontal aboveground tanks shall be constructed in accordance with
Underwriters Laboratories, Inc. Standard U.L. 142/ 2085 for Steel
Aboveground Tanks and shall include the features listed below.

5.2.2 Tanks shall be constructed not requiring any internal bracing or stiffening.


5.2.3 At least one 24 inch shell manhole shall be installed on top of all tanks.
Two compartment tanks or tanks in excess of 24 feet overall length shall
have two manholes fitted.

5.2.4 Tanks shall be installed on steel or concrete cradles at an angle to give a
minimum bottom slope of 1 in 30 to a sump at one end. A reinforcing plate
twice the width of the cradle shall be installed at each cradle point.

5.2.5 A low point sump approximately 10 inches (250mm) in diameter and 8
inches (200mm) deep with a cone down or dished bottom shall be installed
at one end of the tank. A one inch (25mm) pipe nipple shall be welded to
the sump bottom at the lowest point for connection of a sample line.

5.2.6 Separate inlet and outlet connections shall be installed.

5.2.7 The inlet line shall be at the high end, positioned parallel to and on the tank
bottom, directed toward the low end sump to provide a washing action.

5.2.8 The discharge line for floating suction attachment shall be located such that
the suction is near the high end of the tank.

5.2.9 Tanks shall be built so that plate joints shall not provide pockets for
retention of water and dirt. Welding beads on the internal bottom seams
protruding above the tank plate shall be ground smooth over an area
extending 30 cm on either side of the center line of the tank bottom.

5.2.10 Reinforcing rings, if required, shall be installed on the outside of the tank.

5.2.11 Tanks shall be fitted with floating suction assemblies in accordance with
CTGA 2.3.

5.2.12 Tanks shall be fully lined with an epoxy coating in accordance with CTGA
2.5.

5.2.13 Normal and emergency venting shall be in accordance with API
Specification 2000 and CTGA 2.2.

5.2.14 All tanks used for Avgas/J et B storage shall include slotted gauge wells.

5.2.15 An easily opened hatch of approximately 8 inches (200mm) diameter shall
be provided in each top manway of each tank for tank sighting. The
manway skirt should be as short as possible to facilitate tank inspection
through the hatch.

5.3 HORIZONTAL BELOW GROUND TANKS


5.3.1 Horizontal underground tanks may be of steel or fiberglass construction.
Steel tanks shall be constructed in accordance with Underwriters
Laboratories Inc. Standard U.L. 58. Fiberglass tanks shall meet the
requirements of NFPA 30 and bear the applicable U.L. label.

5.3.2 Tanks shall be installed in accordance with the requirements of API
Bulletin 1615 "Installation of Underground Petroleum Storage Tanks" and
NFPA 30.

5.3.3 Tanks shall be constructed with dished convex heads not requiring any
internal bracing or stiffening.

5.3.4 At least one 24 inch (600mm) shell manhole shall be installed on the top of
all tanks. Two compartment tanks or tanks in excess of 24 feet overall
length shall have two manholes fitted.

5.3.5 A low point sump approximately 10 inches in (250mm) diameter and 8
inches (200mm) deep with a cone down or dished bottom shall be installed
at one end of the tank. The tank shall be installed with a minimum bottom
slope to the sump of 1 in 30.

5.3.6 Separate inlet and outlet connections shall be installed.

5.3.7 The inlet line shall be at the high end, positioned parallel to and on the tank
bottom, directed toward the low end sump to provide a washing action.

5.3.8 The discharge line for floating suction attachment shall be located such that
the suction is near the high end of the tank.

5.3.9 Tanks shall be built so that plate joints shall not provide pockets for
retention of water and dirt. Welding beads on the internal bottom seams
protruding above the tank plate shall be ground smooth over an area
extending 30 cm on either side of the center line of the tank bottom.

5.3.10 Reinforcing rings, if required, shall be installed on the outside of the tank.

5.3.11 Tanks shall be fitted with floating suction assemblies in accordance with
CTGA 2.3. Steel tanks shall be fully lined with an epoxy coating in
accordance with CTGA 2.5

5.3.12 Normal and emergency venting shall be in accordance with API
Specification 2000 and CTGA 2.2.

5.3.13 All tanks used for Avgas/J et B storage shall include slotted gauge wells.

5.3.14 An easily opened hatch of approximately 8 inches (200mm) diameter shall
be provided in each top manway of each tank, for tank sighting. The

manway skirt should be as short as possible to facilitate tank inspection
through the hatch.

5.3.15 A one inch (25mm) nominal bore stainless steel sample line shall be
installed in the tank sump approximately one inch (25mm) above the sump
floor and extend to a pipe flange on the tank top. A semi-rotary or
diaphragm pump shall be installed above ground level for drawing sump
samples.

5.3.16 All buried steel tanks shall be coated externally with a suitable protective
coating system.

The primary function of a coating system is to establish a permanent barrier
between the tank and its environment.

The more common protective coatings for buried tanks are coal tar enamels,
hot applied mastics and cold applied mastics. Experience has shown that
coal tar coatings meet the requirements for most environments normally
encountered.

The ability of a coating to perform is a function of application, chemical,
electrical and physical properties; accordingly a coating should have:

(a) Good dielectric strength to assure high electrical resistance;

(b) Resistance to moisture absorption;

(c) Resistance to water vapor transmission;

(d) The ability to withstand physical damage from impact and abrasion
during installation;

(e) The ability to resist deformation from soil stresses generated during
expansion and contraction of soil;

(f) Ease of application;

(g) Resistance to environmental contaminants;

(h) Strong and permanent adhesion to the tank surface.

The coating shall be compatible with the alkaline environment associated
with cathodic protection.

Several protective coatings have been formulated, each of which may not
exhibit all of the desired properties required for optimum service in a
specific environment. To assist in the evaluation of coating materials,
standardized procedures have been provided by ASTM and NACE which

provide criteria for qualifying coating material. All factors that influence
the effectiveness and performance of a coating shall be evaluated fully
before making a final decision.

6.0 STAIRS, LADDERS AND WALKWAYS

6.1 Access to the tops of tanks may be provided by circular stairs, straight stairs and
ladders, or crosswalks from existing tanks. Where distances and the types of tanks
permit, a crosswalk from one tank to the other is the preferred means of access.
Construction details shall conform to Safety In Design requirements. See attached
link.

http://techstds.ric100.chevrontexaco.net/Tech_standards/Specialt/Sid/TOCfwrd.pdf

Note: There must be at least two sets of stairs (one on each end tank) when two or
more tanks are connected by crosswalks.

6.2 Stair treads shall be of steel grating or proprietary tread-safe plate. Design and
construction shall be in accordance with standard practice.

6.3 Railings must be provided wherever it is necessary for people to walk on tanks in
the course of ordinary operation.

7.0 TANK LOCATION AND SPACING

The location of tanks with relation to other tanks, buildings, property lines, etc. shall be
in accordance with NFPA 30 or local regulations, whichever are more stringent.

8.0 CONTROL SPILLAGE

Dikes for retention of spillage from tanks shall be in accordance with the requirements of
NFPA 30 or local regulations, whichever are more stringent.

9.0 TANK CALIBRATION

All tanks shall be calibrated in accordance with API Standard MPMS (Manual of
Petroleum Measurement Standard) 2.2A (tank strapping method) or 2.2B (optical
reference line method).

10.0 SUB-SURFACE FOAM INJECTION

10.1 Foam injection system, where required, shall comply with current ChevronTexaco
standards and any local statutory regulations.


10.2 No galvanized pipework shall be permitted downstream of the check valve; such
pipework shall be lined internally with an approved epoxy coating in accordance
with CTGA 2.5.

10.3 A test point is required between the Rupture Disk and non-return valve (NRV) to
permit periodic checks to ensure that there is no fuel passing the NRV and no water
or foam passing the rupture disk.

10.4 The spectacle blind or other positive isolation (twin seal valve) is necessary to
ensure there will be no contamination of product during testing; a gate valve at the
tank shell is not adequate for this purpose.

APPENDIX A

TANKS FOR HAZARDOUS PRODUCTS (JET B AND AVGAS)

At normal storage temperatures, certain products will emit vapors to create an air-vapor mixture in the
tank vapor space that can be in the explosive range. Products generally in this classification have a
flash point of 100
o
F (38
o
C) and less and a Reid vapor pressure of 4.5 psi and less; Jet B falls within
this category.

Products having a flash point above 100
o
F (38
o
C) and Reid vapor pressure of less than 4.5 psi are
normally handled at temperatures well below their flash point where the vapors emitted are too lean to
ignite. Jet A and Jet A-1 fall within this category. Products having a flash point below 100
o
F (38
o
C)
and a Reid vapor pressure of above 4.5 psi, such as aviation gasolines generally emit vapors too rich
to ignite. In the event of any question regarding any product, ChevronTexaco Global Aviation
Operations is to be consulted.

If an explosive mixture in the tank vapor space should ignite, a violent explosion would result. The
chief source of ignition is static electricity. Agitation of product in a tank generates an electrostatic
charge which accumulates on the surface of the product. Depending on the conductivity of the product
and the degree of agitation, the surface charge can bleed off to the tank shell as fast as it is generated.
Under some conditions, however, the charge can build up faster than it can bleed off and, when the
potential becomes sufficient, a spark will jump from the surface of the product to the metal of the
tank. Conditions are frequently at a critical point where a spark will jump to a hand gauge tape,
thieving device or any other object admitted into the vapor space. Such sparks can be of sufficient
intensity to ignite an explosive vapor mixture.

Avgas/Jet B can be handled with safety by (1) eliminating tank vapor space and (2) eliminating all
sources of ignition. In addition, a safety measure to be strictly enforced is that no person is to be
permitted on a tank containing a hazardous product until filling or withdrawal of product has been
stopped and product is quiescent (at least 30 minutes).

Tanks with internal Floating roofs are to be used generally for Avgas/Jet B. Internal floating roofs
shall be double deck or annular pontoon roofs (see Appendix D) Standard vertical tanks with cone
roofs and horizontal tanks may be used but each instance must have approval from Aviation
Operations and each tank must be equipped with the appurtenances discussed below.


Appurtenances for tanks with hazardous products

Each tank used for Avgas/Jet B must have the following equipment:

Inlet Nozzle Diffuser: To minimize agitation, the velocity of product entering the tank must be
limited to 3 feet per second or less. This may be accomplished by properly sizing the tank inlet nozzle
but it is generally more economical to install a diffuser funnel as shown in Appendix B.

Tank Vents: Air admitted into a tank through the inlet nozzle, in advance of or with the incoming
product, will bubble up through the product and generate an electrostatic charge. Normal operations
will generally not require use of air eliminators but, if conditions prevail that admit amounts of air into
the system, a properly sized air eliminator is to be installed.

Automatic Tank Gauge: Each tank is to be equipped with an automatic tank gauge to minimize the
need for hand gauging.

Slotted Gauge Well: Facilities for hand gauging or thieving from the top of tanks shall include (non-
ferrous aluminum/stainless steel for Avgas) slotted gauge wells.

Thermal Relief: No piping is to be permitted that will form an "overshot line" (permit product to fall
freely from top of tank to liquid surface). A thermal relief line that discharges into the shell nozzle is
the only type that will be used. See Appendix F.

Tank Stairs and Crosswalks: Access to the tops of tanks used for hazardous products should be
limited to the minimum needed for periodic inspection of breather valves and other appurtenances. To
the degree practical, stairs and crosswalks for adjacent tanks for other products should be arranged in
such a manner that the operator does not have to go onto or across the tanks used for hazardous
products.

Internal floating roof or Pressure safety vacuum fittings- this will control the vapors from leaving
the tank.

Floating suction and floating suction indicator

Deep sump

Sloped bottom to tank low point.

APPENDIX B

INLET NOZZLE DIFFUSER FOR JET FUEL AND AVGAS






APPENDIX C - Jet Tank Design Vertical Tanks


APPENDIX C - Jet Tank Design Vertical Tanks (Continued)


APPENDIX D

AVGAS- Tank Design - Vertical tanks -External floating roof with dome


APPENDIX D

AVGAS- Tank Design - Vertical tanks-Cone roof with internal floating roof


APPENDIX D

AVGAS- Tank Design - Vertical tanks- Nozzle orientation


APPENDIX D

AVGAS-small tank design Vertical


APPENDIX E - Avgas Internal Floating roof


APPENDIX F - Thermal relief for tanks

Revision Number: Original Issue Section 2 Page 1

SECTION 2

TABLE OF CONTENTS

2.0 TANK APPURTENANCES
2.1 VALVES
2.2 TANK VENTS
2.3 TANK FLOATING SUCTIONS
2.4 FAST FLUSH FACILITIES
2.5 INTERNAL COATINGS

Date of Issue: June 2004 Selection of Valves
CTGA SPECIFICATION 2.1 SELECTION OF VALVES

1.0 GENERAL

1.1 This specification provides guidelines for the selection of valves in aviation service
fuelling systems.

1.2 All valves used shall comply with the requirements of the relevant API
Specification.

1.3 The class of valves used by ChevronTexaco in their aviation fuelling systems and
equipment are generally (a) class 150 which have a maximum working pressure
rating of 275 psi and (b) class 300 which have a maximum working pressure rating
of 720 psi. The class designations are the same rating designations for ANSI
B16.5. Class 600 valves, under special circumstances, may be used underground in
hydrant systems.

1.4 Hardened 12% chromium steel is the most widely available and acceptable material
for stems, seats and discs and should be specified when ordering valves.

1.5 Packing material should be compatible with the service of aviation fuel. Teflon
packing should not be used because it is not fire resistant; however, in some
applications, Teflon may be used as a valve seat for soft seat valves.

1.6 Valve seals and O rings should either be of Viton A or Buna N.

1.7 Bronze or brass material shall not be used for sleeves, drive nuts, sleeve nuts and
gland followers.

1.8 Reference should be made to manufacturers recommended practice when
overhauling valves.


API STD. 599 Steel and Ductile Iron Plug Valves
API STD. 600 Steel Gate Valves API STD. 609 Butterfly Valves
API SPEC. 6D Pipeline Valves
ANSI/ASME B-16.5 - Pipe Flanges and Flanged Fittings

3.0 TYPES OF VALVES


There are many types of valves in common use. The general use and broad description of
various types of valves used by ChevronTexaco in its aviation fuel systems and equipment
are discussed below.

3.1 GATE VALVES

Gate valves are available as rising stem or non-rising stem. Only rising stem cast
steel body gate valves with an outside screw and yoke (OS&Y) are to be used in
aviation service. These valves have the advantage of being self-indicating as the
stem, when the valve is open, projects above the stationary hand-wheel and one can
readily see whether the valve is open or closed. Further, the design isolates the
thread from the fluid, reducing galling and thread corrosion. Non-rising stem gate
valves are not self-indicating and should not be used.

Gate valves are preferred for open and shut applications. The valves, however, are
more prone to leak than other shut-off type valves. They are not suitable for
throttling service. Gate valves offer considerably lower resistance to flow than
other type valves and are preferred for general use because of their low-pressure
drop characteristics, general ruggedness and simplicity.

Steel valves shall be used on storage tanks and where the valve location is exposed
to mechanical hazards.

3.2 BUTTERFLY VALVES

Butterfly valves are economically attractive in flanged piping compared to gate
valves. Wafer-type butterfly valves which have only a short cylindrical body with
no separate flange ends are normally installed between two (2) piping flanges.
Wafer-type butterfly valves have been extensively used in dispensing equipment
and experience with these valves has been most satisfactory in spite of their
limitations which include:

(a) overbolting can be a problem on butterfly valves which have an elastomer
liner extending over both faces and the body to act as both gasket and seat.
If overbolted or subject to line movement, the liner can bulge into the valve
cavity, making the valve disc difficult or impossible to operate;

(b) leakage can be caused if the flanges become misaligned.

3.3 DOUBLE BLOCK AND BLEED VALVES

These valves are used where effective, positive product isolation is required. Most
of these valves make use of elastomer seals backing up the metal-to-metal seal on
both faces of the gate.

The block and bleed valve provides an upstream seal, downstream seal and a bleed
point between them thus it can replace the typical J ack Spool arrangement of two
(2) valves plus a removable spool piece and a drain. When the valve is closed, the

sealing segments are wedged tightly between plug and body bore, metal-to-metal.
The resilient seal material is compressed safely into a recessed groove.

The bleed should be automatic in all aviation applications to eliminate the
possibility of human error in forgetting to open (and close) the bleed; automatic
operations also prevents thermal pressure from building up and damaging seals.
However, given that a bleed can block, there should be a visual or electronic
alerting system for pressure build up which may be caused by a valve leak. Some
valve manufacturers may also require a thermal pressure relief valve in the valve
body to protect valve seals.

Note: Environmental considerations will usually require some form of collection
system for any product lost from the bleed.

3.4 GLOBE VALVES

These valves are primarily used for throttling or flow control service.

3.5 LUBRICATED PLUG VALVES

These valves are used in rapid open and shut operations. Although these valves
provide a more positive shut-off than gate valves, they are not recommended for
aviation fuel service, since the lubricant required for their effective operation may
contaminate the fuel. Where tightness is essential and lubricated plug valves must
be installed temporarily, an approved non-soluble (in aviation fuel) lubricant
should be used and applied sparingly.

3.6 BALL VALVES

These valves are used in open and shut applications. These valves are easy to
operate and are preferred when rapid operation is desirable. They are not to be
used for throttling because of potential stem leakage.


Date of Issue: June 2004 Tank Vents
CTGA SPECIFICATION 2.2 TANK VENTS

1.0 GENERAL

1.1 This specification provides guidelines for selection and installation of venting
devices for aviation fuel storage tanks.

1.2 Storage tanks must be fitted with adequate venting devices to protect the tank from
excess pressure and vacuum buildup under the following conditions:

(a) inbreathing due to outflow of product from the tank, atmospheric
temperature decreases and rapid cooling of the tank air space due to rain
showers;

(b) outbreathing due to both inflow of product to the tank and atmospheric
temperature increases;

(c) outbreathing due to fire exposure (emergency venting).


2.1 API Standard 2000, Venting Atmospheric and Low Pressure Storage Tanks.

2.2 API Standard 650, Welded Steel Tank for Oil Storage.

2.3 NFPA 30, Flammable and Combustible Liquids Code.

3.0 VENT CAPACITY

3.1 API Standard 2000 Venting of Atmospheric and Low Pressure Storage Tanks
shall be used as the minimum standard for calculating required normal and
emergency venting capacity.

API 2000 Section 1 covers the following:

(a) determination of venting requirements;

(b) normal venting capacity requirements:
inbreathing
outbreathing,

(c) emergency venting capacity requirements;


(d) means of venting:
normal vents,
emergency vents,
vent discharge and

(e) testing of venting devices.

3.2 Vent manufacturers data sheets should be consulted to choose vent devices
matching the required capacity calculated in accordance with API 2000; however
in no case should vents or vent lines be smaller than three inches (3) (150mm).

4.0 NORMAL VENTING

4.1 Pressure/Vacuum vents shall be used for J et B and Avgas storage tanks. Free vent
devices are preferred for J et A-1 tanks.

Note: Free vents should be used for Jet A-1 for quality control reasons; free vents
allow water which may be coming out of solution to go to the atmosphere
rather than accumulate in the tank.

4.2 Pressure/Vacuum (P/V) Vents: The prime purpose of P/V vents is conservation of
product. By keeping volatile products under pressure, evaporation losses are
reduced. The pressure which may be applied to the product will depend on tank
design. Small tanks can generally withstand higher internal pressures than large
tanks. Conversely, smaller tanks with unsupported cone roofs can withstand less
vacuum than large tanks with roofs supported on rafters.

4.3 Recommended pressure settings to allow the pallets to start to open are as follows:

PRESSURE VACUUM

SMALL TANKS (Under 1.75 oz./sq. in. oz./sq. in.
16 feet Diameter) (3 water) (.865 water)

LARGE TANKS (16 feet oz./sq. in. 7/8 oz./sq. in.
Diameter and Over) (.865 water) (1- water)

4.4 The above denotes the actual total loading in psi (including weight of pallet)
desired and it is intended the pallets start to open when internal tank pressures
reach these values. The pressure at which a pallet will be wide open will vary from
one and one-half to two (1 to 2) times the pressure setting depending on the make
and design of the valve. Due to the different operating characteristics of the
different makes and types of valves, it is therefore necessary that the manufacturers
determine the actual weight or loading to be placed on the pallets to comply.


4.5 Free Vents: The simplest form of free vent comprises a U-shaped pipe section
inverted with a wire screen to exclude insects, etc. Proprietary free vents with rain
hoods and gauze screens are available for larger vertical tanks. Adequate attention
must be given to exclusion of rain water from the tank. The wire screen should
have four (4) holes per inch.

4.6 Vent Filters: Due to the quality requirements to minimize the amount of
particulate matter entering aviation tanks, filters may be required on vents.
Cartridge air filters have been installed successfully in locally prefabricated
housings. On smaller tanks, large automotive air filters have also proved to be
successful. Care must be taken in selecting filters to ensure that the breathing
capacity in CFM is compatible with the breathing capacity with the vent used,
assuming negligible differential pressure across the filter. If not inherent in the
design of the filter, emergency relief should be provided to safeguard against filter
blockage causing excessive pressure or vacuum in the tank.

5.0 EMERGENCY VENTING

5.1 API Standard 650 for new welded tanks specifies details of a weak roof attachment
for cone roof tanks which is intended to fail preferentially to any other joint and
relieve any excessive internal pressure.

5.2 All other above ground tanks shall be fitted with emergency vents. An economical
means of providing emergency venting is the installation of emergency vent
manhole covers. These are available to fit standard API 20 inch and 24 inch roof
manholes and are adjustable to relieve pressure from approximately 0.6 oz./sq.in. to
6.0 ozs./sq.in. Preferably, they should be set at oz./sq.in. above the normal vent
pressure setting. In the case of freely vented tanks the lowest pressure setting
available shall be used. Other emergency vents available include hinged hatches
which are spring loaded to open and held in the closed position by a light pin which
shears in an over-pressure condition. Others are held closed by magnetic latches.

6.0 VENT DISCHARGE

6.1 Vent discharge pipes for underground tanks shall be sized, located and arranged in
accordance with NFPA 30.

Date of Issue: June 2004 Tank Floating Suctions
CTGA SPECIFICATION 2.3 TANK FLOATING SUCTIONS

1.0 GENERAL DESCRIPTION

1.1 This specification provides guidelines for selection and installation of Floating
Suctions for use in aviation fuel storage tanks.

1.2 Floating suction assemblies basically consist of a hinged suction arm suspended
from floats so that withdrawal is made from near the top surface of product, thereby
reducing the possibility of contamination of the fuel by water and particulate
matter. A mechanical stop is provided to limit downward travel of the suction arm
so that any sediment or water on the tank floor cannot be drawn into the suction
line.

1.3 Twin floating suctions are sometimes used when flow rate from older tanks needs
to be increased; twin suctions can be inserted into the tank via existing manways
whereas a larger single suction may be too big.

2.0 REQUIREMENT

2.1 Floating suctions shall be installed on all aviation fuel storage tanks at airport
depots and at refineries and terminals which supply directly to airport depots. The
use of floating suctions is highly desirable on all tanks in aviation fuel service.

3.0 GENERAL DESIGN FEATURES

3.1 Floating suctions are available as complete assemblies from approved suppliers.
When specifying floating suctions, the following design features should be
included:

(a) floats should be of aluminum or stainless steel and shall be injection filled
with urethane foam. Floats shall be pressure tested after sealing;

(b) suction pipe shall be aluminum or fully epoxy coated carbon steel. Epoxy
coatings shall conform to MIL. SPEC. C-4556E latest issue;

(c) swivel joints shall be double row ball bearing type incorporating twin
VITON seals. The ball races shall be permanently pre-lubricated with a
grease which is not soluble in aviation fuel and which shall be retained
between the seals to prevent contamination of the fuel. Teflon lubricant is
preferred;

(d) the suction nozzle shall be of a conical, bellmouth design to reduce inlet
velocity and shall incorporate an anti-vortex plate. The nozzle shall be
connected to the suction arm with a 90 downward facing elbow;


(e) Appendices A & B illustrate the preferred suction installation for vertical
and horizontal tanks;
(f) a rest shall be installed in order to limit downward travel of the arm and
break suction at a specified height above the floor level of the tank. The
rest may consist of a U-shaped foot attached to the suction bellmouth or a
tubular steel support arch, welded to the tank floor. The height of the
suction break point should be approximately 9 inches (225mm) above the
tank floor for horizontal tanks, and 18 inches (450mm) above the tank floor
for vertical tanks and design should be such that the suction arm is close to
horizontal in the rest position with a slight fall towards the nozzle.

4.0 FLOTATION INDICATOR

4.1 Each floating suction shall be fitted with a means to check buoyancy.

4.2 The simplest method is the connection of a stainless steel check cable between the
floating arm and a roof top hatch. The drawbacks with this system are that to
check buoyancy a hatch must be opened with the possibility of contamination
entering the tank and there is the possibility of the slack check cable becoming
snagged on the suction arm or floats thus restricting downward travel of the arm.
The latter can be overcome by running the cable through a pulley block at the hatch
and suspending a weight from the free end to maintain a light tension on the cable.

4.3 The preferred method for vertical tanks is to specify an external indicator. These
are commercially available for small tank installations and can be fabricated for
larger tanks using cable drive accessories designed for automatic tank gauging.

4.4 Indicators for floating suctions installed under floating pans, shall be of the external
indicating type. The indicator cable shall be attached to the suction arm close to
the swivel to minimize lateral movement of the cable. The cable shall pass through
a seal plate in the floating pan of the type used for anti-rotational cables. The
indicator cable must be externally weighted or spring retained so as to be under
slight tension at all times.

5.0 BONDING

5.1 All parts of floating suctions shall be bonded together and to the tank shell such
that electrical resistance between any part of the assembly and the tank shell shall
not exceed 10,000 ohms. Particular attention should be paid to flotation indicator
cables and to floats which may come into contact with the tank roof or floating pan.

6.0 THEORETICAL HEAD LOSS


6.1 The theoretical suction head loss for floating suctions will depend on the product
type, size of the bellmouth, size and length of suction arm pipework and number
and type of swivels. Potential suppliers should be requested to supply head loss
data. The total head loss from bellmouth through to tank nozzle should be limited
to two feet (2) of product at system design flow rate.



FLOATING SUCTIONS FOR HORIZONTAL ABOVE & BELOW GROUND TANKS

Legend
Key No. Description
1 Bellmouth and Baffle
2 Float, Stainless Steel
3 Flanged Swing J oint
4 Vertical Drop Tube
5 Inspection Cable



Date of Issue: June 2004 Fast-Flush Facilities
CTGA SPECIFICATION 2.4 FAST FLUSH FACILITIES

1.0 GENERAL

1.1 Aviation tanks are considered in critical service and must maintain a high quality of
product in order to meet stringent safety requirements prior to fuel loading on the
aircraft. Contaminated fuel, water and particulate must not be allowed to progress
downstream from each storage tank in the supply chain and reach the aircraft!
Although procedures are in place that provide for proper filtration and product
sampling prior to aircraft fueling, the accumulation of a sludge/sediment/water
layer on the tank bottom can compromise the integrity of the product and,
potentially, the downstream filtration systems. First, tank integrity is affected due
to the corrosive nature of the water/sludge material. Second, downstream filtration
efficiency can be affected by the potential transfer of the layer of corrosive
products, water, solids and microorganisms.

Implementing a proper water draw program greatly reduces the likelihood of this
contamination. Under most circumstances, water, and particulate can be removed
through the water draw-off sump valve. This procedure works well as long as the
sump is located at the lowest level of the tank bottom and the water draw
equipment operates properly. Another critical element of the process is to
rigorously follow the water draw procedures (frequency, duration) and have well
trained personnel. Bottom sediment and water that cannot be removed from the
sump during normal water draw-offs must be removed during regular cleaning
cycles with the tank out of service

This specification details the guidelines for construction and installation of fast-
flush sampling systems on vertical above ground tanks used for storing aviation
fuel.

1.2 Fast-flush sampling systems shall be installed on large vertical storage tanks to
enable bottom samples to be drawn from the tank in sufficient quantity and at
sufficient velocity to flush the maximum amount of water and particulate matter
from the tank floor and to concentrate these contaminants in a receiving vessel for
examination and disposal. Fast-flush systems also allow the complete draining of
tank bottom water without any loss of product. The system basically consists of
sampling pipework leading from the centre sump of a cone down tank bottom or
other low points within a storage tank to an appropriately sized receiving vessel
where the samples can be examined and contaminated product subsequently
withdrawn. A return pump and line are provided to return clean product to the
storage tank inlet.

1.3 Appendix A illustrates typical installation of fast-flush system.


2.0 REQUIREMENT

2.1 Fast-flush facilities are not required on small vertical storage tanks which meet all
of the following criteria:

(a) capacity less than 30,000 USG (113,500/litres);

(b) diameter less than 20 feet (six (6) meters);

(c) cone roof, cone down bottom with a floor slope to the water drawoff sump
of at least one (1) in 30;

(d) fully lined internally with an approved epoxy coating;

however, an effective sampling connection to the sump is required.

2.2 All other vertical storage tanks shall have fast-flush facilities installed.

2.3 Fast-flush facilities are not required for horizontal tanks. If they meet all of the
following conditions:

(a) They are sloped to a low point drain

(b) The tank is fully internally epoxy lined

(c) An effective sampling connection to the sump is required. The sampling line
needs to be at least 1 (25 mm) diameter. The sampling line needs to be
installed coming from the bottom of the sump reservoir.

3.0 RECEIVING VESSEL SIZE SELECTION

3.1 The basic size of sample receiving vessel (fast-flush tank) shall be 200 litres. This
size is sufficient for airport tanks up to 5,000 barrels capacity with a bottom slope
to the sampling point of at least one (1) in 30 and which are supplied via a filter
separator.

3.2 The chart below is a guide for sizing fast-flush tanks for different sized and shaped
terminal storage tanks supplied by other methods. The multiplication factors may
be used to calculate the recommended size of fast-flush tank. 200 litres is usually
sufficient for an airport tank of any size.

CRITERIA CONDITION FACTOR

Tank Capacity 800-5,000 bbl. :X1
5,000-20,000 bbl. :X1.5
Over 20,000 bbl. :X2


CRITERIA CONDITION FACTOR
Supply Method Dedicated Pipeline with Filter Separator :X1
Dedicated Pipeline, Unfiltered :X1.5
Marine Delivery, Dedicated Pipeline :X3
Marine Delivery, White Products Line :X4

Marine Delivery, White Products Line (water
interface)
:X6
Refinery Run-Down Tank :X3

Bottom Slope To 1 in 30 or Greater :X1
Main Tank
Sample Point:-
1 in 30 to 1 in 60 :X1.5
Less Than 1 in 60 :X2.0

3.3 Example: A 25,000 bbl. storage tank with a flat bottom supplied by marine
transport through a dedicated J et A-1 line:

Basic X tank size factor X supply factor X floor factor
200 X 2 X 3 X 2
= 2,400 litre fast-flush tank required

3.4 The above is only a guide. Local experience may indicate that fast-flush tanks
should be larger or smaller. For example, at airport depots where experience has
shown that very little water or sediment is present in tank sumps, 200 litres is
nearly always sufficient regardless of tank size. Conversely, at marine terminals
where water interfaces are taken into the tanks, larger flush tanks may be required.

3.5 When retrofitting fast-flush systems on flat bottom tanks in service, the tank floor
must be checked and, where more than one low point is evident, sample lines
should be installed at each of these points. In such cases, it may be more practical
to install two (2) fast-flush tanks of smaller size, being supplied from separate low
points.

4.0 SAMPLE LINE

4.1 The sample line shall extend from a central point in the storage tank sump
approximately one (1) pipe diameter above the sump floor, through the tank wall,
via an isolation gate valve and throttling ball valve to the fast-flush tank. Where
possible, the sample line should be continuously sloped towards the sample tank to
improvedrainage.

4.2 The sample line shall enter the flush tank on the side immediately above the V-
cone bottom, and terminate in an elbow angled to direct the product stream around
the vessel wall and slightly downwards in order to create a swirl and concentrate
the heavier contaminants in the central sump of the vessel.


4.3 Sample lines to fast-flush tank systems shall be stainless steel or internally epoxy
coated carbon steel.

4.4 Recommended nominal internal diameters of sample lines shall be as follows:

Fast-Flush Tank Size Pipe Diameter
200-2,000/litres 2 (50mm)
Above 2,000/litres 3 (75mm)

4.5 It is essential that the sample line is of constant diameter from the main tank sump
to the fast flush inlet; otherwise, although there may be an impressive velocity and
swirl at the fast flush tank inlet, movement of product in the sump will be sluggish
and not pick up much water or sediment.

5.0 SAMPLE TANK CONSTRUCTION

5.1 Sampling tanks shall be constructed in accordance with the requirements of CTGA
1 and feature a cone down bottom with a slope towards the center sump of at least
one (1) in 30; much steeper angles (as much as 45 degrees) are preferred.

5.2 Tanks shall be fully internally lined with an approved epoxy coating or constructed
of aluminum or stainless steel.

5.3 The following tank appurtenances shall be fitted:

(a) a visual level indicator / sight glass tube;

(b) a hinged roof manway for access to inspect and clean the tank. On smaller
tanks the complete top cover should be removable. All tanks should be
easy to inspect; those with very heavy or bolted down covers should include
an eight inch (8) inspection hatch in the lid;

(c) A stainless steel drain line of one inch (1) (25mm) diameter from the tank
center sump, terminating in a spring loaded ball valve (Apollo Type), which
acts as a deadman, and cap (there must be sufficient space below the drain
valve to allow placing a five (5) gallon pail under it for drawing samples);

(d) a sample point for obtaining running samples from the fast-flush line;

(e) a return line from the lowest point in the tank.

6.0 PRODUCT RETURN PUMP

6.1 An electric or air-driven product pump shall be installed to return clean, sampled
product to the storage tank inlet line. The pump should be of sufficient capacity to
enable return of the complete contents of the sampling tank within approximately
10 minutes.


6.2 On larger fast-flush systems, there may not always be sufficient storage tank head
pressure to create a high velocity sample rate or the product level may sometimes
be below the sample tank height and gravity sampling cannot be used. In these
cases, the return pump should be installed with pipework allowing it to also be used
to pump product from the storage tank sump into the fast-flush tank.

7.0 RETURN LINE

7.1 Clean product must not be returned to storage via the sample line. It should be
returned to the storage tank inlet line or a separate tank inlet installed for this
purpose.

7.2 A check valve shall be installed in the return line.

7.3 Isolation blind shall be installed in the supply and return lines. This will allow
proper isolation of equipment prior to performing maintenance work.

8.0 RETURN FILTER MONITOR

8.1 A filter monitor should be installed in the return line to prevent any water or
particulates from re-entering the storage tanks.

9.0 WATER AND OTHER CONTAMINANTS

9.1 Water and other containments must be drained to the oily water separator and
discharged in an approved manner acceptable with local and company regulations.

10.0 TIMING FOR IMPLEMENTATION

10.1 Timing for compliance should be within the next aviation inspection cycle. If a
facility does not currently have a fast flush system or does not qualify for the
exemptions currently outlined in this document then the operator needs to propose
an installation time frame to CTGA Manager of Product Quality and Manager of
Airport Operations to gain agreement on the installation date of the fast flush
system.

11.0 EXEMPTIONS

11.1 Exemptions need to be requested in writing and need to follow a documented
Management of Change process. Exemptions can only be approved by the Manager
of Product Quality and Manager of Airport Operations.

APPENDIX A

Date of Issue: June 2004 Internal Coatings

CTGA SPECIFICATION 2.5 INTERNAL COATINGS

1.0 GENERAL

1.1 This specification outlines the requirements for selection, surface preparation and
application of internal coatings for tanks, pipelines and ancillary equipment in
aviation fuel service.

1.2 Internal corrosion makes the use of unlined carbon steel pipes and tanks
unsatisfactory for storage and transportation of aviation gasolines, turbine fuels or
water/methanol mixtures. Corrosion inside a tank or along the walls of a pipeline
is caused by the action of moisture suspended in the fuels being stored or
transported.

Since there is the danger of discolouration and contamination of the product due to
particulate matter formed from metal corrosion, organic epoxy coatings shall be
applied. These coatings prevent steel from corroding and consequently
contamination of product.

1.3 However, unlined transportation pipelines of "pickled" black steel may have
benefits provided they are expected to be used frequently (at least every two days)
and with product velocity of at least 7 feet per second (2.1 metres per second).
Benefits include substantially lower initial cost and no concerns with lining
deterioration. Experience has shown that such lines do not generate excessive
particulate matter.

1.4 The following information should be reviewed with potential suppliers and
contractors prior to commencement of work.

1.5 Regardless of the coating (or use of pickled black steel), thorough flushing of the
line is required as part of the commissioning process (refer CTGA 3.1).


2.1 Steel Structures Painting Council Surface Preparation Specifications (SSPC No. 5)

2.2 U.S. Military Specification MIL-C-4556E (or later issue) and its associated
Qualified Products List.

3.0 SURFACE PREPARATION

3.1 Proper surface preparation is essential to a successful, long lasting coating job.
This requires abrasive blasting to white metal. The surface to which the organic
epoxy coating is to be applied shall not be less than Steel Structures Painting
Counsel Specification SSPC No. 5 (white metal blast). The anchor pattern shall be
as called for by the coating manufacturer or approximately 20% of the final dry
film thickness of the coating system. Anything less than this could lead to early
coating failure.

3.2 Alternate specifications for blasting to white metal are U.S. National Association of
Corrosion Engineers NACE No. 1 or British Standard BS 7079.

3.3 Pickled steel requires especially careful preparation; therefore full material
specifications are essential in determining procedures to be followed. Commercial
pickling is sometimes used to facilitate forming prior to fabrication and to remove
mill scale. Often times this process leaves a contaminant of sulfates on the steel
and, unless careful blasting to white metal is done, some contaminants could
remain and ruin the coating application. A check should be made after blasting to
see if any contamination remains.

3.4 After blasting, all surfaces shall be cleared of foreign material and blown free of
dust before coating. After coating solvent in pipes or tanks has evaporated from
the applied area, end caps shall be fitted on to pipes and manholes on tanks in order
to keep out dust and dirt.

4.0 CAUSES OF FAILURES

4.1 Often, a contractor will use local sand because of the expense or time involved in
obtaining proper abrasives which have to be shipped into the area. Some
contractors may try to use common river bottom type sand that does not have the
correct sharpness and may contain clay inclusions. Another common error is to
reuse abrasive material when a contaminated surface is blasted. The surface may
appear clean; however, under microscopic examination small inclusions will be
detected which will not allow proper bonding of the coating. Timing is also
critical. Steel begins to corrode as soon as it is exposed to air. Therefore specified
times between completion of blasting of each piece of a surface and application of
the first coat of paint to that surface must observed.

4.2 Air pressure of 80 psi or less will not produce proper patterns on the steel. When a
pitted surface is to be coated, unless the blast hits pits from all angles, the corrosion
will remain causing subsequent blistering of the coating. Many surfaces can be
contaminated after proper blasting by foreign material - even a fingerprint, for
example. The fingerprint will not be noticed until the coating has been applied and
seen service. Coating failures can also be caused after application by improper
cleaning of the surface such as the application of a solvent to which the organic
epoxy coating is not resistant. Finally, most coating failures are caused by
improper application of the materials, use of the wrong primer, improper dilution
for spraying, use of wrong spray technique or excessive time between blasting and
coating. Contractors experienced in this type of coating application should be used.

5.0 COATING SPECIFICATIONS

5.1 Internal coatings shall be shop or field applied and should be of a generic type
consisting of a two (2) component glossy amine (organic) cured epoxy resin
coating system. The coating system should be of the bisphenol type, comprising a
pigment primer and finish coat of contrasting colours and shall meet the
requirements of U.S. Military Specification MIL-C-4556E (or later issue). Other
coatings may be approved refer paragraph 7.0. The welding burnback area for
the recommended API grade 5L pipe with beveled ends shall be approximately one
inch (1) from ends with any coating used.

6.0 APPLICATION

6.1 Coatings shall be applied in accordance with the manufacturers specifications.
Important general criteria to note are:

(a) time between sand blasting and application of prime coat must be limited to
avoid the possibility of rust bloom forming. In tank lining, only that area
which can be coated in one (1) working day shall be sand blasted;

(b) most coating systems specify a maximum interval between application of
the prime and top coats to ensure a good bond;

(c) sufficient air curing time must be allowed before the tank or pipe is placed
in service;

(d) after the initial fill of a lined tank, the commissioning product should be
quarantined and remain dormant for five (5) days after which product
samples should be drawn and subjected to a recertification test to ensure
that no contamination has occurred from the coating. If these tests are
satisfactory the product may be released and the tank placed in normal
service.

7.0 APPROVED COATINGS

7.1 All coating systems included in the Qualified Products List attached to U.S.
Military Specification MIL-C-4556E (or later issue), (included in Volume II of this
manual) are approved for use. Selection of the approved system to use shall be
based on field experience, local availability and economy.

7.2 Coatings additional to those in the QPL may be approved from time to time by
ChevronTexaco Aviation Operations. Those currently approved are included in
Appendix A.

Factors influencing choice of supplier include:

- local availability and price,
- local technical back up and
- local conditions (some systems are easier to manage than others in very hot
conditions).

8.0 COATING DATA

The following data under the heading Internal Coating shall be signwritten on the tank in
letters 25mm high adjacent to the manway:

(a) paints used,
(b) number of coats and order in which applied,
(c) contractors name and
(d) date of painting.
APPENDIX A
APPROVED EPOXY COATING SYSTEMS

The following are approved for use as internal epoxy linings in filter vessels, storage tanks and
similar applications.

Manufacturer Product Code QPL reference Colours
Ameron International Primer 3670900 Q1542 Ivory/white
Finish 3623700

Ameron International Primer 3671000 Q1543 Ivory/white
Finish 3623700

Ameron International 10056.01 Q1621 Buff/White
10056.12

Primer 744K8994 Q1429 Yellow/white Ameron (was Devoe
Coatings Company) Finish 744K3978

Hempel Primer 85210-21240 Q1549 Yellow/white
Finish 85210-11630

Hempel Hempadur 1540 --------- Light red/red/white
(3 coat system)

Primer EPA5058H Q1618 Buff/White
International/Courtaulds
Coatings
Finish EPA5059H

Sherwin Williams Primer 920-Y-264 Q1556 Yellow/white
Finish 920-Y-A18

Sigma Coatings 7315-3012-00 Q1606 Cream/White
7915-7001-00

Southern Coatings Primer 37-2190 Q1500 Yellow/white
Finish 37-2191

Valspar Corporation Primer 578-D-3K Q1554 Buff/White
Finish 578-W-3K

British Paints Luxepoxy 4 --------- White finish
(4 coat system)

Copon System 12A Primer Copon EA9 ---------
Middle Copon EA5
Red/light grey/ off
white
Finish Copon EA5
Manufacturer Product Code QPL reference Colours

Taubman System 944 ----------

J otun Naviguard ----------

J otun 'Sovapon" Primer 264D2 (Mil-P-23236) Buff/grey/white
Middle 264F2
Finish 264W2

The paints tabled above are either on the QPL-4556 Issue 27 list or are paints with which we have
had considerable experience.

Other paints claim to meet the requirements of Mil-C-4556E but, at least in some cases, have not
been subjected to the full test - mostly with respect to time; they have not yet appeared in the
QPL-4556 list. These and other paints may be capable of passing the full test but using such paints
requires caution; it is preferred to use paints which are on the QPL or with which we have
experience or positive knowledge of their suitability. Prior to using coatings other than those listed
above, approval must be obtained from Manager Design & Engineering, COE.

COATING SUPPLIER ADDRESS LISTING

Ameron International Sherwin Williams
201 N. Berry Street 101 Prospect Avenue
P.O. Box 1020 Cleveland, OH 44115
Brea, CA 92622-1020 216-566-2000
714-529-1951

Sigma Coatings
Devoe Coatings Company Amsterdamseweg 14
4000 Dupont Circle 1422 AD Uithoorn, Netherlands
Louisville, KY 40207 (31) 297-541911
502-897-9861

Southern Coatings
Hempel Coatings P.O. Box 160
6901 Cavalcade Sumter, SC 29151
Houston, TX 77028 803-775-6351
713-672-6641

Valspar Corporation
International/Courtaulds Coatings 1401 Severn Street
5808 Martin Glen Road Baltimore, MD 21230
Midlothian, VA 23112 410-625-7200
804-739-9839


SECTION 3

TABLE OF CONTENTS

3.0 PIPEWORK
3.1 DESIGN AND INSTALLATION STANDARDS
3.2 EQUIPMENT MARKING FOR PRODUCT IDENTIFICATION
3.3 TRUCK/REFUELER LOADING & UNLOADING FACILITIES
3.4 REFUELING EQUIPMENT FLOW TEST RIGS

Date of Issue: June 2004 Pipework Design and Installation Standards
CTGA SPECIFICATION 3.1 PIPEWORK DESIGN AND
INSTALLATION STANDARDS

1.0 GENERAL

1.1 This Specification provides guidelines for the selection and installation of pipe and
fittings for aviation fuel service at airport depots, supply terminals and refineries
which supply direct to an airport.

1.2 Quality control considerations in handling aviation fuels require that pipework be
designed and installed to eliminate the possibility of product contamination from the
pipework itself or from other products and that any accumulation of free water or
particulate matter in the system can be readily removed.

2.0 REFERENCE PUBLICATION

2.1 ANSI B31.4 Liquid Petroleum Transportation Piping Systems

2.2 API Standard 1104 for Welding Pipelines and Related Facilities

2.3 API Specification 5L, Specification for Line Pipe

3.0 PIPING LAYOUT - DESIGN CRITERIA

3.1 Each grade of aviation fuel shall be handled in a completely segregated and dedicated
system on both the receiving and discharge sides of the storage tank.

Locations which receive product via non dedicated or unsegregated systems require
approved isolation (double black and bleed valves, jack spools, removable spools,
hammer blinds) on both the inlet and outlet of each tank if there are two (2) or more
tanks; isolation on only the inlet is sufficient if there is only one (1) tank in a grade.

3.2 Pipelines used for product discharge into hydrant systems and for loading fuellers
shall not be used for receiving product into storage.

3.3 Long pipelines within an installation should be sloped at 0.5% towards a low point.
Water drainage facilities (usually a plug) shall be provided at all low points to
facilitate drainage for maintenance. A further benefit of providing a deliberate slope is
that unintentional droops in the line are avoided thus helping to prevent accumulations
of water with its attendant problems.

3.4 Inter-connecting lines shall not be installed between pipelines that handle different
grades of aviation fuel. If they must be provided they shall include removable spool
pieces so that the different aviation grade systems are completely segregated during
operations.


3.5 Copper alloys, cadmium plating, galvanized steel or plastic materials shall not be used
for piping or fittings in aviation service.

3.6 Pipelines should be grouped as much as possible and laid out in parallel above ground
so far as this can be done without unduly increasing the length of lines.

3.7 Complicated manifolding and dead legs should be avoided as far as is possible; a dead
leg may be defined as a dead end pipe with a length greater than the pipe diameter.

3.8 All inlet and outlet piping shall be fitted with Millipore testing points (refer CTGA
4.3).

3.9 Low point sampling lines shall be three-fourths () inch (19mm) stainless steel with
ball valves and quick disconnect couplings with dustcaps and shall have product
identification tags attached.

3.10 All new carbon steel pipe which is downstream of a Filter Water Separator shall be
internally coated in accordance with CTGA 2.5. Where existing lines are not
internally coated, these may continue in service provided monthly Colorimetric and
quarterly Gravimetric membrane tests are satisfactory.

Note: Pickled black steel may be used unlined in certain circumstances for supply
pipelines - refer CTGA 2.5.

3.11 Airport piping systems shall include a test rig in accordance with CTGA 3.4.

3.12 All pipelines shall be clearly grade marked and color coded in accordance with CTGA
3.2.

4.0 SELECTION OF PIPE

4.1 The pipe material shall be standard black carbon steel pipe conforming to API 5L
Grade B or better.

4.2 The pipe shall be schedule 40 with a preference for seamless pipes. All hydrant pipes
shall be seamless. Butt welded pipe shall not be used.

4.3 The pipe shall be flawless and should be free from inclusions, pits, folds, etc.

4.4 Each length of pipe shall be identified as to the manufacturer, size, weight, grade and
process of manufacture.

4.5 Only new pipe shall be used in aviation fuel service.

4.6 Pipelines should be sized for a normal flow velocity of 7 ft./sec. (2.1m/sec.) to provide
a self-cleaning action. Prolonged use of pipelines at velocities much below 7 ft./sec

will result in accumulation of water, rust scale, microbial growth, etc. at low points.
The flow velocity must not exceed 15 ft./sec. (4.5 m/sec) to avoid hazardous build-up
of static electricity charges. The following chart provides approximate pipe sizes and
flow rates corresponding to velocities of 3, 7 and 15 feet/sec.

VELOCITIES IN PIPELINES

SCHEDULE 40 PIPE FLOW RATES IN U.S.G.P.M.

Nominal
Diameter
Inside
Diameter
3 ft/sec Velocity 7 ft/sec Velocity
15 ft/sec
Velocity
2 2.067 30 75 160
3 3.068 70 160 340
4 4.026 120 280 600
6 6.065 270 630 1,350
8 7.981 470 1,090 2,340
10 10.020 740 1,720 3,690
12 11.938 1,050 2,440 5,230
14 13.124 1,260 2,950 6,320
16 15.000 1,650 3,860 8,270
18 16.876 2,090 4,880 10,460
20 18.812 2,600 6,060 12,990
24 22.624 3,760 8,770 18,800

Notes: (1) 3 ft/second is the maximum allowed velocity for splash loading, i.e. initial
filling of a tank before the fill line is submerged.

(2) 7 ft/second is the recommended velocity for pipelines to provide a self-
cleaning action.

(3) 15 ft/second is the maximum allowed velocity in any pipeline to avoid the
build-up of hazardous static charges.

4.7 Micronic filters and filter separators increase the static electrical charge in the body of
fuel passing through it and, in order to avoid the possibility of a spark discharge,
sufficient time must be allowed downstream of a filter for the static charge to dissipate
to a safe level before the product enters a tank or other vented vessel. The time
required for the charge to dissipate is relaxation time. A 30 second relaxation time is
required and pipework downstream of jet fuel filter separators should be designed to
achieve this.

Two (2) exceptions to the requirement above are:

(a) if the jet fuel contains an anti-static additive, a 30 second relaxation time is not
required;

Note: A minimum conductivity of 50 pS/m must be maintained at all times if
relaxation time is not available.


(b) synthetic and teflon-coated screen separator elements do not generate sufficient
static charge to be dangerous and jet fuel filter separators fitted with this type of
separator element do not require downstream relaxation.

To achieve 30 seconds relaxation time, system design may require increasing the pipe
diameter to reduce velocity downstream of filter separators. The following chart
shows the number of feet of various pipe sizes required per 100 U.S. gallons per
minute of flow rate in order to achieve 30 seconds relaxation time.

30 SECOND RELAXATION

Normal Pipe Diameter In
Inches
Feet of Pipe Per 100
U.S.G.P.M.
3 112.4
4 75.4
6 33.4
8 19.2
10 12.2
12 8.6
14 7.1
16 5.4
18 4.3
20 3.5
24 2.4
30 1.4

5.0 PIPE JOINTS

5.1 FLANGED JOINTS

5.1.1 Flanged connections should be used in pipe sizes 3 inches (75mm) diameter or
larger between valves and fittings and between valves or fittings to pumps or
meters. The principal advantage of flanged connections is the ease of taking
them apart for maintenance. Flanged connections also permit tighter and more
satisfactory joints than screwed connections.

5.1.2 Flanges used shall be forged steel welding neck type, faced and drilled.

5.1.3 Flanges used shall conform to ASA B16.5 or ASTM A-181 Grade I.

5.1.4 All flanges shall be stamped with the name of the manufacturer, size and class.

5.1.5 Flange gaskets may be fibre or Buna N impregnated cork.

5.2 WELDED JOINTS


5.2.1 A welded pipeline is recommended for any system of piping in sizes 2
inches (63mm) diameter and over. It provides a continuous line which when
properly assembled, will not develop leaks and could be expected to provide
satisfactory service for an extended period.

5.2.2 API Standard 1104 and ASME/ANSI B 31.4 shall be followed for welding
pipelines.

5.2.3 Welded lines shall terminate in welding flanges for connection to valves,
fittings and equipment.

5.2.4 Welding shall be performed by the shielded arc method. Procedures used and
the qualification of welders employed shall meet API or ANSI standards.

5.2.5 All welds in underground pipelines shall be radio-graphed for satisfactory
completion.

5.3 SCREWED CONNECTIONS

5.3.1 Screwed pipe may be used for pipe sizes under 2 inches (63mm) in diameter
provided the pipe is not underground.

5.3.2 The advantages of screwed pipe are the ease of jointing and that extensive
tooling is not required nor are specialists such as welders needed.

5.3.3 The disadvantages of screwed connections are the possibility of leakage at the
connections and the structural weakening of the pipe at the threading.

5.3.4 Screwed joints shall be made carefully using teflon tape. The tape shall not
overlap the end thread of the male piece and only sufficient tape to make the
joint tight shall be used.

5.3.5 Stag, litharge, glycerine and other similar jointing compounds shall not be
used on pipelines in aviation fuel service.

5.4 FLEXIBLE JOINTS

5.4.1 Flanged flexible metal pipe lengths shall be used where a degree of movement
is required, such as to allow for settling on new tanks. Victaulic joints shall
not be used in fixed installations.

6.0 CORROSION

6.1 INTERNAL CORROSION

6.1.1 To mitigate internal corrosion in aviation fuel systems, epoxy coating shall be
factory applied to the pipes in accordance with CTGA 2.5.


6.1.2 The benefits of internal coatings are less particulate contamination of the
product due rusting and, in long pipelines, the reduced frictional losses
significantly reduce operating costs. Maintenance cleaning of short lengths of
pipeline can be eliminated and the frequency of pigging long distribution
pipelines can be considerably reduced.

6.1.3 Note that, in some circumstances, unlined pipe may be used - refer CTGA 2.5.

6.2 EXTERNAL CORROSION

6.2.1 Underground pipelines laid in moderately corrosive soil or soil saturated with
water shall be provided with an external protective coating.

6.2.2 The protective coating selected should be evaluated for suitability in the
environment encountered. ASTM and NACE provide criteria for qualifying
coating material.

6.2.3 The more common protective coatings are enamels, hot applied mastics, cold
applied mastics and extruded plastics. ChevronTexaco experience is that coal
tar wrapped coatings meets the requirements for most environments
encountered in its area of operation.

6.2.4 Coatings shall always be factory applied to ensure trouble-free service. Field
wrapped coated pipe shall not be used.

6.2.5 Since coatings can never be perfect insulators due to material deficiencies,
poor handling and improper back filling practices, a cathodic protection
system should be used to prevent the corrosion of buried or submerged
pipelines. The type of protection shall be in accordance with ChevronTexaco
marketing operations standards and recommended practices for the conditions
in which the pipeline is laid.

7.0 PIPE INSTALLATIONS

7.1 Pipe trenches shall have the necessary width for the proper laying of the pipe.

7.2 Whenever unstable soil is encountered in the trench, such soil shall be replaced with
coarse dry sand.

7.3 Trench size shall permit a six inch (6) shield of dry sand all around the pipe.

7.4 Depth of excavation shall permit a slope of 0.5 % towards the low points within
airport and supply locations; transport pipeline profiles are dictated by terrain, location
of other services, etc.


7.5 Trench excavation shall be done so that the laying of the fuel lines does not interfere
with underground utility cables and other existing utilities.

7.6 Backfilling of trenches shall be done only after the fuel lines have been pressure
tested.

7.7 Backfilling and compaction shall be performed in a careful manner so as not to
damage the external coating.

7.8 The pipe shall be installed only after the trench has been provided with a six inch (6")
layer of dry sand bedding or after all concrete or metal supports have been erected.

7.9 The cutting of pipe, when necessary, shall be done without damage to the external
coating.

8.0 PIPE FITTINGS, BOLTS AND GASKETS

8.1 Fittings shall be seamless conforming to ASA B 16.9-ASTM A-234 of standard
manufacture and standard wall thickness.

8.2 Bolts shall be carbon steel, ASTM A-307 Grade A, hexhead machine bolts with heavy
steel hexnuts. Bolt sizes and lengths shall conform to ASA B16.5 for ASA 150 lbs. or
ASA 300 lbs. as applicable for class joints with one-sixteenth inch (1/16) raised
faces.

8.3 Gaskets shall be factory cut, U.L. approved for use on hazardous liquids. Size shall
conform to ASA B16.21 for 150 or 300 lbs. class joints as applicable.

8.4 Pressure relief valves shall be installed in systems where thermal expansion of product
could cause build-up of pressure in excess of the system design pressure. Pressure
relief valves may be fitted across storage tank inlet and outlet valves or be piped to a
separate expansion tank or a sample drain tank. Pressure relief valves shall nominally
be set at 1.2 times the system design pressure.

8.5 Pressure relief shall not be provided around tank isolation (double block and bleed
valves, jack spools, etc); instead, pressure relief in such circumstances shall be to
expansion tanks, underground slop tanks or similar. Note that any relief should be to a
tank in the same grade of service from which product can be transferred back to a
storage tank after the storage tank has been emptied and before the next
Recertification Test samples are drawn. If relief is to a multi product slop tank, the
aviation relief line shall enter the tank via a tun dish to avoid the possibility of
contamination of the aviation fuel.

9.0 PIPELINE TESTING

9.1 Pipeline integrity is essential to ensure product quality is not compromised by the
entry of ground water and other matter in addition to other reasons such as preventing
hazards, pollution and product loss.
9.2 Underground hydrant lines shall have all welds 100% inspected by radiographic or
equivalent means (refer ASME B 31.4); it is recommended all underground aviation
product lines be inspected thus.
9.3 Underground hydrant lines should be pressure tested for 24 hours to 90% of specified
minimum yield strength unless installed equipment dictates a lower pressure.
9.4 ASME B 31.4 and API 1110 are two (2) sources of material for general pipeline
testing.

10.0 COMMISSIONING

10.1 After installation and testing, all pipework shall be thoroughly flushed with the grade
of product for which it is intended. Flushing shall be carried out at the maximum safe
velocity attainable; this should be a minimum of 10 ft/sec (3 m/sec).

10.2 Product flushed shall be downgraded.

10.3 Long distribution pipelines shall be pigged with foam pigs. Scraper pigs or so called
"go-devils" shall not be used.

10.4 Pipeline flushing and/or pigging shall continue until product at the pipeline end
consistently shows a water content of less than 15 parts per million, a millipore
gravimetric rating of no more than 0.1 mg/liter and with no change in colorimetric
rating from inlet to outlet.

10.5 Meters and filter elements shall be removed during flushing.

Date of Issue: June 2004 Equipment Marking For Product Identification, Selective Couplings
CTGA SPECIFICATION 3.2 EQUIPMENT MARKING FOR
PRODUCT IDENTIFICATION,
SELECTIVE COUPLING

1.0 GENERAL DESCRIPTION

1.1 This specification defines the requirements for product identification markings to be
applied to pipework, tanks, loading facilities and dispensing equipment used in
aviation fuel handling. Requirements for selective couplings are also discussed.

1.2 The requirement for a standard international product identification system is based on
the need to prevent mixing of aviation fuel grades and to prevent delivery of the
incorrect grade into an aircraft. It is important that the system used be universally
recognized, not only by oil company personnel, but also by aircrews and airline
personnel who are involved with aviation fuels.

1.3 In areas where local industry standards or government regulations differ from this
system, the local standards will apply.


2.1 API Bulletin 1542, Airport Equipment Marking for Fuel Identification.

3.0 MARKING AND COLOUR CODING

3.1 Product identification in all phases of aviation fuel handling shall follow the system
described in API Bulletin 1542 contained in Volume II of this manual.

3.2 The marking system provides three (3) ways of identifying the product in the handling
system, viz:

(a) a naming system,
(b) a colour code and
(c) banding system.

All these markings shall be used to identify the respective grade on all equipment
from receiving terminal through to into-plane delivery.

4.0 PIPELINE MARKING

4.1 Pipeline markings of the colour and type indicated in API Bulletin 1542 for specific
products should be applied at the following locations:


(a) on all pipelines leading into and away from a manifold system;

(b) within one (1) meter of pipelines passing through a barrier or entering the
ground;

(c) on all pipelines entering loading racks, adjacent to the main control valve for
each pipeline;

(d) on long runs of pipelines at intervals not exceeding 50 meters;

(e) on the suction and discharge piping adjacent to any pump;

(f) at other locations appropriate to normal operation of a particular installation
(e.g., at connections to tanks and bulk loading arms).

4.2 All valves on product pipeline systems should be painted in similar colours to those
used in the corresponding pipeline markers. Colour combinations for valve bodies and
bonnets are given in the same charts as those for pipeline markers for the various
products named. Any valve located in a manifold and not specific to any particular
product should be painted the same colour as the pipeline.

4.3 In facilities where only one (1) grade of product is handled, such as some airport
depots, the requirements of Paragraph 4.1 may be relaxed, however, sufficient
markers must be applied to provide easy recognition of grade at each area of
operations. Marking must be applied adjacent to each loading and unloading point.

5.0 TANK MARKING

5.1 Each above ground storage tank shall be marked with the API colour code in lettering
of minimum six inches (6") (150mm) high in a position readily visible at
approximately eye height.

6.0 HYDRANT SYSTEM MARKING AND SELECTIVITY
6.1 All hydrant pit covers shall be clearly marked with the API colour code and have a
firmly attached product identification sign. On the surface surrounding each hydrant
pit, there shall be a 15cm wide colour coded band and a number to permit ready
identification of the hydrant pit.
6.2 The hydrant pit adapter dust cover shall be colour coded or a colour coded grade
identification tag shall be firmly attached to the inside of the pit in a position where it
is readily visible when the pit cover is removed.

6.3 At airports where more than one (1) grade of aviation fuel is dispensed by hydrant
systems, the mechanical coding for product selection described in API 1542 shall
be used. Selective couplings are not required at airports where only one (1) grade is
dispensed by hydrant system.


7.0 MOBILE EQUIPMENT MARKING

7.1 All mobile equipment employed in handling aviation fuels, i.e. tank trucks, rail tank
cars, fuellers and hydrant servicers, shall display the API code in a prominent position
visible from the loading, unloading, or dispensing positions.

7.2 On tank trucks and fuellers, a colour coded grade identification sign, with letters of
four inches (4) (100mm) height, shall be provided in a position clearly visible from
each compartment manhole and the filling line and in the immediate vicinity of the
discharge connection.

7.3 Where a tank truck must be used interchangeably in more than one (1) product
service, grade identification signs on manholes, fill and discharge points may be of the
interchangeable type. The grade sign for the product to be loaded shall be installed
immediately before the vehicle is loaded and removed immediately after it has
discharged.

7.4 The discharge connections of all tank trucks and tank cars should be fitted with
selective type couplings; these may simply be a coupling of different type or style
than those used for other products.


Date of Issue: June 2004 Truck/Fueller Loading and Unloading Facilities
CTGA SPECIFICATION 3.3 TRUCK/FUELLER LOADING AND
UNLOADING FACILITIES

1.0 GENERAL

1.1 This specification provides guidelines for the design and installation of equipment for
unloading tank trucks and loading and unloading fuellers at airport depots.

1.2 ChevronTexaco Aviation Terminals Quality Control Manual also outlines certain
specific design considerations and requirements for loading of aviation fuels into tank
trucks at terminals.

2.0 TANK TRUCK AND RAIL CAR LOADING FACILITIES

2.1 Each grade of aviation fuel shall have positive means of selective loading. Acceptable
means of selectivity include

Selective bottom or tight fill top loading couplings; these may be indexed
couplings or couplings of a different type or style from those of other products
Dedicated loading rack
A standard loading coupling with a lug which mates only with aviation trucks or
rail cars having a corresponding slot
Computerised loading which can be demonstrated to be incapable of loading an
aviation truck or rail car with the wrong grade.

In all cases, the loading facility must be clearly marked regarding the aviation grade of
product.

2.2 All truck loading should be via either bottom loading or tight top fill couplings; open
hatch filling is not acceptable for both quality control and fuel cleanliness reasons.
Rail cars should also be filled via means other than open hatch for similar reasons but
this may not always be possible for reasons of ownership of the cars and loading
facilities; nevertheless every effort should be made to achieve selectivity.

3.0 TANK TRUCK UNLOADING FACILITIES

3.1 DESIGN PRINCIPLES

3.1.1 The number of offloading points to be installed and the unloading flow rate
shall be based on the following factors:

(a) peak period airport depot throughput and future growth;

(b) available reserve working storage;


(c) available hours per day for receiving product;

(d) bridging truck or rail car capability;

(e) optimum discharge time and truck or rail car standing costs;

(f) maximum flow rates of available equipment;

(g) safe flow rates to allow relief of static charges;

(h) incremental costs of equipment for higher flow rates.

3.1.2 The location of unloading facilities shall allow free unidirectional traffic flow
of bridging vehicles without the necessity to reverse vehicles. Truck lane
markings with directional arrows and stop lines may be advantageous in
establishing a free uncongested traffic flow.

3.1.3 The mandated safety separation distances stipulated by Government or
established by other recognized regulatory bodies shall be observed; however,
unloading points shall not be installed within 25 feet (7.5m) of aboveground
tanks, plant buildings or the nearest line of adjoining property that can be built
upon.

3.1.4 Separate unloading facilities shall be provided for each grade of aviation fuel
and these should be physically segregated within the depot to avoid the
possibility of unloading the wrong product. Selective couplings shall be used
for each grade of fuel handled.

3.1.5 Aviation fuels shall not be discharged through a filter by gravity. They shall
always be pumped into storage via a filter separator for jet fuels or a micronic
filter for Avgas. Installations with underground tanks shall be designed so that
during unloading, there is always positive pressure within the receiving filter
to ensure correct operation of the air elimination system.

3.1.6 One receiving filter shall have a rated flow at least equivalent to the maximum
output flow rate of the fuelling equipment in use at the airport. This is
necessary to allow the receiving filter to be used for return of product to
storage from the test rig.

Pipework and valves downstream of the filter should be sized accordingly.

3.2 GENERAL DESIGN REQUIREMENTS

3.2.1 Figure 1 illustrates the basic equipment to be installed at a single point
unloading facility.

3.2.2 Couplings shall be dry break types, preferably of the API RP-1004 4 inch
style. Where delivery trucks are fitted with camlock or other types of

unloading adaptors, the receiving facilities must be compatible; however, the
use of API couplings should be encouraged.

3.2.3 Hoses shall be standard tank truck suction and discharge types suitable for
service with aviation fuels containing 30% aromatics. Hose couplings may
be of the reattachable, R-style, or permanent swaged-on types. Band it
style couplings shall not be used.

3.2.4 Valves shall be in accordance with CTGA 2.1.

3.2.5 Pipework shall be installed in accordance with CTGA 3.1.

3.2.6 Strainers shall be in accordance with CTGA 4.1. As the purpose of the
strainer is primarily to protect the pump and to preclude large foreign
matter from entering the filter separator, 40 to 80 mesh gauze is adequate.

3.2.7 Static dissipator additive injection equipment shall be installed when
required. Meter installation is only recommended where required for
injection of additives. An air eliminator shall be installed upstream of each
meter.

3.2.8 Pumps shall be standard self-priming centrifugal types of appropriate rating.

3.2.9 Filter separators for jet fuels and micronic filters for Avgas shall be installed
in accordance with CTGA 4.3 and 4.2 respectively. Filters shall be fitted
with a downstream flow control valve which will operate to stop flow when
water is sensed in the filter sump by an activating water slug pilot. The flow
control valve shall also act as a non-return valve.

3.2.10 Product identification signs and pipeline markings shall be applied in
accordance with CTGA 3.2.

3.2.11 A sample disposal tank shall be installed adjacent to the unloading area. The
tank shall be an epoxy lined steel or stainless steel horizontal type of
between 100 and 200 USG (380-760 litre) capacity. The tank shall be
installed with a bottom slope of at least 1 in 15 with a 1 inch (25mm) drain
line at the low end. The tank discharge line shall be nominally 2 inches
(50mm) in diameter and connect into the main product receiving line
upstream of the strainer. The tank shall have a manway fitted for access for
cleaning, and a wide mouth receiving funnel fitted with a gauze strainer and
hinged lid.

An acceptable alternative is to use closed circuit samplers which can be
drained by the receiving pump and filter. One sampler can be provided for
each bridger discharge connection. Each sampler should have a capacity of
at least 20 litres and provision for draining off any water or particulates.


3.2.12 An emergency pump stop button shall be installed in an easily accessible
position adjacent to the unloading point. The control shall be identified
with a sign with minimum 3 inch (75mm) high white letters
"EMERGENCY STOP" on a red background.

3.2.13 A heavy duty bonding cable in accordance with CTGA 6.2 shall be
permanently attached to the pipework.

3.2.14 Electrical installations shall be in accordance with NFPA 30 and NFPA 70
regulations for Class 1, Division 1 locations or equivalent local code.

4.0 FUELLER LOADING FACILITIES

4.1 GENERAL DESIGN REQUIREMENTS

4.1.1 Fuellers shall be loaded via sealed dry break bottom loading connections.
This method necessitates the installation of overfill protection systems on all
fuellers.

4.1.2 Product supply may be from a separate fueller loading pump or, where
hydrant systems are installed, from the hydrant manifold in the depot.

4.1.3 Loading rates shall be established based on the following considerations:

(a) fueller usage pattern;

(b) incremental cost of equipment for higher flow rates;

(c) relaxation time downstream of filter-separators (if paper separators are
used and there is no static dissipator in the fuel);

(d) product velocity maximum limit of 15 feet per second.

4.1.4 Bottom loading systems with flow rates in excess of 500 U.S.G.P.M (1900
1.p.m.) shall be fitted with a deadman control.

4.1.5 Separate loading facilities shall be provided for each grade of aviation fuel and
these shall be physically segregated within the depot to avoid the possibility of
loading the wrong product. Selective couplings shall also be used for each
grade if more than one grade is handled at a location.

4.1.6 The mandated safety separation distances stipulated by Government or
recognized regulatory body shall be observed; however, in no case shall
loading points be installed within 25 feet (7.5m) of above ground tanks, plant
buildings or the nearest line of adjoining property that can be built upon.

4.2 PUMP LOADING


4.2.1 Figure 2 illustrates the basic equipment requirements for dedicated pump
loading systems.

4.2.2 Valves shall be in accordance with CTGA 2.1.

4.2.3 Pipework shall be installed in accordance with CTGA 3.1.

4.2.4 Strainers shall be in accordance with CTGA 4.1. As the purpose of the
strainer is primarily to protect the pump and to preclude large foreign matter
from entering the filter separator, 50 to 80 mesh gauge is adequate.

4.2.5 Pumps shall be self-priming centrifugal types of appropriate rating.

4.2.6 Filter separators for jet fuels and micronic filters for Avgas shall be installed in
accordance with CTGA 4.3 and 4.2, respectively. Filters shall be fitted with a
downstream flow control valve which will interrupt flow when water is sensed
in the filter sump by activating a water slug pilot. The flow control valve shall
also act as a non-return valve.

4.2.7 Where justified for stock control purposes or where fuellers are loaded for
third parties, a meter shall be installed in the loading line. The meter shall be
in accordance with CTGA 6.3 and feature a set-stop device. A ticket printer
shall be fitted to meters used for third party loading.

4.2.8 A pneumatic or intrinsically safe electrical deadman control system shall be
installed, (optional on facilities with maximum flow rates less than 500
USGPM), and shall operate to close the filter flow control valve and interrupt
flow. Deadman control hose or cable shall be housed on a spring rewind reel
or be of the coiled cable type.

4.2.9 Loading may be by hoses or articulated metal bottom loading arms.
Proprietary spring balanced loading arms are preferred. They should be of
aluminum construction and swivel joints shall be prelubricated and grease
nipples removed. Hoses, where used, shall be hydrant pickup type with
permanent non-reattachable couplings in accordance with CTGA 6.1.

4.2.10 Couplings shall be dry-break 4 inch API type.

4.2.11 A heavy duty bonding cable in accordance with CTGA 6.2 shall be
permanently attached to the pipework.

4.2.12 Electrical installations shall be in accordance with NFPA 30 and NFPA 70
regulations for Class 1, Division 1 locations.

4.2.13 An emergency pump stop button shall be installed in an easily accessible
position adjacent to the loading point. The control shall be identified with a

sign with minimum 3 inch (75mm) high white letters "EMERGENCY STOP"
on a red background.

4.3 HYDRANT SYSTEM LOADING

4.3.1 The basic equipment requirements for loading fuellers from a hydrant system
manifold are identical downstream of the filter to that for pump loading except
that a separate flow control/pressure reducing valve is installed to limit flow
rate.

5.0 FUELLER UNLOADING

5.1 Separate Fueller unloading facilities are not required as use is to be made of the flow
test rig described in CTGA 3.4.






Date of Issue: June 2004 Fuelling Equipment Test Rigs
CTGA SPECIFICATION 3.4 FUELLING EQUIPMENT TEST
RIGS

1.0 GENERAL

This specification provides guidelines for design and construction of aviation fuelling
equipment flow and pressure control test rigs to be installed at airport depots. The design
covers the requirements for functional tests of units incorporating both dual deck and twin
reel delivery hose systems for underwing aircraft fuelling at flow rates up to 1,200 USGPM.
The design may be suitably modified where either deck hose or reel hose test functions are
not required. Facilities for meter proving if using a master meter are also included.

2.0 DESIGN CONSIDERATIONS

2.1 PRESSURE CONTROL

The test rig shall be capable of monitoring the output pressures and flows of both tank
truck fuellers and hydrant dispensers to ensure that on board control equipment is
operating properly and is capable of protecting the aircraft systems during fuelling.
The rig shall be capable of simulating fuelling conditions including rapid shutdown of
aircraft valves during maximum flow. It is therefore necessary for the rig to be able to
supply fuel at up to 1,200 USGPM consistently and at steady inlet pressures. Factors
which may influence rig design include maximum receiving tank head and the
capabilities of the hydrant pumps and their control system. An ideal alternative in
terms of consistent flow and pressure for both pressure control testing and meter
proving is for the test rig to have a dedicated pump.

2.2 METER PROVING

The master meter should be in a by-pass line to prevent its use during pressure control
testing; excessive use and rapid changes in flow which are inherent in pressure control
tests are likely to compromise the calibration curve of the master meter.

During meter proving, the main line should be isolated by a ball valve or double block
and bleed valve to ensure that there is no product by passing the master meter.

3.0 CONSTRUCTION

3.1 GENERAL

The rig shall consist of a hydrant pit valve, deck and reel hose connections,
interconnecting pipework with monitoring points and control valves and optional
master meter and meter test points. Fuel supply options to the rig include:


- from downstream of the hydrant system filters; this option often results in
frustration from varying rig inlet pressures and flows;

- from downstream of the hydrant system filters and with a boost pump to assure
sufficient flow and steady rig inlet pressure;

- a separate pump and filter supplied from an on-line service tank (this is the
preferred alternative).

Product should be returned to a receiving tank unless the delivery tank can be resettled
for two hours (vertical tank) or one hour (horizontal tank).

3.2 HYDRANT PIT VALVE

For testing hydrant dispensers, a hydrant pit valve similar to the airport installation
shall be installed adjacent to the test rig. The valve may be installed above ground for
convenience, but should not be at such height which requires excessive effort to
connect the intake coupler.

3.3 DECK AND REEL HOSE CONNECTIONS

Standard aircraft dry break three (3) lug adaptors shall be provided for simultaneous
testing of two (2) deck or two (2) reel hoses. The connections for the deck hoses may
be either oriented vertically at a height similar to the underwing connections for wide
bodied aircraft or oriented horizontally at a height convenient for connection from a
lowered platform.

3.4 PIPEWORK

Interconnecting pipework upstream of the millipore test point shall be of corrosion
resistant aluminum, stainless steel or internally coated carbon steel construction.
Pipework downstream of the millipore sampling point may be carbon steel. All
pipework fittings shall be ANSI 150 lb. rating. The test product shall be returned to
depot storage via the depot receiving filter separator; recirculating fuel around
pipework is likely to result in unacceptable product temperatures unless the pipework
is very long and of large diameter.

Six inch (150mm) pipework is needed to allow full flow rates of 1,000 USGPM or
more to be achieved. Deck hose nozzle connections should each be into four inch (4)
(100mm) pipes which join to a six inch (6) (150mm) tee.

3.5 MILLIPORE TEST POINT

A single dry break quick disconnect millipore sampling point shall be installed in a
straight section of pipe downstream of all drybreak couplings refer to schematic.
The sampling adaptor shall incorporate a spear so that product is sampled from the
middle of the flow stream. (Gammon Technical Products sampler kit No. 7 is
recommended).


3.6 PRESSURE GAUGE

A single high quality 0-150 psi, 6 inch diameter pressure gauge shall be installed
upstream of the quick action valve. The gauge shall be graduated in units of 2 psi and
be accurate to 2 psi. The gauge shall not be fluid damped or incorporate snubbers or
restrictors. The gauge should incorporate a resettable maximum reading pointer.

3.7 VALVES

A 90
o
rotation ball valve shall be installed to adjust flow rates and carry out fast
closure tests. The valve shall be a high quality unit with as linear a response as
possible with this type of valve. It may be found that such a valve generates excessive
vibration when partially closed for low flow simulation; use of a globe or gate valve
for low flow rate control will avoid any valve induced vibration problems.

3.8 MASTER METER TEST POINTS (OPTIONAL)

Test points shall be installed if there is no permanent master meter (refer paragraph
2.2). Two (2) test points and a flow diverting gate valve may be installed downstream
of the rig for connection of a portable or permanently installed master flow meter to
test on board equipment meters for accuracy.


FILTER MEMBRANE AND FLOW TEST RIG


SECTION 4

TABLE OF CONTENTS

4.0 FILTERS
4.1 STRAINERS
4.2 MICRONIC FILTERS
4.3 FILTER/SEPARATOR INSTALLATIONS
4.4 FILTER/MONITORS

Date of Issue: June 2004 Strainers
CTGA SPECIFICATION 4.1 - STRAINERS

1.0 GENERAL

1.1 This specification provides guidelines for the selection and installation of line
strainers in aviation fuel handling systems.

2.0 APPLICATIONS

2.1 Line strainers shall be installed in pipelines upstream of pumps and meters to
protect these items of equipment from the intrusion of pipe scale, weld splatter and
other foreign bodies which, if carried in the fuel flow, could damage their
mechanisms.

2.2 Line strainers may also be installed as required upstream of filter separators and
micronic filters to prevent gross contaminants from entering the cartridge elements
and consequently reducing the useful life of the elements.

2.3 When it is expected that comparatively large amounts of particulate matter, such as
lint and fine rust scale, will be present in the fuel supplied, a strainer with a large
surface area should be installed as this material tends to clog basket screens rapidly.
In most jet fuel handling systems, however, the fuel is sufficiently clean that
strainers are only necessary to remove gross particles.

3.0 STRAINER SELECTION

3.1 Standard line strainers are available for pipe sizes 1
1
/
2
inch (37 mm) through to 12
inch (300mm) with flanged connections in various ANSI ratings. Manufacturers
literature should be reviewed prior to specifying strainers for particular
applications.

3.2 Manufacturers pressure drop curves are available for various sizes of mesh screen,
these curves relate to clean, unclogged screens.

3.3 Line strainers shall be constructed for flow from inside the basket to out, so that all
foreign matter is contained within the basket. The mesh screen shall be adequately
supported against rupture or deformation by an external screen of large wire mesh
or expanded metal.

3.4 Strainers are available with in-built air eliminators and when available in the
required flow range and size should be used for installations upstream of meters.

3.5 All strainer housings shall be fitted with a drain cock at the lowest point to allow
routine sampling and draining of any accumulated water from the unit. Quick
release clamp covers are preferred to allow easy removal of the basket.

Date of Issue: June 2004 Strainers

4.0 MATERIALS OF CONSTRUCTION

4.1 Strainer housings shall be of cast steel construction.

4.2 All metal parts in contact with the fuel must be free of zinc, cadmium, copper and
their alloys. Metal components of elements shall be non-corrosive. All materials
shall be chemically compatible with the fuel. All seals to be Viton A or Buna N or
equivalent. The screen mesh shall be stainless steel.

5.0 SCREEN MESH SIZE

5.1 Standard screen mesh sizes available are 20, 40, 60 and 80. Other screen meshes
can be ordered at extra cost. Generally, for protection of pumps and meters in jet
fuel service, 10 or 20 mesh screens are more than adequate. Finer mesh will clog
sooner and increase the required maintenance.

5.2 For retaining particulates prior to micronic filters or filter separators, finer screens
up to 150 mesh may be used; however, the surface area of the screen must be as
large as possible to reduce the cleaning frequency to an acceptable level.

5.3 If significant quantities of fine particulates are expected, prefiltration by a micronic
filter (of larger than five (5) micron nominal rating in the case of Avgas prefilters)
is likely to be more effective.

Date of Issue: June 2004 Micronic Filters
CTGA SPECIFICATION 4.2 MICRONIC FILTERS

1.0 GENERAL

1.1 This specification defines the requirements for the design, construction and
installation of micronic filters for aviation fuel handling systems.
1.2 A micronic filter shall consist of a pressure vessel containing replaceable cartridge
elements which will remove dirt continuously from aviation fuels down to an
acceptable level. These filters shall be used in Avgas installations and to provide
effective protection to filter coalescers in jet fuel systems.
1.3 In addition to the requirements of this specification, the design, construction and
performance of micronic filters shall comply with the requirements of the latest
edition of the IP Microfilter Specification.

2.0 APPLICATIONS

2.1 Micronic filters shall be installed in Avgas distribution systems at the following
points:

(a) terminal and intermediate depot loading racks which supply directly to
airports;

(b) drum filling racks;

(c) airport depot fueller loading points;

(d) all fixed and mobile equipment which dispense Avgas into aircraft.

Note: Filter monitors are an acceptable alternative.

2.2 Micronic filters shall be installed in jet fuel distribution systems only at points
where operating experience has shown that their use upstream of filter separators
would be economically justifiable on the basis of protecting the filter coalescer
cartridges from excessive particulate contamination; micronic filter cartridges
generally are less expensive than coalescer cartridges.

3.0 VESSEL DESIGN AND CONSTRUCTION

3.1 DESIGN CODES

Filter vessels shall be designed and constructed to conform to the latest issue of
the ASME code for Unfired Pressure Vessels Section VIII and other such codes
that are applicable in the country of intended use.



All metal parts in contact with the fuel must be free of zinc, copper, cadmium and
their alloys. Vessels shall be either of stainless steel, aluminum or carbon steel.
Carbon steel vessels shall be coated internally with an approved epoxy coating in
accordance with MIL-C-4556E latest issue.

3.3 PIPING CONNECTIONS

All main fuel piping connections shall be flanged with a rating equal to or greater
than the pressure rating of the vessel.

3.4 VENT AND PRESSURE RELIEF TAPS

The vessel shall be provided with vent taps at the highest fuel flow point for
connecting an air eliminator and a pressure relief valve.

3.5 SAMPLE TAPS

Sample taps shall be provided to permit the taking of influent and effluent fuel
samples under flow conditions. The sample taps shall be large enough to accept as
a minimum a one-fourth inch () NPT probe assembly.

3.6 PRESSURE TAPS

Pressure taps shall be provided for connecting appropriate pressure gauges to the
filter to read system pressure and differential pressure.

3.7 CLEANOUT CONNECTION

An acceptable method, such as a 4 inch (100 mm) victaulic or flanged cleanout
connection, shall be provided to clean out all inaccessible chambers of the vessel.

3.8 DRAIN AND SAMPLE CONNECTIONS

A water and/or sample drain shall be provided at the low point of the vessel. A
welded inch diameter coupling will satisfy this requirement.

3.9 NAMEPLATE

A stainless steel or nonferrous metal nameplate shall be attached securely to the
vessel proper. This nameplate shall include as a minimum the manufacturers
name and address, serial number, model number, rated capacity for intended
service, date of manufacture, element/model numbers, manufacturer's
recommended element change pressure differential and any other pertinent data.


3.10 DESIGN PRESSURE (MAXIMUM WORKING PRESSURE)

The design pressure shall be a minimum of 150 psi or as required for the system of
intended use.

Note: Some hydrant systems and product transfer pipelines may operate at higher
pressures, requiring that the design pressure be suitably specified by
purchaser.

3.11 HYDROSTATIC TEST PRESSURE

Each vessel shall be hydrostatically tested to the requirements of the applicable
code.

3.12 INLET-OUTLET MARKING

All inlet and outlet connections are to be permanently marked.

3.13 ELEMENT SPIDERS

3.13.1 The free ends of all elements, regardless of mounting assembly, shall be
supported firmly against vibration. This can be accomplished through the
use of an element spider joining elements together and stabilizing the
spider against the vessel wall. The method of stabilization shall assure an
electrical bond between the spider and the vessel.

3.14 ACCESS TO ELEMENTS

Access to the elements shall be provided by a hinged, pivoted or removable vessel
cover. Swing type bolts for quick access to the interior of the vessel are
recommended.

3.15 ELEMENT SPACING

Touching of elements to each other or to the vessel wall must be avoided. The
design layout of elements in the vessel is to provide a minimum clearance of
1
/
4

inch (6.5 mm) between elements and between the elements and the vessel wall.

3.16 GASKETS

All gaskets must be of Viton A or Buna N or equivalent. Under no circumstances
will cork or rubber impregnated cork be an acceptable substitute.

3.17 EXTERIOR

Prior to shipment, the exterior of the vessel shall be cleaned of all dirt, grease, rust
and loose mill scale and one (1) coat of an approved metal primer applied, unless
otherwise specified. All nameplates, gauges, etc. shall be masked prior to painting.


4.0 ACCESSORIES

Vessels shall be fitted with the following accessories:

(a) piston-type direct reading differential pressure gauge,
(b) pressure relief valve,
(c) automatic air eliminator and
(d) drain valve.

For details of the above accessories and approved suppliers refer to CTGA 4.3.

5.0 ELEMENT DESIGN AND CONSTRUCTION

5.1 ELEMENT SIZE

All elements shall be of a standard size, 6 inch (150mm) outside diameter and
preferred as a single length. Element lengths in multiples of 14 inches may be
used if single elements of the required length are not available.

5.2 ELEMENT SEALING

Element sealing is to be accomplished by flat gaskets seating against a blunted
Vee type knife edge. Height of Vee section to be 0.06 inches (1.5 mm)
10%.


All metal parts in contact with the fuel must be free of zinc, cadmium, copper and
their alloys. Metal components of elements shall be non-corrosive. All materials
shall be chemically compatible with the fuel. All seals to be Viton A or Buna N or
equivalent.

5.4 ELEMENT IDENTIFICATION

Each individual element will be identified permanently as to model number and
date of manufacture. Materials used to identify the elements shall not cause fuel
contamination, nor shall they be obliterated by the fuel.

5.5 ELEMENT PACKAGING

Elements shall be so packaged for shipment to guard against damage by crushing
and individually protected against contamination by dirt and/or moisture with a
polyethylene bag or similar wrapping.


5.6 ELEMENT END CAPS

Element end caps and related hardware shall be designed in a manner that
precludes entrapment of water.

6.0 ELEMENT RATING

6.1 Filter elements shall be either of the pleated paper or fiberglass depth filtration
types, dependent upon application. The nominal micron rating to be used shall be
dependent on the operating circumstances such as type, quantity and size of
particulate to be retained and shall be specified at time of order.

6.2 For Avgas installations, final filtration shall be with pleated paper elements of five
micron nominal rating.

6.3 For jet fuel installations, the type and micron rating of elements employed shall be
established in conjunction with filter manufacturers in order to establish the most
economically effective filtration system.

7.0 PRESSURE DIFFERENTIAL

The differential pressure across a vessel having new elements operating at rated flow with
clean and dry fuel shall not exceed 5 psi.

8.0 SAMPLING

There should be provision for millipore sampling both upstream and downstream of the
filter (refer CTGA 4.3 for details).

Date of Issue: June 2004 Filter/Separator Installations
CTGA SPECIFICATION 4.3 FILTER/SEPARATOR
INSTALLATIONS

1.0 GENERAL

1.1 This specification defines the requirements for the design, construction and
installation of filter separators and associated equipment for use in aviation turbine
fuel handling systems.

1.2 Filtering of aviation turbine fuels is essential to ensure that levels of solids and
undissolved water are maintained within acceptable limits. It is ChevronTexaco
policy that aviation turbine fuels are filtered at each stage of transportation and
storage from delivery from the importing terminal through to delivery into aircraft.
There are no exceptions to this requirement (but note that into plane filtration may
be by filter monitor).

2.0 CONSTRUCTION

2.1 All new filter separators shall meet the design, construction and performance
requirements of API Bulletin 1581, latest edition. All existing filter separators shall
be upgraded to meet the performance requirements of the latest edition of API
1581.

2.2 The vessel design pressure shall not be less than the maximum working pressure of
the system or 150 psi (1050 KPA) whichever is the greater.
2.3 Separator elements may be either of the disposable pleated paper or reusable
synthetic or teflon-coated screen type. Teflon-coated screen elements are preferred
for intermediate filtration where minimum downstream relaxation times cannot be
met (refer paragraph 4.6).
2.4 The choice between teflon and synthetic elements in a matter of economics: in
very good systems, synthetic elements are cheaper and can last as long as teflon
elements. However, if experience shows that separators need to be cleaned
frequently, teflon elements may be more economical in the long run.

3.0 FLOW RATING

Filter separators installed shall have a design flow rating of approximately 110% of the
maximum system flow rate. Where there is any possibility that the rated flow of a filter
separator may be exceeded in service, a flow control valve shall be installed downstream
of the filter separator to limit flow to 100% of its rating.



4.0 INSTALLATION

4.1 Filter separators shall be installed at the following points in J et A-1 and J et B
distribution systems and shall be of the API class designated:

INSTALLATION OF FILTER SEPARATORS CHART

Location and Function Facility Category Type
Entry Of Pipeline Directly To Airport Depot
And Tank Truck, Barge Or Rail Car Filling
Rack
Refinery
Terminal
Intermediate Depot
C
C
C
S
S
S
Tank Truck, Barge Or Rail Car Unloading
Rack
Intermediate Depot
Airport Depot
C
C
S-LD
S-LD
Pipeline Receiving Point
Intermediate Depot
Airport Depot
C
C
S-LD
S-LD
Hydrant Line Inlet Airport Depot C
S-LD
Fueller Loading Rack Airport Depot C
S-LD
#
Fuellers and Hydrant Dispensers Airport Depot C
S-LD

Note: Category M100 filter/separators should be used in locations which handle military
aviation turbine fuels that contain dispersant additives such as those used to enhance
thermal stability.

Category M filter/separators should be used in locations which handle military aviation
turbine fuels that contain static dissipater additive, metal deactivator additive, anti-
oxidant, corrosion inhibitor and anti-icing additive.

Locations which experience high levels of dirt should change the receiving filter type from
S-LD to S.

4.2 Filter separators shall be installed on the downstream side of the associated pump.
On high volume and continuously operated systems, at least two filter separators
shall be installed in parallel at each point. Each should be capable of passing the
maximum rated flow of the system and should be placed on line alternately so that
each filter is subjected to approximately the same volume of product. Gate valves
shall be installed upstream and downstream of each filter separator in order to
provide two valve isolation for the vessel when required.

4.3 Where two or more filter vessels are manifolded to meet flow requirements, such as
on some hydrant installations, an automatic flow controller shall be installed
immediately downstream of each vessel to limit flow through it to its maximum
rating. This is not required on direct pump to filter installations provided the
maximum pump output cannot exceed the rated flow of the vessel; however, on all
multiple filter installations, a non-return valve must be installed downstream of

each filter to prevent reverse flow through the filter. Proprietary flow control
valves, generally available, act as effective non-return valves and also can be
controlled to interrupt flow when water is detected in the filter sump by the water
slug pilot.

4.4 A filter separator increases the static electrical charge in the body of fuel passing
through it and, in order to avoid the possibility of a spark discharge, sufficient time
must be allowed downstream of a filter for the static charge to dissipate to a safe
level before the product enters a tank or other vented vessel. The time required for
the charge to dissipate is referred to as relaxation time. A 30 second relaxation
time is required and pipework downstream of filter separators should be designed
to achieve this.

4.5 Two exceptions to the above apply:

(a) product which contains an anti-static additive and exhibits a conductivity
above the lower specification limits of 50 C.U. (conductivity units or
picoSiemens per metre) has sufficient conductivity to dissipate static
charges rapidly and no relaxation time is required;

(b) with J et A-1, synthetic and teflon-coated screen separator elements do not
generate sufficient static charge to be dangerous and filter separators fitted
with this type of separator do not require downstream relaxation.

4.6 To achieve 30 seconds relaxation time, system design may require increasing the
pipe diameter to reduce velocity downstream of filter separators. The following
chart shows the number of feet of various pipe sizes required per 100 U.S. gallon
per minute of flow rate in order to achieve 30 seconds relaxation time.

Nominal Pipe Diameter
in Inches
Actual I.D. in Inches
Feet of Pipe Per 100
USGPM
3 3.07 112.4
4 4.03 75.4
6 6.06 33.4
8 7.98 19.2
10 10.02 12.2
12 11.90 8.6
14 12.12 7.1
16 15.00 5.4
18 16.88 4.3
20 18.81 3.5
24 22.12 2.4
30 28.75 1.4


4.7 Increased pipe diameter relaxation chambers shall be internally lined and fitted
with a drain valve at the lowest point.

5.0 ACCESSORIES

5.1 Air Eliminator: Each filter separator shall be fitted with an automatic air eliminator
installed at the highest point of the vessel. A sight flow indicator and check valve
shall be installed in the air eliminator discharge line. Any isolation valve fitted
under the air eliminator shall be wire sealed normally open.

5.2 Pressure Relief Valve: A pressure relief valve set at 1.1 times the vessel design
pressure shall be installed on each filter separator.

5.3 Differential Pressure Gauge: A direct reading, piston type, differential pressure
gauge shall be installed on each vessel (refer CTGA 6.4). The gauge shall be
mounted in a readily visible position. Pressure Sense lines shall be of stainless
steel with a minimum bore of one- fourth (inch 6mm). Shut off valves shall be
installed in each sense line adjacent to the gauge. On fixed installations, the low
pressure side shut off valve shall be substituted with a three-way valve as shown in
Appendix 2.

5.4 Water Slug Shutdown Pilot: A float operated or electrical probe type of automatic
water slug shutdown pilot shall be installed in the sump of each filter separator.
The pilot shall incorporate a manual testing device. The pilot shall operate to close
a downstream flow control valve or stop the associated pump and interrupt flow
when free water accumulated in the sump represents approximately 50% of that
quantity of water necessary to reach the lowest point of the element stack. The
manual testing device of float operated pilots shall check both the buoyancy of the
float and the shutdown system.

5.5 Sump Drain: A stainless steel drain line of at least three-fourths inch (18mm) bore
shall be installed in the vessel sump at the lowest point and incorporate a three-
fourths inch (18mm) ball valve for sampling purposes. The drain line shall be
brought out to an accessible position and angled downwards to allow convenient
sampling into a two gallon pail or similar vessel. A screw cap with chain shall be
installed at the sample line end.

5.6 Millipore Sampling Points: Quick disconnect dry break sampling adaptors are to
be provided in the inlet and outlet lines of each filter separator. The sampling
adaptors shall feature an internal stainless steel spear so that samples are taken
centrally within the pipe from the main body of flowing product. Flow at the
sampling point should be substantially stable thus sampling points should be
located as far as possible (preferably at least 10 pipe diameters) downstream of any
disturbance (valves, elbows, etc.).



6.0 API QUALIFICATION

Vendor shall supply with each filter separator, one copy of the API Bulletin 1581
Qualification Test Report for that vessel or a Similarity Data sheet as per API 1582 for the
vessel and the test report for that vessel upon which the similarity data has been based.

7.0 REPLACEMENT ELEMENTS

7.1 To ensure continued performance to the requirements of API Bulletin 1581, it is
essential that replacement elements meet the criteria for qualification as described
in the bulletin. All major manufacturers make elements which are physically
interchangeable with their competitors products; however, to ensure performance
in accordance with API 1581, the element manufacturer must have tested these
elements in a vessel which meets the API similarity criteria for each vessel in
which the elements are to be used.

7.2 All filter separators in aviation service (old and new) shall have two data plates
attached to them with the items listed below.

7.2.1 The original manufacturers name plate shall show at least:

- Manufacturers name and address,
- vessel serial number,
- model number,
- type and quantity of filter coalescer elements,
- type and quantity of separator elements,
- rated flow for intended service,
- maximum working pressure,
- maximum differential pressure and
- date of manufacture

and shall be attached permanently to the body of the vessel. The name plate
shall be made of stainless steel or nonferrous material.

7.2.2 An API 1581 compliance plate; this may be a separate plate hinged to and
on top of the name plate or a second plate attached to the vessel in the
vicinity of the name plate.

A new vessel need show only the following data (additional to that on the
name plate) on the compliance plate:


- the edition of API 1581 with which it complies,
- similarity or qualification test number.

Any subsequent changes, whether to the API performance for the original
vessel and element combination or to the elements fitted (whether or not
performance is affected), require a new compliance plate to be fitted in
place of or over the original; all compliance plates subsequent to the one
supplied with a new vessel must show at least the following information:

API 1581 5
TH
* EDITION COMPLIANCE DATA

- Vessel Manufacturer,
- Vessel Model Number,
- Element Manufacturer,
- Conversion Kit Number,
- Filter Coalescer Model Number,
- Filter Coalescer Quantity,
- Separator Model Number,
- Separator Quantity,
- Duty Category and Type,
- Maximum Flow Rate,
- Similarity Data Sheet and

- Qualifying Test Number
(* or latest edition as applicable).

Note: The original name plate (paragraph 7.2.1) must remain attached to the
vessel for the life of the vessel.

8.0 APPROVED SUPPLIERS

8.1 FILTER/SEPARATORS AND ELEMENTS
Facet International
9910 East 56th Street North
Tulsa, OK 74117, USA
Phone: +1 800-223-9910 or +1 918-272-8700
Fax: +1 918-272-8787
E-Mail: sales@facetusa.com
Website: www.facetusa.com/f_aviation_index.htm

FAUDI Aviation Fuel Filtration GmbH
Scharnhorststrae 7
D-35260 Stadtallendorf, Germany
Tel : +49(64 28) 7 02-0
Fax : +49(6428) 7 02-131
E-Mail: aviation@faudi.de
Website : www.faudi.de/engl/faudiaviation/favia.htm

Velcon Filters Inc.
4525 Centennial Boulevard
Colorado Springs
CO 80919, USA
Tel: +1 719 531 5855
Fax: +1 719 531 5690
E-Mail: vfsales@velcon.com
Website : www.velcon.com

Racor Filters
Parker Hannifin Corporation
P.O.Box 3208, 3400 Finch Road
Modesto, CA 95353, USA
Tel: +1 209 521 7860
Fax: +1 209 529 3278
E-Mail: racor@parker.com
Website: www.parker.com/racor

8.2 AIR ELIMINATORS

Manufacturer

Model Numbers
Armstrong Machine Works
816 Maple St
Three Rivers, Michigan 49093-2300
USA
Phone: +1 616-273-1415
21-AR
Liquid Controls
A Unit of IDEX Corporation
105 Albrecht Drive
Lake Bluff, IL 60044, U.S.A.
Phone: +1 847 295 1050
Fax: +1 803 295 1057
E-Mail: lc-info.lcmeter@idexcorp.com
Web: www.lcmeter.com
4008-5

or as supplied by the filter vessel manufacturer.


8.3 DIFFERENTIAL PRESSURE GAUGES

Manufacturer Model Numbers
Gammon Technical Products, Inc.
2300 Highway 34
Manasquan, NJ 08736, U.S.A.
Phone: +1 732-223-4600
Fax: +1 732-223-5778
E-Mail: gammontech@gammontech.com
Website: www.gammontech.com/
GTP-534-15A
Alfons Haar Maschinenbau GmbH & Co
Fangdieckstrasse 67
D-22547 Hamburg
Germany
Phone : +4940833910
Fax: +4940844910
E-Mail: spranger@alfons-haar.de
Website : www.alfons-haar.de
0-15 psi Range
Schultz Engineered Products Inc.
Box 928
Oakhurst, New J ersey 07755
Tel: +1 (732) 922-4334
E-Mail: r1schultz@aol.com
Website: http://www.schultzproducts.com/

8.4 WATER SLUG PILOTS

Manufacturer

Model Numbers
Whittaker Controls
12838 Saticoy Street
North Hollywood, CA 91605, USA
Tel: +1 (818) 765-8160
Fax: +1 (818) 759-2190
E-mail:
Website: http://www.whittakercontrols.com/#
F532 (superceded by F599)
F528 (superceded by F599A)
F756 (probe)
Brooks Instruments Division
Emerson Process Management
407 West Vine Street
Hatfield, PA 19440-0903 USA
Phone +1 (888) 554-3569
Fax +1 (215) 362-3745
Website : www.emersonprocess.com/brooks/
All

CLA-VAL Automatic Control Valves
1701 Placentia Avenue
Costa Mesa, CA 92627-4475, USA
Phone: +1 (949) 722-4800
Fax: +1 (949) 548-5441
Email: claval@cla-val.com
Website : www.cla-val.com/

8.5 MILLIPORE SAMPLING ADAPTORS

Manufacturer

Model Numbers
Gammon Technical Products, Inc.
2300 Highway 34
Manasquan, NJ 08736, U.S.A.
Phone: +1 732-223-4600
Fax: +1 732-223-5778
E-Mail: gammontech@gammontech.com
Website: www.gammontech.com/
Kit #1 with 144 Probe

APPENDIX 1 SAMPLE SIMILARITY DATA SHEET

SIMILARITY SHEET ID:
PARAMETER UNITS
QUALIFIED
SYSTEM
CANDIDATE
SYSTEM
PASS/
FAIL NOTES
VESSEL MANUFACTURER
VESSEL MODEL NUMBER
API CATEGORY
API TYPE
NO OF STAGES EA
CONFIGURATION
ORIENTATION
VESSEL INSIDE DIAMETER IN
ELEMENT LAYOUT/FLOW PATTERN
SUMP
LOCATION
VOLUME CU IN
INLET CONNECTION POSITION
OUTLET CONNECTION POSITION
WATER DEFENSE SYSTEM PRESENT? GPM
RATED FLOW
1ST STAGE
MODEL NUMBER EA
QUANTITY EA
#OF CARTRIDGES IN STACK IN
CARTRIDGE OVERALL LENGTH IN
OUTSIDE DIAMETER IN
SPACING
BETWEEN 1ST STAGE ELEMENTS IN
BETWEEN 1ST & 2ND STAGE ELEMENTS IN
BETWEEN 1ST STAGE ELEMENTS & VESSEL IN
MEAN LINEAR FLOW RATE GPM/IN
VOLUME CU IN
2ND STAGE
MODEL NUMBER
QUANTITY EA
#OF CARTRIDGES IN STACK EA
CARTRIDGE OVERALL LENGTH IN
CARTRDIGE EFFECTIVE MEDIA LENGTH IN
OUTSIDE DIAMETER IN
SPACING
BETWEEN 2ND STAGE ELEMENTS IN
BETWEEN 2ND STAGE ELEMENTS & VESSEL IN
LENGTH/DIAMETER (L/D) RATIO IN
LIQUID ENTRANCE VELOCITY FT/SEC
VOLUME CU IN
3RD STAGE
MODEL NUMBER
QUANTITY EA
QUANTITY PER 2ND STAGE SEPERATOR EA
VESSEL
LENGTH OF VESSEL IN
VESSEL VOLUME CU IN
VESSEL VOID VOLUME CU IN
AREA RATIO
VOID VOLUME RATIO

COMMENTS:
PREPARED BY:
DATE:
SAe/ACV
Ae/ACV 1ST STAGE TO VESSEL)
Ae/ACV 2ND STAGE TO VESSEL)
Ae/ACV ALL ELEMENTS TO VESSEL)


APPENDIX 2 INSTALLATION OF 3 WAY VALVE



APPENDIX 3 - SAMPLE API 1581 5TH EDITION COMPLIANCE PLATE

Notes: 1. The data shown above is required; the layout may vary.

2. The original vessel nameplate should always remain attached
to the vessel.

3. The compliance plate should be discarded and replaced with a
new one whenever the data changes.
Vessel Model No. Vessel Manufacturer
USGPM Rated Flow Serial No.
Complies with API Standard 1581, 5
th
Ed. Category Type
Cartridge Model No. Quantity Install Torque
ft-lbs
ft-lbs
ft-lbs
First Stage
Second Stage
Third Stage
Lid Gasket
Similarity Certi ficate No.

Date of Issue: June 2004 Filter Monitors
CTGA SPECIFICATION 4.4 FILTER MONITORS

1.0 GENERAL

1.1 This specification provides guidelines for selection and usage of filter/monitors in
Aviation Fuel dispensing equipment.

2.0 SPECIFICATION SUMMARY

2.1 The American Petroleum Institute (API) and Institute of Petroleum (IP) have
jointly published Specifications and Qualification Procedures for Aviation Fuel
Filter Monitors with Absorbent Type Elements, API/IP 1583.

2.2 Any filter/monitors used in ChevronTexaco fuelling equipment, or in a joint
fuelling operation in which ChevronTexaco participates, shall comply with the
latest version of API/IP 1583.

3.0 IDENTIFICATION

3.1 New filter/monitors and older ones which still have the same model and quantity of
elements as when originally supplied shall be identified with a name plate showing
at least:

- manufacturers name and address,
- vessel model number,
- model number and quantity of elements,
- rated flow and
- edition of API/IP code with which it complies.

3.2 Filter/monitors which are fitted with elements of a different model number or
quantity from those supplied originally require, in addition to the original name
plate, a compliance plate showing at least:

- vessel model number and manufacturer,
- model number and quantity of elements now fitted,
- conversion kit number (if applicable),
- rated flow and
- edition of API/IP code with which it complies*.


Date of Issue: June 2004 Filter Monitors
*Note: The l987 edition is no longer applicable; therefore all pre-1995
filter/monitors require name plates confirming compliance with the 1995 or
later edition.

3.3 All filter/monitors should have documentation at the operating location to back up
the data on the name plate and, if applicable, compliance plate.

4.0 MANUFACTURERS

4.1 Acceptable manufacturers are:

a) Facet Enterprises Inc.
b) Velcon Filters Inc.
c) Racor Division, Parker Hannifin Corporation
d) Faudi Aviation Filters

SECTION 5

TABLE OF CONTENTS

5.0 HYDRANT SYSTEMS
5.1 HYDRANT SYSTEM DESIGN PRINCIPLES
5.2 HYDRANT PITS AND PIT VALVES
5.3 HYDRANT PUMP CONTROL SYSTEMS
5.4 FLUSHING PROCEDURES
5.5 HYDRANT SYSTEM LOW POINTS

Date of Issue: June 2004 Hydrant System Design Principles
CTGA SPECIFICATION 5.1 HYDRANT SYSTEM DESIGN
PRINCIPLES

1.0 GENERAL

1.1 There are two methods of fuelling aircraft. Fuel can either be taken to the aircraft
in truck fuellers or it can be pumped through a network of pipelines to hydrant pits
located at defined aircraft parking positions and delivered by hydrant dispensers
into aircraft.

1.2 This specification provides guidelines for the design of hydrant fuelling systems. It
is expected that the design of major international airport hydrant systems, for which
ChevronTexaco is responsible, will be a jointly engineered project with COE and
affiliate company involvement. Where jointly-owned international aviation
facilities in which ChevronTexaco is a participant are being designed by a third
party, all design specifications and drawings shall be submitted to ChevronTexaco
Global Aviation Centre of Operational Excellence for review prior to affiliate
company approval.


1. IATA - Airport Terminals Reference Manual
2. IP - Model Code of Safe Practices - Airports (Part 7)
3. NFPA - 407 - Aircraft Fuelling Service
4. ChevronTexaco Global Aviation Equipment Specifications CTGA 3.1, CTGA 3.2
and CTGA 6.2

3.0 SYSTEM OPERATIONAL AND EQUIPMENT
REQUIREMENTS

3.1 To develop design criteria for an aircraft fuelling system, a review shall be made
with the aviation authorities on the studies prepared by consultants, IATA or
similar bodies and airlines on forecasts of passenger traffic, cargo movement and
general aviation.

3.2 The need for aircraft gate positions and cargo apron positions is usually determined
by the Airport Authority from the peak movements of aircraft by type and mix,
turnaround time and delay factors. A thorough analysis is required to convert
forecasts of aviation activity to levels of fuel demand. The results of this analysis
constitute the basis for system design and the phasing in of additional facilities in
the future. The sizing of manifolds and feeder mains must balance initial
minimum flow velocities against future volume requirements, including when
future volume requirements require extensions to the initial hydrant system. If a

satisfactory balance cannot be achieved, consideration should be given to allowing
for the future duplication of feeder mains.
3.3 To relate the aircraft fuelling system to the requirements of the airport, various
alternatives need to be considered to ensure an efficient and economical system.
The alternatives should consider different concepts with respect to accessibility of
fuelling vehicles to aprons, separate operating and storage facility sites, bulk
storage location, requirements for administration and operating buildings. The
studies should encompass functions, operations, site utilization and estimated
construction costs.
3.4 Operating experience is likely to show that the system will need to be pigged
occasionally. This should be considered in the design of valve pits (especially
where the line diameter changes) and low points (refer CTGA 5.5).

4.0 PIPELINE DESIGN

4.1 The hydrant system feeder mains shall be designed to handle flow rates consistent
with the number of aircraft parking positions and peak fuel demand for the year of
airport saturation.

4.2 A low pressure system is preferred. Normally the pumps and pipes should be sized
for the peak flow rate and:

- maximum pumping pressure of 160 psi (11 bar);
- a maximum pump shut off pressure of 180 psi (12 bar);
- the pressure at the coupler end of hydrant pit valve around 100 psi (7 bar)
for the sections of hydrant remote from the pumps.

4.3 Flow velocities shall not be greater than 12 feet (4 meters) per second to preclude a
buildup of electrostatic charge as well as to minimize the use of surge suppressors
and power usage.

4.4 Flow velocities in the hydrant mains should not be less than 7 feet (2 meters) per
second during periods of high uplift (i.e. at least likely to occur weekly - preferably
daily); this is to ensure a cleaning action of the line by the product during flow thus
avoiding a buildup of condensed water or particulates within the pipe.

4.5 The shortest and most direct route should be selected for the hydrant mains and the
route should be marked where possible.

4.6 The hydrant main between the airport depot and the apron should, if possible, avoid
crossing other servicing lines leading to the apron.

4.7 A ring main is the preferred system as it provides favorable conditions for
minimizing hydraulic shocks and avoids sections with dormant product which

could promote possible bacterial growth. This configuration also allows complete
flushing of the hydrant line back to the depot.

4.8 Pipe and fittings shall be fabricated and installed in accordance with CTGA 3.1.

4.9 Isolating double block and bleed valves shall be provided at strategic points on the
hydrant system to permit partial operation when maintenance or repair work
becomes necessary. Such valves must be readily accessible (in suitably sized
vaults) for maintenance.

4.10 Because of the nature of aircraft fuelling operations and the distance between the
pumps at the airport depot and the fuelling location on the apron, an emergency
pump shutdown control system shall be installed and conveniently located so as to
enable the operators to quickly shut down all flow during an emergency (refer
CTGA 5.3).

4.11 A minimum of 0.5% (noting the need to allow for curvature of standard pipes)
slope shall be provided for all hydrant lines; low points shall be incorporated to
accumulate and facilitate the flushing of any water and particulates. Vents shall be
provided at the high points to permit purging of air following maintenance and
repair work.

4.12 All hydrant line low points shall incorporate a sump for the collection of water and
particulates and means of flushing these out of the system (refer CTGA 5.5).

4.13 Hydrant pits and pit valves shall be installed at locations and in accordance with the
requirements of CTGA 5.2.

5.0 PRESSURE DROP/FLOW CALCULATIONS

In designing hydrant systems, extreme care shall be taken in ensuring that the pumping
capacity is adequate to meet the maximum flow demands while maintaining system
pressures within the recommended values in paragraph 4.2. Particular parameters to be
taken into account are:

- floating suction losses, refer CTGA 2.3;
- filter-separator differential pressure losses, (up to 15 psi).

Generally on large systems, pump and filter separator combinations should be limited to
1200 USGPM to accommodate the range of hydrant demands and allow smooth
sequencing of pump operation.

6.0 PUMP-FILTER ARRANGEMENTS

The preferred method of arranging multiple hydrant pumps and filter separators is to
employ a common pump inlet manifold, a single pump to filter connection and a common
outlet manifold downstream of the filter bank leading to the hydrant line.


7.0 PUMP SELECTION

7.1 Pumps used in aviation fuel hydrant systems should be self-priming centrifugal
types with cast steel cases with stainless steel impellers. The use of copper alloys,
cast iron, etc. is not permitted.

7.2 Maximum pump sizes shall also be limited by filter separator design flow rate.

7.3 A diesel standby pump or generator should be installed, as appropriate, dependent
upon the reliability of local power supplies and the ability to refuel by other
methods in the event of a power failure. Airport depots which are connected to an
airport emergency electrical system do not need independent standby equipment.

8.0 FILTER SEPARATORS

A filter separator conforming to CTGA 4.3 shall be installed downstream of each hydrant
pump. Each filter separator shall be fitted with a downstream valve incorporating non-
return valve and water slug shutdown features. If the system might permit flows through
filters in excess of their rated capacities, the downstream valve shall also function as a flow
controller.

9.0 SURGE SUPPRESSOR

9.1 Dependent upon various system design criteria, there may be a need to install surge
suppressors at the extremities of a hydrant line to alleviate shock pressures caused
by rapid closure of aircraft fuelling valves and to maintain the system pressure
within acceptable limits. Empirical formulae are used to determine the need and
size of surge suppressors required for a system. Since interactive procedures are
involved, computer programs have been developed to perform these calculations
and they should be used when required. If this service is not available locally,
ChevronTexaco Aviation Operations will arrange for the calculations to be
performed upon receipt of full information on system design and projected
fuellings by aircraft and type.

9.2 Where it is necessary to include surge suppressors in hydrant systems, they shall be
installed above ground, wherever possible, and not in underground pits.

10.0 PITS

When it is necessary to incorporate deep pits, service items in them (e.g., low point
flushing connections, shock alleviator gauges and charge points) shall be brought to a point
accessible from ground level.


Date of Issue: June 2004 Hydrant Pits and Pit Valves
CTGA SPECIFICATION 5.2 HYDRANT PITS AND PIT
VALVES

1.0 GENERAL

1.1 This specification provides guidelines for the arrangement and installation of
hydrant pits. It provides a uniform configuration which will facilitate the fuelling
of different aircraft with the shortest intake hose.


2.1 API Bulletin 1584 - API Standard for four inch (4) hydrant system components
and arrangements

2.2 IP - Aviation Hydrant Pit Systems

2.3 ChevronTexaco Global Aviation Equipment Specifications CTGA 3.1, CTGA 3.2
and CTGA 6.2

3.0 PIT LOCATIONS

3.1 Location of hydrant pits shall be determined using a process of consultation with
airlines, into plane service providers and airport authorities. The requirement shall
be drawn up using properly scaled survey layouts, aircraft overlays and fuelling
vehicle overlays to ensure optimum position.

3.2 Where fixed bridges are used, the hydrant pits should be so located that the aircraft
designated for fuelling at that fixed bridge can be serviced using a 35 feet (10
meter) long intake hose. If it is not possible to fuel all aircraft designated for
fuelling at that fixed bridge, then every effort shall be made to have additional
hydrant pit installations provided. The use of longer intake hoses shall be a last
resort requiring concurrence of ChevronTexaco Global Aviation Centre of
Operational Excellence.

4.0 PIT SPECIFICATIONS AND INSTALLATION

4.1 Metallic pits shall be either of carbon steel or molded cast iron with very high
strength characteristics.

4.2 Fiberglass pits are acceptable from approved suppliers.

4.3 The pit should be so designed that when installed it is held firmly in the parking
apron.


4.4 Pits shall be provided with carbon steel covers which shall assure complete
waterproof closure and be capable of withstanding the maximum size aircraft wheel
load.

4.5 Pit covers shall be hinged or chained to the pit shell to preclude being lifted by the
vortex or hurled by the jet blast of an aircraft engine. Alternative designs, such as
self-locking, may be considered but their use will require the concurrence of
ChevronTexaco Aviation Operations.

4.6 Pit covers shall be colour coded and have a firmly attached product identification
sign. On the surface surrounding each hydrant pit there shall be a six inch (6)
(15cm) wide colour coded band and a number to permit ready identification.

4.7 To prevent undue stresses being imposed on the hydrant pipe work due to any
settlement of the apron and hydrant pit, the base of the hydrant pit shall be fitted
with a flexible gasket so as to permit differential settlement.

4.8 Pits should be installed so that they project approximately 3 inches (76mm) above
the apron surface to prevent the entry of surface water. The concrete surround
should be ramped up at an easy gradient of approximately 3 to 5 to the top of the
pit.

5.0 PIT VALVE COMPONENTS

5.1 The 4 inch API 1584 standard hydrant pit adaptor with or without the grade
selectivity feature shall be used. A grade selectivity feature is only required where
hydrant systems for more than one grade of product are installed.

5.2 Hydrant pits fitted with selectivity-type adaptors should be keyed for the product in
the line as follows:

Position 1 Avgas 100LL
Position 2 Avgas 100
Position 3 Avgas 115
Position 4 J et A-1
Position 5 J et B

5.3 A manually-operated, slow opening/slow closing isolating valve shall be located
upstream of the API pit adaptor. In addition to providing an open/close function,
the configuration should permit the maintenance of the API adaptor or strainer
under no-pressure conditions. The isolating valve opening time should be even and
progressive from zero flow to fully open position with limits between 5 to 10
seconds.


The isolating valve closing time should also be even and progressive from its fully
open to shut position with limits between two 2 and 5 seconds. The overshoot of
product for a flow rate of 4500/litres per minute after the manual actuation of the
closure mechanism must not exceed 200/litres.

A preferred alternative to manual operation is air operation which may be actuated
by the hydrant servicers dead-man control. Dual operation (manual and air) is also
acceptable.

5.4 A detachable lanyard shall be provided for closure under flow conditions if a
manually-operated isolating valve is used. The lanyard material, covering or
attachment method shall be such that electrical insulation between the hydrant
servicer and hydrant pit is assured. The lanyard shall be of either plastic covered
steel cable or rope with a steel cable core.

5.5 A removable 20 mesh strainer shall be located between the isolating valve and the
API self-sealing adaptor.

5.6 A 5mm mesh stone-guard strainer of robust construction shall be located upstream
of the isolating valve. The pressure loss across the hydrant pit valve, including all
of the foregoing components, when pumping J et A-1 at 4500 litres per minute
should not exceed 19 psi (1.3 bar).

5.7 A colour-coded grade identification tag shall be firmly attached to the inside of the
pit in a position where it is readily visible when the cover is removed.

5.8 The hydrant valve shall be braced to the shell of the hydrant pit for strength and
support in the event of any lateral load being imposed on the hydrant coupling
when a dispenser is coupled to the hydrant valve.




Date of Issue: June 2004 Hydrant Pump Control Systems
CTGA SPECIFICATION 5.3 HYDRANT PUMP CONTROL
SYSTEMS

1.0 GENERAL

1.1 This specification provides guidelines for the design and installation of electrical
systems for the automatic control and sequencing of multiple pumps supplying
airport hydrant fuelling systems.

1.2 The purpose of automatic pump sequence control systems is to regulate the number
of pumps operating and the order in which they operate to ensure that pumping
capacity is sufficient to meet the demands on the hydrant, to maintain
predetermined minimum and maximum hydrant system pressures and to ensure
even wear for all pumps.

2.0 SYSTEM DESIGN

2.1 From the analysis described in CTGA 5.1, the peak demand flow rates and number
and size of pumps to meet immediate and long-term hydrant demand shall be
determined. An automatic pump control system should be designed with adequate
capacity and add-on capability to meet the projected future system demand.

2.2 A basic demand control system shall consist of the sub-systems outlined below.

2.2.1 Pressure sensing devices to detect predetermined minimum and maximum
desired hydrant system pressures to control the lead pump.

2.2.2 Flow sensing devices to detect the total hydrant system flow rate, or
individual pump flow rates, to bring subsequent pumps on stream.

2.2.3 Control equipment to translate the output signals of the sensors into control
signals to start and stop pumps in sequence.

2.2.4 Pump motor controllers of the auto transformer type equipped with
adjustable time delay settings.

2.2.5 Manual override systems, emergency stop systems, etc.

3.0 PRESSURE SENSORS

3.1 Pressure sensors with settings at the maximum and minimum desired hydrant
system pressures shall be installed. For a hydrant system designed in accordance
with CTGA 5.1 with a nominal pressure of 120 psi (8 bar) at the hydrant pit,
pressure sensor settings of 160 psi (11 bar) and 120 psi (8 bar), respectively would
be appropriate; however, these figures will vary dependent upon hydrant line head

losses and position of the pressure sensors relative to the pumps. The pressure
sensors may be simple diaphragm-operated switches, resistive or inductive
transducers or more sophisticated sold state transmitters dependent on design
principles employed. All pressure sensors shall be installed in explosion-proof
housings meeting the appropriate local flammable liquids code unless they are of
intrinsically safe design.

3.2 The sensed pressure shall be used to control the lead pump or jockey pump if
used. For hydrant systems which will be used frequently at low flow rates such as
during overwing fuelling, a jockey pump of lower flow rating than the main
pumps shall be used as the lead pump.

Once started, the lead pump shall run for a predetermined period or until maximum
system pressure is sensed (whichever is the longer period) or, for a lower flow
jockey pump where subsequent pumps are brought into operation by flow demand,
for two (2) minutes maximum. The above requirement is to avoid nuisance cycling
of the pump for minor pressure changes.

3.3 For systems which will normally operate at higher flow rates, a small jockey pump
is not required and a selected main pump shall be used as the lead pump.

4.0 FLOW SENSORS

4.1 The basic demand control system shall be capable of maintaining flow demand on
the hydrant system and controlling the number of pumps operating to meet the
flow demand.

4.2 The flow sensors may be of the following type:

(a) orifice plate,
(b) venturi,
(c) pitot-static sensor,
(d) full stream turbine meter and
(e) insertion-type miniature turbine meter.
Of the above, insertion-type miniature turbine meters are preferred for accuracy
and maintainability.

4.3 Each main pump shall be set to start and stop at approximately 90% of the
maximum flow rate of the previous pump/pumps on line. Once started each pump
shall remain in operation for at least a predetermined period to avoid nuisance
cycling.


5.0 CONTROL CABINET

All control equipment shall be housed in a freestanding cabinet. Power supplies, control
and logic circuits shall be contained on standard plug-in printed circuit boards or modules.

6.0 CABLES

Interconnecting cables between pressure and flow transmitters and the control module shall
be multi-core shielded cables of data transmission quality.

7.0 PUMP SEQUENCE SELECTION

Lead pump sequence selection shall be by a multi-position rotary selector switch mounted
in the control module or by moveable pegs as used in the Quadrina system.

8.0 EMERGENCY STOP

8.1 System remote emergency stop features shall be included so that by closing any of
several remote switches, all pump motor control relays shall be de-energized.
Pumps shall not be able to be restarted until the remote switch which stopped the
pumps has been reset.
8.2 Most installations (i.e. those in which the storage tanks are partially or entirely
above the level of the hydrant system) will require the emergency stop system to
prevent gravitation of fuel from the tank on line to the hydrant. This can be
accomplished in various ways such as operation of the emergency stop causing all
tank outlet valves to close. A preferred option is to have a fail-safe hydrant
isolation valve which closes automatically if electrical power to the emergency stop
system is lost.
8.3 An alternative to hard wired emergency stop systems is for each fuelling vehicle to
be equipped with an emergency stop radio transmitter; transmission of the
emergency stop radio signal causes the system to shut down. These systems have
merit in so far as the emergency shutdown is right at each hydrant servicer;
however, there can be problems in achieving and retaining reliable radio contact.

9.0 OPTIONS

The following options are available on most proprietary systems and they should be
specified as required.

(1) Individual pump operating hour meters,
(2) fault enunciator,
(3) fault warning system (audible alarm and visual indication),

(4) Emergency Stop audible alarm,
(5) key lock Emergency Stop reset switch,
(6) chart recorder to record system flow and operating pressure,
(7) adjustable preset flow demand controls for each pump.

Date of Issue: June 2004 Flushing Procedures
CTGA SPECIFICATION 5.4 FLUSHING PROCEDURES

1.0 GENERAL

1.1 These procedures cover the flushing of new hydrant lines and spurs or hydrant
systems that have been altered.

1.2 All new or altered hydrant systems must be adequately flushed with the grade of
fuel they are to supply. Product used in flushing shall be checked prior to flushing
to ensure that it is free from water and particulates and that it is released.

1.3 All accessible parts of the system, including equipment such as pumps, valves,
strainers and filter water separators should be manually cleaned and should be free
of debris and rust scale prior to filling the system with product. Similarly, pipelines
should be cleaned progressively, to the extent possible, while being laid.

1.4 The pipeline should be filled with product at a slow rate to avoid any static buildup.

1.5 Flushing must be carried out at the maximum possible flow rate of the system.

1.5.1 In larger systems, extraordinary measures may be necessary to ensure
adequate fuel velocities are achieved to clean the system effectively; a
minimum velocity of 10 ft/sec (3 m/sec) is required for effective flushing.
One method is to have a return line to permit circulation back to storage;
where this is not practicable, two or more bridging trucks can be placed at
the furthest hydrant pits with temporary manifolds to permit flows of about
4000 lpm into each truck.

1.5.2 Flushing shall be performed initially until a sample of at least one (1) litre,
taken during full product flow at the farthest hydrant pit downstream of the
new or altered system or spur is free from water, sediment or discolouration
when examined in a wide-mouth, clean, clear-glass container.

1.6 Flushing should continue until colorimetric Millipore test, using dual membranes,
yields a colour change between the first and second membrane of less than 2 and
gravimetric millipore tests of samples taken from the farthermost hydrant pit does
not exceed 0.22 mg/litre; results substantially lower than this should be expected
from a properly cleaned system.

1.7 If the system or alteration contains sections which are newly epoxy coated
internally, product shall remain dormant in the system or alteration (after
completion of flushing) for five (5) days. One (1) or more representative samples
(depending on the size and configuration of the new work) shall then be subjected
to a Full Specification Test to ensure there is no contamination from the coating.
1.8 If the new system or alteration is not newly epoxy lined, the representative samples
shall be subjected to a Recertification Test (including that any variations from

Date of Issue: June 2004 Flushing Procedures
previous results are within the allowed tolerances) to ensure there is no
contamination from other sources.
1.9 The system may be commissioned if the sample(s) pass the tests required in
paragraph 1.7 or 1.8 as applicable.

2.0 FLUSHING RING MAIN SYSTEMS

For ring main systems in which product can flow either way through the hydrant:

(i) flush product at the maximum flow rate of the system until a gravimetric millipore
sample taken at one extreme end of the hydrant does not exceed 0.22 mg/litre;

(ii) flush product, reversing the direction of flow by drawing product from the other
extreme end of the hydrant system, at the maximum flow rate of the system, until a
gravimetric millipore sample does not exceed 0.22 mg/litre.

3.0 FLUSHING HYDRANT LINES OR SPURS

When flushing hydrant lines or spurs, it may be necessary to install specially fabricated Y-
piece or T-piece adaptors at two (2) or more hydrant pits in order to attain the maximum
flow rate of the system. If there is no permanent or temporary means of flushing back to
storage, it may be necessary to flush into several trucks simultaneously.

4.0 PIGGING

4.1. Some hydrant systems are designed for the use of pigs as cleaning devices.
Internally coated pipelines should only be cleaned using a soft pig such as a
flexible open cell polyurethane foam pig so that the internal line coating is not
damaged during the cleaning process.

4.2 Where hydrant systems are installed for internal coating in situ, a hard scale pig
should be used for heavy scraping of rust. Hydraulic and pneumatic procedures
and controls should be established with site contractors to attain uniform results.

4.3 Where compressed air is used to drive the pig, it should be filtered and dehydrated
to ensure that only clean, dry air enters the pipeline.

Date of Issue: June 2004 Hydrant System Low Points
CTGA SPECIFICATION 5.5 HYDRANT SYSTEM LOW POINTS

1.0 GENERAL

1.1 This specification provides guidelines for the general arrangement and performance
of hydrant low points.

1.2 While hydrant lines are the most common application for low points covered by
this specification, similar principles apply to low points in underground aviation
fuel pipelines in terminals and refineries where such underground lines connect
storage to tank truck and rail tank car loading facilities.


ChevronTexaco Global Aviation Equipment Specifications Manual CTGA 5.2.

3.0 LOW POINT LOCATIONS

3.1 Low point pits are required at all low points in hydrant systems. If a dead leg of a
hydrant system extends beyond the last usable hydrant pit and there is a fall to the
end of the leg, the leg requires both a means to flush the whole leg periodically and
a low point to facilitate removal of any water and particulates which may
accumulate as a result of flushing the dead leg. In many situations the low point
flushing flow rate will not be sufficiently large to flush the whole dead leg.

3.2 Many low points will be on aircraft movement areas; others may be in a variety of
locations including grassed areas.

4.0 PIT SPECIFICATIONS AND INSTALLATION

4.1 Pits located on aircraft movement areas shall incorporate all the features required
for hydrant pits (refer CTGA 5.2).

4.2 Pits located in other areas shall be suitable for those areas and shall be designed and
constructed to be water tight and easily accessible to flushing equipment and
personnel.

4.3 Pits incorporated in large valve pits shall have the flushing connection accessible
such that there is no need for personnel to enter the valve pit to connect the flushing
equipment for routine weekly flushing.


Date of Issue: June 2004 Hydrant System Low Points
5.0 LOW POINT DESIGN
5.1 The low points shall be a short drop of the pipe from the bottom of the hydrant line
and shall terminate in an inverted hemispherical dome.
5.2 The diameter of the drop pipe depends upon the hydrant line diameter. Table 1
provides a guide of suitable diameters.
5.3 The diameter of the flushing pipe depends upon the diameter of the low point (refer
Table 1).
5.4 The low point should not obstruct the occasional use of a pig in systems capable of
being pigged. If the flushing pipe passes through the main pipe, it should be
possible to withdraw the flushing pipe without too much effort.
5.5 Flush pipes which pass through the main pipe should terminate about one-half ()
the flush pipe diameter above the lowest point of the sump (refer Table 1).
5.6 The low point pit should incorporate a dry break coupling of the same or larger size
as the flushing pipe to the low point; the coupling (and any flushing equipment
which is connected to it) should not in any way restrict flow through the flushing
pipe.
5.7 Since full hydrant pressure is available at the low point, new systems should
include a lanyard or air operated quick release valve to provide a safe means of
shutting off the low point in the event of a hose or coupling failure. Consideration
should be given to retro fitting existing systems similarly.
5.7 There are several benefits in using a J style flushing pipe from the bottom of the
low point and passing up the outside of the main pipe rather than through it. The
benefits include:
- avoids the potential for leakage of a withdrawable flushing pipe;
- requires only one discontinuity in the main pipe wrapping instead of two;
- provides a marginally better flushing action.
TABLE 1
Main Pipe Diameter in Inches 6-12 12-18 18-24 24-36
Maximum Sump Diameter in Inches 4 6 8 12
Flushing Pipe Diameter in Inches 1 2 3 4
Gap-Flush Pipe to Bottom of Sump in
Inches
1 1 2


SECTION 6

TABLE OF CONTENTS

6.0 ANCILLARY EQUIPMENT
6.1 AIRCRAFT REFUELING HOSE ASSEMBLIES
6.2 BONDING AND GROUNDING EQUIPMENT
6.3 METERS AND METERING SYSTEMS
6.4 PRESSURE GAUGE INSTALLATIONS
6.5 PAINTING AND SIGNWRITING, AIRPORT DEPOT FACILITIES

Date of Issue: June 2004 Aircraft Fuelling Hose Assemblies
CTGA SPECIFICATION 6.1 AIRCRAFT FUELLING HOSE
ASSEMBLIES

1.0 GENERAL

1.1 This specification defines the requirements for assembly, inspection and test of
hose assemblies for use on mobile aircraft fuelling equipment, fueller loading hose
and low point flushing vehicles.


2.1 API Bulletin 1529 Revision 5 (1998) Aviation Fuelling Hose - or later edition

2.2 BS EN 1361 (1997) or later edition

2.3 BS 3492 Road and Rail Tanker Hoses and Hose Assemblies for Petroleum
Products, Including Aviation Fuels

Note: British Standard BS 3158 is no longer current and has no relevance.

3.0 HOSE CONSTRUCTION

3.1 To differentiate between the various hose types available, the following will apply:

(a) Type A, non-electrically bonded (non-conductive);

(b) Type B, electrically bonded; (not approved for aviation use);

(c) Type C, non-electrically bonded but incorporating a semi-conductive cover
compound with an electrical resistance between 1x10
3
and 1x10
6

ohms/meter;

(d) Type D, non-electrically bonded but incorporating an anti-static cover
compound and a low fuel contaminating inner lining;

(e) Type E, with enhanced defuelling capability (electrically conducting and
incorporating a wire helix reinforcement);

(f) Type F, with enhanced defuelling capability (non-electrically conducting
and incorporating a non-metallic helix reinforcement with a semi-
conductive cover compound with an electrical resistance between 1x10
3
and
1x10
6
ohms/meter).

3.2 All fuelling and fueller loading hose shall comply with the requirements of the
latest issue of API Bulletin 1529 and shall be one continuous length of heavy duty
grade 2, type C. Defuelling hoses shall be Type F for use on dedicated defuelling
equipment.


3.3 Bridger and rail car discharge applications may use hose complying with BS 3492
Type BX Class 1.

4.0 COUPLINGS

4.1 All new hose assemblies supplied shall be fitted with new couplings of an approved
type. Couplings shall be fitted to hoses in a suitably equipped workshop by
experienced personnel (refer paragraph 5.0) in accordance with the hose and
coupling manufacturers recommended procedures.

4.2 Hydrant intake hoses shall, wherever possible, be fitted with permanent, non-
reattachable couplings. Intake hose couplings (whether non-reattachable or
reattachable) shall be fitted by the hose manufacturer or by a distributor who is
approved by the manufacturer as trained and competent to assemble hoses.
Delivery hoses, platform riser hoses and low point flushing hoses may be fitted
with either permanent, non-reattachable couplings or reattachable couplings. Non-
reattachable couplings are preferred. Approved couplings are listed in paragraph
13.0. Coupling thread and style will be specified at the time of order. Under no
circumstances should hoses using banded connections be used in aviation
service.

5.0 HOSE AND COUPLING ASSEMBLY QUALIFICATION

5.1 Recognizing that the assembly of hose and couplings demands certain specific
skills and knowledge, ChevronTexaco requires that the supplier shall ensure that
persons assigned to this function are properly qualified. Properly qualified
means the individuals have been trained by the manufacturer or the manufacturer's
authorized representative and there should be a certificate or other appropriate
documentation to this effect.

5.2 Suppliers shall provide, at all times, free access to ChevronTexaco inspectors to all
places of work where materials and hoses are being manufactured and/or
assembled. ChevronTexaco reserves the right to witness all tests on hoses and
coupled assemblies and to witness all assembling and testing of hose and couplings.

6.0 HOSE INSPECTION & COUPLING INSTALLATION
PROCEDURES

6.1 GENERAL

The following procedures are intended as a guide for ChevronTexaco inspectors
witnessing the fitting of couplings to hoses by hose suppliers in accordance with
paragraph 4.1. In exceptional cases, a ChevronTexaco or joint operation employee
might be trained and certificated as in paragraph 5.1 to apply reattachable couplings
to hoses


6.2 INSPECTION BEFORE ATTACHING COUPLINGS

(a) Lay hose out straight in a clean, dry, well-lighted area;

(b) walk entire length of the hose two times, inspecting one-half of the outer
cover each time. Inspect for cuts, punctures, bumps, blisters, softness or
any other indications of damage;

(c) illuminate the bore of the hose to the extent practicable and inspect for
blisters, cuts, excessive surface roughness or foreign material;

(d) measure the hose for proper length;

(e) inspect coupling threads for damage;

(f) make sure hose ends are square within three thirty-seconds inch (3/32)
(2.25mm) before installing couplings.

6.3 SELECTION OF COUPLINGS

(a) Unless specific approval to do otherwise is given, European couplings shall
be used with European hoses and American couplings with American hoses.

Note: The reason for this requirement is that, in most cases, European
hoses have thinner wall thicknesses than American hoses and require the
correct coupling to ensure the correct grip. An exception is Gammon's
Jetcraft which is similar in wall thickness to European hoses.

(b) Reattachable couplings may be reused on their original hose (e.g. if hose
shortening is required). Only new couplings shall be used on new hoses.

(c) Only couplings which are certified to comply with requirements of API
1529 or BS EN 1361 shall be used.

6.4 ATTACHING COUPLINGS

(a) Couplings shall be attached in accordance with the manufacturers
recommended practice using the specified tools and installation equipment.

(b) Non-reattachable coupling ferrules shall be selected so that the ferrule is a
snug slip-on fit over the hose, with an internal diameter between zero (0)
and three thirty-seconds inch (3/32) (2.25mm) larger than the hose outside
diameter.


6.5 INSPECTION AFTER ATTACHING COUPLINGS

(a) Inspect internally (with a flashlight) for evidence of split or cracked shanks
on the couplings, bulging of the liner where the couplings attach and
improper seating of the coupling shank into the hose tube.

(b) Inspect externally for split or cracked couplings, thread damage and
misalignment of the couplings.

7.0 PROOF PRESSURE TEST

7.1 GENERAL

Each completed hose assembly shall be subjected to hydrostatic test at a proof
pressure of 600 psi (40 bar). The test medium shall only be clean kerosene. The
test shall not be performed while the hose is attached to fuelling equipment or
while intake or delivery nozzles are attached.

7.2 SAFETY PRECAUTIONS

Before conducting proof pressure tests on hose assemblies, provision must be made
to ensure the safety of the personnel performing the tests and to prevent any
possible damage to property. Only trained personnel using proper tools and
procedures should conduct pressure tests.

(a) Air or any other compressible gas must never be used as the test media
because of the explosive action of the hose should a failure occur. Such a
failure might result in damage to property and serious bodily injury.

(b) All air should be removed from the hose by bleeding it through an outlet
valve while the hose is being filled with the test medium.

(c) Hose to be pressure tested must be restrained by placing steel straps or
equivalent restraining devices close to each end and at approximate 10 feet
(3m) intervals along its length to keep the hose from whipping if failure
occurs; the restraining devices are to be anchored firmly to the test structure
but in such a manner that they do not contact the hose which must be free to
move.

(d) The outlet end of the hose is to be bulwarked so that a blown-out fitting will
be stopped.

(e) Provisions must be made to protect testing personnel from the forces of the
pressure media if a failure occurs.

(f) Testing personnel must never stand in front of or in back of the ends of a
hose being pressure tested.


(g) Precautions must be taken to protect against fire or other damage should a
hose fail and the test liquid be sprayed over the surrounding area.

7.3 PROCEDURE

(a) Lay hose out straight in a clean, dry, well-lighted area. With a ballpoint
pen, mark the hose at each coupling to check for slippage during test.

(b) Fill the hose with the test medium while bleeding all air from the hose
through an outlet valve.

(c) Gradually apply the proof pressure and maintain for three (3) minutes. At
the end of this time, inspect the full length of the hose for signs of leakage,
bulging, blistering or any other deformation. Inspect the couplings for
slippage or misalignment.

(d) Release the pressure and repressurize to 25% of the proof pressure.

(e) Release pressure and drain hose.

Note: If slight coupling slippage is noted during the proof pressure test, the test
shall be repeated as many times as necessary until no further slippage
occurs. The total allowable slippage shall be 0.031 (0.8 mm) maximum.

8.0 CERTIFICATION

Each hose assembly shall be furnished with a certificate stating that the hose has been
inspected, couplings attached and hydrostatically tested in accordance with this
specification (refer Appendix 1). The certificate shall include the hydrostatic test pressure
and the dates of hose manufacture and hose assembly.

9.0 SHIPMENT

After testing, the hose shall be carefully cleaned, drained, dried and sealed with corrosion
resistant end caps prior to shipment. Hoses shall be packed for shipment in suitable
commercial containers of a type and size so as to adequately protect the hose from kinking,
abrasion and other damage and not cause deformation of the hose or couplings. The test
certificate referred to in paragraph 8.0 will be shipped with the hose.

10.0 STORAGE

Hoses and hose assemblies shall be stored in accordance with the recommendations
contained in API 1529, Appendix A.


11.0 RECOUPLING OF HOSES

11.1 With the specific concurrence of ChevronTexaco Aviation Operations, hoses
removed from service as a result of visual inspection may be recoupled and
returned to aviation service after damaged or weakened sections have been
removed, provided:

(a) the undamaged portion is in a single, usable length;
(b) recoupling is carried out in a properly equipped workshop by competent
personnel using the tools, procedures and equipment recommended by the
coupling manufacturer;
(c) the coupling installation procedures in paragraphs 5.1 and 6.0 are fully
complied with;
(d) the completed hose assembly is pressure tested in accordance with
paragraph 7.0.

11.2 Each recoupled hose assembly shall be issued with a certificate of test and the letter
R (for recoupled) shall be stamped on the coupling ferrule. Hose records shall be
endorsed accordingly.

12.0 APPROVED AVIATION HOSE MANUFACTURERS &
SUPPLIERS

(1) Goodyear (to include Gammon J etcraft) (USA)
(2) Continental (to include Gossler and Elaflex brand hoses) (Europe)
(3) Semperit (Austria)
(4) Dayco (USA)
(5) Hewitt (USA only)

Note: Leyland & Birmingham Rubber Co. (Hewitt-UK), hoses have been removed
from the approved manufacturers list, and any hose currently in service
from this manufacturer should be removed immediately.

(6) Titan (Goodall Rubber) (USA)
(7) Durodyne (USA)
(8) Gates (USA)
(9) Thermoid (USA)

Note: In each case, only hoses and assemblies certified to comply with the
requirements of the current editions of API 1529 or BS EN1361 shall be
used


13.0 APPROVED HOSE COUPLING MANUFACTURERS &
SUPPLIERS

It is recommended that hoses are supplied with factory fitted couplings either of the non-
reattachable (permanent) or of the reattachable clamp type (banded or similar type clamps
shall not be used).

Hose Manufacturer Approved Couplings
Former Name of
Manufacturer or
Supplier
All hoses
Elaflex Spannloc Type
Spannfix couplings are not
approved

For hoses manufactured in
Europe
Gossler also Kombilok
For European and
Gammon J etcraft hoses
Roman Soliger
For hoses manufactured in
USA/Canada
Dixon
Rostra, Century Brass
and Scovill
All hoses Mulconroy
For hoses supplied by
Gammon
Gammon (Dixon 520H,
Civacon, Roman Soliger)
Civacon was OPW
For USA hoses (Dayco,
Hewitt) sizes 1" to 3"
UMI (United Metal
Industries)

14. HOSES FOR OTHER PRODUCTS

14.1 WATER METHANOL MIXTURE

Normal aviation hoses as defined above should be used for water methanol (W/M)
mixture. It is essential that each hose to be used in W/M service be dedicated from
new.

14.2 FUEL SYSTEM ICING INHIBITOR

This product requires a chemically resistant hose. A suitable hose is Goodall
"Kemflex 2000" chemical hose part number N-2700.

APPENDIX 1

HOSE / HOSE ASSEMBLY CERTIFICATE

Date:
______________________
ChevronTexaco Purchase Order No.
_________________________________

A. HOSE DETAILS B. COUPLER DETAILS

1) Manufacturer
__________________________
1) Manufacturer
__________________________
2) Country of Origin
______________________
2) Country of Origin
_______________________
3) Date of Manufacture
___________________
3) Type (R or NR)
_________________________
4) Batch Number
_________________________
4) Material
_______________________________
5) Specification
__________________________
5) Date Pressure Tested
___________________
6) Serial Number
_________________________
6) Test Pressure
__________________________
7) Diameter __________ Length ___________
8) Working Pressure
______________________

(Name of Company)
We ____________________________ certify that this hose/hose assembly has been inspected and,
with the couplings attached, has been tested in accordance with the requirements of
API 1529 } (delete not Edition__________________ and that no known defects exist.
BS EN 1361 } applicable)

________________________________________
Signature of Authorized Hose Inspector

Note: This certificate to be shipped with each hose.


APPENDIX 2

AIRCRAFT FUELLING HOSE

Flow Rate vs. Pressure Loss (Typical Grade II Hose)

Fuelling Rate: Pressure loss in hose is dependent on many factors; rate of flow, viscosity,
hose length, temperature, etc.

Since pressure loss is directly proportional to length, data on the graph
below can be extended on a proportional basis to accommodate any length
of hose.

The table is approximate for J et A-1. For hose fitted with shanktype
couplings, add 20% loss per 50 feet of hose. Pressure drop increases
logarithmically with flow rate.

FLOW THROUGH NOSE
(1 to 4 Inside Diameter)
20
o
C/68
o
F

Inside Diameter in Inches PSI at USGPM
1 55 @ 100
2 4 @ 100
2" 15 @ 200
2
1
/
2
" 5 @ 200
2 30 @ 500
3 13 @ 500
3" 44 @ 1000
4 9 @ 1000

Pressure loss, psi per 50 feet of hose, without couplings.

Defuelling Rates: Exact calculations of flow rates for defuelling require consideration of many
variables including the construction, age, condition and stiffness of the hose
and viscosity of the fuel. Flow rates are generally limited by the hose
collapsing due to applied suction. The chart below shows maximum
recommended fuelling rates for Grade II hose.

Inside Diameter in Inches USGPM
1 40
2 80
2 100
3 160


Date of Issue: June 2004 Bonding and Grounding Equipment
CTGA SPECIFICATION 6.2 BONDING AND GROUNDING
EQUIPMENT

1.0 GENERAL

1.1 This specification provides guidelines for installation of bonding and grounding
equipment on aviation fuel handling facilities and equipment.

1.2 Bonding is the process of connecting two (2) or more conductive objects together
by means of a conductor. Grounding (earthing) is the process of connecting one (1)
or more conductive objects to ground.

1.3 The equipment described in these guidelines is designed to bond together and/or
ground the various conductive components of fuel handling systems and thus
prevent the accumulation of static electricity which could lead to a spark discharge
and subsequent explosion or fire.

1.4 It must be understood that bonding and grounding during fuel handling operations
only prevents external electrical discharges which could be hazardous in the
presence of fuel vapour. Fuel which does not contain static dissipator additive
(SDA) will, by moving through filters, pipes, hose, etc., build up an internal charge
which can lead to receiving tank fires and explosions. While fuel containing SDA
will dissipate the internal charge as it is generated, the movement of fuel will still
generate charges in the receiving vessel which are not dissipated by SDA; these
charges, together with others generated by, for example, the movement of wind
over aircraft surfaces, can be substantial. Thus, even with SDA in the fuel, bonding
between the fuelling equipment and aircraft or other receiving vessel is necessary to
minimize the possibility of sparking when disconnecting hoses. CTGA 3.1
contains recommended maximum product velocities and charge relaxation times to
be followed in design of depot facilities to reduce the hazards caused by bulk
charges generated in the fuel.

2.0 BOND RESISTANCE

2.1 The currents generally encountered in the bond connections used in the protection
against the accumulation of static electricity are in the order of microamperes.
Since these leakage currents are so small, a resistance to ground of up to 1
meg ohm is adequate for static grounding. For practical purposes, in testing new
installations, it is recommended that a resistance of 10 ohms be considered the
maximum to allow for increases in resistance during service due to corrosion, etc.

3.0 CABLES AND CLAMPS

3.1 GENERAL


In most bonding and grounding applications, the currents which flow are very small
and, for purely electrical considerations, light gauge cables are entirely
adequate; however, the durability and mechanical strength required to ensure
prolonged service dictates the use of much heavier gauge cables. For most
purposes, the cable and clamp sizes specified in paragraphs 3.2 and 3.3 will provide
adequate service life.

3.2 HEAVY DUTY BONDING CABLES

Flexible multi-strand copper cable, rubber insulated of 50 to 100 amp. rating (as
used in small welding sets), is recommended. End connections should be soldered
or crimped terminals. Clamps should be of rugged construction with solid copper
jaws which apply a jaw pressure of at least 20 lbs. when applied to a one-fourth
inch () diameter rod. When clamped to a one-half inch () diameter test rod,
overall resistance between the rod and the cable end shall not exceed 10 ohm at
time of installation.

3.3 LIGHT DUTY BONDING CABLES

On fuelling vehicles and portable sampling equipment, light duty bonding and
grounding cables shall be provided. Recommended cables are flexible multi-strand
galvanized or stainless steel types with a clear or green plastic outer cover. Overall
diameters between one-eighth inch and one-fourth inch are available. End
connections should be soldered or crimped terminals. Preferred clamps are the US
Military style since these are very durable thus minimising the risk of foreign
object damage to aircraft engines. Otherwise, clamps should be copper plated steel
alligator clips of 25 to 100 amp. rating depending on the type of service. Overall
resistance between clamp surfaces and cable end shall not exceed 10 ohms when
installed.

3.4 HYDRANT VALVE LANYARDS

These are often plastic covered multi strand steel cable similar in appearance to
bonding cables. To avoid confusion in an emergency, lanyards should have a red
plastic covering (and there should be NO electrical continuity between the lanyard
clip and any part of the hydrant servicer).

4.0 EQUIPMENT TO BE USED

4.1 RECEIVING FACILITIES

4.1.1 Tanker and Barge: The preferred procedure when discharging tankers or
barges is for the craft to be completely electrically isolated from the
receiving dockline by means of an insulating flange; however, in the
absence of an insulating flange, a heavy duty bonding cable as described in
paragraph 3.2 shall be used to prevent stray currents.


4.1.2 Tank Truck: A heavy duty bonding cable and clamp as described in
paragraph 3.2 shall be permanently attached to the receiving pipework and
be of sufficient length to attach to the delivery vehicle.

4.1.3 Rail Tank Car: In addition to the above requirements for tank trucks,
unloading facilities for rail tank cars shall include a heavy duty bonding
strap between both rails and the receiving pipeline. On electrified railways,
the spur line shall be insulated from the main line to eliminate stray
currents.

4.2 DEPOT FACILITIES

4.2.1 Pumps, Pipelines, Filters, etc.: All depot above ground pipelines, pumps,
filters, valves and associated equipment through which product flows shall
be electrically bonded together and grounded at a suitable point. Generally
bonding straps across flanges, etc. are not necessary as the connecting bolts
provide sufficiently low resistance to equalize electrical charges.

4.2.2 Tanks: No grounding or additional bonding is required on above ground
vertical tanks on earth foundations or on underground tanks. Above ground
horizontal tanks on insulating cradles shall be grounded by means of a
heavy duty braid or cable connected between a suitable flange bolt and an
earth point. All internal tank components, floating suctions, gauge floats,
etc. shall be bonded to the tank structure.

4.2.3 Electrical Equipment: All electrical equipment must be grounded in order
that, in the event of the breakdown of internal insulation, current will flow
to ground through a low resistance path at a rate sufficient to operate the
circuit protection devices (fuses, circuit breakers) and isolate the equipment.

4.3 LOADING FACILITIES

4.3.1 Marine Loading: Bonding facilities for barge loading shall be as described
in 4.1.1 for receiving facilities.

4.3.2 Rail Tank Cars and Tank Trucks: The bonding and grounding facilities
provided for bottom loading of rail tank cars and tank trucks shall be
identical to the receiving facilities described in paragraphs 4.1.2 and 4.1.3.
Top loading arms which include swivel joints generally do not require
additional bonding other than that provided by a heavy duty cable and
clamp connected between the cargo tank and the fill pipework.

4.3.3 Fueller Loading: The preferred bonding arrangement is one that is
integrated with the filling system such as the Scully system.


4.4 HYDRANT FACILITIES

4.4.1 Hydrant Lines: Where impressed current cathodic protection systems are
installed, insulating flanges shall be installed between the main hydrant inlet
valve and the hydrant line and between the hydrant line and each dispensing
pit valve.

4.4.2 Pit Valves: Where impressed current cathodic protection systems as above
are installed, each pit valve shall be separately grounded by means of a
heavy duty braided flexible steel strap to a suitable connection in the
hydrant pit.

4.4.3 Apron Grounding Points: The provision of grounding points for fuelling
equipment on the apron is generally dependent upon the airport authoritys
policy. When required, a suitable installation consists of a five-eighths inch
(15.9mm) or larger diameter steel rod driven at least five feet (1.5m) into
the ground. Connection receptacles shall be designed to provide an
adequate surface for clamping the grounding cable and should not protrude
above the tarmac surface.

4.5 FUELLING EQUIPMENT

4.5.1 Hydrant Dispensers and Fuellers: Each fuelling vehicle shall be fitted with
the means to bond the vehicle to aircraft and, where grounding points are
required to be used, to ground the vehicle. The recommended installation is
a spring rewind reel fitted with 50 to 100 feet of light duty bonding cable
and clamp. Where grounding points are available, two separate reels, each
containing a single cable, shall be used; the reels shall be bonded together
effectively in addition to any inherent bonding via the vehicle chassis.

4.6 SAMPLING EQUIPMENT

4.6.1 Sampling Containers: Field sampling containers shall be either stainless
steel, aluminum or glass. Metallic sampling containers shall be fitted with a
light duty bonding cable and clamp, securely attached.

Buckets which have internal coatings for White Bucket test should have a
metal rod on the inside of the bucket which reaches the bottom. This rod
should be connected to the bonding cable and clamp.

4.6.2 Millipore Equipment: Millipore equipment shall include bonding of all
metallic parts to the pipeline being sampled, including the metal sample
receiving container. The recommended bonding method is the installation
of metal braid internally in the sample tubing, connected to all metal parts
and terminating in a light duty clip for connection to the sample receiver.


Date of Issue: June 2004 Meters and Metering Systems
CTGA SPECIFICATION 6.3 METERS AND METERING
SYSTEMS

1.0 GENERAL

1.1 This specification provides guidelines for selection and installation of metering
systems and accessories for use in aviation fuel handling systems. The contents are
limited to the discussion of positive displacement and turbine meters and their
application in fixed facilities and mobile dispensing equipment where highly
accurate metering is required. Other flow measurement devices such as rotameters,
orifice plates, venturis and pitot tubes are not covered.

1.2 Meter design and application is a continually developing science, particularly in the
use of electronic devices and automatic control of metering functions. When
specifying metering systems, the latest literature from competing manufacturers
should be reviewed.


API Manual of Petroleum Measurements Standards
Chapter 5, Section II, covering positive displacement meters
Chapter 5, Section III, covering turbine meters

3.0 REQUIREMENTS

3.1 Product meters are expensive, precision instruments requiring routine calibration
and maintenance. Their use in a system should therefore be restricted to those
points where it is commercially or legally required that they be installed or their
installation can be economically justified as a stock control measure.

3.2 All new meters on into-aircraft delivery equipment (except at some minor country
locations) shall have or be capable of having electronic meter heads and be
compatible with electronic meter proving equipment.

4.0 SELECTION OF METERS

4.1 In recent years, developments in turbine meter design have made them more
reliable and suitable for a wider range of applications. Turbine meters are being
successfully employed on mobile fuelling equipment and at loading racks, etc. As
a guide to selection of the type of meter to be installed, the following general
advantages and disadvantages of turbine meters should be considered.

4.2 TURBINE METER FEATURES

(a) Smaller and lighter in weight than P.D. meters,
(b) less expensive,

(c) less susceptible to calibration drift,
(d) better repeatability and more accurate over long periods,
(e) can be installed at any angle between vertical and horizontal, without loss of
accuracy,
(f) do not require separate mounting pads (economy of installation),
(g) higher flow rates per comparable connection size,
(h) less seals, less moving parts, hence reduced maintenance costs,
(i) more susceptible to damage from any foreign objects in the flow stream,
(j) require upstream flow straightening tubes,
(k) less accurate at low flow rates,
(l) pressure drop may be higher than P.D. meters.

4.3 All the above features may not be true of all models of turbine meter and
manufacturers literature should be reviewed in each case.

4.4 The following application guideline to be used in selecting meters:

P.D. Meters Mobile refuelling equipment, Master meters
Turbine Meters Pipelines, loading racks, unloading racks etc.

5.0 INSTALLATION

5.1 The subject of design, construction, installation and adjustment of metering
systems for general petroleum products is comprehensively covered in the API
Manual of Petroleum Measurement Standards (paragraph 2.1). This information is
generally applicable to meters for use in aviation fueling facilities. There are,
however, certain unique features in design and operating procedures to be
considered in specifying meters for aviation service, especially for mobile
dispensing equipment.

5.2 The following paragraphs outline the major considerations in specifying meter
installations for aviation fuel service.

5.2.1 System Operating Flow Range: Meters generally are excessively inaccurate
at below 10% of their rated flow; therefore, if it is required to measure flow
at rates below 10% of the maximum system flow rate accurately and
frequently, an additional parallel low-flow meter shall be installed. If
mobile dispensing equipment basically intended for servicing at flow rates
in excess of 500 USGPM (1,550 lpm) is to be used for dispensing via an
overwing nozzle, a separate low-flow (200 USGPM) meter and flow control
valve shall be installed.

5.2.2 Accuracy: Meters shall be inherently accurate to within 0.2% of reading at
flow rates between 10% and 110% of rate flow and the readout must be

capable of being adjusted to within 0.1% of reading throughout the same
flow range by means of a calibrator in the drive train.

5.2.3 Size and Weight: Often, available space for meter installation is limited,
particularly on mobile equipment. Installation must be such that the meter
head (register) is clearly visible from the normal operating position.
Turbine meters are considerably smaller and up to 90% lighter than P.D.
meters of equivalent flow rate and lend themselves to such installations.

5.2.4 Maintenance: Local availability of spare parts, calibration and maintenance
services is an important factor in meter selection. Generally, meters in
continuous operation, being subjected to dirty product or operating at or
near maximum flow will require additional maintenance.

5.2.5 Corrosion and Product Contamination: Only aluminum or epoxy coated
steel bodied meters shall be used in aviation fuel service to reduce the
possibility of corrosion. Pressure lubricated meters shall not be used.
Installation should ensure that the meter is always maintained full of
product.

5.2.6 Proving: At each meter installation, there must be means provided to prove
and adjust the meter accurately under conditions of flow and pressure, and
using the same product, as the meter is normally subjected to in service.
Meter proving is covered in paragraph 6.0.

5.2.7 Air Elimination: Meters will measure and register not only the liquid but
air and vapour entrained in the liquid. To ensure accurate measurement, air
must be eliminated from the system upstream of the meter. Air elimination
tanks which reduce the velocity of flow and allow entrained air to rise and
be discharged automatically should be installed on all installations where a
filter separator is not included upstream of the meter. Filter separators and
microfilters are fitted with automatic eliminators and no other air
elimination device is generally necessary. Air eliminator discharge lines
may be routed to connect into the mainstream pipework downstream of the
meter.

5.2.7 Product Contaminants: Large particles of foreign matter in the flow stream
can cause catastrophic damage to the measurement components of meters.
Smaller particulate matter will cause erosion of components and impair
long-term accuracy. Suitable means must be employed to remove foreign
matter upstream of meters. Generally, installation of strainers of
approximately 40 mesh will protect most meters from damage by foreign
matter. Where meters are installed downstream of filter separators or
microfilters an additional strainer is not required. On new systems, meters
should not be installed until adequate flushing has removed all weld slag,
rust, etc., from upstream pipework.


5.2.9 Pressure Drop: System design should take into account the pressure drop
across the meter. Manufacturers Pressure Drop vs. Flow Curves should
be consulted.

5.2.10 Working Pressure: The maximum operating pressure rating of the meter
should be at least equal to the system design pressure.

5.2.11 Shock Pressure (water hammer): Permanent damage can be done to
measuring components and seals by excessive shock pressure in the
system. Soft closing valves or surge suppressors provide effective
protection.

5.2.12 Expansion Pressures: Seal leakage and damage may occur if the meter
(when idle) is blocked between two (2) valves; therefore a thermal relief
valve should be provided in such situations. On mobile dispensing
equipment, this is generally not a problem because surge suppressors, hose
expansion and thermal relief valves limit thermal expansion pressures to
safe levels.

5.2.13 Shut-off Valves: On fixed facilities, shut-off valves should be
appropriately located upstream and downstream of meters to enable their
removal for maintenance with minimum loss of product. This requirement
must be considered in regard to the expected maintenance product loss,
additional system downtime and manpower costs as opposed to the cost of
additional valves.

6.0 METER PROVING

6.1 There are three (3) methods generally employed for proving the accuracy of meters
in aviation service: proving loops, proving tanks and master meters. Of these,
proving by using a master meter is generally more economical and of sufficient
accuracy for the purpose. All three (3) methods are discussed at length in the API
Measurement Manual. A fourth method, electronic proving, is gaining acceptance
and should be given favourable consideration when viable economically. All meter
proving shall be carried out under conditions as close as possible to actual
operating conditions of flow, pressure and temperature, using the same product
grade.

6.2 LOOP PROVING

This method employs a calibrated length of pipeline or loop through which a
calibrated scraper or plug is forced by the flowing stream. A counter is started and
stopped as the plug passes the beginning and end of the calibrated section.
Knowing the capacity of the loop and the time taken for the plug to traverse it, flow
rate can also be calculated. High degrees of accuracy and repeatability can be
obtained. This method lends itself to automation and is recommended for
installation on long pipelines to provide automatic meter calibration and leak
detection.


6.3 VOLUMETRIC PROVING TANKS

6.3.1 This method employs a calibrated tank of known capacity which is filled
with product having passed through the meter under test. By noting the
readings of the meter before and after the tank is filled, the meter accuracy
can be checked. Volumetric provers can be highly accurate, however
corrections must be applied to the volume measured to make allowance for
changes in dimensions of the tank shell due to temperature and weight of
the liquid and changes in volume of the liquid due to pressure and
temperature changes.

6.3.2 Use of volumetric proving tanks at aviation depots should be restricted to
proving the master meter which in turn is used to prove the depot and
dispensing equipment meters. The capacity of the prover should be
sufficient to allow a test run of at least one minute in duration at the
maximum flow rate of the meter under test.

6.3.3 All volumetric proving tanks used shall be calibrated and certified by the
local regulatory authority concerned. Generally, there is insufficient
justification for the permanent installation of proving tanks at aviation
depots as the services of specialist calibration firms can usually be
employed for master meter proving.

6.4 MASTER METER PROVING

6.4.1 This method consists of temporarily installing a master meter in series with
the meter to be proved. Proving runs are then carried out under close to
operating conditions. The master meter may be any reliable, consistent
meter which is maintained specifically for proving other meters and may be
portable or permanently installed. The master meter must itself be
frequently proved and records maintained of its errors so that these may be
applied as corrections to meters proved against it.

6.4.2 Electronic proving requires a master meter with an electronic head which
stores data including master meter correction factors. The meter to be
tested must also have an electronic head which, during the proving run, will
be adjusted electronically by the master.

6.4.3 At major airport depots, a master meter should be permanently installed in
the mobile equipment flow test rig (refer CTGA 3.4); however, valving
must allow the meter to be bypassed when performing other work such as
testing pressure control systems. At other locations, where meters are
installed, flanged tees either side of a gate valve in the main product
pipework should be provided to allow installation of a portable master
meter when required.

7.0 ACCESSORIES


7.1 Large Numeral Counter: The basic meter head for use in aviation service shall be
a large numeral five-digit resettable counter with a totalizer and having a resolution
of 0.1 U.S. gallon or one liter or as required by local regulations.

7.2 Calibrator: Each meter must be fitted with a mechanical calibrator in the output
register drive train or be capable of and set for electronic calibration. On some
fueller installations where product flows in reverse through the meter during
defuelling, the calibrator must be suitable for reverse rotation.
7.3 Preset Counter: A counter preset device which controls a downstream shutoff
valve to interrupt flow at a set volume should be considered for installation at
loading racks and for equipment often used for low volume aircraft fuelling where
the aircraft operator is likely to ask for a specific volume of fuel to be supplied
rather than topping up an aircraft to a predetermined total.

7.4 Rate of Flow Indicator: On installations where it is required to continuously
monitor approximate flow rate, such as on dispensing equipment, a rate of flow
indicator shall be installed.

7.5 Pulse Transmitter: For remote registration of metered quantities, pulse transmitters
supply appropriate signals which can be translated and amplified by receiving
equipment to provide remote electronic or electro-mechanical readout of measured
quantity and rated flow.

7.6 Automatic Temperature Compensator: Where it is required for stock control,
customs or custody transfer purposes, an automatic temperature compensator shall
be installed in the register drive train to provide a net volume readout referenced to
a particular standard temperature. Meters employed for leak detection purposes in
long pipeline systems must also be temperature compensated; however, electronic
compensation may be more suitable in such applications than mechanical
compensators.

7.7 Ticket Printer: At point-of-sale and product custody transfer locations, a ticket
printing accessory should be included which records before and after totalizer
readings, provides effective proof of delivery and eliminates stock control problems
associated with the incorrect reading of metered quantities. Meter tickets can also
be preprinted as delivery receipts, avoiding duplication of documents.

8.0 APPROVED SUPPLIERS

MANUFACTURER

MODEL NUMBERS
Cobham Fluid Systems
Holland Way, Blandford Forum,
Dorset, UK DT11 7BJ
Tel: +44 (0) 1258 486600
Fax: +44 (0) 1258 486601
E-Mail: sales@cobhamfluidsystems.com
BM Series (positive displacement)
(preferred for master meters)


MANUFACTURER

MODEL NUMBERS
Website : www.cobhamfluidsystems.com
Brooks Instruments Division
Emerson Process Management
407 West Vine Street
Hatfield, PA 19440-0903 USA
Phone +1 (888) 554-3569
Fax +1 (215) 362-3745
Website :
www.emersonprocess.com/brooks/

B-X-C-AL Series (positive displacement)
PARITY Series (turbine for fixed facilities)
MARK VI (turbine for dispensing equipment)

FMC Measurement Solutions
Smith Meter Division
1803 Gears Road
Houston, Texas 77067, USA
Tel: +1 281-260-2190
Fax: +1 281-260-2191
E-Mail: measurement.solutions@fmcti.com
Website:
www.fmcmeasurementsolutions.com
E3, E4, F4, G6 Series (positive displacement)
G Series (turbine for fixed facilities)
Liquid Controls
A Unit of IDEX Corporation
105 Albrecht Drive
Lake Bluff, IL 60044, U.S.A.
Phone: +1 847 295 1050
Fax: +1 803 295 1057
E-Mail: lc-info.lcmeter@idexcorp.com
Web: www.lcmeter.com

Total Control Systems
2515 Charleston Place Fort Wayne,
Indiana 46808 USA
Tel: +1 (800) 348-4753 or
+1 (260) 484-0382
Fax: +1 (260) 484-9230
E-Mail: sales@tcsmeters.com
Website: www.tcsmeters.com/


Date of Issue: June 2004 Pressure Gauge Installations
CTGA SPECIFICATION 6.4 PRESSURE GAUGE
INSTALLATIONS

1.0 GENERAL

1.1 This specification provides guidelines for selection and installation of pressure
gauges and associated equipment for use in aviation fuel handling facilities and
dispensing equipment.

1.2 Fixed facilities and mobile fuelling equipment should be designed to include
sufficient pressure gauges, or pressure gauge tap connections, to allow the correct
operation of the system to be accurately determined. Permanently installed
pressure gauges should be limited to those points in the system where routine in-
service monitoring of pressure is required. At other system locations where it may
be necessary to measure pressure at infrequent intervals for trouble shooting or
system adjustment purposes, suitable plugged tap connections should be installed
for connection of a portable test gauge when required.

1.3 Gauges may be calibrated in either Imperial or SI units (using bar rather than
kPa), according to national practice. Preferably, gauges shall have dual scales
reading bar and psi.

2.0 GAUGE SELECTION GUIDE

2.1 CATEGORIES OF PRESSURE GAUGE

Three categories of pressure gauge are commonly used in aviation fuel handling:

1) Dial Pressure and Vacuum Gauges,
2) Differential Pressure Gauges and
3) Master Test Gauges.

2.2 CONSTRUCTION CRITERIA

The information below describes the required construction criteria for each
category of gauge.

2.3 DIAL-TYPE PRESSURE AND VACUUM GAUGES

(a) Type: High quality general purpose industrial grade gauges designed for
air, water and steam service are acceptable for aviation fuel service.

(b) Size: The size (nominal diameter) of gauge specified will be dependent on
the required degree of determination of indicated pressure; the larger the
diameter of the gauge, the longer is the dial scale and hence the amount of

pointer movement per increment of pressure increase. As a general rule,
gauges of two inches (50mm) diameter are satisfactory for indicating non-
critical pressures, such as air supplies, etc., whereas for monitoring critical
operating parameters, gauges of four inches (100mm) diameter are
recommended. Another factor to be considered in gauge size selection is
the distance from which it must be read. Where gauges are installed in
locations where they cannot be observed at close proximity, a larger
diameter gauge is required.

(c) Range: Pressure gauges shall be selected with a range of 150% of the
normal system operating pressure or 110% of the maximum working
pressure, whichever is the greater. The range of vacuum gauges shall
normally be 0-30 Hg (0-1 bar).

(d) Movement: Gauges should be constructed with a bourdon tube of phosphor
bronze hard soldered into a brass mounting block with integral pressure
inlet connection, all metal non-ferrous gearing and a pointer of non-ferrous
metal painted black.

(e) Dial: The gauge dial should be aluminum painted white with black
markings.

(f) Graduations: Dial graduations should be marked at increments not
exceeding 2% of full scale indication.

(g) Accuracy: General purpose gauges should be accurate to within 2% of
reading throughout their range.

(h) Case: An all metal case is required, of waterproof construction, with a glass
dial cover. Plastic cased gauges shall not be used.

2.4 DIFFERENTIAL PRESSURE GAUGES

(a) Type: These gauges are available especially designed for aviation fuel
service with Viton A seals.

(b) Range: Gauges are available in ranges of 0-15 psi (0-1 bar) and 0-30 psi
(0-2 bar). As the maximum allowable differential pressure across most
filter separators and micro filters is 15 psi (1 bar), the former range should
be installed on these equipment. The higher range gauge should be
specified for installation on filter monitors and various strainers where a
higher maximum differential pressure is allowed.

(c) Accuracy: Gauges should be accurate to within plus or minus 1 psi (0.7
bar).

(d) Case: Anodized aluminum case gauges are preferred.



2.5 MASTER TEST GAUGES

(a) Type: Master test gauges are portable dial pressure indicators of superior
construction and accuracy for use in checking the calibration of other
pressure measuring devices (Master test gauges are sometimes referred to as
standard test gauges).

(b) Service: Master test gauges should be ordered for a particular type of
service as they are initially calibrated for that density of fluid.

(c) Size: To facilitate readability, master test gauges should be between six
inches (150mm) and eight inches (200 mm) nominal diameter.

(d) Range: The indication range of master test gauges is dependent on the
range of the gauges to be tested. A master test gauge must be selected to
correspond to the maximum reading of the highest range gauge to be
checked by it. For adequate precision a master gauge should not be used to
check a gauge with a full scale indication of less than 50% its range. In
some cases, more than one (1) master test gauge may be required at an
installation.

(e) Movement: Test gauges should be constructed with a phosphor bronze
bourdon tube, hard soldered into a solid brass mounting block with integral
pressure inlet connection, all non-ferrous metal precision gearing and a
pointer of non-ferrous metal painted black. The width of the pointer where
it traverses the dial graduations shall be as narrow as practicable for precise
readability.

(f) Dial: Test gauge dials shall be aluminum painted white with black
markings. Incremental pressure graduations shall be as narrow as possible
and correspond to the thickness of the pointer where it traverses the scale.
(Some test gauges may feature a mirror surface inside the dial scale to
enable readings to be taken with minimum parallax error.)

(g) Graduations: Dial graduations shall be marked at intervals not exceeding
1% of full scale deflection, or 1 psi (0.07 bar) whichever is the greater.

(h) Accuracy: Master test gauges shall be accurate to within 0.25% of full
scale deflection at all points on the scale, both on increasing and decreasing
pressure.

Note: All master test gauges shall be supplied with a test certificate issued by an
approved laboratory stating accuracy and details of calibration on
equipment traceable to a national standards laboratory. Test gauges
should be recertified or checked on a deadweight tester at 12 monthly
intervals.



3.0 INSTALLATION

3.1 GENERAL

Dial pressure gauges come in five (5) standard mounting patterns:

a) directly mounted, rear pressure connection,
b) directly mounted, bottom pressure connection,
c) rear flange mounted,
d) front flange mounted and
e) bezel mounted with rear clamp.

Types a) and b) shall be used where the gauge mounts directly into a component or
pipework. Type c) shall be used where the gauge can be mounted onto a flat metal
surface sensing a remote pressure source. Types d) and e) shall be used on
instrument and control panels where several gauges are grouped together to
monitor the function of various components or points in a system. Bezel mounted
gauges with rear retaining clamps present a neater appearance and occupy less
space than front flange mounted gauges.

3.2 PRESSURE SENSE LINES

On fixed facilities, pressure sense lines used shall be of stainless steel. One-fourth
inch (6mm) outside diameter tube of appropriate pressure rating is preferred for
aviation fuel service. Wall thickness should be increased where the sense line must
support the weight of the gauge. Sense lines shall be routed to avoid placing strain
upon the gauge connection. Where required, the sense line should be coiled to
isolate vibration from the gauge and relieve stress on the line connections.

3.3 DAMPING

In many cases, it may be necessary to isolate a gauge from hydraulic pulsations to
avoid pointer fluctuations. The two recommended methods of damping pulsations
is to install proprietary snubbers in the gauge sense line or to use fluid (usually
glycerine) filled gauges. Gauges fitted with snubbers will record the average of a
high frequency pulsating pressure source and this method of damping is
recommended. Where a gauge is also subjected to mechanical vibration, the use of
fluid filled gauges will reduce pointer fluctuations caused both by pressure
pulsations and mechanical vibration.

3.4 OVERRANGE PROTECTION DEVICES

Protection against excess pressure can be provided by installing adjustable
overrange protection valves on the inlet connection to hydraulic gauges. A typical

application is where low pressure gauges installed in a system may be subjected to
higher pressures, accidentally or otherwise.

3.5 GAUGE TEST ADAPTORS

It is good design practice to install a test adaptor adjacent to each gauge for
connection of a portable master test gauge to facilitate routine accuracy checks as
required in the ChevronTexaco Aviation Fuelling Operations Manual. Checking
gauges in situ allows them to be checked during operation while subjected to their
normal operating pressure and is generally sufficient on most aviation equipment.
The test adaptor may be simply a plugged tee connection in the gauge sense line,
however dry break quick disconnect adaptors are recommended because of their
simplicity in operation especially on mobile equipment. Gauges showing excessive
errors under in-situ test should be removed and tested throughout their full range on
a dead weight tester.

3.6 PARALLAX ERROR

Reading errors can occur unless a gauge is read with the eye directly in front of the
pointer, i.e. at 90 to the dial face. These reading errors (called parallax errors) can
be quite large depending on the gauge construction and the distance between the
pointer and the dial face. When installing gauges, consideration must be given to
placing them at a suitable height or on a suitable angle so that readings may be
taken from normal viewing positions with the minimum of parallax error.

Date of Issue: June 2004 Painting and Signwriting, Airport Deport Facilities
CTGA SPECIFICATION 6.5 PAINTING AND SIGNWRITING,
AIRPORT DEPOT FACILITIES

1.0 GENERAL

1.1 This specification outlines the guidelines for painting of plant, equipment and
buildings at airport depots and the safety, company and product identification signs
to be applied.

1.2 The initial application of suitable paint finishes over properly prepared surfaces
will result in reduced maintenance costs. High quality paints, applied in
accordance with the manufacturers recommendations, shall always be used.
Airport depot facilities are regularly visited by airline customer representatives and
should be clean and well maintained to present a good public image consistent with
ChevronTexacos reputation for safe and efficient service to the aviation industry.

2.0 PLANT AND EQUIPMENT PAINTING

2.1 All tanks, pipework, pumps and other exposed metalwork shall be painted for:

(a) protection from corrosion,
(b) identification,
(c) safety of operations,
(d) appearance and aesthetic compatibility with the surroundings.

2.2 Generally, mechanical equipment housed within buildings, which is supplied
painted to its manufacturers standard, need not be repainted except for product
identification.

2.3 Painting systems employed should make maximum use of locally available
materials. Local paint suppliers should be consulted and a guarantee of suitability
for the specific applications shall be procured.

2.4 Surface preparation and application of paints shall be in accordance with the
manufacturers recommendations and should be guaranteed to provide adequate
corrosion protection for a minimum period of five years.

3.0 COLOUR SCHEME

3.1 Product pipelines and general depot steelwork shall be painted in an aluminum
finish. The top handrail of walkways and stairways and any protruding structures
which could cause personal injury should be painted equipment yellow.


3.2 Fire water, foam and air lines and electrical conduits shall be painted in accordance
with local regulations. In the absence of local regulations, this equipment should
be painted in accordance with ChevronTexaco General Engineering Specifications,
Fire Protection and Safety Systems (GPS-S3).

3.3 Tanks shall preferably be painted white or alternatively aluminium. White is a
better reflector of heat from the sunlight and in general is a more environmentally
acceptable colour, however it stains easier and touch-up painting is difficult to
match. Where it is expected that heavy local air pollution may cause excessive
soiling, aluminum paint should be specified.

3.4 Buildings shall be painted internally and externally with locally available
architectural finishes in suitable aesthetically acceptable colours. Office and
administration buildings should be externally painted in accordance with the
current ChevronTexaco Corporate Image for service stations.

4.0 SIGNAGE

4.1 Company identification signs shall be applied as required in accordance with the
current Corporate Image. Depending on public visibility of the main building and
main entrance gate, ChevronTexaco identification signs may include a lighted sign
at the main entrance and/or a lighted CHEVRONTEXACO wordmark sign above
the main office building

4.2 Product identification signs on pipeworks, and at loading and unloading points,
etc., shall be in accordance with CTGA 3.2.

4.3 Safety signs shall be provided as required by local authorities. As a minimum
requirement the following shall apply:

(a) No Smoking and Flammable Liquid signs at all entrance gates;

(b) designation of safe areas, where smoking is allowed, with No Smoking
signs applied at the exits of these areas;

(c) a large depot layout sign prominently identifying the location of pumps,
valves, fire fighting appliances and the main electrical isolation switch
should be displayed adjacent to the main entrance;

(d) other signs as required by local authorities or ChevronTexaco Occupational
Health and Safety Officers.

5.0 SURFACE PREPARATION AND APPLICATION

The key to ALL surface treatments and finishes is proper and careful preparation of the surface to
be painted; there are no short cuts that do not compromise the durability and quality of the finished
job.


An important part of the preparation is the question of time between preparation and first coat and
the time between the first and subsequent coats.

Too long between surface preparation and the first coat is likely to permit corrosion (which may
not be visible to the naked eye) which will cause premature failure of the finish.

Too short a time between coats may not permit all the first coat solvents to dry whereas too long
may permit too much drying.

Some surfaces, such as galvanising, require etching or other special treatment prior to the first coat
of paint.

Ensure that painting is performed by the contractor strictly in accordance with the paint
manufacturer's recommendations for the surface being treated.

Note: These comments apply to all paint finishes - not just to epoxy linings.

Date of Issue: June 2004 Sampling Apparatus
CTGA SPECIFICATION 6.6 SAMPLING APPARATUS

1.0 GENERAL

1.1 This specification provides details of various sampling equipment, assemblies for
sampling, accessories and sampling containers required by ChevronTexaco
sampling procedures

1.2 Sampling procedures are covered in Appendix I of the ChevronTexaco Global
Aviation Quality Control Manual.


ASTM D4057 - Manual Sampling of Petroleum and Petroleum Products
ASTM D4177 - Automatic Sampling of Petroleum and Petroleum Products

3.0 SAMPLE CONTAINERS

3.1 Sample containers may be clear or brown glass bottles or epoxy lined cans. The
clear glass bottle is advantageous because in it, the fuel may be examined visually
for cleanliness and allows visual inspection of the sample for free water or solid
impurities. The brown glass bottle affords some protection from light which can
change some properties of the fuel quite quickly.

3.2 Container closure corks, glass stoppers or screw metal caps may be used for glass
bottles; screw caps only shall be used for cans to provide a vapour-tight seal.
Corks must be of good quality, clean and free from holes and loose bits of cork.
Glass stoppers must be a perfect fit. Screw cap gaskets must be of material that
will not affect aviation fuels.

3.3 Containers to be used for samples for laboratory testing or to retain samples shall
be new or provided by the laboratory in a clean condition. Containers shall be
metal and of an approved design including being lined with an approved material
(CTGA 2.6). Approved, lined containers are available from Central Can Co.,
Chicago, Illinois, Gammon Technical Products, Inc., Mannasquan, N.J ., and other
suppliers.

Note: Containers used for taking samples to be tested by a laboratory must be
scrupulously clean; the slightest traces of a contaminant in the container can lead
to erroneous test results.

3.4 Brown glass bottles shall be used for samples taken for copper and, if ever
required, silver strip corrosion tests.


3.5 Clear, clean glass jars with wide necks and screw caps shall be used for visual and
control checks.

3.6 Where buckets are used these should be manufactured from good quality stainless
steel. They shall be equipped with bonding cable and clip. Where plastic and
enameled (white) buckets are used, they shall have a conducting road on the
inside of the bucket reaching the bottom of the bucket. The bonding cable and clip
shall be attached to his conducting rod.

3.7 Epoxy lined fuel sample shipping containers described in Figure 1 should be used
for transporting jet fuel for laboratory testing. IATA guidelines shall be followed
in transporting containers.


4.1 Bottle or Beaker Sampling: Details of the assembly required for bottle or beaker
sampling are given in Figure 2. Lower the weighted, stoppered bottle or beaker to
the level at which the sample is required. Pull out the stopper with a sharp jerk of
the cord or chain and allow the bottle or beaker to fill completely at the selected
level, as evidenced by the cessation of air bubbles. When full, raise the bottle or
beaker, pour off a small amount and stopper immediately.

4.2 Tank Taps: The tank should be equipped with at least three sampling taps placed
equidistant through the tank height and extending at least three feet (1m) inside the
tank shell. A standard, stainless steel one-fourth inch pipe with suitable valve is
satisfactory. This arrangement of tank taps is suitable for top, middle and bottom
samples only when the tank is full. Where floating suctions are used, as is
normally the case with tanks in aviation fuel service, the tank taps need only to be
located on the bottom strake in the vicinity of the tank offtake (delivery) pipe
flange. The top and middle one-fourth inch diameter sampling lines should be
attached to the floating suction pipe and to the designated tank tap through suitable
length stainless steel flexible connections.

4.3 Probes for Continuous Sampling: The function of a sampling probe is to withdraw
from the flow stream a sample that will be representative of the entire stream. The
probe design and assembly for continuous sampling is shown in Figure 3. Probe
designs commonly used are also pictured in Figure 3.

4.4 Tube Sampling: Either a glass or metal tube may be used. It shall be designed so
that it will reach to within one-eighth inch (3.2mm) of the drum or can bottom and
have a capacity of approximately one pint (0.5 litres) or one quart (1 litre). A metal
tube suitable for sampling 50 U.S. gallon (190 litre) drums is shown in Figure. 5.
Two rings soldered to opposite sides of the tube at the upper end are convenient for
holding it by slipping two fingers through the rings, thus leaving the thumb free to
close the opening.


4.5 Sampling Thiefs - The thief sampling procedure is essentially for obtaining bottom
samples. It may be used for taking samples at different levels as well.

The thief shall be designed so that a sample can be obtained within one-half inch
(13mm) of the bottom of the tank or tank car. Two types of thief are illustrated in
Figure 6. One type is lowered into the tank with valves open to permit the fuel to
flush through the container. When the thief strikes the bottom of the tank, the
valves shut automatically to trap a bottom sample. The other type has a projective
stem on the valve rod which opens the valve automatically as the stem strikes the
bottom of the tank.

The Bacon Bomb Sampler illustrated in Figure 7 is designed to take average
samples or bottom samples as needed; average samples are no longer required but
this sampler can be used for bottom samples. Specifications of this sampler and
performance capabilities are given in Figure 7.

To obtain a sample of fuel from an underground tank or from a specific level in any
tank, the assembly described in Figure 8 may also be used.

4.6 EPOXY LINED FUEL SAMPLE SHIPPING CONTAINERS

These containers are made especially for transporting samples of jet fuel for
laboratory testing and have been tested in accordance with the approval procedure
defined in ASTM Standard Practice D-4306. This practice recommends the use of
epoxy-lined containers when performing any of the following ASTM Standard
tests:

a) Thermal Stability of Aviation Fuels;
b) Water Separation Characteristics of Aviation Turbine Fuels;
c) Electrical Conductivity of Petroleum Fuels Containing a Static Dissipater
Additive;

d) DC Electrical Conductivity of Hydrocarbon Fuels;
e) Thermal Oxidation Stability of Aviation Turbine Fuels (J FTOT Procedure);
f) Lubricity.

4.7 FUEL SAMPLING EQUIPMENT
The kits illustrated below have become standard in the industry for obtaining test
samples of jet fuel. The probe penetrates through the pipe coupling that is welded
to the pipe thus eliminating the possibility of rust and dirt (that collects in stagnant
pockets) reaching the test membrane. The kits use non-ferrous materials and all
passages are small (one-fourth inch, 6mm) to ensure that there will be enough
velocity during the flushing cycle to carry away any sediment that may have
collected.



FIGURE 1 EPOXY LINED CANS

Included with permission from Gammon Technical Products (Bulletin 99)










Sampling Probe






Figure 7

BACON BOMB SAMPLER


Included with Permission from Gamon Technical Products (Bulletin 115)


Figure 8

Included with Permission from Gamon Technical Products (Bulletin 154)


SECTION 7

TABLE OF CONTENTS

7.0 MOBILE REFUELLING EQUIPMENT

Date of Issue: June 2004 Aircraft Refuelling Equipment
Revision Number: 1 CTGA 7.0 Page 1
CTGA SPECIFICATION 7.0 MOBILE REFUELLING
EQUIPMENT

INTRODUCTION

The purpose of this section of the manual is to outline the general design requirements for
construction of aircraft refueling units for use by ChevronTexaco and/or its affiliated companies.

The specification is subdivided into the following Chapters and Appendices:

CHAPTER

1.0 GENERAL
2.0 CONSTRUCTION
3.0 REFUELING SYSTEM COMPONENTS
4.0 FUEL CONTROL SYSTEM
5.0 BODY COMPONENTS
6.0 CHASSIS COMPONENTS
7.0 INSPECTION & TESTING
8.0 MANUALS

APPENDIX

A. GENERAL PIPING SCHEMATICS & COMPONENTS
B. CHASSIS SPECIFICATION STANDARDS
C. PAINT & PAINTING STANDARDS
D. DECAL & IDENTIFICATION STANDARDS

It is mandatory that any proposed departure from the principles detailed in this
ChevronTexaco manual, whether arising out of non-agreement by participants in joint
operations or because of local conditions, shall be immediately reported to ChevronTexaco
Global Aviation for prior review. No change shall be made without their concurrence.


CONTENTS

CHAPTER 1.0 - GENERAL
1.1 SCOPE
1.2 DESIGN AND DEVELOPMENT
1.3 PERFORMANCE
1.4 BIDDING INSTRUCTION
1.5 REFERENCED PUBLICATIONS
1.6 SCHEDULING
1.7 WARRANTIES
1.8 SHIPPING

CHAPTER 2.0 - CONSTRUCTION
2.1 GENERAL
2.3 TANK MOUNTING
2.4 TANK ACCESSORIES
2.5 SKIRTING AND CABINETS
2.6 PIPING AND COMPONENTS
2.7 TUBING

CHAPTER 3.0 - REFUELING SYSTEM COMPONENTS
3.1 GENERAL
3.2 EMERGENCY VALVE
3.3 EMERGENCY FUEL SHUT-OFF
3.4 PUMP DRIVE
3.5 PRODUCT PUMP
3.6 CONTROL VALVES
3.7 FILTRATION UNITS
3.8 RECIRCULATION
3.9 METERS
3.10 VENTURI
3.11 HOSES
3.12 REELS
3.12.1 Hydrant Hose Reels
3.12.2 All Other Hose Reels
3.12.3 Static Grounding Cable Reels
3.12.4 Sensing Hose Reels
3.13 NOZZLES
3.13.1 General
3.13.2 Overwing
3.13.3 Underwing
3.14 BOTTOM LOADING
3.15 VAPOUR RECOVERY
3.16 MILLIPORE SAMPLE TAPS
3.17 PRESSURE GAUGE TAPS
3.18 FUEL SERVICING PLATFORMS
3.18.1 General

3.18.2 Fixed
3.18.3 Mobile
3.19 INLET STRAINER
3.20 INTERLOCKS
3.21 FUEL SAMPLING SYSTEM
3.22 LADDERS
3.22.1 General
3.22.2 Location
3.23 RECOVERY TANKS
3.24 DEFUELLING
3.25 PRIST INJ ECTOR SYSTEM

CHAPTER 4.0 - FUEL CONTROL SYSTEM
4.1 DEADMAN
4.2 PRESSURE CONTROL VALVES (PCV)
4.3 AIR REFERENCE PRESSURE CONTROL (if equipped)
4.4 SURGE SUPPRESSORS
4.5 ENGINE SPEED CONTROL
4.6 CONTROL PANELS

CHAPTER 5.0 - BODY COMPONENTS
5.1 REAR BUMPER
5.2 WIRING
5.3 LIGHTS
5.4 REFLECTORS
5.5 GROUNDING
5.6 FIRE EXTINGUISHERS
5.7 CHOCK BLOCK HOLDERS

CHAPTER 6.0 - CHASSIS COMPONENTS
6.1 EXHAUST SYSTEM
6.2 AIR INTAKE SYSTEM
6.3 BACK-UP ALARM
6.4 DRIVE SHAFT LOOPS
6.5 CAMERA/MONITOR
6.6 ROOF PANEL
6.7 BEACON LIGHT
6.8 AIR SUPPLY SYSTEM
6.9 SPEED LIMITERS

CHAPTER 7.0 - INSPECTION & TESTING
7.1 CHASSIS INSPECTION
7.2 REFUELLER INSPECTION
7.3 TEST SPECIFICATIONS

CHAPTER 8.0 - MANUALS
8.1 DISTRIBUTION
8.2 CONTENTS




1.0 GENERAL
CONTENTS

1.1 SCOPE
1.3 PERFORMANCE
1.4 BIDDING INSTRUCTIONS
1.6 SCHEDULING
1.7 WARRANTIES
1.8 SHIPPING


1.1 SCOPE
1.1.1 This manual covers the specifications for the design and construction of
airport refueling equipment and for the materials and components used
thereon. References to other publications that cover specific areas shall
become part of this specification. In all cases, the latest editions shall apply
unless otherwise specified.
1.1.2 "Manufacturer" and "Contractor" where used herein are to be considered
interchangeable and shall denote that person, company, fabricator or other
organization, exclusive of the chassis manufacturer, contracted to
manufacture, fabricate, or assemble an aircraft refueling unit in accordance
with these standards and any other supplemental instructions.

1.2.1 The manufacturer may recommend and submit modifications to these
specifications in all cases where such modifications would result in a better
overall functional unit. The maximum use of off the shelf components
shall be used.

1.2.2 ChevronTexaco shall have the right to reject for any reason whatsoever, any
materials, items of equipment, mechanical or electrical devices, and piping
arrangements considered for installation or fabrication into this unit by the
Manufacturer.

1.2.3 All units shall be designed for maximum safety, reliability, serviceability,
and ease of operation. Every effort shall be taken by the manufacturer to
assure that the principles of engineering and ergonomics are designed into
the functional controls and that workmanship in building the unit is of good
quality. Systems on the unit shall incorporate the use of fail-safe design.

1.2.4 Where as much as possible, the fueling system and auxiliary equipment
shall be mounted or attached to the tank and/or separate sub-frame with the
piping, sense lines, conduit, air lines etc. passing through between the
chassis frame and the tank frame and/or sub-frame capable of being easily
dismounted and mounted on future chassis.

1.2.5 All components, piping and auxiliary equipment shall be easily accessible
and readily removable for inspection or periodic maintenance without
requiring cutting or welding.

1.2.6 Major components shall be easy to disconnect and remove without
disassembly of other components.


1.2.7 Units shall be designed and constructed as indicated below:

Avgas Refueller

Std 1000 USG Mid-module S/S or Al tank, piping & sub frames
Opt 1500 USG Mid-module S/S or Al tank, piping & sub frames

Note: 1000 USG is standard offering for Avgas but 1500 USG is optional
since on same chassis.

Jet Refueller

Std 3000 USG Mid-module, S/S or Al tank, piping & sub frames
Std 5000 USG Mid-module, S/S or Al tank, piping & sub frames
Std 7000 USG Mid-module, Stainless tank, piping & sub frames

Std Hydrant Servicers Mid-module

1.2.8 The maximum width and height of vehicles shall be as indicated below:
Width Height
Hydrant Servicers 96 inches 90 inches
Refuellers of 5000 gallon
capacity or less
102 inches 115 inches
Refuellers of greater than 5000
gallon capacity
120 inches 115 inches
Refueller tractor trailers/
combinations 102 inches
To be determined
by user and
manufacturer

Note: Vehicle width and height should be minimized whenever possible.

1.2.9 In calculating weights, use one of the following, as applicable, for the
weight of the product:
Avgas 5.9 lbs. per gallon
J et 6.9 lbs. per gallon

1.3 PERFORMANCE
1.3.1 Units shall be capable of delivering the following:
Vehicle Size
(USG)
Hose Size No. of Hoses Flow Rate
(USGPM)
1000 1 1 50

Vehicle Size
(USG)
Hose Size No. of Hoses Flow Rate
(USGPM)
3000 2 1 300
5000 2 1 300
7000 2 2 600
10000 2 2 800
12000 2 2 800
Hydrant Dispenser 2 2 1000

1.3.2 Underwing fueling equipment shall incorporate the following:

1.3.2.1 Maximum flow rate shall be obtained at a nozzle pressure between
35 and 40 psi.
Note: Maximum flow rates at lower pressures shall be within the flow
ratings of all components in the system.

1.3.2.2 Pressure control systems shall be installed and shall be adjustable to
any nozzle pressure between 25 psi and 55 psi and shall maintain
this pressure within 2 psi at all flow rates.

1.3.2.3 With maximum rated flow through each nozzle, the control system
shall limit maximum surge pressure measured at the nozzle to 120
psi when flow is terminated downstream of the nozzle in 2.0
seconds. All single point nozzles shall be tested.
1.3.3 Maximum differential pressure at rated flow between pump discharge or
hydrant coupler inlet, as applicable, and nozzle outlet shall be 80 psi.
1.3.4 All product piping and components shall be designed for 150 psi working
and 225 psi test pressures up to the flow meter and, 300 psi downstream of
the flow meter.

1.4 BIDDING INSTRUCTIONS
1.4.1 Prior to submitting a bid proposal, the manufacturer shall become
conversant with this specification in its entirety. It is not sufficient to
simply state that the offered unit complies with the specification. Sufficient
detail shall be provided in the proposal to demonstrate that the specification
has been read and fully understood. The proposal shall cover the cost of all
items required by the manufacturer to complete each unit within the
prescribed time.
Note: Any errors, discrepancies, omissions or ambiguities must be
indicated by the manufacturer in his/her bid proposal.


1.4.2 Materials to be furnished by ChevronTexaco will be listed in the Request
For Quotation (RFQ) and subsequent Purchase Order and made a part
thereof. All materials listed therein will be delivered to the manufacturers
place of work within a time frame agreed upon by both parties. Delays in
deliveries that are beyond ChevronTexacos control shall not constitute any
additional costs.
1.4.3 A completion date, based on date of order, shall be provided with the bid
proposal.
1.5.1 Reference publications include but are not limited to the following:
API STD 1529: Aviation Fueling Hose, API/IP STD 1542: Identification
Markings For Dedicated Aviation Fuel Manufacturing And Distribution
Facilities, Airport Storage And Mobile Fueling Equipment, API/IP SPEC
1581: Specifications And Qualification Procedures For Aviation J et Fuel
Filter/Separators, API/IP SPEC 1582: Similarity For API/IP 1581 Aviaton
J et Fuel Filter/Separators, API/IP SPEC 1583: Specification And
Qualification Procedures For Aviation Fuel Filter Monitors With Absorbent
Type Elements, API/IP SPEC 1584: Four-Inch Hydrant System
Components And Arrangements.
ASTM Standard D 910: Standard Specification for Aviation Gasolines,
ASTM Standard D 1655: Standard Specification for Aviation J et fuels,
ASTM Standard D 4865: Standard Guide for Generation and Dissipation of
Static Electricity in Petroleum Fuel Systems, ASTM Standard D 6615:
Standard Specification for J et B Wide-Cut Aviation J et fuels.
ATA Specification 103: Standards for J et Fuel Quality Control at Airports
J IG 1: Guidelines for Aviation Fuel Quality and Operating Procedures for
J oint into Plane Fueling Services
NFPA 10: Standard for Portable Fire Extinguishers, NFPA 70: National
Electrical Code, NFPA 385: Tank Vehicles for Flammable and Combustible
Liquids, NFPA 407: Standards for Aircraft Fuel Servicing.
AIR 1375: General Requirements for Aerospace Special Purpose Airline
Ground Support Equipment, AIR 4782: Hydrant Valve and Coupler
Historical Background, AIR 4783: Glossary of Terms - Aircraft Refueling,
AIR 4929: Aircraft Refueling Pressure Surge Creation and Limitation, AIR
4974: Guidelines for Aircraft Hydrant Servicers, ARP 1247: General
Requirements for Aerospace Ground Support Equipment, Motorized and
Non-motorized, ARP 1328: Aircraft Ground Support Equipment Vehicle
Stability Analysis, ARP 1330: Welding of Structures for Ground Support
Equipment, ARP 5918: Standardized Test Criteria For Aircraft Refueling,
AS5877: Detailed Specification for Aircraft Pressure Refueling Nozzle,
SAE Handbook.

TTMA Recommended Practice RP #98-99: Cargo Tank To Truck Chassis
Attachment, TTMA Recommended Practice RP #59-99: Tank Trailer
Ladders and Walkways.
Other regulations that apply to local operations area.
1.5.2 Construction materials employed shall conform to ASTM, ASME, SAE and
applicable industry standards.
1.6 SCHEDULING
1.6.1 Following receipt of Purchase Order, manufacturer shall submit to
ChevronTexaco the following:
1.6.1.1 Any request for changes shall be submitted by e-mail to
grepp@chevrontexaco.com detailing the change and reasons
therefore, and shall include an itemization of the charges and/or
credits so resulting. Upon approval by ChevronTexaco, a revision
shall be issued to the purchase order reflecting the change.
1.6.1.2 WEIGHT AND DIMENSION DRAWINGS.
1.6.1.2.1 Shall be submitted by e-mail to
grepp@chevrontexaco.com within ten working days from
the receipt of Purchase Order.
1.6.1.2.2 Drawings shall include the following information:
maximum width and height; dimensions of typical tank cross
section including radii of top, sides, and corner; net weight,
gross weight, axle ratings and axle weights of completed unit
including tank, equipment, and chassis.
1.6.1.2.3 If vendor has supplied similar equipment to the
ordering location within six (6) months of the Purchase
Order, these drawings need not be submitted.
1.6.1.2.4 One copy of the approved drawing shall be returned
to manufacturer by ChevronTexaco.
1.6.1.3 CONSTRUCTION DRAWINGS
1.6.1.3.1 Within 30 days after approval of Weight and
Dimension drawings and prior to any production or
fabrication of the unit, the manufacturer shall submit by e-
mail at grepp@chevrontexaco.com a complete set of
construction drawings.
1.6.1.3.2 Drawings shall include a general arrangement, fuel
piping, fuel/air/electrical control system, electrical drawings,

and bill of materials with the relevant reference number to
componenets from this specification.
1.6.1.3.3 All drawings must have the ChevronTexaco refueller
serial number of the units being constructed and Purchase
Order Number.
1.6.1.3.4 One copy of approved construction drawings shall be
returned to the Manufacturer by ChevronTexaco.
Note: ChevronTexaco's approval of drawings covers the general
layout, dimensions and weight of the unit. This approval shall not
imply that ChevronTexaco has verified stress calculations,
construction detail, compliance with applicable regulations, etc.
Such items are the Manufacturer's sole responsibility.

1.6.1.4 Within 7 days of a Purchase Order a completion schedule by date
shall be provided for each unit and shall include the Manufacturer's
construction work order number and ChevronTexaco unit number.
1.6.1.5 A status report shall be submitted to ChevronTexaco every 30 days
detailing progress, actions taken to overcome delays and shall
include those changes with associated reasons.
1.6.1.6 Delivery instructions and destination address(es) will be furnished to
the Manufacturer by ChevronTexaco prior to scheduled completion
date.
1.6.1.7 Upon completion of unit(s), Manufacturer shall notify
ChevronTexaco of expected delivery date and destination of shipped
unit(s).
Note: The ChevronTexaco unit number, tank and chassis serial
number, and destination for each unit shipped must be clearly
identified.

1.6.1.8 The Manufacturer shall maintain accurate records pertaining to all
work performed and all transactions related thereto and shall retain
all such records for not less than two years after completion of the
work performed herein.
1.6.1.9 All drawings and communications regarding construction
scheduling or other manufacturing details shall be forwarded to:
grepp@chevrontexaco.com .
1.7 WARRANTIES
1.7.1 Work performed and materials supplied by the Manufacturer shall be
guaranteed against all defects for a period of one (1) year and shall include
all labor costs necessary to remedy such defect.

1.7.2 Refueller product tanks shall be guaranteed against all defects for a period
of five (5) years and shall include all labor costs necessary to remedy such
defect.
1.7.3 Warranty shall be extended on all units identified as having an inherent
defect during the normal warranty period but which was not repaired or
modified within the normal warranty period. Such extension shall apply
only to that defect until such repair or modification has been completed.
1.7.4 Warranty shall commence on the date each unit is delivered to its assigned
destination.
1.7.5 Manufacturer shall make all necessary arrangements to assure that a
defected unit is returned to service in the most expeditious manner
including, but not limited to, shipment of materials.
1.8 SHIPPING
1.8.1 The Manufacturer shall arrange for the shipping of the unit(s) outside the
USA, either by Manufacturers equipment or by Common Carrier to the
destination specified by ChevronTexaco and ensure carrier has appropriate
level of insurance for property damage and liability. All shipping
instructions will assume, in all cases, that unloading dock facilities are not
available at the final destination.
1.8.2 Shipping of units within the USA shall be arranged by ChevronTexaco.
1.8.3 Shipping invoices for refueling equipment shall be submitted separately
from all other invoices prepared. Each invoice shall include the following
information:
* Pickup and delivery locations
* Refueller unit number assigned by CTGA
* Chassis and tank serial number
* Mileage and rate
* Delivery date


2.0 CONSTRUCTION

CONTENTS

2.1 GENERAL
2.3 TANK MOUNTING
2.7 TUBING
2.8 LABELS AND SIGNS


2.1 GENERAL
2.1.1 The unit shall be constructed of the highest quality commercially available
new and unused materials obtainable for the use intended, which shall be
those specified herein or an approved equivalent.
Note: Approval for the use of an equivalent must be specifically granted in
each instance by ChevronTexaco.

2.1.2 All work shall be of a professional quality.
2.1.2.1 Welds shall exhibit good penetration and shall be clean and free
from slag. All burrs and sharp edges shall be ground smooth with
proper attention given to fits, clearances, appearance, etc. All joints
shall be tight and leak-proof.
2.1.2.2 All welds shall be continuous where practical. Where stitch welding
on exterior components is used, epoxy sealant shall be applied to
unwelded areas to prevent water entrapment.
2.1.2.3 All pop rivets shall be stainless steel or aluminium.
2.1.3 All controls and components required for normal operation shall be located
and labeled so as to permit their easy and efficient operations.
2.1.4 All air vessels installed on a fueling vehicle capable of being charged by
external air sources shall be fitted with appropriate pressure relief valves.
2.2.1 Where specified in Chapters 1.2.7 and 1.2.8, tank shell, compartment
bulkheads, internal baffles, rollover rails, bolsters or cradles, framing, and
skirting construction material shall be ASTM Code 304 Stainless Steel No.
2B finish, cold rolled, annealed and pickled and Mill Certified. All clips,
brackets and components of the tank construction shall be stainless steel.
2.2.2 Where specified in Chapters 1.2.7 and 1.2.8, tank shell, compartment
bulkheads, internal baffles, rollover rails, bolsters or cradles, framing, and
skirting construction material shall be ASTM Code 5454 Aluminium, mill
finish, cold rolled, annealed and pickled and Mill Certified. All clips,
brackets and components of the tank construction shall be aluminium.
2.2.3 All product tanks shall be constructed and shall have a name plate
conforming to DOT 406 specifications.
2.2.4 Internal tank bracing and baffles shall be designed and installed with
sufficient openings in the lowermost arc to permit unimpeded flow of the
last few gallons into the drain and pump suction lines.

2.2.5 All baffles shall have 3" diameter holes at the 3 and 9 o'clock positions to
facilitate emergency pumping of product if the tank is upset.
2.2.6 Bulkheads must be made rigid to prevent deflection, change of
compartment capacity, or accidental reversal of curvature.
2.2.7 Tanks shall be baffled in accordance with NFPA and DOT regulations.
2.2.8 Tank capacities noted for units are the nominal capacity and a 5% overage
(expansion space) measured to lower edge of manhole ring shall be
provided.
2.2.9 Weld beads on tank shall be cleaned and smoothed. Bead concealment
bands will not be accepted.
Note: All weight-supporting appendages, welded to the tank shell at other
than bulkhead or baffle locations, must be suspended from
reinforcing plates welded to the tank shell with continuous weld
beads.

2.2.10 Tanks shall be of "squared oval" or "semi-elliptical" cross section; large
radii top and bottom.
2.2.11 Front and rear tank heads shall be smooth convex dished, a minimum of 1"
per foot of height.
2.2.12 The overall height to the top roll-over rail shall be approximately cab
height, but shall not exceed maximum height requirements noted in 1.2.8.
2.2.13 The general design and layout shall be for a unit of shortest possible length
at the height and width specified.
2.2.14 All piping passing through tank void spaces shall be of the same material as
the tank. Reinforcing plates welded to the tank must be used wherever this
piping enters or leaves the tank.
2.2.15 No pressurized lines shall pass through the tank.
2.3 TANK MOUNTING
2.3.1 Tanks shall be installed such that it does not pitch more than 1" in 10 feet of
tank length when fully loaded.
2.3.2 Tanks 2000 gallons and greater shall be mounted on a stainless steel cradle,
or bolster type design, with adequate support pads to carry its intended
payloads.
Note: If otherwise specified, a polymer compound material of continuous
length, shall be installed between frame flanges and tank sills as a
bedding member with the prior written approval of ChevronTexaco.


2.3.3 Chassis frames shall not be drilled, nor shall any attachments be welded to
the frame, unless specifically approved by and in accordance with chassis
manufacturers instructions. Under no circumstance should any work on the
chassis affect the chassis warranty.
2.3.4 Pumps or accessories attached to the frame shall be mounted with high
tensile steel SAE bolts and self-locking nuts over and under or through the
frame to a backing plate.
2.3.5 Chassis frames shall be filled with a tight-fitting filler where U-bolts, hold
down bolts, clamps, or backing plates are used.
2.3.6 Tanks shall be electrically bonded to chassis frames in at least two
locations.
2.4.1 A stainless steel 20" round manhole shall be located on the tank center line
and centered between the two bulkheads. Manhole shall include a 10"
stainless steel fill opening (of self latching hinged cover type).
Note: The hinges on the fill opening shall be located to the front of the
tank.

2.4.2 Location of the manholes shall be such that all key components inside the
tank are visible for inspection.
2.4.3 Tanks of 7000 gallon capacity and greater shall be equipped with two
stainless steel 20" round inspection manholes. Manholes shall be located
front and rear of the tank (centered between baffles).
2.4.4 Prominently displayed at the far most top and centered between ladder
grips, a decal reading Danger - Confined Space Entry - Do Not Enter -
Permit Required or other similar language shall be installed.

2.4.5 Rollover protection shall be provided as follows:
2.4.5.1 Rails shall be the full length of the tank and be fully closed, to
incorporate vapour recovery of semi-box or box type construction
having a 5 psi rating.
2.4.5.2 Rails shall be constructed of stainless steel or aluminium, depending
on the tank construction, permitting venting and cleaning of any
internal surfaces.
Note: The space between the ends (end caps) of the rails shall be closed.


2.4.5.3 Rails shall be welded, on inside and outside edges, the full length of
the tank, including the end caps.
Note: Rails must be water tight in order that rain or spill will be carried
down drains and not run down sides of tank.

2.4.5.4 Area between rails shall be covered with anti slip surface, which is
impervious to petroleum fuels.
2.4.6 Drain tubes shall be provided from tank top as follows:
2.4.6.1 Two drain tubes shall be provided from inside the rollover rails at
the right and left front corners. A 1-" minimum diameter pipe of
the same material as the tank shall extend through the rail. An
appropriate arc must be fitted into the piping which connects to the
clear flexible tubing so that the tubing can easily follow the entire
bulkhead contour. Tubing should also extend below chassis frame.
Note: The inside connection of the drain pipe shall be located and
attached so as to maximize water draining.

2.4.6.2 Drain tubes must not discharge onto any part of the body,
suspension, brake, drive or pump mechanism.
2.4.6.3 Two 1-" minimum diameter drain tubes of the same material as the
tank shall be provided through the rollover rails at the right and left
rear corners, so as to match ladder installation points (ladder hand
rails to act as drain tubes).
Note: The inside connection of the drain pipe shall be located and
attached so as to maximize water draining. Refer to 3.22 for ladder
specifications.

2.4.7 All tank sump drains shall be equipped as follows:
2.4.7.1 All tanks shall be fitted with two (2) sumps and associated drainage
equipment.
2.4.7.2 Drains shall be manually operated from the right hand (curb) side of
the unit.
2.4.7.3 Drains shall discharge to the right hand (curb) side of the unit with
drain lines directed downward and terminating no less than 12"
above the ground.
2.4.7.4 A brass valve, spring loaded to the closed position, shall be installed
at the tank end with a 3/32" stainless steel bare cable in 3/8"
stainless steel tubing.

Note: The terminal end of stainless steel bare cable shall form a securely
clamped loop through a 4" length of 3/8" stainless steel tubing for
easy remote operation.

2.4.7.5 A stainless steel ball valve, spring loaded to the closed position,
shall be installed at the terminal end for redundancy and convenient
control of the draining process.
2.4.7.6 Drain piping shall be minimum ", and shall:
* Be of stainless steel or aluminium,
* Have a constant slope from tank end to the terminal end of
drain line,
* Include a cam and groove adapter with dust cap, at the
terminal end,
* Not hang below deck level

Note: Dust caps shall be attached to the unit by means of a flexible
stainless steel cable or chain that will not allow ground contact.

2.4.7.7 Trough drains will be used where necessary to assure complete
draining of the cargo tank.
2.4.8 An air or mechanically operated positive vent shall be installed in each
compartment as follows:
2.4.8.1 Vent to be located near top center of tank and adjacent to manhole.
2.4.8.2 The vent capacity shall be no less than 150% of the larger of
maximum bottom loading rate or maximum refueling rate.
2.4.8.3 Air operated vents shall include interlock feature to prevent internal
valve from opening unless vent is opened.
2.4.8.4 An enclosure with a removable cover (hood) shall be provided over
the vent and pilot valve air inlet to protect them from ice and snow.
The vapour hood shall be connected to the right hand rollover rail
with flexible vapour hose terminating at the rear with a victaulic
connection and a screened 45 elbow facing down.

Note: Enclosure shall be non-ferrous or coated with rust preventative
paint.

2.4.9 All refuellers equipped with underwing fueling shall have a minimum of
two breathing vents installed for normal expansion and contraction of the
tank and its contents should the positive vent fail.
2.4.9.1 Three vents shall be installed on units of 800 gpm or greater.

2.4.9.2 The vents shall open at 1 psi on intake and at 3 psi on exhaust.
2.4.9.3 All breathing vents shall be located outside the 10 fill opening and
shall include a metal rain hood.
2.4.10 The fill cover assembly shall incorporate a pressure actuated emergency
venting feature in accordance with NFPA 385, Chapter 2-3.11, "Emergency
Venting For Fire Exposure."
2.5.1 FRONT CABINETS
A maximum size side opening cabinet shall be provided on each side of the
unit, forward of the rear axle. Cabinets shall have sheet metal front and rear
walls, and an open back and floor. All equipment shall be adequately
supported and, if additional support is needed, a " stainless steel
adjustable rod threaded on both ends for easy removal shall be installed
vertically at the midpoint of the cabinet.

2.5.2 REAR CABINETS
A minimum size of 32" high x 29" wide x 29" deep cabinet shall be
provided on each side of the unit, behind the rear axle. Cabinets shall have
sheet metal front and rear walls with perforated sheet-metal or grating type
flooring reinforced with a 4" lip at front edge.

2.5.3 All structural angles and channels shall be same material as the tank and
shall be 3/16" minimum stainless or 3/8 minimum aluminium or heavier as
required to carry loads of a 2G vertical loading.
2.5.4 All cabinet, skirting, and framing material shall be same material as the
tank.
2.5.5 Cabinet ends, skirting and flashing shall be same material as the tank and
shall be at least 12 gauge stainless or 0.160 gauge aluminium and shall start
and end flush with the front and rear tank heads.
2.5.6 All cabinets and skirting shall be designed to act as fenders over rear drive
wheels and shall be adequate to keep wheel splash off the tank and piping.
If tires protrude beyond skirting, a rubber fender extender shall be installed.
2.5.7 All cabinets shall have adequate clearance for the use of tire chains at
maximum wheel deflection.
2.5.8 Mud flaps shall be installed behind rear wheels to prevent wheel splash
from entering the rear compartments.
2.5.9 All cabinets and skirting shall be adequately attached to the tank with
sufficient weld beads to support its weight.

2.6.1 All pipe accessories and components in contact with the fueling product
shall be non-ferrous. No copper or zinc bearing materials shall be used.
2.6.2 All piping and components shall be designed for 150 psi working pressure
and 225 psi test pressure, unless otherwise specified herein.
2.6.3 All flanges exposed to hydrant or pump pressure shall be of cast or forged
machined type having sufficient strength to prevent deformation caused by
bolt torque.
2.6.4 All gasket material shall be of a combination cork - Buna N or a non-
asbestos type composition for aviation fuels. No exclusively cork or Buna-
N gaskets shall be permitted.
2.6.5 Where specified in Chapters 1.2.7 and 1.2.8, all product piping shall be
Schedule 5 ASTM Code 304 Stainless Steel or 5454 Aluminium on
refuellers and Schedule 10 Code 304 Stainless Steel on hydrant servicers.
2.6.6 Piping shall be sized as follows:
Maximum Flow Rate Minimum Pipe
Size MinimumPump
Suction Size

100 gpm or less 2" 3"
Over 100 gpm to 300 gpm 3" 4"

Note: Sizes are minimums for product flow in any one section of piping.
The manufacturer may determine larger sizes are needed to meet the
performance requirements of this specification.
2.6.7 Piping shall not be "sprung" in place and shall run at its full size between
fittings as directly as possible, with a minimum amount of bends.
2.6.8 Pipe bends shall be accomplished with seamless butt or belled ells using
long radius ells.
2.6.9 All other weld fittings shall be of the forged pre-formed type.
2.6.10 Piping shall have " plugs located in all low points to permit complete
draining of the system.
2.6.11 Flexible couplings shall not be used except in the connection between the
pumping module and tank on a refueller to relieve stresses and vibration in
the piping. All joints shall be flanged.

2.6.12 Suitable brackets with U-bolts shall be installed to prevent excessive
movement of piping and all components shall be adequately supported.
2.6.13 Sufficient piping connections shall be provided to permit easy removal of
piping and equipment for maintenance and repair.
2.6.14 Pipe reductions at the inlet of a component shall be avoided, wherever
possible. Where necessary, a smooth belled reducer shall be added.
2.6.15 Lever handle ball shut-off valves with detente stops at the open and closed
positions shall be installed at each discharge and intake (hydrant) hose, for
maintenance purposes. The valve shall be capable of API 300 psi hose
testing without hose removal.
2.6.16 Piping shall have a quick disconnect with dust cap immediately
upstream of all hoses/hose reels for hose test purposes.
2.6.17 When a victaulic coupling is used as the flexible coupling on a refueller, the
grooves shall only be per Victaulic Company of America specifications.
2.6.17.1 Victaulic ends shall be machined grooved from Schedule 40
pipe.
2.6.17.2 Rolled grooves will be permitted only on tank refuellers with
maximum pump pressures less than 125 psi.
2.7 TUBING
2.7.1 Fueling sense lines shall be 3/8", or greater, and shall:
* Be stainless steel.
* Be connected with double ferrule fittings.
* Have high pressure stainless steel teflon flex jumper lines with a 37
or 45 flare fitting.

2.7.2 Air reference lines 3/8", or greater, and shall:
* Be DOT PFT air brake tubing.
* Be connected with DOT approved fittings, that are supported with
tubing inserts.

2.7.3 Interlock override tubing shall be synflex.
2.7.4 All tubing shall be securely clamped 18" from each connecting point, and
every 3 feet thereafter.
2.7.5 All tubing shall be colour coded as follows:
* Air Green
* Fuel Stainless Steel

* Electric Black
* Prist - Blue

2.8 LABELS AND SIGNS
2.8.1 All labels and plates shall be engraved, laminate or similar UV light
resistant material inscribed to give white or silver letters on a contrasting
background, or vice versa.
2.8.2 All gauges, controls, switches and warning lights shall be labeled.
2.8.3 Labels shall not be thin self-adhesive type. Care shall be taken to ensure
proper alignment and location.
2.8.4 Product filter vessel sample points shall be clearly labeled Filter Inlet,
Filter Outlet.
2.8.5 A label shall be rivetted to the left door jam area (not the door) identifying
the ChevronTexaco Unit Number.
2.8.6 An instruction plate shall be attached near the pump selector/gear shift or on
the dashboard giving clear operating instructions and warnings for:
* Minimum air pressure requirement
* Disengaging transmission engaging pump drive gear selection
* Disengaging pump drive engaging transmission
* Waiting time to avoid gear clashing or baulking
* Which forward drive gear to use

2.8.7 A systems schematic plate(s) shall be displayed inside the cabinet skirting
or inside the chassis cab indicating piping and components.
2.8.8 An operating instruction plate shall be affixed near the control panel
indicating fuel and defuelling sequences.
2.8.9 A builder identification plate shall be prominently placed on the vehicle.
The plate shall provide the builders name, builders serial no. for the truck,
year manufactured and ChevronTexacos unit no.


3.0 REFUELING SYSTEM COMPONENTS

CONTENTS

3.1 GENERAL
3.2 EMERGENCY VALVE
3.3 EMERGENCY FUEL SHUT-OFF
3.4 PUMP DRIVE
3.5 PRODUCT PUMP
3.6 CONTROL VALVES
3.8 RECIRCULATION
3.9 METERS
3.10 VENTURI
3.11 HOSES
3.12 REELS
3.12.1 Hydrant Hose Reels
3.12.2 All Other Hose Reels
3.12.3 Static Grounding Cable Reels
3.12.4 Sensing Hose Reel
3.13 NOZZLES
3.13.1 General
3.13.2 Underwing
3.13.3 Overwing
3.14 BOTTOM LOADING
3.18.1 General
3.18.2 Fixed
3.18.3 Mobile
3.19 INLET STRAINER
3.20 INTERLOCKS
3.22 LADDERS
3.22.1 General
3.22.2 Location
3.23 RECOVERY TANKS
3.24 DEFUELLING


3.1 GENERAL
All fuel system components shall be installed as specified herein and in accordance
with the piping schematic provided by the manufacturer and approved by
ChevronTexaco for the specific unit.

3.2 EMERGENCY VALVE
3.2.1 Emergency valves shall be installed in a flush position on J et units at the
tank center line. On Avgas units, a sump shall be installed with a lip
projecting into the tank approximately 3/4".
3.2.2 All Emergency valves shall be easily accessible from the outside of the unit.
3.2.3 All Emergency valves shall be accessible for removal of their bonnets
through the manhole or other opening.
3.2.4 Emergency valves shall be installed in each compartment with discharge
being direct to pump suction and not to another compartment.
3.2.5 All emergency valves shall be fitted with " mesh removable stainless steel
screens over their inlet openings.
3.2.6 All emergency valves shall be mechanical or air operated.
3.2.7 All emergency valves shall open prior to throttle advance.
3.2.8 All emergency valves shall be connected to the brake interlock system to
prevent unit movement when valve is open.
3.2.9 All emergency valves shall incorporate a standard fusible plug or link,
which will activate and automatically close the valve in the event of a fire at
a temperature not exceeding 160 F.
3.2.10 A service valve for isolation shall be installed immediately down stream of
the emergency valve.
3.3 EMERGENCY FUEL SHUT OFF
3.3.1 All refueling units shall be equipped with two remote tripping devices to
stop fueling system operation by:
3.3.1.1 Closing the emergency valve.
3.3.1.2 Closing the tank vent.
3.3.1.3 Disengaging the product pump.
3.3.2 Emergency fuel shut-off actuators shall be air, electric or mechanically
activated.


3.3.3 Emergency fuel shut-off actuators shall be at the following locations:
3.3.3.1 Front section of unit nearest to fuel delivery work station.
3.3.3.2 Rear section of unit nearest to bottom loading connector work
station.
3.3.3.3 Operating platforms or units equipped with servicing platform (item
3.18).
3.3.4 Emergency fuel shut-off actuators shall be painted red and clearly identified
at each location.
3.3.5 Mechanically activated shut-off actuators shall consist of non-corroding
parts, to the maximum extent possible.
3.4 PUMP DRIVE
3.4.1 Pump drive shall be by means of a heavy duty transmission mounted PTO,
split-shaft or a hydraulic drive.
3.4.2 PTO shaft mechanism shall be heavy-duty design and shall be sized to
provide rated pump flow at approximately 1400 RPM's on diesel engine
units.
3.4.3 PTO/Split-shaft(s) shall be actuated by air, electric or mechanical controls
from the fueling control panel.
3.4.4 Pump drive and main drive shaft components shall be provided with
adequate shields to protect the tank and other product carrying components
from damage if any portion of such components should fail.
3.4.5 Pump drive and main drive shaft components shall have removable loops
installed near each universal joint capable of containing the shaft should
such component fail.
3.4.6 A throttle limiting device shall be installed to prevent over-speed of the
PTO/Split Shaft, while engaged.
3.4.7 A brake interlock shall be provided to prevent moving the vehicle while the
pump drive is engaged.
3.4.8 Split shaft drive PTO's shall include an inertia brake to stop rotation of the
transmission and drive line when engaging or disengaged the pump.
3.4.9 Transmission mounted PTO's shall be "Hot Shift" units with pressure
actuated clutch assembly to prevent gear clashing.


3.5 PRODUCT PUMP
3.5.1 Pump shall be self-priming centrifugal and shall be supported from both
frame rails or other approved structured members.
3.5.2 Pump shall be located so that the pump input shaft is parallel to the power
take-off or split-shaft output shaft. This will require that the pump be
mounted at the same angle off the horizontal as the engine and/or
transmission.
3.5.3 Pump shall be mounted so as to keep the angle at pump drive universal
joints to a minimum, not to exceed 15
3.5.4 Heavy duty drive shafts and universal joints equipped with pressure
lubrication fittings shall be utilized between the Pump Drive and Pump.
3.5.5 Shaft connections shall be flanged to facilitate removal.
3.5.6 Pump inlet and outlet connections shall incorporate victaulic connections.
3.5.7 Gear box vent shall be located, or relocated if necessary, to the top of the
gear box.
3.6 CONTROL VALVES
3.6.1 In-line control valves shall be of aluminium construction and shall
incorporate the following features:
3.6.1.1 Deadman control with closure time adjusted to approximately 3
seconds and opening adjusted to increase flow in 12 - 15 seconds
from 0 to full flow.
3.6.1.2 Primary pressure control shall be by means of a Hose End Pressure
Control Valve (HEPCV) set at 45 psi except where Digital Pressure
Controllers are used. In such cases the Digital Pressure Control
Valve shall be the primary pressure controller and the HEPCV shall
be the secondary pressure controller.
3.6.1.3 In-line control valves shall act as secondary pressure control and
shall be set at least 5 psi above the primary pressure. In addition to
pressure control, the inline pressure control valaves shall also
provide the deadman function.
3.6.1.4 Control pressure shall be adjustable from 25 to 55 psi.
3.6.2 All J et refuellers shall be equipped with a by-pass pressure control valve
that shall be of aluminium construction and incorporate the features of the
in-line control valve except as follows:

3.6.2.1 Valve is to be sized for a minimum of one-half () the design flow
rate of the fuel system or 100 gpm, whichever is larger.
3.6.2.2 Valve shall have pressure control capability on all units which have
a rated flow of 300 gpm or greater. The by-pass control pressure
shall also be adjustable from 25 to 55 psi.

3.6.2.3 Relief feature shall be included in the valve to recirculate around the
pump and to be set at 5 - 10 psi above the maximum pressure
required to meet the performance requirements of the system.
3.6.2.4 Location shall be immediately downstream of the pump outlet and
piped directly to the tank or to the pump suction piping.
3.6.2.5 All bypass valves shall act as primary pressure controls and shall be
set at 42 psi.
3.7.1 All refueling units shall be equipped with filtration.
3.7.2 All filter vessels shall be designed and constructed of internally epoxy
coated carbon steel, or aluminium with quick release swing bolts to retain
the door of the filter housing, and shall conform to the Design and
Construction requirements of the current issue of API/IP 1583
specifications.
3.7.3 Filtration shall be equipped with the following accessories:
3.7.3.1 Interlocking devices which assure that the filter monitor elements
are correctly installed and are in place shall be provided.
3.7.3.2 Differential pressure gauge
A direct reading GTP-543-30A or equivalent differential pressure
gauge.

Note: Avgas differential gauge shall include a GTP 1271 (Option H)
ultra-violet light shield.
A stainless steel 3-way valve shall be installed to allow venting of
the downstream connection for inspection of piston action. Valve
shall be spring loaded to the closed position.

Note: This vent shall be fitted and tubed to the recovery and shall include
an internal check valve.
3.7.3.3 Air Eliminator

An automatic air eliminator is required on the highest point of the
filter monitor. The air bleed line is to be taken back into the tank
through a visible flow (ShoFlo) indicator, easily identifiable from
the pumping station.

The flow indicator should not be a plain window type, but should
incorporate a ball or spinner to indicate that flow is occurring. The
design should be such that incoming air or vapour will easily
displace accumulated liquid downstream - i.e. it should be self
draining.
Air should be able to pass freely into the tank vapour space, but
liquid leakage should pass via a stainless tube to the bottom of the
tank.
If necessary a non-return valve should be installed in the air
eliminator line to ensure that the filter cannot drain back into an
empty tank (refueller or trailer) via an open foot valve.
Note: A " constant bleed line may be installed in lieu of an air eliminator
on refuellers, however, provisions for air eliminator must be
incorporated and plugged.

3.7.3.4 Pressure relief valve (Set at 150 psi).
Note: If a constant bleed, as described in 3.7.3.3 is provided, or other
relief protection is provided, this relief valve connection must be
incorporated and plugged.
3.7.3.5 Millipore Connections
Millpore sampling connections shall be fitted immediately upstream
and downstream of the filter vessel. Differential pressure
connections shall not be utilized for Millipore sampling.
3.7.3.6 3/4" manual water drain(s)
* With stainless steel ball valve having a spring return handle
(normally closed).
* Include a cam and groove adapter with dust cap.

Note: Dust caps shall be attached to the unit by means of a flexible
stainless steel cable or chain that will not allow ground contact.
3.7.4 Each refueling unit designed for dispensing aviation fuel (J et or Avgas)
shall be equipped with water absorbent media filtration elements.
3.7.4.1 Filtration elements shall meet the full and complete requirements of
the latest issue of API/IP 1583.

3.7.4.2 Filtration elements using a rapid flow stream closure by mechanical
or structural means are prohibited.
3.7.4.3 Filtration elements shall successfully operate throughout the full
range of expected flow rates.
Note: Flow rates are expected to range from 0 gpm through 100% of the
design point of the filtration vessel.
Normal flow rates will range from 50% to 100% of design point.

3.7.4.4 Hydrant servicers equipped with Monitors shall include differential
pressure switches to shutdown the fuel flow when the differential
exceeds 25 psi.
3.7.4.4.1 Differential switches shall include indicator lights on
the main control panel and shall "latch on" if the set point is
reached.
3.7.4.4.2 A 3-way valve or other suitable piping with valves
shall be connected to the tank or slop tank for testing of this
system.
3.7.4.4.3 Indicator lights shall include a "press to test" feature
that tests the entire system, excluding the differential switch.

3.7.5 Filter vessel inlet and outlet connections shall incorporate flanged
connections and a ball valve upstream.

3.8 RECIRCULATION
3.8.1 Servicing platforms shall include two (2) recirculation connections located
in tank head for dual deck hose connection.
3.8.2 The recirculation stub shall include a protective dust cap, pressure gauge
and a quick acting shut-off valve, with detente stops at the open and closed
positions. Pressure gauge shall be upstream of the quick acting shut-off
valve.
3.9 METERS
3.9.1 Meters shall be of the positive displacement type constructed of aluminium
with inlet and outlet connections sized in accordance with the requirements
of 2.6.6.
3.9.2 Meter accuracy shall guarantee plus or minus 0.10% of actual flow between
10% and 100% of rated flow and in other respects to conform to API:

Manual of Petroleum Measurement Standards, chapter 6 - Metering, Section
4 - Metering Systems for Aviation Fueling Facilities.
3.9.3 Large numeral electronic counters shall be provided and shall be in whole
gallons for J et service and in tenths for Avgas service. A large LED/LCD
display shall be provided on all Avgas refuellers. Readout shall be in Litres
or US Gallons as confirmed at the time of order.
Note: A remote electronic readout on the lift platform shall be an option.
Large LED/LCD display shall be an option for Jet refuellers.
Manual register instead of electronic register shall be an option.
Where this option is chosen, meters shall be equipped with a Veeder
Root ticket printer and shall be susceptible to advancement only by
the mechanical operation of the meter to Zero Start face down.
Meters shall additionally be provided with a Rate of Flow indicator.
3.9.4 Meter shall be located so that it is easily accessible for maintenance. If a
mechanical register is provided, the meter shall be placed in proximity to
the operating panel.
3.9.5 When servicing platforms are provided, a pulse generator with LED or LCD
readout shall be installed on the lift control panel enclosed in a weather tight
clear cover box.
3.9.6 When dual meter counters are specified on hydrant servicers, they shall be
equipped with an air shift mechanism to permit the use with two turbine
products. Separate indexing will be required.
3.9.7 Meter inlet and outlet connections shall incorporate flanged connections.
3.10 VENTURI
3.10.1 A non-ferrous venturi, when required, shall be provided immediately
upstream of both hose reels.
3.10.2 The venturi inlet and outlet connections shall incorporate flanged
connections.
3.10.3 Venturi shall be equipped with tamper proof needle valves for adjustment of
"sensed" pressure.
3.10.4 Venturi shall provide pressure compensation within 5 psi of all pressure
loses from the venturi inlet to the nozzle outlet.
Note: This shall include the designed hose size, HEPCV and 100 mesh
nozzle screen at rated flow and 40 psi nozzle pressure.

Calculations shall be based on a viscosity of 35 ssu and shall
include all elbows, fittings, swivels, goose necks and other
components of the system.
Separate venturis shall be provided for deck and reel hoses for
underwing fuelling connections.
3.10.5 Venturi selector shall be automatically activated whenever either deck
nozzle is selected for fueling.
3.11 HOSES
3.11.1 All product hoses shall be approved aviation refueling hose manufactured
and labeled in accordance with the latest ChevronTexaco Global Aviation
Equipment Specifications Manual and API 1529 or BS 3158.
3.11.2 The couplings on all product hoses shall be fabricated of non-sparking
metal, shall be standard male NPT screw couplings and on 1" ID hoses or
larger shall be affixed by machine. Reattachable type couplings (National
Hose Series 7655 or approved equivalent) shall not be used on hydrant
servicer intake hoses.
3.11.3 Hydrant intake hoses shall be 4" ID, shall be about 9m long and shall be
wrapped around the dispenser.
Hose shall be coupled via a 4 self-lubricating swivel joint to the hydrant
servicer pipework at a point close to the rear of the cab on the off drivers
side and when stowed be supported on brackets around the vehicle rear and
side chassis.
The hose shall be fitted with castor assemblies incorporating lifting handles
at regular intervals to avoid hose contact with the ground when deployed.
A hydraulic lift and locking device shall be provided, incorporating an
interlock to raise the hydrant pit coupler from deployed to stowed position.
The castor assembly at the pickup coupler shall be retractable to aid
positioning of the coupler on the pit valve.
The coupler shall rest on stowage on the vehicle which shall protect it from
dust and water.
3.11.4 Deck hoses shall be:
3.11.4.1 2 ID with minimum length required to reach the aircraft
wing fueling points from the platform and to ensure that complete
lowering of the platform does not load the aircraft adapter.

3.11.4.2 Fitted so the hose rests on the platform floor to assist with
reducing the load on the aircraft adapter when the platform is in the
raised position.
3.11.4.3 An exterior plastic coil wrap shall be installed where the
hoses rest on the platform floor to prevent chaffing.
3.11.4.4 Design for the nozzle to be stowed in a vertical position
approximately 45 from the deck floor.
3.11.5 Reel hoses shall be:
* J ET 2" ID by 60 ft. for underwing.
Note: Yellow colour HDPE hose protection beads may be provided
as an option. Where this option is chosen, the hose reel shall
be suitably sized to accommodate the beads. Provide 1 bead
every 4 feet.

1-" ID by 50 ft. for overwing.

* AVGAS 1" ID by 50 ft.

3.11.6 Riser hoses, when equipped, shall be 4" ID and designed to not allow
kinking nor chaffing when in the down or stowed position.
3.11.7 Fuel Sense and Air Reference Pressure Hoses, when required, shall be:
* Non-metallic braid.
* Fuel resistant.
* Twin construction, consisting of a 3/8" sensing hose
vulcanized to a " reference hose.
* 60' long.
* 250 psi minimum working pressure rating.
* With Hansen self-seating type 3/8" quick disconnects, for
coupling to the hydrant adapter.

3.11.8 Dual Meter Indexing, when required, shall utilize Parker F-554 and F-571
plug and socket assemblies for the sensing line indexing system.
3.12 REELS
3.12.1 HOSE REELS
3.12.1.1 Underwing hose reels shall be of the Catherine Wheel type,
single width, with a minimum core diameter of 600 mm and be
located close to the control panel.
Drum type multi wrap hose reels are only acceptable for small
diameter overwing hoses.

3.12.1.2 Reels shall be of aluminium internals, sized as required in
individual specifications.
3.12.1.3 Reels shall be equipped with 12-volt DC explosion proof
motors with water drain or hydraulic motors for rewind operation.
Note: The motors shall be actuated by the use of explosion proof spring
loaded push button switch.
3.12.1.4 Reels shall be equipped for manual operation with friction
type adjustable drag.
3.12.1.5 The hose connection shall be sized for the reel and include a
female NPT flanged adapter, to facilitate hose replacement. The
required length of hose shall be arranged on the hose reel with the
hose winding over the top with the coupling stowed vertically
downward.
3.12.1.6 Hose reel spokes to be provided with packers as required to
prevent 'bunching' of the hose. Side sheeting is required where hose
beads are used.
3.12.1.7 The hose reel must incorporate ball or roller bearings and the
system is to be such that the reels unwind freely under all
conditions. Special emphasis is to be given to freeness in operation
when the system is operative and the operating handle is set in the
unreeling position. The hose reels must be provided with contoured
guard plates underneath to prevent hoses from jamming during
unreeling but be such that excessive overrun is avoided while
removing hose.
3.12.1.8 The hose reel to be provided with a system of vertical and
horizontal rollers that will permit the hose to be withdrawn and
rewound from any position around the vehicle without difficulty.
These rollers are to be carried on nylon or sealed ball bearings, free
to rotate and fitted with anti vibration rings if necessary. The rewind
speed of each reel must be adjustable independent of the other.The
internal piping of the hose reels shall be rated at 150 psi working
pressure and 225 psi test pressure.
3.12.1.9 Reels shall include an aluminium swivel.
3.12.1.10 A victaulic coupling shall be installed immediately adjacent
to the swivel to prevent excessive stress on the swivel caused by
non-concentric hose reel hubs.
3.12.1.11 A hose clamp shall be installed to prevent the last 1/2 turn of
the hose from being unwound.

3.12.1.12 Hose reels to be mounted at right angles to the vehicle centre
line with the delivery couplings stowed on the operating side.
Note: Reels should be capable of accommodating both 2 and 2.5 hoses.
Where hose beads are required as an option on hoses, the reels shall
be capable of accommodating the same
Overwing Hose Reel Underwing Hose Reel Vehicle Size
(USG) Qty. Size Type Qty. Size Type
1000 2 1 Drum 0
3000 2 1.5 Drum 1 2 Catheri
ne
5000 2 1.5 Drum 1 2 Catheri
ne
7000 0 2 2 Catheri
ne
10000 0 2 2 Catheri
ne
12000 0 2 2 Catheri
ne
Hydrant
Dispenser
0 1 2 Catheri
ne

3.12.2 STATIC GROUNDING CABLE REELS

3.12.2.1 Two (2) reels shall be provided and be located adjacent to
each operating station.
3.12.2.2 Shall incorporate a manual rewind.
3.12.2.3 Shall be electrically bonded to the chassis by means of a 12
gauge single conductor cable.
3.12.2.4 Shall be a Hannay or equivalent with 50' of 3/32" yellow
plastic coated aircraft cable or equivalent with a heavy duty copper
clamp.
3.12.2.5 The electrical resistance from either grounding clamp
through the reel to the chassis shall not exceed 10 ohms.
3.12.3 SENSING HOSE
3.12.3.1 Sensing hoses shall be run along the intake hose and be
permanently attached to the intake coupler.
3.12.3.2 Where required as an option, a sensing hose reel shall be
installed and shall have a capacity for 60' of hose.

3.12.3.3 An automatic spring rewind shall be provided with ratchet
type intermediate position stops.
3.12.3.4 A guide shall be installed to permit the sense hose to be led
out directly or at an angle from the unit without kinking or fouling
and should be located as flush with the skirting as possible.
3.13 NOZZLES
3.13.1 GENERAL
3.13.1.1 Nozzles and inlet couplers shall be provided with storage
brackets or hangers which will retain the nozzle securely during
movement of the unit and which are easily accessible and simple to
operate.
Note: Storage brackets and hangers shall be installed in such a position
that the hose is not forced or kinked in the stored position. 3-lug
bayonet flanges shall not be used.

3.13.1.2 All nozzle and inlet coupler storage brackets shall include a
brake interlock which will prevent moving the vehicle until all
nozzles and inlet coupler are properly stored.
3.13.1.3 J et fuel units equipped with an overwing as well as an
underwing nozzle shall contain a deadman cut-out device in the
nozzle storage brackets to permit fueling with the overwing nozzle
without using the deadman control while the underwing nozzle is
stored. It should not be possible to enable the the deadman cutout
when the underwing nozzle is in use.
3.13.1.4 Dust covers may be incorporated into the storage devices for
overwing & underwing nozzles and inlet couplers.
3.13.2 UNDERWING NOZZLE
When specified, shall include the following equipment:

3.13.2.1 Hose swivels with a female NPT connection shall match the
hose size and male NPT connection.
3.13.2.2 100 mesh stainless steel strainers.
3.13.2.3 Wherever a dust cover is not incorporated into the storage
device, a dust cap, BLACK in colour, shall be included.

Note: Dust caps shall be secured by means of a flexible cable to the
storage device (not the nozzle).

3.13.3 OVERWING NOZZLES
When specified, shall include the following equipment:

3.13.3.1 Hose swivels with a female NPT connection shall match the
hose size and male NPT connection.
3.13.3.2 100 mesh stainless steel strainers.
3.13.3.3 Whenever a dust cover is not incorporated into the storage
device, a protective dust cap shall be included as follows:
* J et: BLACK in colour
* Avgas: RED in colour
3.13.3.4 Nozzles shall be of the industry design to minimize the
chances of "MISFUELING". Only a "J " spout (duck bill) type shall
be attached to jet fuel nozzles.
3.13.3.5 Nozzles shall not be equipped with ratchets or other stops to
hold nozzle in any open position.
3.13.3.6 All overwing nozzles shall be equipped with military style
ground plugs and clips.
3.14 BOTTOM LOADING
All refuellers shall be equipped with a bottom loading system. The system shall
have the following characteristics and equipment:

3.14.1 Refuellers, 3000 gallon or less, shall have the capability of loading at 300
gpm.
3.14.2 Refuellers, 5000 gallon or more, shall have the capability of loading at 600
gpm.
3.14.3 Bottom Loading connections shall be installed on the passenger side of the
unit as standard with both side connections as an option, and shall consist of
the following:
3.14.3.1 J et units shall be equipped with a single 2-" International
standard 3-lug bayonet flange without product selection and shall
include a protective dust cap, BLACK in colour.
Note: Provision shall be made for installation of a second such bayonet
flange on the units loading at 600 gpm.

3.14.3.2 Avgas units shall be equipped with a female threaded 2"
OPW KamValok Model 1611-A and shall include a protective dust
cap, BLUE in colour.
3.14.4 Bottom loading shall not be accomplished through the Emergency Valve
(item 3.2).
3.14.5 All bottom loading Emergency Valves shall be of the balanced type.
3.14.6 An automatic high level shut-off shall be installed to close the Emergency
Valve when the compartment being filled by that valve is full under all
conditions, including when the unit is in pump and is fueling an aircraft.
This shut-off device shall be:
3.14.6.1 Capable of being easily tested for proper operation without
removal.
3.14.6.2 Capable of being easily removed or installed from the
manhole without entering the product tank including adequate
tubing.
3.14.6.3 Adjustable and shall be set and locked-wired at normal
capacity.
3.14.7 A pre-check system for checking the operation of the high-level shut-off
shall be installed. The pre-check valve for this system shall be spring-
loaded to the normal position.
3.14.8 A secondary overfill protection shall be provided on the vehicle operating
on a shut off valve on the vehicle.
3.14.9 The vent in 2.4.8 shall be automatically opened prior to commencement of
the bottom loading operation.
3.14.10 A brake interlock shall be installed which will prevent moving the
vehicle whenever the unit is connected for bottom loading.
3.14.11 A quick acting shut-off valve with detent stops at the opening and
closing positions shall be installed.
3.14.12 A pressure gauge shall be installed to read bottom loading supply
pressure and shall be upstream of the quick acting shut-off valve.
3.15.1 All jet fuel refuellers shall be fitted with suitable piping and fittings to
enable the future installation of a vapour recovery system without the need
to perform any welding or burning operation. All avgas refuellers shall be
fitted with vapour recovery units

3.15.2 The system shall be designed to accept vapours displaced during the bottom
loading at maximum rated capacity.
3.15.3 The Operating & Maintenance Manual described in Chapter 8.0 shall
include a detailed parts list and instructions for installing a full vapour
recovery system in the field to include outbreathing and inbreathing vents,
KamValok adapter and cap, brake interlock, etc.
Sample probes equipped with quick disconnect couplers (Gammon GTP-5, or
equal) to accept standard millipore test kits shall be installed on all units at the filter
vessel inlet and outlet points on the main pipework.

Note: Installation shall, as a minimum, be such that probe notch faces
upstream and the arrow on hex is pointing downstream (parallel to
product flow). Probe shall be of sufficient length so that when fitted
the probe notch is positioned in the exact center of the pipe.
Furthermore, Millipore sample taps should not be placed on piping
elbows, Tees, nor immediately adjacent (within 6") of filter
inlet/outlet or pipework valves.
3.17.1 Product piping shall have " female pipe fittings with threaded plugs for
future installation of pressure gauges or other test equipment.
3.17.2 Taps shall be easily accessible at the following points:
* Immediately downstream of the product pump
* Immediately downstream of the strainer
* Immediately downstream of each meter

3.18.1 GENERAL
3.18.1.1 Servicing platforms, when specified, shall be installed
forward of rear engine units and behind front engine units.
3.18.1.2 Platform shall be stressed for a minimum working live load
of 500 pounds and two 12' x 3" fueling hoses filled with fuel,
underwing nozzles and nozzle storage receptacles, and be
adequately braced to prevent any swaying or rocking up to the
maximum height.
3.18.1.3 A fixed safety hand rail constructed of 11 gauge minimum
mild steel 1-" square tubing shall be installed on all four sides of
the platform deck. This hand rail shall be at a height of 41" above

the platform deck with an intermediate rail approximately 21" above
this deck.
3.18.1.4 A safety toe plate constructed of 12 gauge minimum mild
steel plate shall be installed on all four sides (except access point) 4"
high from the deck floor.
3.18.1.5 A swing gate shall be installed center of platform with easy
access in and out. This gate shall open inward with automatic
closing and with strong positive closure stops.
3.18.1.6 The width of the platform shall be equal to, but not to
exceed, the refueling unit itself, unless limited by cab dimensions.
3.18.1.7 One 4" or two 3" fabricated aluminium flanged swivel,
Whittaker F-628 or equivalent shall be provided as outlets on the
platform for connecting to the hoses (item 3.11).
3.18.1.8 Servicing platform flooring shall be constructed with a 14
gauge minimum galvanized steel grip strut or equivalent safety
grating. All grating sections shall be constructed so that it can be
readily removed if required for inspections or maintenance.
3.18.2 MOBILE PLATFORM
3.18.2.1 Mobile platforms shall be hydraulically elevated to provide
servicing of the highest winged aircraft in commercial service.
3.18.2.2 Platform shall be constructed to provide working levels from
a lowered position of approximately 18" from the lowest step of the
access ladder to an elevated height of 160" above the ground level
from the platform floor. Platforms shall be capable of servicing the
A380 aircraft.
3.18.2.3 The height of the platform in the down position shall be no
higher than the tank or the cab itself.
3.18.2.4 Optionally, a rigid ladder that raises and lowers with the
platform deck is to be provided to permit operating personnel to
climb down safely in the event of an emergency from any elevated
platform position. This option shall be determined based on local
regulations.
3.18.2.5 Lift mechanism shall be scissor type. Lines for the platfor
mounted controls shall routed under the assembly.
3.18.2.6 Flexible cables from main chassis frame to the platform,
shall be:

* Provided with screw type weather-proof connections as close
as possible to those points where the cables reach the chassis.

Note: This is required to provide a means of easily disconnecting
and replacing.

* Enclosed in a rubber type hose, with water drains at the
lowest point in the down position.

3.18.2.7 Interlocks shall be provided to prevent fuelling vehicle
movement while platform is in raised position.
3.18.2.8 An interlock shall be provided which shall prevent the
platform gate from opening when the platform is in the raised
position.
3.18.2.9 A mechanical stop shall be installed to absolutely stop
raising of the platform at maximum height.
3.18.2.10 A wing stop device shall be installed at the highest point of
the lift mast that will automatically stop the raising of the platform
as it makes contact with the underside of the aircraft wing and shall
override all other lift controls.
3.18.2.11 Controls shall be electric or hydraulic, with the following:
* Oriented such that switch/lever is operated in the direction
which it is desired to move the platform.

* An emergency cut-out, removing all power from the
controls, shall be provided on the platform (if operated with
electric controls).

* Controls spring loaded to the neutral non-operating position.

* Controls to slow lift mast raised rate to speed for top 24
of travel. The control rates shall be adjusted such that the
platform reaches its highest position in 20 seconds.

3.18.2.12 An orifice shall be installed in the return line of the base of
the hydraulic cylinder to regulate the rate of lowering the platform in
the event of a hydraulic system failure of hose rupture.
3.18.2.13 All hydraulic cylinders equipped with breather holes shall
have a pipe fitted in the breather hole to direct any fluid flow back to
the hydraulic fluid tank.
3.18.2.14 A manual valve shall be installed at ground level and on the
lift platform where applicable, in the return line from the hydraulic

cylinder which, by directing flow direct to the hydraulic reservoir,
will permit lowering the platform manually upon loss of all power.
3.18.2.15 A warning label (red with white lettering) shall be attached
under the platform advising Do Not Work Under Lift Without
Safety Straps or Locks in Place.
3.18.2.16 Protection shall be provided against personnel putting hands
on the lift scissor mechanism.
3.18.2.17 An audible lift descent alarm shall be provided.
3.19 INTERLOCKS
3.19.1 Interlocks shall be installed as follows:
3.19.1.1 Internal valve interlock.
3.19.1.2 PTO interlock.
3.19.1.3 Inlet coupler interlock.
3.19.1.4 Nozzle interlocks.
3.19.1.5 Bottom loading interlock.
3.19.1.6 Platform interlock per item.
3.19.2 All interlocks shall be designed as a positive brake interlock system capable
of immobilizing the vehicle. Such system shall be activated whenever any
one component protected by an interlock in 3.19.1 is removed from its
normal stored position. Sealed proximity switches with wide adjustment for
operating tolerance shall be used to determine if components are normally
stored. This system shall be designed that no sequential and/or refueling
operator input is required to arm and/or activate the interlock mechanism.
3.19.3 When interlocks are activated, the brakes should engage gradually and
should also operate the brake lights.
3.19.4 An interlock override system shall be installed at the front driver side of the
vehicle preferably adjacent to or installed on the bumper.
Note: The purpose of this system will be to allow movement of the refueller
for maintenance purposes should an interlock fail.
3.19.4.1 The positions of the override control shall be labeled
"Normal" and "Override".
3.19.4.2 The control shall be wired with "Dead Soft" wire and lead
sealed in the normal position.

3.19.4.3 Actuation of this system shall also disable the fueling
system, such that the refueller cannot be operated until the override
is restored to the "NORMAL" position.
3.19.4.4 All air lines serving this system shall be synflex.
3.19.4.5 All electrical wiring shall be colour coded and tagged.
3.19.5 All interlocks shall be connected to an AMBER indicator light located in
the cab labeled "Interlock Activated" and shall be fitted in a readily visible
position which will light whenever an interlock has been activated.
Additionally there shall be panel which shall indicate the status of each
interlock and provide fault indication.
3.19.6 Interlock override shall be connected to a RED indicator light located in the
cab labeled "Interlock Override Activated" and shall be fitted in a readily
visibly position which will light whenever the override mechanism is
moved from its "Normal" to its "Override" position.
3.19.7 Indicator lights described in 3.19.5 and 3.19.6 shall be of ample size (1
diameter or larger) and wattage for easy detection in daylight hours and
shall include a push to test feature.
3.19.8 The chassis shall be fitted with an inhibiting device to prevent gear
selection when the pump is engaged.
3.20 FUEL SAMPLING SYSTEM
All jet fuel units shall be equipped with a closed circuit fuel sampling system
located at the control panel with the following characteristics and equipment:

3.20.1 Capable of selectively drawing samples immediately upstream or from the
Filter Water Separator sump and downstream of filtration.
3.20.2 Capable of obtaining fuel density (i.e., transparent thermo-hydrometer
holder).
3.20.3 System shall include a receptacle for a Shell water detection syringe.
3.20.4 Inlet shall include a stainless steel ball valve with spring return handle to
the closed position.
3.20.5 Drain piping shall be stainless steel constantly sloped to discharge into
the recovery tank.
3.21 LADDERS
3.21.1 GENERAL
3.21.1.1 Ladders shall be removable for easy repair of damage.

Note: Gaskets or suitable methods shall be utilized to prevent staining of
the tank where ladder is attached.
3.21.1.2 All hardware (bolts, nuts, etc) attaching the ladder to the
vehicle shall be stainless steel.
3.21.1.3 Handrails shall be constructed of 1-" pipe of the same
material as the tank and shall be designed to form handholds at the
base of the rollover rail.
3.21.1.4 Handrail leading from the rollover rail shall be sloped to
allow maximum water draining.
3.21.1.5 Rungs shall be spaced evenly approximately 5" off the tank
head.
3.21.1.6 Rungs shall be constructed of same material as the tank with
Morton "Grip Tread", or equivalent, for safe footing under all
weather conditions.
3.21.1.7 Handrails on top of tank that raise automatically when
personnel attempt to get on top of tank shall be provided as an
option.
3.21.2 LOCATION
3.21.2.1 All trucks: Centered on rear head of tank.
3.21.2.2 Straight trucks with half cabs: An additional ladder on the
right side of front tank head.
3.21.2.3 Optionally Trucks and hydrant servicers with lift platforms
shall have ladders from ground level to the servicing platform(s) at
all operating levels.
3.22 RECOVERY TANKS
3.22.1 All hydrant servicers shall be equipped with a 35 gallon stainless steel
recovery tank with a sloped bottom on the operating side and shall include:
3.22.1.1 It shall incorporate a wide opening top hatch (min. 6 inch
[150mm] dia.) fitted with a gauze screen for, dumping fuel samples.
3.22.1.2 The tank shall be fitted with a quantity indicator and shall
have access for cleaning.
3.22.1.3 A potted, hermetically sealed high level switch and indicator
tied to the deadman control with a suitably labeled lamp on the
control panel so the operator knows why flow stopped.

3.22.1.4 A 3/4" drain with a cam and groove adapter with dust cap at
the tank low point. The dust cap shall be attached to the unit by
means of a flexible stainless steel cable or chain that will not allow
ground contact.
3.22.1.5 If the recovery tank is desired to be able to discharge into the
main fuel stream, the lid shall be sealed shut and the tank shall
contain only clean samples and fuel from air eliminator and pressure
relief valves.
3.22.1.6 If it is desired to discharge most drainings into the main
stream and have the ability to empty sample containers, two
recovery tanks shall be provided - one in compliance with 3.22.1.1
to 3.22.1.4 and one in compliance with 3.22.1.5.
3.23 DEFUELLING
3.23.1 All refuellers 3000 gallons or greater shall be equipped with defuel
capabilities with the following characteristics and equipment:
3.23.1.1 Shall not be capable of passing through the filter monitor.
The deadman valve may be used as further protection for this
purpose.
3.23.1.2 A check valve shall be installed to prevent aircraft pumps
from pumping defueled product backwards through the filter and
into the tank via the internal valve not protected by the high level
shut-off when the refueller is in the fueling mode.
3.23.1.3 Defuelling shall be accomplished only at low throttle
engine speed.
3.23.1.4 Bottom loading internal valve shall automatically open for
defuel and closed for fueling.

3.24.1 All jet refuellers built for U.S. use shall be equipped with a prist injector
system. The following two items will apply:
3.24.1.1 Refuellers equipped with a prist injector system shall be
designed to inject the additive as close to the fueling hose as
possible.
3.24.1.2 All refuellers equipped with a prist injector system shall
include a 20 USG stainless steel additive tank.

3.24.2 All refuellers built for use outside the continental U.S. shall not be equipped
with a prist injector system unless specified, in which case the above two
items will apply.



4.0 FUEL CONTROL SYSTEM

CONTENTS

4.1 DEADMAN
4.6 CONTROL PANELS


4.1 DEADMAN
4.1.1 The control system of all jet fuel units shall incorporate a Timer Type
Deadman control.
4.1.2 The Timer Type Deadman control shall be of the electrical activated type
with time delay and indicator light designed to require periodic operator
input in order to keep the system from becoming inactive and shall include
the following:
4.1.2.1 Deadman shall be located on the side fueling station of the unit with
60 foot fuel resistant coiled cable and on the servicing platform
station, when equipped, with a 10 foot fuel resistant coiled cable.
The cables shall be reinforced at both ends to minimize cable break
problems.
4.1.2.2 Side and servicing platform fueling stations shall include a stainless
steel or aluminium storage box approximately 12" x 12" x 10", for
stowing the coiled cable.
4.1.3 The Timer for the Deadman control shall be set:
4.1.3.1 From deadman activation to "closure warning" approximately 2-
minutes
4.1.3.2 From "closure warning" to shutdown approximately 30 seconds.
4.2.1 All jet fuel units shall have a control system enabling the unit to meet the
performance requirements of item 1.3.
4.2.2 All jet fuel units shall be equipped with an in-line PCV.
4.2.3 A by-pass/secondary PCV shall also be installed on such units equipped
with product pumps.
4.2.4 All such valves shall be as described in item 3.6.

4.3.1 Air Compressor shall be capable of producing adequate air volume at 120
psi.
4.3.2 Air Tank drains shall be pull type, with operations at the left side of the
unit.
4.3.3 Shall have a Bendix AD4 heated air dryer.

4.3.4 Shall have two 1200 cu. in. dry air tanks fed from a pressure protection
valve, to protect chassis reservoirs for supply exclusively to the control and
interlock system.
4.3.5 Shall have Release Valve - Schrader #3340 (on hydrant servicers).
4.3.6 Shall have Air Pressure gauge of 0-160 psi, or system air pressure, and 4"
minimum diameter.
4.3.7 Shall have Pressure Control Valve and By-Pass air regulator with gauge 0-
100 psi, 4" minimum diameter.
4.3.8 Shall have an Air filter.
4.3.9 Shall have an auxiliary air fill to allow for outside air source to charge the
air system conveniently located behind the cab on the streetside.
4.4.1 All hydrant servicers shall be equipped with one 7-gallon surge suppressor
downstream of the meter.
4.4.2 Surge suppressor shall be charged to approximately 50 psi.
4.4.3 All surge suppressors shall be equipped with a pressure relief valve to
prevent overcharging beyond the vessels rated burst pressure.
4.4.4 All surge suppressors shall be equipped with an isolation valve upstream of
the gauge, to prevent surge pressure from damaging the pressure valves
(item 4.6.1.6).
4.5.1 All jet fuel refuellers shall have an engine speed control having
characteristics and equipment as follows:
4.5.1.1 Two speeds shall be available such as to provide rated flow on high
speed and approximately one-half rated flow on low speed.
4.5.1.2 Speed shall be automatically selected by means of circuitry tied to
the type of nozzle being used for fueling. i.e. low speed-overwing;
high speed-underwing (1 or 2 hoses) activated by the Deadman
control.
4.5.1.3 Activation of the deadman control shall increase the engine speed to
the pre-set RPM's. The control shall permit the engine to slow to
idle when the deadman is released.
4.5.2 All Avgas refuellers shall have an engine speed control to advance the
engine speed required to obtain rated flow when the pump drive unit is
engaged.

4.5.3 All refuellers shall have a throttle limiting device to prevent the accelerator
from being manually advanced when pump drive is engaged or electrical
circuitry which will automatically disengage the pumping system once
maximum pump discharge rate has been reached.
4.6 CONTROL PANELS
4.6.1 A control and instrument panel shall be provided on the left side of the unit.
This panel shall be made of aluminium or stainless steel, unpainted and
include the following items:
4.6.1.1 A direct reading differential pressure gauge per item 3.7.3.2.
4.6.1.2 Two 4 air reference pressure gauges and two keyed type (tamper
proof) regulators, when applicable, to set Pressure Control Valve
and By-Pass Control System.
4.6.1.3 Fuel Reference Pressure gauge (nozzle pressure) 0-150-(or 160) psi,
4" minimum diameter.
4.6.1.4 Pump pressure gauge, 0-150- (or 160) psi, 4" minimum diameter.
4.6.1.5 Inlet pressure gauge, 0-300 psi, 4" minimum diameter (Hydrant
Servicers).
4.6.1.6 One surge suppressor pressure gauge, 0-200 psi, 4" minimum
diameter and one charging connection (hydrant servicers).
4.6.1.7 A hydraulic oil pressure gauge, 0-600 psi, 2 minimum diameter.
4.6.1.8 Air release valve (hydrant servicers).
4.6.1.9 Interlock indicator light of adequate size and candlepower.
4.6.1.10 Deadman indicator light of adequate size and candlepower.
4.6.1.11 Emergency fuel stop button.
4.6.1.12 Emergency engine kill switch.
4.6.1.13 Sample tank status indicator light.
4.6.1.14 Engine RPM readout (for refuellers only)
4.6.1.15 Depressurisation valve control.
4.6.1.16 Fuel/Defuel selector switch (for refuellers only)
4.6.1.17 Tank and trailer (where applicable) bottom valve controls.

4.6.1.18 Adequate non-glare lighting for easy reading of gauges and
labels.
4.6.1.19 High/Low throttle selector.
4.6.2 An additional control panel shall be installed at each operating platform.
Such control panel(s) shall incorporate items 4.6.1.3, 4.6.1.9, 4.6.1.10,
4.6.1.11, and 4.6.1.12.
4.6.3 A schematic flow diagram for the main fuel circuits etched in anodised
aluminium shall be fixed close to the control panel to enable trouble
shooting.
4.6.4 All gauges on control panels shall be stainless steel, glycerine filled panel
mounted style and have a minimum accuracy and dial graduation of 2% of
full scale.
4.6.5 All lines leading to each panel gauge (including both ports of the pressure
differential), shall be equipped with:
4.6.5.1 Stainless steel ball valve and tee, with the tee located between the
gauge and the ball valve.
4.6.5.2 The tee shall include a GTP-992-4M stainless steel quick coupler
with GTP-150 dust plug, for periodic gauge calibration with out
removal of the gauges.
4.6.5.3 Ball valves and tees shall be installed as near the gauges as possible,
yet maintaining ease of testing.
4.6.6 All gauges and controls shall be properly labeled with engraved plastic or
anodized aluminium plates with " minimum letter size.


5.0 BODY COMPONENTS

CONTENTS

5.1 REAR BUMPER
5.2 WIRING
5.3 LIGHTS
5.4 REFLECTORS
5.5 GROUNDING
5.8 STORAGE BOX


5.1 REAR BUMPER

5.1.1 Rear bumper shall be of substantial steel channel with curved ends and shall
meet DOT requirements.
5.1.2 Bumper shall be complete with ladder hangers suitable to securely hold one
6' ladder if equipped with one overwing fueling reels and two 6 ladders if
equipped with two overwing fueling reels.
5.2 WIRING
5.2.1 Electrical wiring shall be enclosed in approved conduit, with threaded joints
and waterproof and vapour proof connections at lamps and junction boxes.
5.2.2 All electrical wiring enclosed in conduit shall be colour coded or numbered
to match the engineering schematics.
5.2.3 All wires in separate circuits shall be sized to deliver ample current at all
lighting fixtures, with maximum voltage loss of 10%.
5.2.4 No wiring in main circuits shall be smaller than 12 gauge and no wiring in
branch circuits shall be smaller than 14 gauge.
5.2.5 All wires shall be insulated with material impervious to the effects of
petroleum fuels.
5.2.6 All conduit shall run accessible and so as not to cause bends or sharp
curves.
Note: Use vapour tight junction boxes for all sharp bends in runs.
5.2.7 All conduit shall be securely anchored throughout their entire length.
5.2.8 All circuit breakers and solenoids shall be mounted on a stainless steel or
aluminium panel in the cab. This location shall be easily accessible.
5.2.9 Separate circuit breakers shall be provided for each circuit.
5.2.10 J unction boxes must not be located where they will be exposed to wheel
splash and mud.
5.2.11 Run all main feed wires from connectors to breaker box in one unbroken
conduit.
5.2.12 Ground connection at the connectors shall be made securely and efficiently.
5.2.13 All wires for lights at the top of the tank shall be run in conduit and shall be
routed around the head.
5.3 LIGHTS

5.3.1 All light fixtures and junction boxes shall be weather, dust and vapour tight.
Note: Lenses and bulbs shall be easily accessible for replacement.
5.3.2 Two clear LED back-up lights and two Class A, Type 1, LED red
combination stop, tail and turn signal lights are to be mounted on the rear
bumper, equidistant-distant from the vehicles center line. The lights shall be
protected by a metal grill.
5.3.3 Mount one red marker light on each side of the far rear corners of the unit.
5.3.4 Mount one amber marker light on each side of the tank, as far forward as
possible.
5.3.5 Mount three red clearance lights on the rear of the overturn rail. One light
shall be mounted in the center of the overturn rail and the others mounted,
one on each side, 6" - 10" from the center light.
5.3.6 Cabinet lights shall be equipped with standard 15 candle-power auto
bayonet base lamps, clear globes and built-in switch.
5.3.7 All cabinet and meter lights shall be covered to prevent glare and direct
light onto surrounding equipment.
5.3.8 Center line of tail, stop and directional lights and of the two rear reflectors
shall be parallel with the center line of the tank. They shall not point to the
sides or upwards.
5.3.9 All cabinet and marker lights are to be connected to and operate with the
existing chassis parking and headlight switch. Relays shall be installed as
necessary to prevent chassis switch failure.
5.3.10 A vapour proof light shall be installed on each meter to provide lighting to
the meter face.
5.3.11 A spotlight shall be located on the fueling side capable of illuminating the
ramp area.
5.3.12 All refuellers having a capacity greater than 7000 gals. shall be equipped
with a vapour proof flood light located on each side between the cab and the
product tank. Each light shall be capable of illuminating the ramp area
when switch is activated and shall include the following:
5.3.12.1 Lights shall be adjustable both vertically and horizontally.
5.3.12.2 A dash mounted 3-way switch labeled "OUTRIGGER
LIGHTS" and shall include "LEFT," "OFF," and "RIGHT"
positions.

5.3.12.3 A pilot light shall be located near or incorporated in the 3-
way switch that will illuminate when the switch is in the "LEFT" or
"RIGHT" position and shall be of adequate size and candlepower for
daylight viewing.
5.4 REFLECTORS
5.4.1 All reflectors shall meet DOT standards for the use intended.
5.4.2 Mount one Class A red reflector, on the rear just above the bumper and near
each outside edge. The plain of the face shall be vertical and at 90 to the
axis of the tank.
5.4.3 All reflectors shall be applied by self tapping stainless steel screws. Screws
shall be correctly sized to ensure that they do not protrude and pose skin
puncture/tearing hazard.
5.5 GROUNDING
5.5.1 LUGS

5.5.1.1 Ground lugs shall be installed adjacent to each manhole fill cover
and at the bottom loading connection location.
5.5.1.2 Clean metal-to-metal contact shall be assured.

5.5.2 BODY
Body and cab shall be effectively bonded to the truck chassis with woven
copper battery straps securely bolted in place on clean bare metal surface.

5.6.1 All refueling units shall have two fire extinguishers each having a rating of
at least 20BC.
5.6.2 Extinguishers shall be mounted one on each side of the unit at opposite
corners, in a scabbard.
5.6.3 Fire Extinguishers shall meet or exceed the requirements of NFPA 407.
5.6.4 The area adjacent and immediately behind the scabbard shall be painted red
against gray or white, and white against red.
5.7.1 All refueling units shall have one chock block holder capable of containing
two wheel chocks.

5.7.2 Holder shall be mounted near the rear wheels on the street side.
5.7.3 Holder shall be of the same material as the mounting surface and the
interior shall be unpainted.
5.8 STORAGE BOX
5.8.1 All modular refuellers shall be equipped with a 24 x 14 x 12 storage box
located on the curbside.
5.8.2 Storage box shall be of the same material as the tank with the exterior
painted same as background and the interior shall be unpainted.
5.8.3 A lid shall be included and shall be equipped with:
5.8.3.1 An approximate 1 lip with seal to prevent water entry.
5.8.3.2 Door to open so door can be used as a work station.



6.0 CHASSIS COMPONENTS

CONTENTS

6.1 EXHAUST SYSTEM
6.3 BACK-UP ALARM
6.4 DRIVE SHAFT LOOPS
6.5 CAMERA/MONITOR
6.6 ROOF PANEL
6.7 BEACON LIGHT
6.9 SPEED LIMITERS


6.1 EXHAUST SYSTEM

6.1.1 On front engine units the single exhaust system muffler shall be relocated
under, but not in front of, the front bumper.
6.1.1.1 Muffler outlet shall be directed to the right of the unit with the
tailpipe facing downward and slightly forward.
6.1.1.2 System shall be designed to ensure that the exhaust gases are not
drawn into the engine air intake.
6.1.2 The muffler shall be protected on top from spills and from damage at front
by a single piece of protective shield, which shall be bolted in place and
shall be readily removable for repairs to the exhaust system.
6.1.3 The exhaust pipe from the manifold to the muffler shall be constructed of
aluminized steel for diesel, properly sized for the engine in both diameter
and length.

6.2.1 On rear engine units, the air intake shall be ducted to draw air from outside
the engine compartment in a location where the intake will not draw in
exhaust fumes, water, excessive dust/dirt, or spilled product.
6.2.2 On all units, the air intake shall be no higher than the top of the cab or tank.
6.3 BACKUP ALARM
All fueling vehicles shall be equipped with an audible backup alarm with a
minimum sound level of 107 dB activated when transmission selector is in the
reversed position and ignition switch is on.

6.4 DRIVESHAFT LOOPS
Chassis main drive shafts shall include removable loops near each universal joint
capable of containing the shaft should such component fail.

6.5 VEHICLE REVERSING AIDS
A beeping alarm shall be provided when the reverse gear is selected as a warning
aid.
Additional optional reversing aids shall include:
6.5.1 Automatic obstruction sensor (ultrasonic) system

6.5.2 Push button on refueller rear for another person to give a warning to the
driver.
6.5.3 CAMERA/MONITOR
6.5.3.1 All refuellers barring a width greater than 110" shall be equipped
with a rear mounted camera and cab monitor as an option.
6.5.3.2 The camera shall be mounted on the upper rear center of the
refueller capable of viewing a wide angle of the entire area from the
rear bumper back.
Note: A hood shall be installed around the camera top and sides.
6.5.3.3 The monitor shall be mounted in the vehicle cab for clear viewing in
a location that will not obstruct the operator's normal sight of vision.
A wire rope isolator, or equivalent, shall be installed to absorb shock
and vibration.
6.6 ROOF PANEL
6.6.1 All refuellers and hydrant servicers with front servicing platforms shall be
equipped with a fixed glass panel located in the cab roof for underwing
positioning.
6.6.2 The panel shall be tinted, safety glass (shatter proof).
6.7 BEACON LIGHT
6.7.1 All refueling vehicles shall be equipped with an amber beacon light located
immediately behind the cab roof and mounted to the overturn rail or
subframe.
6.7.2 The light shall be wired through a toggle switch that will activate the light
when it is turned on.

6.8.1 All refueling vehicles for Avgas service shall be equipped with an air
supply system for servicing aircraft tires.
6.8.2 System shall include a x 50 yellow coiled air hose with appropriate
storage.
6.8.3 A S/S or Al tube shall be installed on the street side to stow the coiled hose.

6.9 SPEED LIMITERS
6.9.1 All units shall be equipped with speed limiters.

Note: Where units are required to be used off airport, speed limiters shall
not be provided.
6.9.2 Chassis speed shall be limited to approximately 30 mph.



7.0 INSPECTION & TESTING

CONTENTS



7.1.1 Chassis delivered to the tank manufacturer shall be thoroughly inspected for
damage and proper specifications as ordered.
7.1.1.1 Obvious damage must be noted on Bill of Lading at time of receipt
and ChevronTexaco notified of any damages or discrepancies.
7.1.1.2 Copies of all Bills of Lading shall be sent to the Manager of
Operations.
7.1.2 The manufacturer shall be responsible for proper storage and care of
ChevronTexaco trucks while at their location awaiting completion of tank
and related appurtenances.
Note: All tires shall be properly inflated at all times.
7.1.3 Manufacturer shall inspect all ChevronTexaco chassis' to determine that the
units have sufficient anti-freeze solution in the radiators for anticipated low
winter temperatures.
7.1.4 Chassis' delivered in the winter when roads are being salted shall be washed
by the manufacturer upon receipt to remove any salt accumulations.
7.2.1 All units shall be available for inspection at any reasonable time by
ChevronTexaco personnel during construction.
7.2.2 Manufacturer shall perform a complete functional test on each unit to insure
all systems of the unit are in working order.
Note: When units are not shipped immediately, they shall be retested
before shipment.
7.2.3 As a minimum, inspection and flow testing the lead unit of a domestic order
and all units destined for a foreign location, shall be witnessed by
ChevronTexaco personnel to ensure they meet the Performance
requirements of item 1.3 and as specified in item 7.3. Successful
completion of these tests is required prior to acceptance of the units.
7.3.1 The control system of units so equipped shall be adjusted as follows, and
the test of item 7.3.2.3 shall be conducted without further adjustment to the
control system.
Note: Nozzle screens shall be installed for all tests and the venturi shall be
adjusted immediately after the screen has been cleaned and
reinstalled.


7.3.1.1 Flow rate to be 300 gpm or maximum rated flow, whichever is less
through one reel hose.
7.3.1.2 Nozzle pressure (under fuel flow) as read at the underwing nozzle to
be 40 +/- 1 psi.

7.3.1.3 Nozzle sense pressure (venturi pressure) shall be +5 or -0 psi of the
actual reading at the nozzle.
7.3.2 The following tests shall be included:
7.3.2.1 Hydrostatic test of piping and components of complete unit to 150%
of working pressure psi for 30 minutes with no apparent leakage
through any joint.
7.3.2.2 Tanks will be hydrostatic-pressure tested to 5 psi and/or in
accordance with the latest NFPA Regulations and DOT 406.
7.3.2.3 Flow test shall meet the requirements of item 1.3.1. Record the
following pressures and flow rates at the manifold back pressures of
10 psi, 20 psi, 30 psi, and 40 psi.
Note: Filter elements shall be installed for this test and shall be replaced
at 20 psi differential on multi unit testing.
7.3.2.3.1 Pump discharge or hydrant system pressure.
7.3.2.3.2 Filter/differential pressure.
7.3.2.3.3 Hose inlet pressure.
7.3.2.3.4 Nozzle pressure.
7.3.2.3.5 Air reference pressure(s).
7.3.2.3.6 Fuel sense pressure.
7.3.2.3.7 Flow rate.
7.3.2.3.8 Venturi setting (number of turns from closed).
7.3.2.4 Pressure test shall meet requirements of item 3.6.1 and the
following:

7.3.2.4.1 ADJ UST VENTURI
Bleed all sense lines, gauge lines, and servo bleed
fittings. When air is purged, set flow rate at

maximum design flow rate. Adjust manifold back
pressure valve to 40 PSI. The primary control
pressure shall be raised slightly before adjusting the
venturi. No attempt shall be made to adjust the
venturi if the control valve is controlling. Adjust
venturi until nozzle pressure gauges read the same as
the manifold gauge. Record venturi settings, and
install tamper proof cover. After the venturi is
adjusted, lower the control pressure to 40 psi.

7.3.2.4.2 PRIMARY PRESSURE CONTROL
Induce back pressure until 42 PSI (control pressure)
is reached. Continue to close the back pressure valve
slowly. Manifold pressure shall not exceed 45 PSI at
any time as the valve is closed. Valve shall remain
stable within +or -2 PSI at 15% of design flow rate.

7.3.2.4.3 SECONDARY PRESSURE CONTROL
Raise primary reference pressure a minimum of 15
PSI, to "bypass" primary control from system.
Induce back pressure until 50-52 PSI is reached.
Adjust bias to 16 PSI, or desired bias. Continue to
close the back pressure valve. Manifold pressure
shall not exceed 53-55 PSI (3 PSI above secondary
setting) at any time as the valve is closed. Valve
shall remain stable within +or -2 PSI at 15% of
design flow rate.

7.3.2.4.4 VERIFY PRIMARY SYSTEM
With system pressure at 50-55 PSI, set manifold
valve to allow 10 to 15% of design flow rate. Reduce
primary reference pressure to set point determined in
7.3.2.4.1. Observe nozzle and manifold pressure.
Pressure shall return to 42 PSI +or -3 PSI.

7.3.2.4.5 ADJ UST OPENING TIME
Depress deadman, and observe the amount of time
from commencement of flow to 80% of full flow.
Opening time shall be a minimum of 10 seconds.

7.3.2.4.6 TEST OVERRUN
At rated flow, the overrun when the deadman is
released should not exceed 5% (i.e.: 15 gallons for
300 gpm unit).


7.3.2.4.7 TEST DIFFERENTIAL PRESSURE DETECTOR (if
equipped)
Establish full flow and open 3-way test valve slightly.
As differential increases to set point, observe
differential pressure and monitor flow. Flow should
stop and indicating device should actuate at set point.
Reset device and repeat test. Adjust if necessary.

7.3.2.4.8 TEST WATER DETECTION (if equipped)
Establish full flow and induce water into the sump
until the system shuts down. Measure the amount of
water induced (no more than 1 USG should be
required). Open the filter separator and again induce
equal amount of water and visually observe the float
or water detection device for proper operation and
shut down. Ensure pumping system and indicating
devices are functioning properly.



8.0 MANUALS

CONTENTS

8.1 DISTRIBUTION
8.2 CONTENTS

8.1 DISTRIBUTION
8.1.1 Prior to delivery of the first unit, a copy of a proposed OPERATING AND
MAINTENANCE MANUAL shall be forwarded, for review and approval,
to ChevronTexaco Global Aviation, Operations Manager or designee.
8.1.2 Upon unit completion two copies of the approved OPERATING AND
MAINTENANCE MANUAL shall be shipped with each unit to its ultimate
destination. One shall be hard copy and one shall be electronic.
8.1.3 Upon delivery of all units, one copy of the approved OPERATING AND
MAINTENANCE MANUAL for each tank group, shall be forwarded to
ChevronTexaco (address noted in 8.1.1).
Note: Delivery of the required number of approved manuals is part of this
specification and payment for the contracted units is contingent
thereon.
8.2 CONTENTS
All the OPERATING AND MAINTENANCE MANUAL shall include the
following:

8.2.1 Index
8.2.2 A list of all materials indicating make, model and number of valves, pumps,
meter, reels and sundry equipment. List shall include component
manufacturers' address.
8.2.3 Maintenance bulletins normally furnished and supplied by equipment
manufacturers.
8.2.4 Weight and Dimension drawings.
8.2.5 Final drawings indicating general layout and schematics of piping, electrical
and control circuits and equipment.
8.2.6 Chassis Manufacturers build sheet (Line Setting Ticket).
8.2.7 Body builder's own maintenance and operating instructions for the unit
involved.
8.2.8 Types of materials and their specifications used in fabrication.
8.2.9 Lubrication chart of chassis and applicable components.
8.2.10 Recommended pressure to be maintained in all tires.
8.2.11 Vapour recovery parts list and installation instructions per item 3.15.

8.2.12 Detailed adjustment and trouble-shooting instructions for pumping, pressure
control and fueling operation systems. These instructions shall include
details of pressure settings, clearance or other adjustments, as required.
8.2.13 Results of all flow tests per item 7.3.2.3and other tests required per item
1.3.
8.2.14 Warranty certificate clearly defining all coverage.
8.2.15 Certified copies of manufacturer's Certificate of Origin of tank shall be sent
to ChevronTexaco (address noted in 8.1.1).
8.2.16 Manual supplied to the Manager Engineering shall also include full-sized copies of
all construction and shop drawings utilized in construction of the unit.


APPENDIX A
GENERAL PIPING SCHEMATICS & COMPONENTS

CONTENTS

A.1 AVGAS REFUELLER 1000 USG
A.2 J ET REFUELLER 3000/5000/7000 USG (300 USGPM)
A.4 J ET REFUELLER 12000 USG (800 USGPM)
A.5 HYDRANT SERVICER (1000 USGPM)


A.1 AVGAS REFUELLER 1000 USG
S.No. Qty DESIGNATION DN REFERENCE BRAND

01 1 SS PAF Manhole Assembly w/ Vents 20 BETTS, or equal

03 1 Air Operated Tank Vent w/ Vapor Hood 5 BETTS, or equal

04 1 Air Operated Emergency Valve w/ Screen THIEM, or equal

05 1 Internal Emergency Valve 3 F 614 A THIEM, or equal

06 1 TTMA Flanged Gate Valve 3 ALLEGENY, or equal

07 1 Pneumatic Wafer Valve 3 BETTS, or equal

08 1 Bottom Loading Adapter 2 1611-A OPW kamvalock

09 1 Bottom Loading Adapter Dust Cover 2 AVGAS - FJORD DC 2.0 (BLUE)

10 2 4" Pressure Gauge 0-150 psi min. MARSH, or equal
for :
- Pump Pressure
- Hydraulic Pressure

11 1 Ball Valve APOLLO, or equal

12 1 Ball Cone Check Valve APOLLO, or equal

13 1 Line Strainer STEINEN, or equal

14 1 Level Sensor F 613 THIEM, or equal


16 /

17 /

18 /

19 1 Strainer w/ 80 Mesh Screen 2 ALLEGENY

20 1 Centrifugal Pump 2 02 D1 GORMAN RUPP

21 /

22 /

23 1 Filter Water Separator 2 VELCON, or equal

24 1 Fuel Cartridges 2 VELCON, or equal

25 1 Air Eliminator ARMSTRONG

26 1 Pressure Relief Valve HYDRO-SEAL, or equal

27 1 Differential Pressure Gauge GAMMON (GTP-534-
30AH)


28 1 3-Way Ball Valve APOLLO, or equal

29 3 1/4 Ball Valve APOLLO, or equal

30 5 Quick Coupler GAMMON (GTP-992-
4M)
Dust Plug GAMMON (GTP-150)

31 2 Pressure Gauge 0-150 psi, min. 2 MARSH, or equal

32 /

33 1 Meter w/ Counter with electronic read out 2 700-15 TCS
& Ticket Printer
34 /

35 /

36 1 Ball Valve 2 NORRIS (M1011-131B-
1A)

37 /

38 /

39 /

40 /

41 /

42 /

43

44 1 Hose Reel w/ Hydraulic Rewind 2 HANNAY, or equal

45 1 Aircraft Fueling Hose 1 EN 1361 Type C GOOD YEAR

46 1 Overwing Fueling Nozzle 1 295 SA OPW

47 1 Water Drain Valve, Cable Operated w/Tee 1 MORRISON, or equal
Handle


49 4 CAMVOLOK Adapter OPW, or equal

50 4 CAMVOLOK Dust Cap OPW, or equal

51 3 Ball Valve w/ Spring Return APOLLO, or equal

52 1 Recovery Tank 35USG Stainless Steel KNAPPCO, or equal

53 1 Fill Cover Stainless Steel


54 1 Tee Vent MORRISON, or equal

55 1 Liquid Storage Capacity Gauge w/ Float ROCHESTER, or equal

56 1 Closed Circuit Fuel Sampler w/ Shell Water TITAN
Detector

57 1 Palm Valve w/ Spring Return HUMPHREY

58 /

59 /

60 /

61 /

62 /

63 /

64 /

65 /

66 /

67 /

68 1 Sight Flow Indicator TITAN

69 /

70 /

71 /

72 /

73 /

74 /

75 /

76 /

77 1 Quick Disconnect LL4 - K26 - 146 HANSEN or equal
Metal Dust Cap PDC - 4 - HK HANSEN or equal
Nipple SCHEDULE 80

78 /

79 1 Overwing Fueling Nozzle Dust Cap 1 SFN/ 1.5 J (BLACK) FJORD



82 2 Vapour recovery system

83 2 Fire extinguisher 20lbs, BC type



45
Interlock Points
Fuelling pressure gauge
48
20
23
49
30
50 US GPM AVGAS REFUELLER - for 1000 GALLONS
26
47
07
30
33
36
46
51
25
19
PTO
50
27
79
49 50
05
82
82
01
08
09
10
11
12
13
24
Hydraulic tank
29
30
31
49
51
50
2nd High level detector line
06
Bottom loading
Drain point
77
14
Printer
Large Display LCD
83
50
52
51
49
53
54
55
56
57
28
Vapour recovery
NC
68


S.No Qty. DESIGNATION DN REFERENCE BRAND


02 2 SS Manhole Inspection cover 20 BETTS, or equal


04 1 Air Operated Emergency Valve w/ Screen 4 THIEM, or equal




08 1 Bottom Loading Adapter 3 THIEM or CARTER

09 1 Bottom Loading Adapter Dust Cover 3 JET - FJORD DC 2.5/3 (BLACK)

10 4 4" Pressure Gauge 0-150 psi, min. MARSH, or equal
for :
- Air Reference
- Fuel Reference
- Pump Pressure




14 1 Jet Level Sensor F 613 THIEM, or equal


16 1 Air-spring Operated Wafer Valve 3 BETTS

17 1 Wafer Valve w/ Interlock Handle 3 BETTS, or equal

18 1 Swing Check Valve w/ Spring Return 3 KNAPPCO, or equal



21

22 1 Deadman/Secondary Pressure Control Valve 3 F 370 THIEM, or equal






27 1 Differential Pressure Gauge GAMMON (GTP-534-30A)



4M)


32 2 Meter w/ Counter with electronic readout 3 700-35 TCS
& Ticket Printer
33 /

34 1 Venturi 3 F 527 THIEM, or equal

35 /

36 2 Ball Valve 3 NORRIS (M1011-131B-1A)

37

38 2 Hose Reel w/ Hydraulically Rewind 3 TITAN

39 2 Aircraft Fueling Hose 50 ft 2 EN 1361 Type C GOOD YEAR

40 2 Underwing Fueling Nozzle 2 THIEM, or equal

41 2 Underwing Nozzle Dust Cap 2 FJORD SPR - T (THIEM)
FJORD SPR - C (CARTER)
42 /

43 /

44 1 Hose Reel w/ Hydraulically Rewind 2 HANNAY, or equal

45 1 Aircraft Fueling Hose 50 ft 1 EN 1361 Type C GOOD YEAR

46 1 Overwing Fueling Nozzle 1 295 SAJ OPW

Handle







52 1 Recovery Tank 35 USG Stainless Steel KNAPPCO, or equal




Detector


58 1 Additive Injector System 3 600-1S HAMMOND or equal

59 1 Sight Flow Indicator w/ 5-Way Valve HAMMOND, or equal

60 1 20 Gallon Prist Container w/ Siphon Tube PPG HAMMOND, or equal
Assembly

61 /

62 /

63 /

64 /

65 /

66 /

67 /


69 /

70 /

71 /

72 /

73 /

74 /

75 /

76 /

Nipple SCHEDULE 80



78 /





300 GPM AVJET REFUELLER - for 3000 / 5000 / 7000 GALLONS

Interlock Points
20
04
23
49
30
26
30
32
51
25
19
PTO
50
27
05
03
02
08
09
10
11
13
24
Hydraulic tank
49
51
50
06
Bottom loading
14
Printer
12
39
42
40
77
45
36
46
79
77
41
38
32
01
02
22
18
17
DEFUELLING
DEFUELLING
45
36
46
79
77
16
NO
INJ ECTOR/SPOOL
INJECTOR
SYSTEM
5-WAY
VALVE
SIGHT
FLOW
INDICATOR
60
59
58
20 GALLON
PRIST CONTAINER
W/SIPHON TUBE
34
50
52
51
49
53
54
55
56
57
28
Large Display LCD
83
07
NC
48
47
49 50
Drain point
Large Display LCD
68






04 1 Air Operated Emergency Valve w/ Screen 6 THIEM, or equal






for :
- Air Reference
- Fuel Reference
- Pump Pressure











21



24 Fuel Cartridges VELCON, or equal





27 1 Differential Pressure Gauge GAMMON (GTP-534-30A)



4M)


32 1 Meter w/ Counter with electronic readout 4 LC
& Ticket Printer
33 /


35 /

36

37


39 2 Aircraft Fueling Hose 50 2 EN 1361 Type C GOOD YEAR


FJORD SPR - C (CARTER)
42 3 Ball valve 3 NORRIS
42a 1 Ball valve 4 NORRIS

43 /

44 /

45 /

46 /

Handle






52 1 Recovery Tank 35 Gallons Stainless Steel KNAPPCO, or equal




Detector




Assembly

61 1 Venturi 4 THIEM, or equal

62 / Link hose 10 ft 4 EN 1361 Type C GOOD YEAR

63 1 Swivel Joint 4 THIEM, or equal

64 2 Aircraft refuelling deck hose 20 ft 21/2 EN 1361 Type C GOOD YEAR

65 /

66 /

67 /


69 /

70 /

71 /

72 /

73 /

74 /

75 /

76 /



Nipple SCHEDULE 80

78 /




800 GPM AVJET REFUELLER - for 7000, 8000 & 10 000
GALLONS

Interlock Points
48
20
04
23
49
30
26
47
30
51
25
19
PTO
50
27
49 50
05
03
02
08
09
10
11
13
24
Hydraulic tank
49
51
50
06
Bottom loading
Drain point
14
Printer
12
39
42
40
77
41
38
32
01
02
22
18
17
DEFUELLING
DEFUELLING
16
64
40
64
40
Platform
41
41
63
62
Emergency stop
42
42
42a
77
NC
NO
61
34
Large Display LCD
07
08
10
Test facility
83
INJ ECTOR/SPOOL
INJECTOR
SYSTEM
5-WAY
VALVE
SIGHT
FLOW
INDICATOR
60
59
58
20 GALLON
PRIST CONTAINER
W/SIPHON TUBE
50
52
51
49
53
54
55
56
57
28
07
NC
68
48
47
49
50
Drain point


A.4 J ET REFUELLER 12000 USG (800 USGPM) - 5000 USG MAIN UNIT




04 1 Air Operated Emergency Valve, Tee shape 6 THIEM, or equal






for :
- Air Reference
- Fuel Reference
- Pump Pressure











21



24 Fuel Cartridges VELCON, or equal





27 1 Differential Pressure Gauge GAMMON (GTP-534-
30A)



30 5 Quick Coupler GAMMON (GTP-992-4M)


& Ticket Printer
33 /


35 /

36

37


39 2 Aircraft Fueling Hose 50 2 EN 1361 Type C GOOD YEAR


FJORD SPR - C
(CARTER)
42 3 Ball valve 3 NORRIS
42a 1 Ball valve 4 NORRIS

43 /

45 /

45 /

46 /

Handle







52 1 Recovery Tank 35 Gallons Stainless Steel KNAPPCO, or equal




Detector




Assembly


62 / Link hose 10 ft 4 EN 1361 Type C GOOD YEAR


64 2 Aircraft refuelling deck hose 20 ft 21/2 EN 1361 Type C GOOD YEAR

65 /

66 /

67 /


69 /

70 /

71 /

72 /

73 /

74 /

75 /

76 /



Nipple SCHEDULE 80

78 /




7000 USG TRAILER UNIT
S.No Qty DESIGNATION DN REFERENCE BRAND

101 1 Aluminium Tank 7,000 US Gallons

102a 1 SS PAF Manhole Assembly w/ Vents 20 BETTS, or equal
102b 1 SS Manhole Inspection cover 20 BETTS, or equal

103 2 Vent 3 BETTS, or equal

1 Level sensor

105 1 Manual foot valve 3

106 1 Tank drain ball valve 2 NORRIS, or equal

107 1 Quick coupling c/w dust cap 2

108

109

110 1 Elastical connection 6 ELAFLEX, or equal

111a 1 Bottom Loading Adapter 3 THIEM or CARTER
111b 1 Bottom Loading Adapter Dust Cover 3 JET - FJORD DC 2.5/3 (BLACK)

112 1 Pneumatic foot valve 6 PBV150/150 BFL90 HAAR, or equal

113 1 Pneumatical ball valve 3 NORRIS, or equal

114 1 Pressure gauge with quick disconnect 4

115.b 1 Depressuring check valve0.5 bar 3/8
115a 1 Isolating ball valve 3/8

116 1 Isolating Ball valve 6 NORRIS, or eqaul

117 1 Connecting hose length =2.1 m 4 TWE Type E ELAFLEX, or equal

118 1 Trailer adapter 4

119 1 Swivel joint 4

120 2 Extinguisher 9kg BC Type dry powder


800 GPM AVJET REFUELLER - 5000 USG Refueller for 12 000 GALLONS

Interlock Points
48
20
04
23
49
30
26
47
30
51
25
19
PTO
50
27
49 50
05
03
02
08
09
10
11
13
24
Hydraulic tank
49
51
50
06
Bottom loading
Drain point
14
Printer
12
39
42
40
77
41
38
32
01
02
22
18
17
DEFUELLING
DEFUELLING
16
64
40
64
40
Platform
41
41
63
62
Emergency stop
42
42
42a
77
NC
NO
61
34
Large Display LCD
07
08
10
Test facility
83
INJ ECTOR/SPOOL
INJECTOR
SYSTEM
5-WAY
VALVE
SIGHT
FLOW
INDICATOR
60
59
58
20 GALLON
PRIST CONTAINER
W/SIPHON TUBE
50
52
51
49
53
54
55
56
57
28
07
NC
68
48
47
49
50
Drain point
64
13
43
Trailer suction


103
102a 103 102b
106
104
101
105
112
107
110
119
116
115.b
115
115a
117
118
120
800 GPM AVJET REFUELLER - 7000 USG Trailer for 12 000 GALLONS
111a
111b
113
NC
114

A.4 HYDRANT SERVICER (1000 USGPM)

01 N/A

03 N/A

04 N/A

05 N/A

06 N/A

07 N/A

08 N/A

09 N/A

10 N/A

11 N/A

12 N/A

13 N/A

14 N/A

15 N/A

16 N/A

17 N/A

18 N/A


20 N/A

21 N/A

22 N/A

23 1 Filter Water Separator Vessel 6 VELCON, or equal


25 1 Air Eliminator 11AV ARMSTRONG


27 1 Differential Pressure Gauge GTP-534-30AH GAMMON




4M)


& Ticket Printer
33


35 /

36

37 1 Swivel Joint 4

38 1 Hose Reel w/ HydraulicRewind 3 TITAN AVIATION

39 1 Aircraft Fueling Hose 50 2 EN 1361 Type C GOOD YEAR, or equal


FJORD SPR - C
(CARTER)
42a 1 Ball valve 4
42b 1 Ball valve 3

43 N/A

44 N/A

45 N/A

46 N/A

47 N/A

48 N/A




52 1 Recovery Tank Stainless Steel KNAPPCO, or equal






Detector


58 N/A

59 N/A

60 N/A


62 /


64 /

65 /

66 /

67 1 5 Gal. Surge Suppressor w/ charge pressure gauge GREER


69 1 High level Float Switch

70 Castor Assemblies w/ lifting handles

71 1 Aircraft Refuelling Hydrant Hose 4 EN1361 Type C GOOD YEAR or equal

72 1 Hydrant Coupler w/ Primary Pressure Control

73 N/A

74 1 Twin Sensing Hose Reel

75 N/A

76 1 Ball Valve w/ throttle handle 4

77 N/A

78 1 Hydrant Coupler Dust Cap

79 N/A

80

81

82


83 2 Fire Extinguishers 20 lb

84 1 Isolating valve

85 1 Pneumatic depressurizing Valve NF

86 1 Automatic depressurizing Valve NO 3/8

87 2 Depressurizing Check Valve



B. CHASSIS SPECIFICATION STANDARDS

CONTENTS

B.1 GENERAL
B.1.1 Scope
B.1.2 Design and Performance

B.2 CHASSIS COMPONENTS
B.2.1 Engine
B.2.2 Transmission
B.2.3 Driveline
B.2.4 Rear Axle, Wheels and Suspension
B.2.5 Front Axle, Wheels and Suspension
B.2.6 Chassis Frame
B.2.7 Chassis Cab
B.2.8 Brake System
B.2.9 Steering
B.2.10 Electrical
B.2.11 Mirrors
B.2.12 Glass
B.2.13 Fuel System
B.2.14 Heaters
B.2.15 Cooling System
B.2.16 Tow Hooks
B.2.17 Hourmeter

B.3 COLOURS AND MATERIALS
B.3.1 Exterior
B.3.2 Interior


B.1 GENERAL
B.1.1 SCOPE
B.1.1.1 This specification outlines the general truck chassis
requirements for aircraft refueling equipment used by
ChevronTexaco Global Aviation.
B.1.1.2 To provide minimum chassis manufacturer specifications
and optional equipment necessary for maintaining overall
standardization and re-chassis compatibility. The refueller
manufacturer shall become conversant with these specifications
prior to bidding. Any errors, discrepancies, omissions or
ambiguities must be indicated by the manufacturer in his/her bid
proposal.
B.1.1.3 Refueller manufacturers shall provide specifications not
provided here within or changes that will result in the best overall
functional unit capable of safely performing its intended purpose.
B.1.2 DESIGN AND PERFORMANCE
B.1.2.1 All chassis' shall incorporate the latest in design and "State of the
Art" technology available from the manufacturer. The chassis
selections shall provide optimum vehicle operation and maximum
reliability. The refueller manufacturer shall recommend and submit
equipment changes new for the model year that will result in a better
overall functional unit.
B.1.2.2 All chassis' shall conform to all applicable DOT, State and Local
regulations.
B.1.2.3 The chassis shall have the proper gross vehicle weight rating
(GVWR) and gross axle weight ratings (GAWR) for the intended
laden weight application.
B.1.2.4 Minimum allowable wheelbase shall be selected for maximum
maneuverability.
B.1.2.5 Weight distributions shall not exceed the ratings certified by the
original equipment manufacturer (OEM) of the components.
B.1.2.6 The laden weight shall not exceed the vehicle's GVWR or the
GAWR for each axle as certified by the chassis OEM.
B.1.2.7 Chassis height shall be maintained as low as possible so that the
overall height of the completed unit does not exceed 110".

B.1.2.8 Units of 5000 gallons or less shall be capable of being titled
and registered and driven on public roadways with or without
reduced payloads.
B.2 CHASSIS COMPONENTS
B.2.1 ENGINE
B.2.1.1 The engine shall be diesel powered internal combustion type
properly sized with the transmission and all other necessary
components. The engine horsepower and torque shall be rated to
meet all the performance requirements of the vehicle. The
horsepower rating shall be in line with the following:
Hydrant Servicer & 1000 gallon Refuellers - smallest
available from chassis mfg.
2,000 & 3,000 gallon Refuellers - approximately 175
horsepower.
5,000 gallon Refuellers - approximately 190 horsepower.
10,000 gallon Refuellers - approximately 210 horsepower.

B.2.1.2 Any part of the engine that is exposed from the rear of the cab shall
be covered with a removable aluminium or stainless steel cover.
The cover shall be designed and configured for proper ventilation
and to divert any product fuel that may leak or spill away from the
engine and any of its components.
B.2.2 TRANSMISSION
B.2.2.1 The transmission shall be an automatic with lock-out properly sized
with the engine and all other necessary components. The
transmission shall be rated to meet all the performance requirements
of the vehicle. For medium and heavy duty chassis, the World
Transmission series shall be used.
B.2.2.2 Any part of the transmission that is exposed from the rear of the cab
shall be covered with a removable aluminium or stainless steel
cover. The cover shall be designed and configured for proper
ventilation and to divert any product fuel that may leak or spill away
from the transmission and any of its components.
B.2.2.3 The transmission shall include a neutral safety switch to prevent the
engine from starting unless the transmission selector is in the neutral
or park position.
B.2.3 DRIVELINE
Whenever available, all items of the driveline shall be specified to be of the
heaviest duty available from the chassis manufacturer. This shall include
the driveshaft(s), yolks, universal joints and hanger bearings.


B.2.4 REAR AXLE, WHEELS AND SUSPENSION
B.2.4.1 The rear axle and suspension shall be properly rated to
provide a satisfactory rear GAWR. The GAWR shall be determined
by the lowest rated capacity of the tires, brakes, wheels, suspension
and axle.
B.2.4.2 The axle ratio and tire size shall be properly selected to obtain the
lowest possible geared road speed.
B.2.4.3 The rear wheel and tire assembly shall be properly selected
to meet the requirement of B.2.4.1 and B.2.4.2 above. Split ring
wheels shall be avoided whenever possible. The tires shall be of an
all-season type tread design and shall be of equal size and type as
the front whenever possible.
B.2.5 FRONT AXLE, WHEELS AND SUSPENSION
B.2.5.1 The front axle and suspension shall be properly rated to
provide a satisfactory front GAWR. The GAWR shall be
determined by the lowest rated capacity of the tires, brakes, wheels,
suspension and axle. The front GAWR shall not be less than the
vehicles front laden weight.
B.2.5.2 The front wheel and tire assembly shall be properly selected
to meet the requirement of B.2.5.1 above. Split ring wheels shall be
avoided whenever possible. The tires shall be of an all-season type
tread design and shall be of equal size and type as the rear whenever
possible.
B.2.6 CHASSIS FRAME

B.2.6.1 The frame shall be of adequate strength and rigidity to allow
the vehicle to properly operate at the rated GVWR.
B.2.6.2 The frame shall have the proper yield strength (YS), section
modules (SM), and resistance bending moment (RBM) for the
vehicle's application.
B.2.6.3 The frame shall be a continuous formed steel channel. Only
inverted "L" inner or outer channels are permitted to obtain the
required section modules.
B.2.7 CHASSIS CAB
B.2.7.1 All cabs shall conform with the latest State and Federal
requirements.

B.2.7.2 Medium and heavy duty chassis cabs shall be a conventional type
with a tilting front hood assembly.
B.2.7.3 Cab entrances or steps shall not exceed a height of 16" from the
ground and where steps are required, a cab entrance assist handle
shall be provided.
B.2.7.4 All refuellers with front lift decks, requiring a custom cab, shall
have an all stainless steel cab assembly.
B.2.7.5 Mud flaps shall be installed behind front wheels.
B.2.8 BRAKE SYSTEM
B.2.8.1 All chassis' shall be equipped with front and rear full service and
rear emergency brake system conforming with the latest State and
Federal requirements.
B.2.8.2 Medium and heavy duty chassis' shall be equipped with an air
service brake system and spring set air released parking brake.
B.2.8.3 Light duty chassis' shall be equipped with a power assisted dual
hydraulic service brake system and a mechanically set and release
parking brake.
B.2.8.4 All air brake systems shall be equipped with an engine
driven air compressor having no less than the maximum CFM
displacement available from the manufacturer and shall include the
following options:
* Pull type air tank drains with cables
* Bendix heated air dryer
* Automatic slack adjusters

B.2.9 STEERING
The vehicle shall be equipped with an integral hydraulic power assisted
steering system as available from the chassis manufacturer.

B.2.10 ELECTRICAL
B.2.10.1 All chassis' shall be equipped with a 12 volt negative ground
integral system.
B.2.10.2 All Chassis shall be equipped with a properly rated battery
disconnect switch located near the battery enclosure forward the rear
of the cab readily accessible and properly labeled.
B.2.10.3 Batteries shall be maintenance free type having no less than
the maximum cold cranking amperage (CCA) available from the

chassis manufacturer and shall be mounted outside forward the rear
of the cab with adequate hold-downs and cover(s). Easy service
access shall always be maintained.
B.2.10.4 The alternator output shall be no less than the highest
amperage available from the chassis manufacturer capable of high
output at engine idle.
B.2.11 MIRRORS
B.2.11.1 Heavy duty chassis cabs with front mounted lift decks or
truck trailer combination shall be equipped with the following:
* Dual 7" x 16" West Coast type stainless steel or aluminium
heated side view mirrors with right hand electric controlled
from inside cab.
* Dual 8" convex stainless steel mirrors mounted under each
primary mirror for a clear and complete view of both sides.

B.2.11.2 Medium chassis cabs shall be equipped with the following:
* Dual 7" x 16" West Coast type stainless steel or aluminium
heated side view mirrors.
primary mirror for a clear and complete view of both sides.

B.2.11.3 Light duty chassis cabs shall be equipped with the following:
* Largest dual side view mirrors available from the chassis
manufacturer.
side view mirror for a clear and complete view of both sides.
If the standard right-hand is of the slight convex type then no
additional mirror is required for that side.

B.2.11.4 All cab doors shall be reinforced at the point of mirror
attachment.
B.2.12 GLASS
All windows shall be tinted safety glass.

B.2.13 FUEL SYSTEM
B.2.13.1 Medium and heavy duty chassis cabs shall be equipped with
a single 30 gallon fuel tank located on the right-hand side of the
vehicle easily accessible for filling.
B.2.13.2 Light duty chassis cabs shall be equipped with a single tank
of the largest capacity available from the chassis manufacturer.

B.2.13.3 All fuel filler caps shall be attached to prevent loss. No
device shall be welded, riveted or bolted to the tank.
B.2.13.4 All fuel tanks shall be properly vented and the fuel filler
necks shall be designed to allow normal full flow fueling to its
maximum capacity.
B.2.13.5 All fuel tanks shall have a permanent label with
approximately one (1) inch letters located at the fuel filler as
follows:
B.2.13.5.1 Diesel powered units shall have a green label with
white letters stating "Diesel Fuel Only."
B.2.13.5.2 Gasoline powered units, when specified, shall have a
red label with white letters stating "Unleaded Gasoline
Only."
B.2.13.6 All exposed tank filler necks shall have a 4" x 4" square
mount around the filler area. This mount shall be painted green for
diesel fuel and when specified, red for gasoline.
B.2.13.7 All chassis shall be equipped with metallic reinforced
engine fuel jumper lines leading into and within the engine
compartment firewall.
B.2.14 HEATERS
B.2.14.1 All chassis cabs shall be equipped with fresh air heater and
defroster unless otherwise specified.
B.2.14.2 All chassis' (for vehicles destined for service in the U.S.)
shall be equipped with a 110 volt engine block heater from the
chassis' manufacturer.
B.2.15 COOLING SYSTEM
All chassis cabs shall be equipped with the maximum capacity radiator
available from the manufacturer.

B.2.16 TOW HOOKS
All chassis' shall be equipped with front two hooks capable of pulling the
intended laden unit.

B.2.17 HOURMETER
All chassis cabs shall be equipped with an electric engine hourmeter with
vibration damper installed on the dashboard and shall be operated by an
engine oil pressure switch.


B.3 COLOURS AND MATERIALS
B.3.1 EXTERIOR
To avoid painting the chassis cab, every effort should be taken to have the
chassis painted at the factory with PPG DUHS Delta Fleet Line or an
equivalent polyurethane enamel of equal colour:

Cab to be: White, PPG Part #90724

B.3.2 INTERIOR
Cab interiors shall be specified in the following colours and material:

B.3.2.1 Charcoal gray or equivalent dark colour
B.3.2.2 HD vinyl bench seat
B.3.2.3 Floor Covering: Black Rubber


C. PAINT & PAINTING STANDARDS

CONTENTS

C.1 GENERAL
C.1.1 Scope
C.1.2 Workmanship

C.2. MATERIAL
C.2.1 General
C.2.2 Paint Properties
C.2.3 Handling
C.2.4 Mixing and Thinning
C.2.5 Colour Codes
C.2.6 Manufacturers

C.3. SURFACE PREPARATION
C.3.1 General
C.3.2 Abrasive Blast Cleaning
C.3.3 Pretreatments
C.3.4 Maintenance Preparation

C.4. PAINT APPLICATION
C.4.1 General
C.4.2 Factors Affecting Application
C.4.3 Spray Application
C.4.4 Maintenance Painting
C.4.5 Non-Painted Items
C.4.6 Non-Skid Areas

C.5. PPG PAINTS
C.5.1 General
C.5.2 Purchasing
C.5.3 Paint Codes and Part Numbers
C.5.4 Corporate Office

C.6. PPG TOUCH-UP PAINTS
C.6.1 General
C.6.2 Purchasing
C.6.3 Paint Colours and Codes

C.7. PAINT SCHEMES
C.7.1 General
C.7.2 Tank Stripes


C.1 GENERAL
C.1.1 SCOPE
C.1.1.1 This specification outlines the general requirements for the paint
specifications of aircraft refueling equipment used by
C.1.1.2 This specification covers the various paint schemes used for aircraft
refueling equipment.
C.1.2 WORKMANSHIP
C.1.2.1 All work required by this specification shall be performed in
accordance with the manufacturer's recommendations where not
covered by instructions in this specification.
C.1.2.2 The finished product shall be in the schemes specified in C.7.
Painted surfaces shall be of a smooth high quality luster, free from
fisheye, orange peel, runs and sags, intercoat abrasion marks, dirt
and dust.
C.1.2.3 All colour change lines shall be straight or have even curves. These
lines shall be free of smears and overspray with a smooth finish.
C.2 MATERIALS

C.2.1 GENERAL

C.2.1.1 The use of paints other than those specified herein, require
Department approval.
C.2.1.2 The paint specified herein, are formulated for use in
automotive finishes and are commercially available.
C.2.2 PAINT PROPERTIES
A high quality, single stage, polyurethane enamel shall be used.

C.2.2.1 The product must have good spraying properties, shall dry under
normal atmospheric conditions, and shall not fade or darken in
service.
C.2.2.2 The product shall have sufficient flexibility to withstand all
atmospheric conditions, retain its bond to undercoats, and withstand
contact with petroleum fuels and oils and synthetic hydraulic oils
without dirt retention or stains.

C.2.2.3 Drying time shall be as per manufacturer's recommendation.
C.2.3 HANDLING
C.2.3.1 All paint shall be delivered to the shop in original, unopened
containers with labels intact. Minor damage to containers is
acceptable provided the container has not been punctured or the lid
seal broken.
C.2.3.2 All containers of paint shall remain unopened until required for use.
Those containers, which have been previously opened, shall be used
first.
C.2.3.3 Paint that has livered, gelled, or otherwise deteriorated
during storage shall not be used.
C.2.3.4 The oldest paint of each kind shall be used first. Paint shall
be used before its shelf life has expired.
C.2.4 MIXING AND THINNING
C.2.4.1 All ingredients in any container of paint shall be thoroughly
mixed before use and shall be agitated often enough during
application to keep the paint uniform.
Note: The paint shall be mixed in a manner, which will insure the break-
up of all lumps, complete dispersion of pigment, and a uniform
composition. Paint shall be carefully examined after mixing for
uniformity and to verify that no unmixed pigment remains on the
bottom of the container.
C.2.4.2 All pigmented paint shall be strained after mixing when pouring into
the spray pot. Strainers shall remove skins and undesirable mater
but not the pigment.
C.2.4.3 Where a skin has formed in the container, the skin shall be
cut loose from the sides of the container, removed and discarded. If
the volume of such skins are more than 2% of the remaining paint,
the paint shall not be used.
C.2.4.4 Catalysts, which are separately packaged, shall be added to
the base paint only after the latter has been thoroughly mixed.
Note: Proper volume of the catalyst shall then be slowly poured into the
required volume of base with constant agitation. Do not pour off the
liquid, which has separated from the pigment, and then add the
catalyst to the settled pigment to aid mixing. The mixed catalyzed
paint cannot be stored, and unused portions shall be discarded at
the end of each working day. The mixture shall be used within the

pot life specified by the manufacturer. Therefore, only enough paint
should be catalyzed for prompt use.

C.2.4.5 The type of thinner of reducer shall comply with the Manufacturers
instructions. In no case shall more thinner or reducer be added than
that recommended by the Manufacturer's instructions.
C.2.4.6 The thinner or reducer shall be added slowly to paint during
the mixing process.
C.2.4.7 The thinners or reducers shall be procured from the
Manufacturer who furnishes the paint.
C.2.4.8 The primer and finish coat of each system shall be from the
same Manufacturer.
C.2.5 COLOUR CODES
The part numbers used to designate the colours used in Automotive Finishes
for ChevronTexaco Global Aviation is as follows:

White: 90724
Red: 72095
Dark Gray: 34849

C.2.6 MANUFACTURERS
PPG shall always be considered to be the primary manufacturer approved
by ChevronTexaco Global Aviation. Materials used by another
Manufacturer must be approved by ChevronTexaco Global Aviation.

C.3 SURFACE PREPARATION
C.3.1 GENERAL
C.3.1.1 Before applying any coat of paint, all contamination, loose
paint, rust, mill scale, oil, grease, dirt, dust, chemicals, weld scale,
loose splatter and flux are to be removed. Surfaces shall be primed
the same day that the surface is prepared and prior to any
degradation of surface condition.
C.3.1.2 All areas of new stainless steel material shall be cleaned and
sanded prior to pretreatments following the paint Manufacturers
instructions.
C.3.1.3 Existing coatings shall be roughened prior to painting when
necessary for the development of proper intercoat adhesion.
Undercoats having a glossy surface, which detrimentally affects the
adhesion of the subsequent coat, shall be treated by mild surface

abrasion, solvent treatment, or other suitable processes, which will
not cut through or detract from the performance of the underlying
paint.
C.3.1.4 Cleaning and painting shall be scheduled to prevent dust or other
contaminants from contacting wet, newly - painted surfaces.
Surfaces not intended to be painted shall be suitably protected from
the effects of cleaning and painting operations.
C.3.2 ABRASIVE BLAST CLEANING
C.3.2.1 Commercial blast cleaning may be used in lieu of power or hand
tool cleaning. All items requiring abrasive blast cleaning shall be
prepared and primed in the shop or off-site prior to set up.
C.3.2.2 Acceptability of abrasive blast cleaning quality shall be by
visual examination using SSPC or NACE standards or by copper
sulfate test.
C.3.2.3 In congested areas where sand blasting for tanks and piping
is required and would destroy or prohibit other functional
components from working, the use of an approved phosphoric acid
metal preparation may be used.
C.3.3 PRETREATMENT
C.3.3.1 When specified, the surface shall be pretreated prior to application
of the prime coat of paint.
C.3.3.2 When chemical pretreatments are used, sufficient time shall
elapse between pretreatment and application of the primer to permit
any chemical action to be completed and the surface to dry. Two
component pre-treatments shall be applied within the specified
interval after mixing. Proprietary pretreatments shall be of the
Manufacturers specifications.
C.3.4 MAINTENANCE PREPARATION
C.3.4.1 Only loose, cracked, brittle, or non-adherent paint shall be removed
unless otherwise specified. Cleaning shall be performed 2" beyond
the damaged areas in all directions or until tightly adhered paint is
obtained. Where the remaining paint is thick, all exposed edges
shall be feathered. Spot cleaning shall be conducted in a manner,
which will minimize damage to sound paint. Rust spots shall be
thoroughly cleaned and the edges of all paint shall be scraped back
to sound material.
C.3.4.2 The Contractor shall have the option to remove all old paint
from areas where the amount of damage or loose paint is excessive.

C.3.4.3 Areas of rust penetration shall be cut out and shall extend to
where sound metal is obtained. New material shall be welded in
welds ground down and the surface preparation as noted in C.3.4.1.
C.4 PAINT APPLICATION
C.4.1 GENERAL
All paints shall be applied following manufacturer's recommendations.

C.4.2 FACTORS AFFECTING APPLICATION
C.4.2.1 TEMPERATURE
Paint shall not be applied when the temperature of the steel, or paint,
or air temperature is below or above the manufacturers
recommendation.

C.4.2.2 MOISTURE
Paint shall not be applied in rain, wind, snow, fog, or mist or when
the steel surface temperature is less than 5 F above the dew point.
Paint shall not be applied to wet or damp surfaces.

C.4.2.3 HUMIDITY
Paint shall not be applied when humidity is below the minimum or
exceeds the maximum recommended by the manufacturer.

C.4.2.4 DAMAGE
Damaged areas of paint which are detrimental to the service life
shall be removed, surface again prepared and repainted with the
same number of coats of paint of the same kind as the undamaged
area.

C.4.2.5 CONTINUITY
To the maximum extent practical, each coat of paint shall be applied
as a continuous film of uniform thickness free of pores. All thin
spots or areas missed in the application shall be repainted and
permitted to dry before next coat of paint is applied.

C.4.2.6 THICKNESS
Primer coat(s) shall be within a thickness range specified by the
manufacturer but not less than 1.5 mils. The finish coat of paint
shall be within the thickness range specified by the manufacturer but
not less than 2.0 mils.


C.4.2.7 RECOATING
Each coat of paint shall be in a proper state of cure or dryness before
the application of the succeeding coat. The time interval between
coating applications shall be in compliance with manufacturers
instructions.

C.4.3 SPRAY APPLICATION
C.4.3.1 The equipment used shall be suitable for the intended purpose, shall
be capable of properly atomizing the paint to be applied, and shall
be equipped with suitable pressure regulators and gages. The
equipment shall be maintained in proper working conditions.
C.4.3.2 The air caps, nozzles, and needles shall be those recommended by
the manufacturers of the material being sprayed and the equipment
being used.
C.4.3.3 Traps or separators shall be provided to remove oil and condensed
water from the air. The traps or separators must be of adequate size
and must be drained periodically during operations. The air from
the spray gun impinging against a clean surface shall show no
condensed water or oil.
C.4.3.4 The pressure on the material in the pot and of the air at the gun shall
be adjusted for optimum spraying effectiveness. The pressure on the
material in the pot shall be adjusted when necessary for changes in
elevation of the gun above the pot. The atomizing air pressure at the
gun shall be high enough to properly atomize the paint, but not so
high as to cause excessive fogging of paint, excessive evapouration
of solvent or loss by overspray.
C.4.3.5 Paint ingredients shall be kept uniformly mixed in spray pots or
continuous mechanical agitation or by intermittent agitation as
necessary.
C.4.3.6 Paint shall be applied in a uniform layer with overlapping at the
edges of the spray pattern. During application, the gun shall be held
perpendicular to the surface and at a distance, which will ensure that
a wet layer of paint is deposited on the surface. The trigger of the
gun should be released at the end of each stroke.
C.4.3.7 All runs and sages shall be brushed out immediately or the coating
shall be removed and the surface repainted.
C.4.3.8 Cracks, crevices, blind areas of all rivets and bolts, and all other
inaccessible areas shall be painted by brush, daubers, or sheepskins.

C.4.3.9 Caution must be exercised so that hot coatings are not applied to
cold surfaces and, conversely, that cold coatings are not applied to
hot surfaces.
C.4.4 MAINTENANCE PAINTING
C.4.4.1 All provisions of this specification shall pertain to the maintenance
painting.
C.4.4.2 Incompatible paint that curls or lifts after application to the spot
shall be removed and the area shall be repainted.
C.4.4.3 When applying the finish coats to a damaged area, each coat shall be
overlapped or feathered to prevent noticeable tint variations.
C.4.5 NON-PAINTED ITEMS
The following areas shall not be painted:

* Fusible plugs or links or grounding lugs
* Tank vents
* Control Panels
* Gauges
* Exposed, normally lubricated surfaces and working parts
* Exhaust system components
* Chromium plated areas
* Manufacturers nomenclature plates
* Millipore Taps
* Scabbard interior
* Storage Box interior
* Chock Block Holder interior

C.4.6 NON-SKID AREAS
The following areas shall be painted with abrasive non-skid black paint:

* Rollover Rail Walkway
* Running Board Surfaces
* Rear Bumper Steps

C.5 PPG PAINTS
C.5.1 GENERAL
PPG paint is a high quality, single stage, polyurethane enamel having all the
properties defined in C.2.2.1. Paint mixtures and pretreatments shall be per
the manufacturers instructions.

C.5.2 PURCHASING

PPG paints for automotive use are available on a blanket order through

C.5.3 PAINT CODES AND PART NUMBERS
The following PPG paint codes and part numbers shall be used in the
painting of airport refueling equipment:

Colour PPG Part No.
White 90724
Red 72095
Dark Gray 34849

C.5.4 CORPORATE OFFICE
Should you require additional product information, you can contact PPG
and ask for the representative in your area.

C.6 PPG TOUCH-UP PAINTS
C.6.1 GENERAL
C.6.1.1 PPG paint is an acrylic lacquer packaged in 16 oz. spray cans for the
purpose of touching-up small areas. These paints are formulated to
match the four basic colours of ChevronTexaco's airport refueling
equipment.
C.6.1.2 Preparation and application of this product shall be as defined in
sections C.3.4 and C.4.3, and per the manufacturers instructions.
C.6.1.3 PPG paints are guaranteed to have a 12-month shelf life. Longer
shelf life can be expected provided the following use and storage
instructions are followed:
C.6.1.3.1 Store in a climate controlled environment.
C.6.1.3.2 Shake can before use to allow the steel ball to mix the
pigments, which separate in the can when not in use.
C.6.1.3.3 Hold the can upside down after each use to allow the
repellents to cleanse the nozzle and prevent clogging.

C.6.2 PURCHASING
C.6.2.1 PPG paints may be procured by Form MS-9815, Paint Order Form
and sent to ChevronTexaco Global Aviation.

C.6.2.2 Form MS-9815 shall include complete ship to address with contact
name and phone number.
C.6.2.3 Form MS-9815 shall be directed to:
Phone:
Fax:

C.6.2.4 Spray cans are packaged twelve (12) cans per carton. Form MS-
9815 shall be made in increments of one (1) or more cartons in each
colour ordered. Split or partial cartons are discouraged.
C.6.3 PAINT COLOURS AND CODES
C.6.3.1 The following four (4) colours, available in 16 oz. spray
cans, shall be used for touch-up purposes on airport refuellers. No
part number is required when placing an order, but do use the
Texaco code number with the colour.
Colour Part No.
White
Red
Chevron Dark Gray
Texaco Dove Gray

C.7 PAINT SCHEMES
C.7.1 GENERAL
Paint schemes shall apply to the different types of airport refuellers as
defined within this section. Paint codes and colours used shall be as
specified in Appendix C.5.3.



APPENDIX D
D. DECAL & IDENTIFICATION STANDARDS

CONTENTS

D.1 GENERAL
D.1.1 Scope
D.1.2 Workmanship

D.2 MATERIAL
D.2.1 General
D.2.2 Decal Properties
D.2.3 Storage

D.3 SURFACE PREPARATION
D.3.1 General
D.3.2 Surface Condition

D.4 DECAL APPLICATION
D.4.1 General
D.4.2 Factors Affecting Application
D.4.3 Method of Application

D.5 SGI DECALS
D.5.1 General
D.5.2 Purchasing
D.5.3 Decal Description and Part Numbers
D.5.4 Corporate Office

D.6 DECAL SPECIFICATIONS
D.6.1 General
D.6.2 Decal Locations


D.1 GENERAL
D.1.1 SCOPE
D.1.1.1 This specification outlines the general requirements for the decal
identification of aircraft refueling equipment used by
D.1.1.2 This specification covers the various decals and identification
schemes used for aircraft refueling equipment.
D.1.2 WORKMANSHIP
D.1.2.1 All work required by this specification shall be performed in
accordance with the manufacturer's recommendations where not
covered by instructions in this specification.
D.1.2.2 The finished product shall be in the schemes specified in D.6 and
Appendix E. Decal application shall be free from creases, air
pockets, tears, scratches and underlying markings.
D.1.2.3 All edges, corners, and seams shall maintain excellent adhesion as to
prevent future lifting.
D.1.2.4 All decals shall be straight, centered, and located as defined in this
specification.
D.2 MATERIALS
D.2.1 GENERAL
D.2.1.1 The use of decals other than those specified herein, require prior
approval by ChevronTexaco Global Aviation.
D.2.1.2 The decals specified herein consist of qualities formulated
for use in various environmental conditions.
D.2.2 DECAL PROPERTIES
D.2.2.1 A high quality pressure sensitive vinyl shall be used. The
product shall not fade or darken in service and must have excellent
hiding power. The product shall maintain sufficient flexibility to
withstand severe weather conditions, retain its adhesion to metal or
painted surfaces, and withstand contact with petroleum fuels,
synthetics and oils without dirt retention or stains.
D.2.3 STORAGE
D.2.3.1 Shelf life of printed product shall not exceed manufacturer's
recommendation of one year.

D.2.3.2 The product shall be stored in a clean area, free from excessive
moisture and direct sunlight, with ambient temperatures of 100EF or
less.
D.3 SURFACE PREPARATION
D.3.1 GENERAL
Decals shall be applied to a smooth, clean, and dry surface.

D.3.2 SURFACE CONDITION

D.3.2.1 Surface shall be free of contamination, oil, grease, dirt, dust, waxes,
and chemicals. Cleaning of the surface shall be as manufacturer's
instructions.
D.3.2.2 Surface shall be free of loose, cracked, or non-adherent paint, rust or
rust penetration, dents, and deep scratches. Any surfaces having any
of these conditions shall be properly prepared in accordance with
Appendix C of this manual.

D.4 DECAL APPLICATION
D.4.1 GENERAL
All decals shall be applied following manufacturer's recommendations.

D.4.2 FACTORS AFFECTING APPLICATION
D.4.2.1 TEMPERATURE
Decals shall not be applied when the temperature of the steel, or
paint, or air temperature is below or above the manufacturer's
recommendations.

D.4.2.2 MOISTURE

Decals shall not be applied in rain, wind, snow, fog, or mist.

D.4.2.3 DAMAGE

Damaged sections, which are detrimental to the appearance or
service life, shall be removed and re-applied or replaced.

D.4.3 METHOD OF APPLICATION
D.4.3.1 Decals shall be applied in the dry method following
manufacturer's recommendations.

D.4.3.2 Uneven or improperly located decals shall be removed and
re-applied or replaced.
D.4.3.3 All air pockets shall be removed following manufacturer's
recommendations.
D.5 SCREEN GRAPHIC DECALS
D.5.1 GENERAL
D.5.1.1 SGI decals are of a high quality 3M film having all the
characteristics defined in D.2.2.1.
D.5.1.2 Preparation and application shall be as defined in D.3 and D.4, and
per the manufacturer's instructions.
D.5.1.3 SGI decals are available in complete sets for various size and type
refuellers or by individual decals.
D.5.2 PURCHASING
D.5.2.1 SGI decals shall be purchased via Form MS-9816 and shall include
ship to address, contact name and phone number.
D.5.2.2 Form MS-9816 shall be directed to ChevronTexaco Global Aviation
Department.
D.5.3 DECAL DESCRIPTION AND PART NUMBERS
D.5.3.1 The following decal descriptions and part numbers shall be used in
the identification of airport refueling equipment. Decals may be
ordered as complete kits by the size and type of refueller or by
individual components.
Chevron Refuellers

Kit Part
No.
Dimensions Description Quantity
AVR301 - Small Avgas 100LL Rear Module Refueller 400 - 1750
Gallons
DCL610 13 1/2" x 15" Side Hallmark 2
DCL630 37 7/16" x 8
1/4"
Side Wordmark 2
DCL645 45 11/16" x
1/2"
Linemark 4
DCL620 23 3/8" x 5" Door Kit (3 pieces) 2
DCL689A 25 5/8" x 4 3/8" Flammable 4
DCL687A 30 3/8" x 4 3/8" No Smoking 4
DCL681A 7 1/2" x 5" Emergency Fuel
Shutoff
2

Kit Part
No.
Dimensions Description Quantity
DCL683A 12" x 1 3/4" Fire Extinguisher 2
DCL693A 13 1/4" x 2" Drain Water Sumps
Daily
2
DCL580 28 3/4" x 4 3/8" Avgas 100LL 4
DCL044 5 3/8" x 4 5/8" Lead Warning 1
DCL699A 10 3/4" x 10
3/4"
1203 DOT Diamond 4
DCL750 1" x 7" No Smoking (Cab
Interior)
1
DCL751 5" x 3 1/2" Confined Space Entry 1

AVR301M - Small Avgas 100LL Mid-Module/Side Mounted
Refueller 400 - 1750 Gallons
DCL610 13 1/2" x 15" Side Hallmark 2
DCL630 37 7/16" x 8
1/4"
Side Wordmark 2
DCL645 45 11/16" x
1/2"
Linemark 4
DCL620 23 3/8" x 5" Door Kit (3 pieces) 2
DCL607 20" x 23" Rear Hallmark 1
DCL689A 25 5/8" x 4 3/8" Flammable 4
DCL687A 30 3/8" x 4 3/8" No Smoking 4
DCL681A 7 1/2" x 5" Emergency Fuel
Shutoff
2
DCL683A 12" x 1 3/4" Fire Extinguisher 2
DCL693A 13 1/4" x 2" Drain Water Sumps
Daily
2
DCL580 28 3/4" x 4 3/8" Avgas 100LL 4
DCL044 5 3/8" x 4 5/8" Lead Warning 1
DCL699A 10 3/4" x 10
3/4"
1203 DOT Diamond 4
DCL750 1" x 7" No Smoking (Cab
Interior)
1
DCL751 5" x 3 1/2" Confined Space Entry 1

AVR303R Medium Avgas 100LL Rear Module Refueller
1800 - 4000 Gallons
DCL607 20" x 23" Side Hallmark 2 ea.
DCL627 53 7/8" x 12 3/8" Side Wordmark 2 ea.
DCL642 60" x 3/4" Linemark 4 ea.
DCL620 23 3/8" x 5" Door Kit (3 pieces) 2 ea.
DCL689A 25 5/8" x 4 3/8" Flammable 4 ea.

DCL687A 30 3/8" x 4 3/8" No Smoking 4 ea.
DCL681A 7 1/2" x 5" Emergency Fuel Shutoff 2 ea.
DCL683A 12" x 1 3/4" Fire Extinguisher 2 ea.
DCL693A 13 1/4" x 2" Drain Water Sumps Daily 2 ea.
DCL580 28 3/4" x 4 3/8" Avgas 100LL 4 ea.
DCL044 5 3/8" x 4 5/8" Lead Warning 1 ea.
DCL699A 10 3/4" x 10 3/4" 1203 DOT Diamond 4 ea.
DCL750 1" x 7" No Smoking (Cab Interior) 1 ea.
DCL751 5" x 3 1/2" Confined Space Entry 1 ea.

AVR303S Medium Avgas 100LL Side Mounted Refueller
1800 - 4000 Gallons
DCL605 26" x 30" Rear Hallmark 1 ea.
DCL580 28 3/4" x 4 3/8" Avgas 100LL 4 ea.

AVR305 Large Avgas 100LL Side Mounted Refueller 4000
plus Gallons
DCL640 60" x 1" Linemark 4 ea.
DCL600 35 1/2" x 40 1/2" Rear Hallmark 1 ea.
DCL580 28 3/4" x 4 3/8" Avgas 100LL 6 ea.

AVR302 Small J et A Rear Module Refueller 400 - 1750
Gallons

DCL610 13 1/2" x 15" Side Hallmark 2 ea.
DCL645 45 11/16" x 1/2" Linemark 4 ea.
DCL577 28 3/4" x 4 3/8" J et A 4 ea.

AVR302M Small J et A Mid-Module/Side Mounted Refueller
400 - 1750 Gallons
DCL610 13 1/2" x 15" Side Hallmark 2 ea.
DCL645 45 11/16" x 1/2" Linemark 4 ea.
DCL577 28 3/4" x 4 3/8" J et A 4 ea.

AVR304R Medium J et A Rear Module Refueller 1800 -
4000 Gallons
DCL577 28 3/4" x 4 3/8" J et A 4 ea.


AVR304S Medium J et A Side Mounted Refueller 1800 -
4000 Gallons
DCL577 28 3/4" x 4 3/8" J et A 4 ea.

AVR306R Large J et A Rear Module Refueller 4000 plus
Gallons
DCL577 28 3/4" x 4 3/8" J et A 6 ea.

AVR306 Large J et A Side Mounted Refueller 4000 plus
Gallons
DCL600 35 1/2" x 40 1/2" Rear Hallmark 1 ea.
DCL577 28 3/4" x 4 3/8" J et A 6 ea.


Miscellaneous
DCL752 2 piece Lift Deck Warning 1 ea.
DCL045 8" x 8" Prop 65 Warning (CA only) 1 ea.
DCL583 21" x 4" Avgas 100 (HI only) 4 ea.

Tank Capacity
DCL760 3" 750 2 ea.
DCL761 3" 1000 2 ea.
DCL762 3" 2000 2 ea.
DCL763 3" 3000 2 ea.
DCL764 3" 5000 2 ea.
DCL765 3" 7000 2 ea.
DCL766 3" 8000 2 ea.
DCL767 3" 10000 2 ea.

Texaco Refuellers

Kit Part No. Part No. Dimensions Description Quantity

AVR100R Small Avgas 100LL Rear Module Refueller 400 -
1750 Gallons
DCL720 10" Dia. Side Circle Star 2 ea.
DCL726 8" x 48 1/8" Side TEXACO Name 2 ea.
DCL732 9 7/8" x 12" Door Logo 2 ea.
DCL580 28 3/4" x 4 3/8" Avgas 100LL 4 ea.

AVR100M Small Avgas 100LL Mid-Module/Side Mounted
Refueller 400 - 1750 Gallons
DCL734 23" x 28" Rear Logo 1 ea.

DCL580 28 3/4" x 4 3/8" Avgas 100LL 4 ea.

AVR200R Medium Avgas 100LL Rear Module Refueller
1800 - 4000 Gallons
DCL580 28 3/4" x 4 3/8" Avgas 100LL 4 ea.

AVR200S Medium Avgas 100LL Side Mounted Refueller
1800 - 4000 Gallons
DCL580 28 3/4" x 4 3/8" Avgas 100LL 4 ea.

AVR400S Large Avgas 100LL Side Mounted Refueller 4000
plus Gallons

DCL580 28 3/4" x 4 3/8" Avgas 100LL 6 ea.

AVR100J R Small J et A Rear Module Refueller 400 - 1750
Gallons
DCL754 12" x 5" J et A 4 ea.

AVR100J M Small J et A Mid-Module/Side Mounted Refueller
400 - 1750 Gallons
DCL754 12" x 5" J et A 4 ea.

AVR200J R Medium J et A Rear Module Refueller 1800 -
4000 Gallons

DCL754 12" x 5" J et A 4 ea.

AVR200J S Medium J et A Side Mounted Refueller 1800 -
4000 Gallons
DCL754 12" x 5" J et A 4 ea.

AVR400J R Large J et A Rear Module Refueller 4000 plus
Gallons
DCL754 12" x 5" J et A 6 ea.

AVR400J S Large J et A Side Mounted Refueller 4000 plus
Gallons

DCL754 12" x 5" J et A 6 ea.

AVR00J HS J et A Hydrant Servicer
DCL754 12" x 5" J et A 4 ea.

Tank Capacity
DCL760 3" 750 2 ea.
DCL761 3" 1000 2 ea.
DCL762 3" 2000 2 ea.
DCL763 3" 3000 2 ea.
DCL764 3" 5000 2 ea.
DCL765 3" 7000 2 ea.
DCL766 3" 8000 2 ea.
DCL767 3" 10000 2 ea.

Black Striping
DCL775 12" x 48" 750 USG 5 ea.
DCL775 12" x 48" 1000 USG 3 ea.
DCL771 16" x 48" 2000 USG 7 ea.
DCL771 16" x 48" 3000 USG 9 ea.
DCL773 22" x 48" 5000 USG 10 ea.
DCL773 22" x 48" 7000 USG 13 ea.
DCL773 22" x 48" 8000 USG 14 ea.
DCL773 22" x 48" 10000 USG 19 ea.

Miscellaneous
DCL045 8" x 8" Prop 65 Warning (CA only) 1 ea.
DCL583 21" x 4" Avgas 100 (HI only) 4 ea.

D.5.4 CORPORATE OFFICE


D.5.4.1 Should you require additional product information, you can contact
SGI and ask for the ChevronTexaco Account Representative.

SGI
14902 Sommemeyer
Suite 120
Houston, TX 77041
(800) 231-0129

D.5.4.2 Should you require technical assistance relating to the 3M films, you
can contact:
3M Commercial Graphics Division
Technical Service
3M Center Bldg. 207-BW-09
St. Paul, MN 55144-1000
(800) 328-3908

D.6 DECAL SPECIFICATIONS
D.6.1 GENERAL
Decal specifications shall apply to the different size and types of airport
refuellers and located as defined within this section.

D.6.2 DECAL LOCATIONS
D.6.2.1 TANK STRIPE
The black stripe shall be located on both sides of the product tank
centered horizontally with the most outward point of the tank.
There shall always be a portion of white exposed between the
skirting and lower stripe line. This black stripe shall run the entire
length of the tank starting and ending at the front and rear bulkhead
seams.

Note: All black striping, unless otherwise specified, shall be
painted in accordance with Appendix C of this manual.

D.6.2.2 CIRCLE STAR
Located on both sides of the product tank centered vertically on the
black stripe starting from the front bulkhead seam as follows:

1000 Gallon 4"
3000 Gallon 6"
5000 Gallon 8"
7000 Gallon 8"

8000 Gallon 10"
10000 Gallon 10"
12000 Gallon 12" (Tractor-Trailer)

D.6.2.3 TEXACO
Located on both sides of the product tank centered vertically on the
black stripe ending from the rear bulkhead seam as follows:

1000 Gallon 4"
3000 Gallon 6"
5000 Gallon 8"
7000 Gallon 8"
8000 Gallon 10"
10000 Gallon 10"
12000 Gallon 12" (Tractor-Trailer)

D.6.2.4 DOOR LOGO
Location on both sides centered vertically and horizontally on the
chassis cab doors.

D.6.2.5 SYSTEM 2000 LOGO
Located on the rear of the product tank centered horizontally and
vertically.

D.6.2.6 FLAMMABLE
Located on the forward section of both sides of the rollover rail, on
the passenger side of the front bumper, and on the driver side of the
rear bumper. On Hydrant Carts the Flammable shall be located on
both sides of the lift deck and centered on the rear lift deck or
bumper.

D.6.2.7 J ET A
Located on both sides of the product tank skirting and centered on
the front and rear bumpers.

D.6.2.8 AVGAS 100LL
Located on both sides of the product tank skirting and centered on
the front and rear bumpers.

D.6.2.9 EMERGENCY FUEL SHUT-OFF
Located on the left front and right rear of the product tank skirting at
the actuator clearly visible with the method of operation indicated

by an arrow in the appropriate direction. Units with lift platforms,
same applies.

D.6.2.10 CONFINED SPACE ENTRY
Shall be located at the far most top of the product tank centered
between ladder grips.

D.6.2.11 UNIT No.
Located on both sides centered vertically on the chassis cab doors up
approximately 1/4" from the bottom in 2" black numbers.

D.6.2.12 TANK CAPACITY
Located on both sides of the tank, centered front to back in the
middle of the tank rollover rails approximately 1" from the top of
the rail. 3" black letters i.e. 750, 2000, 3000, etc.

D.6.2.13 DOT DIAMOND
Located on both sides of the tank, centered vertically on the black
stripe in the middle of the Circle Star and Texaco and centered on
the left rear skirting or lower bulkhead.

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