DEF(AUST)5695B PETROLEUM, OILS AND LUBRICANTS MANUALdefence.gov.au/jlc/Documents/DSCC/DEF(AUST)5695B...

UNCONTROLLED IF PRINTED

COMMONWEALTH OF AUSTRALIA

AUSTRALIAN DEFENCE STANDARD

DEF(AUST)5695B

PETROLEUM, OILS AND LUBRICANTS MANUAL

*

PUBLISHED UNDER AUTHORITY OF DEPARTMENT OF DEFENCE

USAGE: Maritime Land Air SPONSOR: Director JFLA


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DEF(AUST)5695B

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DEF(AUST)5695B

CHANGE STATUS PAGE

Note: all pages of this publication are at revision B, AL0.

PRELIMINARY PAGES

Total number of pages: 22.

PART 1 SECTION 1


PART 1 SECTION 2


PART 1 SECTION 3


PART 2 SECTION 1


PART 2 SECTION 2


PART 2 SECTION 3


PART 2 SECTION 4


PART 3 SECTION 1


PART 3 SECTION 2


PART 4 SECTION 1


PART 4 SECTION 2


PART 5 SECTION 1


PART 5 SECTION 2


PART 5 SECTION 3


PART 6 SECTION 1


PART 7 SECTION 1


POST PAGES


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COMPLIANCE CERTIFICATE

Certified that the publication has been page checked in accordance with the details on this page.

………………………… Signature (Distributee)

………………………… Rank or Title and Name

Date ……………… ………………………… Appointment and Unit or Section

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DEF(AUST)5695B

AMENDMENT LIST

AMENDMENT

EFFECTED

No

Date of Issue

SIGNATURE

Date Incorporated

Revision Note This document supersedes the following documents: DEF(AUST)5695A dated May 2006 DEF(AUST)5695 dated Feb 2003 DI(N) ABR 6107 dated 02 May 1994 ALI MM 7-1 dated 02 Apr 1996 DI(AF) AAP 7002.012-2 (Issue 2) dated 07 Mar 1994 DI(AF) AAP 7002.012-3 (Issue 2) dated 12 Sep 1991

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TABLE OF CONTENTS

PART 1 – POL MANAGEMENT AND POLICY PART 1 SECTION 1 CHAPTER 1 Purpose of DEF(AUST)5695 CHAPTER 2 POL Technical Integrity Program Roles and Responsibilities CHAPTER 3 Forecasting and Reporting for Bulk Fuels CHAPTER 4 Procurement Methods, Packaging, Marking and

Documentation

CHAPTER 5 Training of Personnel CHAPTER 6 Downgrading and Disposal of POL Products PART 1 SECTION 2 CHAPTER 1 Health and Safety Hazards Associated With POL Products CHAPTER 2 Health and Safety Precautions CHAPTER 3 Pollution Prevention and Control PART 1 SECTION 3 CHAPTER 1 Refinery Processes and Fuels CHAPTER 2 Lubricants

CHAPTER 3 Typical Sources of POL Degradation and Contamination CHAPTER 4 International Agreements CHAPTER 5 Specifications and Standards

PART 2 – MARITIME OPERATIONS PART 2 SECTION 1 CHAPTER 1 Maritime POL Products CHAPTER 2 Responsibilities and Record Keeping CHAPTER 3 Fuel Management at Sea CHAPTER 4 Replenishment of Fuel at Sea CHAPTER 5 Navy Aviation Fuel Management PART 2 SECTION 2 CHAPTER 1 Application And Usage Of Lubricants In Navy Service CHAPTER 2 Fuel and Lubrication Systems Equipment CHAPTER 3 Hydraulic Systems – Hygiene and Practice CHAPTER 4 Management of Hoses, Tankage Systems and Ballast PART 2 SECTION 3 CHAPTER 1 Fuel Management Ashore CHAPTER 2 Fuel Transfer Operations – Naval Fuel Installations PART 2 SECTION 4 CHAPTER 1 Procedures For Issuing Bulk Fuel At Sea PART 3 - GROUND OPERATIONS PART 3 SECTION 1 CHAPTER 1 Management of Bulk Fuel Installations

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DEF(AUST)5695B

TABLE OF CONTENTS

PART 3 SECTION 2 CHAPTER 1 Storage and Handling of Bulk POL CHAPTER 2 Multi-Product Pumping CHAPTER 3 Storage and Handling of Packaged POL CHAPTER 4 Storage and Handling of POL in Unit Locations CHAPTER 5 Bulk Fuel Tanker Vehicles and Modules PART 4 – AIR OPERATIONS PART 4 SECTION 1 CHAPTER 1 Electrical Earthing and Bonding CHAPTER 2 Aviation Fuel Deliveries CHAPTER 3 Management of POL at Air Bases CHAPTER 4 Management of Aviation Fuel Drum Stock CHAPTER 5 Refuelling of Aircraft CHAPTER 6 Defuelling Aviation Turbine Fuel From Aircraft and GSE CHAPTER 7 Army Procedures for Hot Refuelling Helicopters

CHAPTER 8 Fuel Quarantining and Testing Procedures After an Aircraft Incident/Accident

PART 4 SECTION 2 CHAPTER 1 Aviation Fuels CHAPTER 2 Aviation Hydraulic Fluids PART 5 – POL SAMPLING AND TESTING REQUIREMENTS PART 5 SECTION 1 CHAPTER 1 POL Sampling and Testing – Introduction CHAPTER 2 POL Sampling and Testing Requirements – General CHAPTER 3 Sampling and Testing Requirements – Aviation Turbine Fuels CHAPTER 4 Sampling and Testing Requirements – Aviation Gasoline

Fuels

CHAPTER 5 Sampling and Testing Requirements – F-76 and Other Maritime Fuels

CHAPTER 6 Sampling and Testing Requirements – Heavy Fuel Oil CHAPTER 7 Sampling and Testing Requirements – Ground Fuels CHAPTER 8 Additional sampling and testing requirements – compromised

environments

CHAPTER 9 Sampling and Testing Requirements – Lubricants and Associated Products

CHAPTER 10 Testing by ADF POL Testing Laboratory

PART 5 SECTION 2 CHAPTER 1 POL Sampling and Testing Procedures

ANNEX A Bottom Drain (Stripping) Procedure ANNEX B Visual (‘Clear and Bright’) Procedure ANNEX C Free Water Detection Test Procedure (Water Finding Paste) ANNEX D Entrained Water Detection Test Procedure (Shell Water

Detection Test)

ANNEX E Density (Specific Gravity) Test Procedure

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PART 6 – LIQUEFIED PETROLEUM GAS

TABLE OF CONTENTS

ANNEX F Flash Point Test Procedure ANNEX G Conductivity Test Procedure ANNEX H Fuel System icing Inhibitor (FSII) Test Procedure ANNEX I Particulate Sample and Test Procedure (Millipore) ANNEX J Particulate Test Procedure (AEL Mk III) ANNEX K Cloud Point Test Procedure ANNEX L Water Reaction Test Procedure ANNEX M Filter Blocking Tendency Test Procedure ANNEX N Water and Particulate Contamination Test Procedure (BS&W

and AEL MKIII Contaminated Fuel Detector)

ANNEX O Fuel Dilution Testing by Kittiwake Viscometer ANNEX P Testing of diesel engine lubrication oils using Kittiwake

Portable Oil Test Centre

CHAPTER 2 Additional POL Sampling and Testing Procedures –

Compromised Environments

ANNEX A Cold Filter Plugging Point (CFPP) Test Procedure ANNEX B Distillation Test Procedure ANNEX C Existent Gum Test Procedure ANNEX D Density Test Procedure

PART 5 SECTION 3

CHAPTER 1 POL Test Limits

PART 6 SECTION 1 CHAPTER 1 Liquefied Petroleum Gas – General Aspects CHAPTER 2 Classification of LPG Installations and Fire Protection

Requirements

CHAPTER 3 Fixed LPG Installations CHAPTER 4 Storage And Handling of LPG Cylinders (Including Barracks,

In-Field And At Sea)

CHAPTER 5 Cylinder Filling Requirements CHAPTER 6 Inspection and Maintenance Requirements PART 7 – MANAGEMENT OF BULK FUEL INSTALLATIONS PART 7 SECTION 1

CHAPTER 1 Management of Bulk Fuel Installations

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SUMMARY OF CHANGES Due to the significance of the revision from DEF(AUST)5695A, introducing ‘change bars’ to DEF(AUST)5696B would be ineffective as the majority of the publication has been amended in some form. As a result, the following information summarises the major changes between DEF(AUST)5695A AL 1 and DEF(AUST)5695B. Users are advised that as a minimum, they should review Parts 1 and 5 in addition to the applicable Air/Land/Maritime Part. In addition to the changes specified below, five (5) DMO “change is goodness” smiley faces have been randomly inserted into the DEF(AUST)5695B for the purposes of reader amusement and entertainment. The first ten (10) individuals who identify the location (Part, Section, Chapter and page number) of all five (5) smiley faces to JFLA POLENG(AIR) will each receive one (1) DMO pen.

PART 1 – POL MANAGEMENT AND POLICY Section 1 • New chapter 1: purpose statement included to define the role of DEF(AUST)5695. • New chapter 2: organisation and individual roles and responsibilities for POL technical integrity. • Procurement and reporting requirements included. • Training of personnel information included. Section 2 • OH&S related information.

Section 3 • Background information on refining processes, international agreements, sources of POL

degradation/contamination, etc.

PART 2 – MARITIME OPERATIONS • Updated to include relevant information on maritime operations. • Sampling and testing requirements for POL have been transferred to Part 5.

PART 3 – GROUND OPERATIONS • Updated to include relevant information on land operations. • Sampling and testing requirements for POL have been transferred to Part 5.

PART 4 – AIR OPERATIONS • Updated to include relevant information on air operations. • Sampling and testing requirements for POL have been transferred to Part 5.

PART 5 – POL SAMPLING AND TESTING REQUIREMENTS Section 1 • Provides POL sampling and testing requirements for all ADF POL. • Split into chapters for each type of POL product (eg aviation fuels, maritime fuels, etc). • Many requirements have changed. Reviewing completely the applicable table(s) is essential.

DO NOT ASSUME sampling and testing requirements are unchanged.

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PART 5 – POL SAMPLING AND TESTING REQUIREMENTS (CONTINUED)

Section 2 • Provides the POL sampling and testing procedures required to perform the sampling and testing

requirements of section 1. • Many procedures have changed in subtle but important ways. Reviewing all applicable

procedures is essential. DO NOT ASSUME procedures are unchanged. • Several test procedures have been removed in toto. Section 3 • Provides the POL testing limits applicable to ADF POL. • Split into limits for each type of POL product (eg aviation fuels, maritime fuels, etc).

PART 6 – LPG • No technical changes.

PART 7 – MANAGEMENT OF BULK FUEL INSTALLATIONS • Reserved – nil content.

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DEF(AUST)5695B

AUSTRALIAN DEFENCE STANDARD

DEF(AUST)5695B

PETROLEUM, OILS AND LUBRICANTS MANUAL

MAY 2010

Specific inquiries regarding the application of this publication to Requests for Tender or contracts should be addressed to the Ordering Authority named in the Request for Tender, or to the Quality Assurance Authority named in the contract, as appropriate.

WARNING

This publication may call for the use of substances and test procedures that may be injurious to health if adequate precautions are not taken. It refers only to technical suitability and in no way absolves either the supplier or user from statutory obligations relating to health and safety at any stage of manufacture or use.

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GLOSSARY

In this publication the flowing expressions have the meanings assigned to them irrespective of any other meanings that may be given elsewhere.

Term

Definition

Additive Any material added to a base to change its properties, characteristics or performance.

Alternative jet fuel A fuel proposed for use in aircraft, but not currently permitted by existing fuel specifications. Changes in infrastructure, airframe and engines need to be considered and may be required. The Commercial Aviation Alternative Fuels Initiative (CAAFI) was formed by the US Federal Aviation Administration in 2006 to drive certification and qualification of a generic synthetic fuel approval of up to 50% based on the experiences of SASOL through DEFSTAN 91-91 and USAF developments.

Associated Products Associated Products (previously referred to as Allied Products) are a group of products comprised mainly of petroleum products, which do not have the fundamental purpose of being fuels or lubricants. The group extends to include products which may not necessarily be petroleum based but are utilised in the same general area of application as traditional petroleum products. The group includes those products with the NATO prefix ‘S’ (specialty products) and ‘C’ (corrosion preventives). The Joint Service Designations ‘AL’ and ‘PX’ also refer to associated petroleum products.

Automotive Repair Any repair tasks involving any part of the bulk fuel tanker, refuellers or TPA (less the bulk fuel container, associated pipe work or dispensing equipment), which does not require either hot work or the equipment to be immobilised.

Auxiliary Oiler An Auxiliary Oiler (e.g. HMAS SIRIUS, O266) performs the role of replenishing warships with fuel. It has the ability to replenish one ship at any time whilst underway (by day or night).

Auxiliary Oiler Replenishment

An Auxiliary Oiler Replenishment (e.g. HMAS SUCCESS, OR304) is capable of underway replenishment of two ships (by day or night). It can also re-supply vessels by helicopter.

Breathing Apparatus Apparatus designed to enable the wearer to work and breathe without harmful effects in an explosive gas-air mixture.

Bulk Refers to a volume of product greater than or equal to 205 litres.

Bunker Fuel Any fuel taken onboard for use by a vessel rather than as cargo.

Bund A wall of appropriate height constructed of concrete, earth or any other suitable material and designed to confine spillage of oil. So far as is practicable bunds should be impermeable. The area within the bund should be constructed of materials of a similar impermeability.

Class of Products Petroleum products are classified according to their flash points.

Competent Person A person has, through a combination of training, education and experience, acquired knowledge and skills enabling that person to perform a specific task correctly.

Confined Space Any tank, chamber, pit, excavation, or enclosure in which the atmosphere is likely to be hazardous by virtue of flammability, toxicity,

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Term Definition

deficiency of oxygen, risk of asphyxiation etc, due to restricted natural ventilation and restricted access and egress.

Conventional jet fuel A fuel refined from crude oil (and tar sands/shale oils) meeting the requirements on existing jet fuel specifications such as DEFSTAN 91-91, ASTM 1655 and MIL-DTL-83133. Production techniques encompass polymerization and other techniques in current practice. Fuel is comprised solely of hydrocarbons and can contain approved additives.

Crackle Test

Gives an indication of the presence of water by the crackling sound emitted when oil is heated in a test tube.

Explosimeter See indicator, combustible gas.

Explosive Gas-Air Mixture

A mixture of flammable gas or vapour with air under mixture atmospheric conditions in which, after ignition, combustion spreads throughout the un-consumed mixture.

Flameproof Enclosure or Equipment

Apparatus that will withstand an internal explosion of the flammable gas or vapor which may enter it, without suffering damage and will prevent the transmission of flame to the external flammable gas or vapor for which it is designed, through any joints or structural openings in the enclosure. Such apparatus must normally be officially approved.

Flame Trap or Flame Arrester

Device built into equipment in order to prevent the unrestricted propagation of flame from within an enclosure to the external surrounding atmosphere.

Flammable Synonymous with inflammable. Refers to any substance solid, liquid, gas or vapour, which is easily ignited.

Flash Point The lowest temperature at which a substance gives off sufficient flammable vapor in air to produce a flash, on the application of a small flame.

Fire Point The lowest temperature at which oil vaporises rapidly enough to burn for at least five seconds after ignition, under standard conditions.

Fuel System Icing Inhibitor

A fuel additive to prevent ice crystals forming when water is present.

Gas Free A tank or similar confined space is considered to be gas free when it is completely free of flammable vapours as indicated by a reading on an approved gas detector. Note: Gas Free does not mean non-toxic.

Hazardous Area An area in which explosive gas-air mixtures are, or may be expected to be, present in quantities such as to require special precautions to be instituted to prevent their ignition.

Hot Work Any work involving welding or the use of any flame or electric arc or the use of any equipment likely to cause heat, flame or spark. It also includes caulking, chipping, drilling, grinding, riveting and any other heat producing operation, unless it is carried out in such a way as to keep the temperature of the tool and work below 100oC.

Immobilised A condition of the bulk fuel tanker/refuellers/TPA, which prevents it being either immediately driven, towed or pushed clear of a hazardous situation.

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Term Definition Indicator, Combustible Gas (Explosimeter)

An instrument to measure the concentration of flammable gas. Fuel gas detector which measures concentrations of combustible gases or vapours in the air as the % L.E.L.

Insoluble Contaminants found in used oils due to dust and dirt, wear particles and/or oxidation products.

Interceptor A chamber embodied in a drainage system provided with baffles or other means so designed as to permit the passage of water but to trap and retain any petroleum products that may be carried out in the water stream.

Into-plane The Into-plane programs support Defence aircraft operations with aviation fuels delivered into aircraft at commercial airports across Australia.

Intrinsically Safe: a. An intrinsically safe circuit is one in which any electrical sparking that

may occur in normal working, under the conditions specified by the certifying authority and with the prescribed components, is incapable of causing an ignition of the prescribed flammable gas or vapour.

b. Intrinsically safe apparatus is that which is so constructed that, when installed and operated in the conditions specified by the certifying authority, any electrical sparking that may occur in normal working, either in the apparatus or in the circuit associated therewith, is incapable of causing an ignition of the prescribed flammable gas or vapour.

Notes: 1. The use of the term intrinsically safe in normal working is intended to

cover sparking that may in normal use be produced by breaking line current or a short circuit across the lines in the circuit that is required to be intrinsically safe. It is also intended to cover sparking that may be produced under any conditions of fault, which in the opinion of the certifying authority might arise in practice.

2. The certifying authority referred to in the above definition is the Department of Trade and Industry.

Kerbside Installation A petroleum installation whose main purpose is to dispense fuels and lubricants to the fuel tank of a motor vehicle or engine. The filling of packed containers is permissible, provided the predominant activity at the installation is as described above.

Lower Explosive Limit (LEL)

This is synonymous with 'lower flammable limit'. It is the minimum concentration of vapour in air or oxygen below which propagation of flame does not occur on contact with a source of ignition.

Petroleum, Oils & Lubricants (POL)

A term, which has been used by Armed Forces but more commonly, referred to as 'Fuel and Lubricants' or 'Petroleum'. Sometimes referred to as Liquid Fuels, Lubricants and Allied Products (LFLAP).

Protective Clothing Clothing which is worn in order to prevent contamination of the body or to reduce soiling or damage to underlying clothing.

Protected Works A location where people can be expected to congregate, i.e. a dwelling, place of worship, hospital, warehouse. A fuller definition is provided in AS 1940.

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A blend of a synthetic and a conventional Jet fuel that produces a drop in replacement fuel.

Responsible Person For the purposes of this manual, a Responsible Person is defined as a person who:

a. has received training in the relevant area of operation,

b. is fully aware of the hazards and procedures required,

c. is capable of making correct determinations regarding the safety of entry, and

d. Possesses the authority to ensure compliance with relevant orders and instruction including the signing of permits.

Restricted Area A temporarily defined area, which may or may not be in an existing hazardous area, in which there is increased hazard due to spillage, defects in installation or the type of maintenance operations to be carried out.

Safe Area Any area, no part of which lies within a specified restricted or hazardous area.

Safe Atmosphere An atmosphere incapable of ignition by sparks or flame and containing sufficient oxygen for normal respiration and less than the permissible concentration of any toxic gas.

Safety Clothing Clothing, which is worn, or a device that is used by any person in order to minimise the risk of personal injury, eg. Goggles, safety helmets etc.

Semi-synthetic Jet Fuel

Synthetic Fuel A hydrocarbon fuel derived from non-petroleum feedstock using the

indirect liquefaction Fischer-Tropsch (F-T) process, which starts with smaller hydrocarbon molecules. Indirect liquefaction can be achieved from Coal to Liquid (CTL) processing, Gas To Liquid (GTL) processing or Biomass (such as algae) To Liquid (BTL) processing. The synthetic process is catalytic and results in a ‘cleaner’ fuel that lacks aromatic content and sulphur. This can affect elastomer fuel seal swell characteristics and reduces fuel lubricity respectively.

Servicing Any maintenance task carried out on equipment, which does not require hot work, or the equipment to be immobilised.

Shall A mandatory requirement.

Should A preferred procedure or technique that may be used and is not mandatory.

Source of Ignition Naked lights, flames, fires, exposed incandescent material, electric welding arcs, electrical equipment of an unapproved pattern, or a spark or flame produced by any other means. Any surface, such as a hot exhaust pipe, heated above the ignition temperature of a flammable petroleum vapour and air mixture may also constitute a source of ignition.

Spark Arrester A device fitted to an IC engine to prevent emission of hot particles or sparks from the exhaust system.

Supervising Officer The Commanding Officer or Head of Establishment or a person delegated through Routine Orders or Standing Orders.

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ABBREVIATIONS

ACRONYM

DESCRIPTION

AAP Australian Air Publication ABR Australian Book of Reference ADF Automotive Diesel Fuel ADG Australian Dangerous Goods AFFF Aqueous Film Forming Foam AFGO Australian Fleet General Orders AMOSC Australian Marine Oil Service Centre AO Auxiliary Oiler AOR Auxiliary Oiler Replenishment APA AeroShell Performance Additive APC Automatic Particle Counter AS Aerospace Standard (SAE) AS Australian Standard ASIC Air and Space Interoperability Committee ASTM American Society for Testing and Materials AVGAS Aviation Gasoline AVTAG Wide Cut Aviation Turbine Fuel AVTUR Aviation Turbine Fuel AVCAT Aviation Turbine Fuel (High Flashpoint Type) BFI Bulk Fuel Installation BFQCM Base Fuel Quality Control Manager BFQCNCO Base Fuel Quality Control Non Commissioned Officer BFQCO Base Fuel Quality Control Officer BFT Bulk Fuel Tanker BLD Bulk Liquid Distribution BLFT Bulk Liquid Fuel Tanker (32 000 litre) BOCLE Ball On Cylinder Lubricity Evaluation BTL Biomass to Liquid (by Fischer-Tropsch synthesis) BS&W Bottom Sediment and Water Test CAA Civil Aviation Authority CAAFI Commercial Aviation Alternative Fuels Initiative CDU Crude Distillation Unit CP Command Post CSt Centistokes CTL Coal to Liquid (by Fischer-Tropsch synthesis) CWD Combined Working Dress DAMCON Damage Control DI Defence Instruction DIESO Automotive Diesel DFC Drum Fabric Collapsible DMEO Deputy Marine Engineer Officer DO Duty Officer DPCU Disruptive Pattern Camouflage Uniform DSG Defence Support Group (previously CSIG) DSTO Defence Science and Technology Organisation DiEGME Diethylene Monomethyl Ether EGME Ethylene Monomethyl Ether EPA Environmental Protection Authority ES Explosive Standard E10 Ethanol Blended ULP (10%) FBT Filter Blocking Test F-34 AVTUR with FSII (JP 8) F-35 Commercial Aviation Turbine Fuel also known as JET A1 F-37 F-34 plus S-1749 Thermal Stability Additive (JP8+100)

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ACRONYM DESCRIPTION F-40 AVTAG (JP 4) F-44 AVCAT with FSII (JP 5) F-76 Naval Distillate FARP Forward Arming and Refuelling Point (For Helicopters) FFO Furnace Fuel Oil FSII Fuel System Icing Inhibitor F-T Fischer-Tropsch synthesis FWS Filter Water Separator FQC Fuel Quality Control GTL Gas to Liquid (by Fischer-Tropsch synthesis) GSE Ground Support Equipment HRU Hydrant Refuelling Unit HF High Frequency HFO Heavy Fuel Oil HQ Headquarters IBT Initial Boiling Temperature IC Internal Combustion ID Identification IP Institute of Petroleum (London) ISO International Standards Organisation JFLA Joint Fuels and Lubricants Agency JFTOT Jet Fuel Thermal Oxidation Test kPa Kilopascals KRP Kerbside Refuelling Point LEL Lower Explosive Limit LPG Liquefied Petroleum Gas LSD Land Systems Division MBC Microbiological Contamination MEO Marine Engineer Officer MHE Mechanical Handling Equipment MHF Major Hazardous Facility MPL Mobile Petroleum Laboratory (Army) MSDS Material Safety Data Sheets MSG Message MSP Motor Spirit Product MT Marine Technical MT Motor Transport NATA National Association of Testing Authorities NATO North Atlantic Treaty Organisation NCO Non Commissioned Officer NFI Naval Fuel Installation NH Non-Hazardous NLGI National Lubricating Grease Institute NSN NATO Stock Number OC Officer Commanding OIC Officer In Charge PG Packaging Group PPE Personal Protective Equipment POL Petroleum, Oils and Lubricants PTO Power Take Off ppm Parts Per Million

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ACRONYM DESCRIPTION Pl Platoon QCI Quality Control and Inspection RAEME Royal Australian Electrical and Mechanical Engineers RAP Regimental Aid Post (Medical Centre) RAS Replenishment At Sea REC Receipt RO Routine Orders RPA Refuelling Point Aviation SAE Society of Automotive Engineers SFQCO Squadron Fuel Quality Control Officer SO2 Staff Officer Grade Two (Army) SOP Standard Operating Procedures SPR Single Point Refuelling SPWFL Self Propelled Water Fuel Lighter TFC Tank Fabric Collapsible TTF Truck Tanker Fuel TPA Tank Pump Assembly TSA Thermal Stability Additive UHF Ultra High Frequency ULP Unleaded Petroleum UN United Nations VHF Very High Frequency VI Viscosity Index

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DEF(AUST)5695B Part 1

PART 1 – POL MANAGEMENT AND POLICY

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PART 1 TABLE OF CONTENTS

SECTION 1 Chapter 1 – Purpose of DEF(AUST)5695 Chapter 2 – POL technical integrity program roles and responsibilities Chapter 3 – Forecasting and reporting for bulk fuels Chapter 4 – Procurement methods, packaging, marking and documentation Chapter 5 – Training of personnel Chapter 6 – Downgrading and disposal of POL products SECTION 2 Chapter 1 – Health and safety hazards associated with POL products Chapter 2 – Health and safety precautions Chapter 3 – Pollution prevention and control SECTION 3 Chapter 1 – Refinery processes and fuels Chapter 2 – Lubricants Chapter 3 – Typical sources of POL degradation and contamination Chapter 4 – International agreements Chapter 5 – Specifications and standards

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DEF(AUST)5695B Part 1 Sect 1 Chap 1

PART ONE SECTION ONE

CHAPTER 1

PURPOSE OF DEF(AUST)5695

1. BACKGROUND – POL TECHNICAL INTEGRITY 1.1 During manufacture, POL products are required to meet exacting standards. Usually, robust Quality Assurance (QA) programs are used by manufacturers to provide a high level of assurance of product quality prior to sale/delivery. As part of the program, quality control procedures are established to sample and test POL. Despite this, history has shown that deviations from product specification can occur. In addition, most POL products are subject to deterioration/degradation (either over time or with use), and all POL products are at risk of being contaminated during manufacture, storage, handling and/or use. ADF equipment and infrastructure issues also have the potential to impact POL technical integrity. ADF materiel, especially aircraft, is sensitive to some forms of POL deterioration and contamination. 1.2 Important OH&S and environmental issues also apply to the storage and handling of most ADF POL products. 1.3 As a result of the issues described above, the ADF must develop and implement a POL technical integrity program to ensure that the safety, fitness for service and environmental compliance of POL used by the ADF is maintained to acceptable levels. The program also prescribes measures through which POL may be used most efficiently, thereby minimising costs associated with use of POL. 2. PURPOSE 2.1 DEF(AUST)5695 defines the POL technical integrity program to be used by the ADF to assure the safety, fitness for service and environmental compliance of ADF POL procured and used in-service. This program is applicable to Australian Defence Organisation (ADO) personnel, including contractors engaged by the ADO, when procuring, storing and handling POL and associated products. 2.2 Standard or maintenance publication? Whilst this publication is published in the form of a DEF(AUST) – i.e. a “Defence Standard” – this publication is not a POL standard as it does not prescribe minimum requirements for the design or construction of POL products, nor does it provide a means by which these requirements can be met. Other standards and specifications exist for this purpose, such as DEF(AUST)5240. DEF(AUST)5695 is predominantly a maintenance publication, prescribing requirements for the acquisition and in-service management of POL technical integrity. Like many maintenance publications, DEF(AUST)5695 also provides some guidance and background information to ensure maintenance personnel are informed about POL issues related to technical integrity. DEF(AUST)5695 also provides details on other procedural requirements, such as forecasting and stock-level reporting of POL products. 3. SPONSOR 3.1 This publication is sponsored by the Joint Fuels and Lubricants Agency (JFLA). Although JFLA is not officially identified as the ADF POL “System Program Office”, JFLA performs this function and is responsible for managing POL technical integrity from procurement, through life, to use or disposal. 4. REFERENCES 4.1 This publication has in part been produced through alignment with applicable interoperability standards and by tailoring military and industry best practices deemed applicable for the ADO. The technical content of this publication is influenced by international agreements with other nations and also leverages off formal advice produced by a number of recognised technical authorities.

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CHAPTER 2

POL TECHNICAL INTERGITY PROGRAM ROLES AND RESPONSIBILITIES 1. INTRODUCTION 1.1 The aim of this chapter is to define the roles and responsibilities of ADO and contractor organisations and personnel, in relation to managing the technical integrity of ADF POL. 2. POL TECHNICAL INTEGRITY AUTHORITY 2.1 IAW DI(G)LOG 4-1-011 (Defence policy pertaining to the management of POL and associated products in the ADF), the Joint Fuels and Lubricants Agency (JFLA) is the ADF Logistics Manager (ADFLM) and Authorised/Accredited Engineering Organisation (AEO) for POL. As a result, JFLA is responsible for specifying and procuring all POL products on behalf of Defence, and to prescribe technical requirements relating to POL, including maintenance procedures, to assure POL technical integrity is maintained. 2.2 JFLA was formed on 1 July 1998 as an initiative of the Defence Reform Program. JFLA reports to Head Maritime Systems (HMS), Defence Materiel Organisation (DMO) and is located in Defence Plaza Sydney (Business Management and Logistics) and Defence Plaza Melbourne (Technical Standards and Quality Assurance). Further details on JFLA may be found on the JFLA Intranet web site http://intranet.defence.gov.au/dmoweb/Sites/JFLA/ 3. OTHER KEY MANAGEMENT ORGANISATIONS 3.1 Several other organisations are identified in DI(G)LOG 4-1-011 as having management responsibilities in relation to POL. These are: 3.2 Bulk Liquid Distribution Fleet. The Bulk Liquid Distribution (BLD) Fleet, located within the Engineer Systems Program Office (ENGSPO), reports to Land Manoeuvre Systems Branch (LMSB), Land Systems Division (LSD), DMO. The BLD Program is responsible for acquisition and through life support of Defence bulk fuel and water distribution capability including water purification and desalination. Hence, BLD is the item manager for a large amount of equipment with POL applications, including refuelling vehicles, hoses, filter elements, deployable fabric collapsible fuel tanks and related equipment. Since POL technical integrity is impacted by equipment serviceability and maintenance, BLD is a key stakeholder for POL related matters. 3.3 Defence Support Group. Defence Support Group (DSG) comprises of elements that were previously in the Corporate Services and Infrastructure Group (CSIG) and the Defence Personnel Executive (DPE). Responsibilities for DSG include the design and maintenance of all Fixed Plant and Equipment (FPE) and infrastructure for Defence. This includes (but is not limited to) the management of fixed infrastructure projects and subcontracting ongoing maintenance of Bulk Fuel Installations (BFI) through the 12 Regional Managers. DSG is responsible for prescribing technical policy on internal painting of military bulk fuel storage tanks and for the design and maintenance of BFI through the online Infrastructure Management Tool. Since POL technical integrity is impacted by infrastructure serviceability and maintenance, DSG is a key stakeholder for POL related matters. For further details refer to http://intranet.defence.gov.au/im/default_im.htm. 3.4 Strategic Logistics Branch. The Strategic Logistics Branch (SLB) is within the Joint Logistics Group (JLG) and reports to the Vice Chief of Defence Force. The Directorate of Strategic Fuels within SLB is responsible for developing strategic policy including Strategic Fuel Reserve Stockholdings. 4. POL TECHNICAL INTEGRITY PROGRAM APPOINTMENTS 4.1 In addition to the management organisations described above, many key stakeholders are involved with maintaining the technical integrity of ADF POL. As part of the POL technical integrity program defined by JFLA, the following positions/responsibilities shall be established for Fuel Quality Control (FQC). These positions are essential for the management of fuel at a base/establishment level.

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DEF(AUST)5695B Part 1 Sect 1 Chap 2 4.2 Base Fuel Quality Control Officer (BFQCO) 4.2.1 As the senior Operating Agent (OA) representative for each ADF establishment holding fuel, the BFQCO is ultimately responsible for implementing the JFLA-prescribed program for fuel technical integrity at a base/establishment level. Specifically, the BFQCO is responsible to ensure that:

a. An FQC program, compliant with DEF(AUST)5695 is in place to assure all fuel required

at the base/establishment/ship is received, stored, tested and delivered appropriately to maintain its technical integrity (safety, fitness for service and environmental compliance);

b. All base/establishment/ship FQC procedures required for the FQC program are

developed and comply with DEF(AUST)5695;

c. Where inadequate maintenance (including contractor maintenance) has the potential to impact fuel technical integrity, the appropriate authority (DSG, ENGSPO and/or JFLA) is consulted for resolution, and other actions are taken as necessary to assure the ongoing technical integrity of applicable ADF equipment;

d. All FQC personnel are adequately qualified, trained and experienced to perform fuel

handling and quality control, including appointing individuals to act as the Base Fuel Quality Control Manager (BFQCM);

e. Appropriate advice is provided on FQC matters; f. JFLA is advised where the requirements of DEF(AUST)5695 cannot be met; and g. All FQC/fuel technical integrity issues are dealt with in an appropriate manner.

4.2.2 Only one BFQCO shall be appointed for each establishment. Given the corporate governance role implied by several of the duties identified above, the BFQCO shall wherever practical be a Commonwealth employee (ADF or APS), appointed by the Commanding Officer or other senior base officer in accordance with the process defined later in this chapter. Where organisational or other issues at base level make the appointment of a Commonwealth employee as BFQCO impractical, (for example, where the complete fuel delivery and management service from depot to aircraft is conducted by contractor), the BFQCO position may be filled by a representative from the service provider. Where this occurs, the applicable contract shall explicitly specify the responsibilities listed above, and that they shall be carried out. 4.2.3 For military incumbents, the position shall be filled by a suitably qualified Engineering Officer or Warrant Officer. For public service staff, the position shall be filled by a suitably qualified workshop manager (or equivalent), ideally at APS6 (technical) level or above. For Air Force, the Officer-in-Charge of the base mechanical equipment maintenance section would be a suitable individual to be appointed as the BFQCO. For contractors, the position shall be filled by a suitably qualified individual with skills comparative to the Commonwealth equivalent. 4.2.4 Where contractual relationships exist for fuel installation maintenance (etc), JFLA expects the BFQCO to be given all appropriate support necessary from Commonwealth and contractor staff to ensure the duties above can be performed. 4.2.5 It is strongly recommended BFQCOs complete training courses applicable to the full range of fuels managed. These are:

a. For aviation fuels; FQC Centre Operator (CENT-OP) course or Army Fuel Quality Control Operations course;

b. For ground fuels; Army Fuel Quality Control Operations course; c. For maritime fuels; Fuel & Lubricating Oil Quality Control course.

4.2.6 The responsibilities of the BFQCO shall not be delegated to subordinate staff. The BFQCO position may be allocated as a secondary responsibility.

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DEF(AUST)5695B Part 1 Sect 1 Chap 2 4.2.7 For Navy ships and any deployed location, a BFQCO is not required to be appointed. Each ship or deployed location should utilise the ‘home base’ BFQCO and/or JFLA if required. 4.3 Base Fuel Quality Control Manager (BFQCM) 4.3.1 Given the BFQCO position may be staffed as a secondary duty, filled by an individual who may not have specialist fuels experience, the BFQCM position is critical in ensuring the JFLA-prescribed program for fuel technical integrity is implemented at a base/establishment level. Specifically, the BFQCM is responsible for the following:

a. Perform, record and interpret FCQ tests at a FQC centre/laboratory, or appoint

appropriately trained and competent FQC Centre Operators to perform this activity; b. Supervise personnel employed in FQC duties;

c. Ensure maintenance of fuel installations not contracted to external organisations is

carried out, and that maintenance which is contracted to external organisations is not being performed by Commonwealth staff;

d. Administer FQC requalification testing requirements, including management of

requalification test paperwork; e. Ensure the BFQCO and/or JFLA is advised where the requirements of DEF(AUST)5695

cannot be complied with; and f. Provide advice on FQC matters.

4.3.2 Normally, only one BFQCM shall be appointed at each establishment and Navy vessel. Where an establishment has two (or more) discrete and organisationally separate units which manage POL, it is acceptable to appoint BFQCMs at each unit. The BFQCMs are responsible to perform the duties listed above at their individual unit. An example is RAAF Base Amberley, where 382 ECSS (RAAF) and 8 PET PL (Army) units operate independently. 4.3.3 The BFQCM shall be a Commonwealth employee (ADF or APS) or representative from a contractor service provider, and be appointed by the BFQCO, Commanding Officer or other senior base officer in accordance with the process defined later in this chapter. Where the BFQCM position is contracted, the applicable contract shall explicitly specify the responsibilities listed above, and that they shall be carried out. 4.3.4 For military incumbents, the position shall be filled at a minimum rank of Corporal (equivalent). For public service staff and contractors, the position shall be filled by a suitably qualified individual, ideally at or above the APS4 (technical) level or equivalent. 4.3.5 For Naval vessels, where the duties of a BFQCM listed above are conducted or managed by the Marine Engineering Officer (MEO) or Liquid Fuels Officer (LFO), a BFQCM need not be appointed and the ‘title’ BFQCM need not be used. JFLA will accept that the MEO or LFO is responsible for the duties prescribed above, for a BFQCM. 4.3.6 Where contractual relationships exist for fuel installation maintenance (etc), JFLA expects the BFQCO to be given all appropriate support necessary from Commonwealth and contractor staff to ensure the duties above can be performed. 4.3.7 Before appointment, the BFQCM shall complete training courses applicable to the full range of fuels managed. These are:

a. For aviation fuels; FQC CENT-OP course or Army Fuel Quality Control Operations course;

b. For ground fuels; Army Fuel Quality Control Operations course; c. For maritime fuels; Fuel & Lubricating Oil Quality Control course.

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DEF(AUST)5695B Part 1 Sect 1 Chap 2 4.3.8 Whilst appointees may perform other duties, the primary role of the incumbent is to act as the BFQCM. If desired, the BFQCM may delegate the conduct of FCQ testing to suitable qualified FQC Centre Operators (refer below). No other duties may be delegated by the BFQCM. 4.3.9 The BFQCM position was previously referred to as the BFQC Non Commissioned Officer (NCO). A change has been made to reflect the entitlement for non-uniform Commonwealth employees to fulfil the role. 4.4 FQC Centre Operators 4.4.1 The BFQCM position should not be confused with “FQC Centre operators”. An FQC centre operator is an individual who has graduated from FQC CENT-OP or equivalent course and is therefore qualified to perform, record and interpret FCQ tests, if tasked to do so by the BFQCM. There is no requirement to formally appoint “centre operators”. Qualification/eligibility requirements for centre operators are defined in the CENT OP or equivalent course specification. For example, it is acceptable for a Lance Corporal Operator Petroleum, having completed FQC CENT OP course or Army Fuel Quality Control Operations course, to be employed in FQC testing duties, provided the BFQCM has permitted this to occur. 4.4.2 Graduates from CENT-OP course (or equivalent) are qualified to be appointed as a BFQCM, if deemed necessary by the BFQCO. Graduation from the course does not automatically imply an individual is a BFQCM. Graduates from CENT-OP course (or equivalent) do not become a BFQCM unless appointed by the BFQCO/Commanding Officer. 4.4.3 There is no requirement for a base/establishment to have a centre operator. It is acceptable for the BFQCM to perform all testing him/her self. It is also permissible to have multiple centre operators, performing FQC testing, under the direction of the BFQCM, providing all staff meet the training requirements stipulated above. 5. OTHER BASE FQC PERSONNEL 5.1 For all ADF POL, adequate numbers of appropriately qualified, trained and experienced FQC staff are required to ensure that all applicable requirements of this publication are satisfied, including fuel sampling. 5.2 Unless otherwise stated by this publication, before staff are employed in FQC duties, they shall complete a FQC course. Annual recertification for this course is also required where staff continue to be employed in FQC duties. 5.3 Personnel from operating units performing basic FQC duties such as aircraft water drains are not required to complete this training. 5.4 Senior Maintenance Manager (SMM) and operating unit staff 5.4.1 The SMM is responsible for ensuring that FQC activities identified in aircraft maintenance publications are carried out, including aircraft FQC (water) drains. Where maintenance publications do not specify FQC (water) drain requirements, the water drain requirements of Part 5 Section 1 of this publication shall be applied. 5.4.2 SMMs shall ensure staff are appropriately trained to perform FQC duties. This may include OJT by base FQC staff. 5.4.3 Where FQC issues arise, the SMM shall ensure that the BFQCO or BFQCM are contacted. 5.5 Squadron/Ship/Regiment Fuel Quality Control Officer (S/RFQCO) 5.5.1 This position applies to aviation fuels only. 5.5.2 Where a fixed or rotary wing aircraft Squadron/Regiment (Air Force, Army or Navy), or aviation capable ship operates from a location where a BFQCO has been appointed, adequate management of FQC issues may be assumed by Squadron/Ship/Regiment staff and no operating unit FQC appointments are required.

4


DEF(AUST)5695B Part 1 Sect 1 Chap 2 5.5.3 However, where a fixed or rotary wing aircraft Squadron/Regiment (Air Force, Army or Navy), or aviation capable ship operates from a location where a BFQCO is not appointed, an S/RFQCO shall be appointed and act in the capacity as the BFQCO, responsible for the BFQCO duties prescribed above, as applied at the unit level. 5.5.4 The most likely situation in which an S/RFQCO will be required is on aircraft deployment or exercise to a location where no BFQCO exists, and where fuel from an external (to the unit) source will be required. This includes aircraft operations from RAN ships (but as for BFQCMs, JFLA will accept that where a MEO or LFO carries out the duties of a SFQCO as defined above, no SFQCO appointment need be made). 5.5.5 The S/RFQCO must ensure all aviation fuel acquired by the Squadron/Ship/Regiment is fit for use, IAW the requirements of this publication. This may seem like a daunting responsibility, however in most situations an S/RFQCO will only need to become familiar with local arrangements for FQC, and confirm these are equivalent to the requirements of Part 5 of this publication. The S/RFQCO should utilise the experience of local FQC staff, ‘home base’ BFQCOs, and JFLA staff as required. 5.5.6 The S/RFQCO shall be a Commonwealth employee (ADF or APS). For military incumbents, the position shall be filled by a suitably qualified Engineering Officer or Warrant Officer. For public service staff, the position shall be filled by a suitably qualified workshop manager (or equivalent), preferably at APS6 level or above. It is recommended potential candidates for an S/RFQCO position complete CENT-OP course in preparation for any possible appointment. 5.5.7 The S/RFQCO appointment only applies for aviation fuels, in recognition of the more severe potential consequences of using degraded/contaminated fuel. 5.6 ADF Equipment/logistics personnel 5.6.1 Technical integrity sample and test requirements for oils, lubricants and other associated products used by the ADF are managed through the Standard Defence Supply System (SDSS)/Military Integrated Logistics Information System (MILIS). Equipment/logistics staff are trained to ensure quality control of these products is managed without the need to identify specific POL quality control positions within an organisation. This is the reason for the focus on fuel, not all POL products, in the preceding sections. JFLA is responsible to ensure SDSS is updated with all inspection and test requirements. 6. APPOINTMENT OF BFQCO AND BFQCM STAFF 6.1 It must be noted that JFLA places the utmost importance on the BFQCO and BFQCM positions, given they are accountable to ensure the JFLA-prescribed program for fuel technical integrity is implemented at a base/establishment level. In line with the importance placed on the BFQCO and BFQCM, individuals performing BFQCO and BFQCM duties shall be appointed IAW the process defined below. 6.2 For BFQCOs:

a. appointed in writing by the Maintenance Approval Authority Representative (MAAR), Commanding Officer or other senior officer, and

b. Issued a certificate of appointment, stating the period of appointment and duties as

defined above. The period of appointment may be assigned as the tenure of the expected posting cycle if desired. The certificate template at enclosure 1 is provided for use if desired.

6.3 For BFQCMs:

a. Appointed in writing by the MAAR, BFQCO, Commanding Officer or other senior officer, and

b. Issued a certificate of appointment, stating the period of appointment and duties as

defined above. The period of appointment may be assigned as the tenure of the expected posting cycle if desired. The certificate template at enclosure 2 is provided for use if desired.

5


DEF(AUST)5695B Part 1 Sect 1 Chap 2 Enclosures: 1. Certificate of Appointment – BFQCO 2. Certificate of Appointment – BFQCM

6


1

[Insert unit badge]

CERTIFICATE OF APPOINTMENT

THIS IS TO CERTIFY THAT

[NAME]

HAS BEEN APPOINTED AS THE BASE FUEL QUALITY CONTROL OFFICER (BFQCO) FOR

[ESTABLISHMENT]

FOR THE PERIOD OF

[MM YYYY – MM YYYY]

AND IS RESPONSIBLE TO ENSURE THAT:

a. An FQC program compliant with DEF(AUST)5695 is in place to assure all fuel required at the base/establishment/ship is received, stored, tested and delivered appropriately to maintain its technical integrity (safety, fitness for service and environmental compliance);

b. All base/establishment/ship FQC procedures required for the FQC program are

developed and comply with DEF(AUST)5695; c. Where inadequate maintenance (including contractor maintenance) has the potential to

impact fuel technical integrity, the appropriate authority (DSG, ENGSPO and/or JFLA) is consulted for resolution, and other actions are taken as necessary to assure the ongoing technical integrity of applicable ADF equipment;

d. All FQC personnel are adequately qualified, trained and experienced to perform fuel

handling and quality control, including appointing individuals to act as the Base Fuel Quality Control Manager (BFQCM);

e. Appropriate advice is provided on FQC matters; f. JFLA is advised where the requirements of DEF(AUST)5695 cannot be met; and g. All FQC/fuel technical integrity issues are dealt with in an appropriate manner.

_____________________ ________ [Name of authority – eg Commanding Officer] Date


Blank page

2


1

[Insert unit badge]

CERTIFICATE OF APPOINTMENT

THIS IS TO CERTIFY THAT

[NAME]

HAS BEEN APPOINTED AS THE BASE FUEL QUALITY CONTROL MANAGER (BFQCM) FOR

[ESTABLISHMENT/SHIP]

FOR THE PERIOD OF

[MM YYYY – MM YYYY]

AND IS RESPONSIBLE FOR THE FOLLOWING DUTIES:

a. Perform, record and interpret FCQ tests at a FQC centre/laboratory, or appoint appropriately trained and competent FQC Centre Operators to perform this activity;

b. Supervise personnel employed in FQC duties; c. Ensure maintenance of fuel installations not contracted to external organisations is

carried out, and that maintenance which is contracted to external organisations is not being performed by Commonwealth staff;

d. Administer FQC requalification testing requirements, including management of

requalification test paperwork; e. Ensure the BFQCO and/or JFLA is advised where the requirements of

DEF(AUST)5695 cannot be complied with; and f. Provide advice on FQC matters.

_____________________ ________ [Name of authority – eg Commanding Officer] Date


Blank page

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CHAPTER 3

FORECASTING AND REPORTING FOR BULK FUELS 1. INTRODUCTION 1.1 JFLA is responsible for the coordination of annual fuel forecast requirements from Navy, Army and Air Force operational commands. 1.2 Monthly Fuel Reports. On a monthly basis Defence is required to report on fuel holdings to the Government to indicate strategic assets and to track expenditures and outstanding liabilities. The following reports are necessary to support this requirement:

a. Fuel Holdings. Each month, JFLA sends stakeholders a fuel holdings report which is to be populated by each stakeholder and returned. Reports shall be forwarded to the JFLA Business Manager by the relevant Commanding Officer or his/her delegate. The report is used as a basis for the provisioning of bulk fuels and preparation of estimates. The format of the report may change periodically and hence no standard template is provided by this publication. In short, stakeholders are to complete the report sent to them by JFLA; and

b. Issues and receipts. Issues and receipt reports are required to keep track of fuel issued

to Defence and non-Defence aircraft and vessels and to balance this against fuel received from suppliers. Issues and receipt reports shall be forwarded to JFLA (ATTN: Recoveries Section) at the end of each month by establishments using forms: AD 277 Record of Fuel Issues to Non-ADF Aircraft; SA 257 Fuel Report completed by ships and ST 113 Delivery and Receipt Note for Dieso in Bulk completed by Naval Fuel Installations (NFI). When reporting monthly Aviation fuel issues and receipts, the Aviation Fuel Movement (AFM) spreadsheet is to be used and forwarded to JFLA via email to the JFLA post box ([email protected]) by the end of the first week of the month.

1.3 It is expected that at least some reporting requirements stipulated above will not be required with the implementation of the Joint Electronic Fuel Management System (JEFMS) project. 1.4 Form SI171 Aviation Fuel Daily Record. Units are to use Form SI171 when receiving and issuing aviation fuels on Defence Bulk Fuel Tanker Vehicles. Form SI171 booklets can be ordered against NSN 7530-66-103-2845. 1.5 Form AD277 Record of Fuel Issues to Non-ADF Aircraft. Units are to use Form AD277 when receiving and issuing aviation fuels using Defence Bulk Fuel Tanker vehicles. Form AD277 booklets can be ordered against NSN 7530-66-149-1034. 2. REPORTING REQUIREMENTS – NAVY BULK FUELS 2.1 As detailed in NAVSUPMAN 2 Chapter 26, in HMA Ships, the Marine Engineer Officer (MEO) or Liquid Cargo Officer (LCO) is responsible for the custody of fuels and lubricants in bulk and for their issue to departments where necessary. The MEO and LCO are also responsible for accounting for bulk supplies of fuel and lubricants. 2.2 Operational fuel reports. Operational fuel reports relate only to real time information required by the Command on which to base tactical and logistical decisions. The reports must relate to the performance characteristics and definitions laid down in ACB 0332 RAN Operational Instructions, and ABR 5287 RAN Logistics Planning Data Manual. Where a report does not relate, due to a change in ship configuration, or fuel capacity or type, the Marine Engineer Officer is to initiate amendment of the references, or correct or amplify the report. 2.3 Operational fuel reports are to include percentages of useable fuel only, and as such the remaining fuel, in surface ships, is to be compared to the 100% useable figure (95% volumetric capacity). Fuel, which has been transferred to header or ready use tanks is to be regarded as ex-pended, and is not to be included in the operational fuel report. The report is to detail F-76 and F-44 separately (it is recognised that F-44 could be used for ship propulsion if necessary). All reports are to

1



be in the format and frequency laid down in Australian Fleet General Orders (AFGOs), or as amended by the Operational Control Authority. 2.4 Delivery and receipt of bulk fuels. Further to the Quality Assurance documentation prescribed in chapter 4 of this Section, the following documentation shall be raised during delivery and receipt of all grades of fuel for HMA Ships:

a. Form ST 113 Delivery and Receipt Note for Dieso in Bulk shall be raised by the Defence NFI when fuel is supplied by a Defence NFI; and

b. Form SA 257 Fuel Report (or Signal SA 257) shall be raised by the receiving HMA Ship

to document details of the fuel quantity and fuel quality. Refer to Part 2 of this Publication for details (Maritime Operations).

2.5 Record keeping. The MEO is responsible for maintaining the Ship's file, on which are to be retained copies of Supplier Release Notes, Signals, copies of Form SA257, details of quantities of fuel discharged or otherwise disposed of, and copies of Ship and Ship/Shore documents generated as part of the fuelling or discharge operations. Records must be kept for two years, after which they may be destroyed. All other matters associated with the provisioning and reporting on use of fuel (and lubricants) are contained in NAVSUPMAN 2, Chapter 26. 3. STRATEGIC FUEL HOLDINGS POLICY 3.1 The Joint Logistics Group, Strategic Logistics Branch (SLB), Directorate of Strategic Fuels (DSF) is responsible for the development of policy on strategic holdings of bulk fuel. 4. MANAGEMENT OF FUEL DURING PERIODS OF SHORTAGE OR SUPPLY DISRUPTION 4.1 DI(G) LOG 07-3 provides policy on the management of fuel during periods of shortage or supply disruption. 5. ETHANOL BLENDED UNLEADED PETROL – DEFGRAM 75/2006 5.1 Defence Policy on the use of 10% Ethanol Blended Unleaded Petrol (E10) in Commonwealth Vehicles is contained in DEFGRAM 75/2006. In accordance with this directive, users of Defence vehicles which are capable of running on Unleaded Petrol are to use E10 whenever possible. 6. AFTERMARKET ADDITIVES – DI(G) 4-5-013 6.1 Aftermarket additives and treatments are generally packaged chemical ingredients that are intended to be added to finished fuel or lubricants in order to provide improved performance. They may also be described by names including conditioners, testaments, improvers, supplements, aids, agents, tonics, mixtures, additives or catalysts. Prior to acceptance of any product, the manufacturer's claims for improved performance must be thoroughly tested and evaluated, commensurate with existing priorities, to ensure it offers substantial positive benefits, lacks any adverse effects and meets any specification requirements. Testing must establish the effects on product specification properties and characteristics as well as assure materials compatibility with equipment applications. 6.2 The process for evaluating aftermarket additives for fuels and lubricants is contained in Defence Instruction DI(G) 4-5-013 Evaluation of aftermarket additives and treatments for fuels and lubricants prior to use within the Australian Defence Organisation. DI(G) 4-5-013 states that Defence personnel should direct members of the public with unsolicited proposals for aftermarket additives or treatments, to the Defence Unsolicited Proposals Gateway (DUPG). 6.3 JFLA Chief Engineer approval is required before testing and evaluation of aftermarket additives or treatments. The final decision for acceptance/rejection of any aftermarket additive or treatment rests with the respective System Program Office (SPO) who needs to address materials compatibility and performance effects for their particular platform.

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CHAPTER 4

PROCUREMENT METHODS, PACKAGING, MARKING AND DOCUMENTATION

1. INTRODUCTION

1.1 The aim of this chapter is to detail approved procurement methods, and the minimum packaging, marking and documentation requirements for the procurement of Petroleum, Oil and Lubricant (POL) products. As the ADF Logistics Manager (ADFLM) for all POL products used by Defence, JFLA is responsible for specifying and procuring all POL products on behalf of Defence either using Standing Offer (SO) agreements or individual Purchase Order (PO) contracts. The requirements of this chapter are to be reflected in related SO agreements and PO contracts. The requirements of this chapter also apply to sourcing products directly from a commercial supplier. 1.2 References. This chapter applies the requirements of STANAG 3149 edition 9, Minimum Quality Surveillance of Petroleum Products. The following useful references also apply to this chapter:

a. Defence Procurement Policy Manual (DPPM); b. Electronic Supply Chain Manual (ESCM); c. DEF(AUST)1000 Australian Defence Force Packaging Standard; d. DI(G) 4-1-011 Responsibilities for the Management of Fuels and Lubricants within the

Australian Defence Force;

e. DEF(AUST)5240 (current issue) Turbine Fuel, Aviation (Kerosene Type with FSII) NATO code F-34, F-44 and F-37;

f. DEF(AUST)5213 (current issue) Fuel Oil, Naval, Distillate, NATO Code F-76; and

g. DEF(AUST)5257 (current issue) Lubricating Oil, Steam Turbine and Gear: Moderate

Service, NATO Code O-250 (OEP-89). 2. DEFINITIONS 2.1 Bulk. For the purpose of this publication, bulk means greater than 500 litres or 500 kg (whichever is the lesser), IAW the Australian Dangerous Goods code. Bulk product can be stored on Navy vessels, Bulk Fuel Tanker vehicles, fixed tank facilities and deployable tank equipment. 2.2 Certificate of Conformity / Suppliers Release Note. As defined in the Electronic Supply Chain Manual (ESCM), a Certificate of Conformity (C of C) is a formal certification that the goods supplied are authentic, their origin traceable, that they meet the specification and conditions contained in the original order and that this is certified in writing by an authorised person from the suppliers quality control organisation. For POL products, a Suppliers Release Note is the C of C and shall provide traceability back to the original manufacturer when the supplier is an approved distributor. For Aviation fuels, an Aviation Release Note (ARN) shall be supplied in accordance with industry best practices (Joint Inspection Group). Supplier Release Notes and ARNs are discussed further below. 2.3 Certificate of Quality / Quality Certificate / Certificate of Analysis. The Certificate of Quality (C of Q), also known as a Quality Certificate or Certificate of Analysis (C of A) is equivalent to a laboratory test report and provides the results of specific laboratory tests prescribed by a recognised specification. Annex A provides an example certificate. The C of Q / C of A is not required for all products purchased by Defence. Where it is required, the C of Q / C of A shall be certified by an authorised representative of the manufacturer's quality control organisation and contain the following information as a minimum:

a. Product description; b. Product batch number;

1



c. Date of manufacture; d. Product specification reference; e. List the test methods, test description, and test results; f. Statement that the batch has passed or failed test; and g. Testing laboratory accreditation symbol or statement.

2.4 Form SG001 - Supplies Acceptance Certificate. Form SG001 is the Supplies Acceptance Certificate, which shall be completed by the supplier and presented with the goods for acceptance by the Commonwealth. A Form SG001 template shall be included with all SO Agreements. This is a requirement of the Electronic Supply Chain Manual. 2.5 Form SG002 - Application for Deviation. Form SG002 may be used by a supplier to apply for a deviation from a requirement. Agreement shall be received from the Joint Fuels and Lubricants Agency before proceeding with delivery. 2.6 Form SG267 – Reject Note. Form SG267 shall be used to reject supplies that do not meet the requirements of the original order including the minimum markings requirements prescribed herein. 2.7 Purchase Order Contract. A Purchase Order (PO) Contract is a formal contractual mechanism raised by Defence to prescribe the goods or services required by a particular supplier at an agreed cost and delivery schedule. For packaged POL products, the PO contract shall also prescribe the age requirement for 2/3 shelf life remaining at time of delivery for commercial products and 2/3 of the remaining retest life as defined in DEF(AUST) 206 (Latest edition) for NATO and JSD products. Standard clauses for the PO Contract are contained within the Electronic Supply Chain Manual. 3. METHODS OF PROCUREMENT

3.1 As the ADFLM for all POL products, JFLA shall procure POL products through contractual arrangements. Unless there are exceptional circumstances, Defence units shall not procure POL products direct from suppliers through local purchase order. JFLA shall be notified when there is an exceptional requirement for local purchase of POL products. 3.2 Product Specifications. To mitigate the risk of using non-conforming product, preference for Defence is to prescribe military specifications when procuring product for use on Defence assets. For some applications such as aircraft and submarine applications, military specification products are mandatory. Where it is not possible to source military specified products, commercial specifications developed by recognised authorities such as the Society of Automotive Engineers (SAE) may be acceptable. Commercial specifications shall be approved by JFLA Chief Engineer. 3.3 Qualified products. For military specifications, qualified products will be listed on a US DoD Qualified Products List (QPL), Qualified Products Database (QPD) or UK MoD Technical Approved Product List (TAPL). This approach avoids the expensive and time consuming qualification process for individual batches of product. Before purchasing a new product, personnel shall contact JFLA to ensure the product offered is duly qualified. This procedure is not necessary when:

a. The product is obtained from the Defence Force of any other treaty nation, which is responsible for approval procedures associated with the initial purchase.

b. The product is procured under a contractual arrangement; qualification approval having

been confirmed by JFLA during tender evaluation. 3.4 International Agreements and Standardised Products. Defence subscribes to international military standardisation agreements covering interchangeability of POL products. Defence Force procurement and quality authorities and suppliers are advised that under the terms of international agreements, strict adherence to specifications, quality surveillance and qualification approval procedures is required.

2



3.5 DEF(AUST)206. All contract documentation shall prescribe and refer to the requirements of DEF(AUST)206 (current issue). The DEF(AUST)206 (current issue) provides a NATO Standard cross reference to relevant specifications, which this manual does not contain. 4. PROCUREMENT OR SOURCE INSPECTIONS 4.1 As an ASIC member, Australia is required to have access to a POL testing laboratory capable of carrying out full specification testing of petroleum products by the approved methods. For POL products procured outside of Australia, JFLA is responsible for the provision of adequate procurement quality assurance inspection measures, either by the Australian testing laboratory or by agreement with a national inspecting authority of the country in which the procurement is made. 5. SUPPLY AND ACCEPTANCE OF PACKAGED PRODUCTS 5.1 The supplier shall not repackage goods from their original containers without first seeking and obtaining formal approval from the JFLA prior to submitting the goods for receipt and acceptance by the Commonwealth or its appointed agent. 5.2 The supplier shall not relabel goods without formal approval from the JFLA before submitting the goods for receipt and acceptance by the Commonwealth or its appointed agent. 5.3 All contract documentation shall prescribe DEF(AUST)1000 Australian Defence Force Packaging Standard for minimum packaging requirements. All goods shall be packed in a manner that protects them against all physical and environmental hazards to ensure safe, dry and clean delivery. 5.4 Container construction. Container construction material must be compatible with the product and provide adequate protection during storage and distribution as required of DEF(AUST)1000 (latest edition). Internal protective coatings must be resistant to the contained product and water and not have a detrimental effect on the product. Internally galvanised containers and zinc rich coatings are prohibited for aviation and naval fuels, lubricants and hydraulic fluids. Long term storage for any petroleum products in galvanised containers is also prohibited. The closure is to be liquid and gas tight and resistant to 'breathing'. Where practicable, the container closures are to be capable of being sealed by an overseal or wire and lead seal. 5.5 Filling containers. Aviation fluids should only be repackaged where an operational requirement exists. Before filling, all containers shall be clean and free from loose rust, paint flakes or any other potential contaminant. When the product has been micronically filtered, meticulous cleanliness of the container and filling equipment must be assured. Containers shall be closed immediately after filling and shall be carefully labelled with the information required by this chapter to allow traceability of the product including the original product name, date of manufacture, the date of filling, NATO code (for NATO standardised products) and product batch number. 5.6 Storage and shelf life management. For identification purposes different products shall be stored separately from each other. Quarantined stocks shall be stored in a separate location with clear signage that states ‘QUARANTINE’. Stocks of similar dates of filling are to be stored together wherever possible. Store rooms shall observe a stock rotation policy to ensure that stocks are to be consumed on the basis of oldest stock first. 5.7 Preference is for all packaged POL products to be stored undercover, in a dry and clean environment free of moisture and free of extreme temperature variations. Except in emergency, containers shall not to be stored in direct contact with the ground. Containers shall be stored on raised hard standings. All filled drums (200 litres and above) shall be stored on their sides (belly stacked) with both closures below liquid level at the 3 o’clock and 9 o’clock positions such that the depth of liquid above the closures is as large as possible to prevent seals from drying out. 6. MINIMUM CONTAINER MARKINGS FOR PACKED PRODUCTS 6.1 It is essential that containers for petroleum products are marked so that:

a. The product they hold may be readily identified the Defence supply system and foreign national supply systems;

b. The origin and age of the product may be established at any time.

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c. The hazards associated with the product e.g. flammable, toxic or corrosive, are clearly indicated.

6.2 The following common markings are the minimum to be applied to all petroleum products packed in main base areas or manufacturers’ works and, where possible, to products packed in the field:

a. NATO or JSD code number enclosed by a rectangle (for NATO standardised products);

b. Nomenclature (product description);

c. NATO Stock Number;

d. Batch number;

e. Date of manufacture or filling date (month and year);

f. Contract No, or Contractor's name (or initials);

g. Particulars of weight or volume of contents;

h. Safety and use markings, where applicable;

i. RETEST date (for NATO products); and

j. Manufacturers shelf life. 6.3 The minimum common marking for products packed in reusable containers, (e.g. jerrican) in the field is the NATO marking, but the markings listed above shall be applied when practicable. Additionally, the marking is to be in a position such that the NATO code number is readily seen when the containers are stacked. Where products are packed in outer containers such as boxes or cartons these minimum markings are also to be included in the markings placed on the outer container. 6.4 Small containers. For small containers, which are packed inside boxes or cartons the NATO retest markings shall be placed on boxes or cartons and all containers contained within. When affixing an appropriate label to any packaging, care must be taken not to cover up important OEM container and packaging markings. All markings shall be clearly and legibly inscribed, of a size appropriate for the type of container and the materials used are to be selected for durability. On coloured containers, the colour of the markings is to be in contrast with the colour of the container. 6.5 NATO RETEST requirements. Packed petroleum products do not have an indefinite shelf life since they naturally decompose with time particularly when stored in hot environments. NATO RETEST period may be less than the manufacturers shelf life due to the Quality Assurance requirements set by interoperability standards. When re-lifing NATO standardised products (excluding bulk fuels), the first RETEST date shall be at the original frequency stated in DEF(AUST)206 (current issue). Subsequent RETEST periods shall follow at half the previous frequency. Additionally, a product shall be retested no more than two times. This is consistent with NATO STANAG 3149 and applies to product that is dormant in parent equipment that is idle during periods of deeper maintenance.

EXAMPLE: H-515 hydraulic fluid has a RETEST period prescribed by DEF(AUST)206 of 24 months. The maximum life that a dormant container of H-515 hydraulic fluid can have is 42 months (24 months plus 12 months, plus 6 months). The product must be disposed of after 42 months of storage in accordance with interoperability requirements.

6.6 NATO RETEST markings. When NATO standardised packaged products have passed Type B RETEST requirements (see DEF(AUST)206), the old RETEST date shall be deleted and the next RETEST date is to be marked on all containers. JFLA Chief Engineer shall provide a retest date extension certificate with reference to the test report and the next RETEST due date. The new marking shall be in the following form:

RE-INSPECT: [insert month and year]

REFERENCE: [insert JFLA retest date extension certificate number]

4



6.7 Maximum shelf life. The maximum shelf life of any product that can be considered as being fit for interchangeability under interoperability agreements is 72 months (6 years) from its date of manufacture. 7. ACCEPTANCE DOCUMENTATION FOR PACKAGED PRODUCTS 7.1 All packaged POL shall be accompanied with the following documents:

a. Supplier’s Release Note stating that the goods supplied are authentic, their origin traceable, that they meet the specification and conditions contained in the original order. The Supplier’s Release Note shall be certified by a responsible member of the Supplier's quality control organisation and contain the following information:

(1) The Defence SO or PO that goods were procured against;

(2) NATO or JSD product identification number (if applicable);

(3) NATO Stock Number (NSN); (4) Commercial product description; (5) Product batch number; (6) Date of manufacture (month and year); (7) Place of manufacture; and (8) Date of next re-test due in accordance with Annex B of DEF(AUST)206 (current

issue). If a product is not listed in the DEF(AUST)206, contact the JFLA Chief Engineer for appropriate next re-test due dates.

b. Material Safety Data Sheet (MSDS) as prescribed under OH&S Acts; and c. Supplies Acceptance Certificate (Form SG001).

7.2 Product Age Requirements. At the time of delivery the Commonwealth or its appointed agent shall confirm by document review that all supplies meet the following:

a. Product age shall not be greater than 24 months from date of manufacture; b. For NATO or JSD designated products a minimum of two thirds (2/3) of the RETEST

life is remaining. RETEST frequency is defined at DEF(AUST)206 Annex B. If the product is not listed in DEF(AUST)206, contact the JFLA Chief Engineer for appropriate next RETEST due dates; and

c. For non NATO or JSD designated products a minimum of two thirds (2/3) of the

manufacturers recommended shelf life is remaining. 7.3 The Commonwealth shall accept the goods by verifying:

a. the quantity and condition of the goods packaging; b. that the Suppliers Release Note is correct and meets the description in the original order; c. that the goods Date of Manufacture and minimum RETEST life remaining meets the

requirements of this publication and DEF(AUST)206; and d. a Form SG001 is completed and signed as acceptance of goods meeting the

requirements of the Standing Offer / Purchase Order. 7.4 Goods that do not meet Defence requirements are to be immediately rejected, and JFLA is to be formally advised as to the reason for rejection through a non-conformance report.

5



8. SUPPLY AND ACCEPTANCE OF BULK PRODUCTS 8.1 Products supplied to Defence in volumes greater than 205 Litre volumes (e.g. fuels and bulk lubricating oils), shall be supplied in accordance with Defence contracts managed by JFLA. Contractors supplying products in bulk shall, as a minimum requirement, meet ISO 9001 Quality Management Systems - Requirements or approved equivalent. 9. ACCEPTANCE DOCUMENTATION FOR AVIATION FUEL - F-34 AND AVGAS 100 9.1 Aviation Release Note (ARN). All F-34 and AVGAS 100/100LL deliveries from a commercial supplier shall be accompanied with an ARN (example at annex B). The ARN shall indicate that the goods supplied are authentic, their origin traceable, that they meet the specification and conditions contained in the original order. For AVGAS, Defence preference is the low lead type (AVGAS 100LL), which is recognisable as blue in colour. The supplier’s ARN shall contain the following information:

a. A unique identification number or reference generated by the Supplier; b. Place of supply (released from); c. Place of Delivery (release to); d. Product Description including NATO Code; e. Specification DEF(AUST)5240D (current issue) for F-34 and DEFSTAN 91-90 (current

issue) for AVGAS 100/100LL; f. Product Batch Number; g. Test Report Number; h. Volume at ambient temperature; i. Specific Gravity at 15 °C; j. Applicable additives injected at the terminal (i.e. Static Dissipator, FSII, Lubricity Improver

Additive) including volume; k. Conductivity at ambient temperature at point of loading by the Supplier; and l. Certification signature by an authorised representative of the Supplier's quality control

organisation. 9.2 Fuel Condition Statement. An ARN is not required for fuel transfers between ADF installations. All aviation fuel transfers between ADF installations shall be accompanied by a Fuel Condition Statement, IAW the template at annex C. 10. ACCEPTANCE DOCUMENTATION FOR AVIATION FUEL - F-44 HIGH FLASHPOINT 10.1 Since the manufacture of F-44 base stock (F-43) does not occur as frequently as F-34 base stock (F-35/Jet-A1), Defence requires a Certificate of Quality in addition to the ARN for all deliveries of F-44. For deliveries by ship, a Bill Of Lading (BOL) shall also be required to indicate formal transfer of ownership of fuel. All bulk F-44 provided by a commercial supplier shall be accompanied with the following documents:

a. Certificate of Quality required for all deliveries of F-44 to indicate that the batch of product has passed the necessary laboratory tests prescribed by specification DEF(AUST)5240 (current issue) – refer annex A;

b. ARN for road tanker deliveries only, which contains the information as specified for F-34

and AVGAS – refer annex B; and c. BOL for ship deliveries which shall includes a BOL number – refer to Annex D.

6



11. ACCEPTANCE DOCUMENTATION FOR MARINE FUEL - F-76 NAVAL DISTILLATE 11.1 All bulk F-76 Naval Distillate provided by a commercial supplier shall be accompanied with the following documents:

a. Certificate of Quality required for all deliveries of F-76 to indicate that the batch of product has passed the necessary laboratory tests prescribed by specification DEF(AUST)5213 (current issue) – refer annex A.

b. Suppliers Release Note. Supplier’s Release Note indicating that the goods supplied are

authentic, their origin traceable, that they meet the specification and conditions contained in the original order. The Supplier’s Release Note shall be certified by a responsible member of the Supplier's quality control organisation and contain the following information:

(1) A unique identification number or reference generated by the Supplier;

(2) Place of Supply (released from); (3) Place of Delivery (release to); (4) Product Description including NATO Code; (5) Specification Number e.g. DEF(AUST)5213 (current issue); (6) Product Batch Number; (7) Test Report Number; (8) Volume at ambient temperature and corrected to 15 °C; (9) Density at ambient temperature and corrected to 15 °C; (10) Weight; (11) Applicable additives injected at the terminal (e.g. FSII for F-76) including volume;

and (12) Certification signature by an authorised representative of the Supplier's quality

control organisation.

c. BOL. To indicate formal transfer of ownership of fuel, a BOL is to be provided that includes a BOL number – refer to Annex D.

d. F-76 Accelerated Fuel Stability Test Report. The supplier of F-76 grade fuel shall

provide JFLA the test results from the 13 week storage stability test for each batch of fuel supplied. JFLA will notify the Navy customer if there any adverse results and provide advice as necessary.

12. ACCEPTANCE DOCUMENTATION FOR MARINE FUEL – COMMERCIAL DIESEL 12.1 Marine Diesel Supplied from Commercial Suppliers. When fuelling at a commercial location, the fuel will not be F-76 but will be some form of commercial grade Automotive Diesel Fuel (ADF). All marine fuels supplied by a commercial supplier to HMA Ships shall be accompanied by a Suppliers Release Note which shall be checked for conformity and filed as a quality record. The Supplier’s Release Note shall contain the following information:

a. A unique identification number or reference generated by the Supplier; b. Place of Supply (released from); c. Place of Delivery (release to);

7



d. Product Description (ADO or suppliers nomenclature) e. Australian Government Specification; f. Product Batch Number; g. Volume at ambient temperature; and h. Certification signature by an authorised representative of the Supplier’s quality control

organisation. 13. ACCEPTANCE DOCUMENTATION FOR MARINE FUEL - HEAVY FUEL OIL 13.1 Heavy Fuel Oil (HFO) will only be issued from a commercial terminal to HMAS SIRIUS as a bunker product. All HFO receipts provided from a commercial supplier shall be accompanied with the following documents:

a. Certificate of Quality required for all deliveries of HFO to indicate that the batch of product has passed the necessary laboratory tests prescribed by specification ISO 8217 (current issue) – refer annex A; and

b. Suppliers Release Note (which may be referred to as Bunker Delivery Receipt) which

shall be checked for conformity and filed as a quality record. The Supplier’s Release Note shall contain the following information:

(1) A unique identification number or reference generated by the Supplier; (2) Place of Supply (released from); (3) Place of Delivery (release to); (4) Product Description; (5) Specification Number e.g. ISO 8217 (current issue); (6) Product Batch Number; (7) Test Report Number; (8) Volume at ambient temperature and corrected to 15 °C; (9) Density at ambient temperature and corrected to 15 °C; and (10) Certification signature by an authorised representative of the Supplier's quality

control organisation. 14. ACCEPTANCE DOCUMENTATION FOR GROUND FUELS 14.1 All bulk ground fuels (ADF, ULP, E10) provided by a commercial supplier shall be accompanied with the following document:

a. Suppliers Release Note. Supplier’s Release Note indicating that the goods supplied are authentic, their origin traceable, that they meet the specification and conditions contained in the original order. The Supplier’s Release Note shall be certified by a responsible member of the Supplier's quality control organisation and contain the following information:

(1) A unique identification number or reference generated by the Supplier; (2) Place of Supply (released from); (3) Place of Delivery (release to);

8



(4) Product Description (ADF, ULP, E10); (5) Australian Government Specification; (6) Product Batch Number; (7) Volume at ambient temperature; and (8) Certification signature by an authorised representative of the Supplier's quality

control organisation.

15. ACCEPTANCE DOCUMENTATION FOR BULK OILS 15.1 All bulk oils (e.g. OMD-113, OEP-89, OEP-250) provided by a commercial supplier shall be accompanied with the following documents:

a. Certificate of Quality required for all deliveries of bulk oils to indicate that the batch of product has passed the necessary laboratory tests prescribed by the applicable specification prescribed by the JFLA Chief Engineer – refer annex A.

b. Suppliers Release Note. Supplier’s Release Note indicating that the goods supplied are

authentic, their origin traceable, that they meet the specification and conditions contained in the original order. The Supplier’s Release Note shall contain the following information:

(1) A unique identification number or reference generated by the Supplier; (2) Place of Supply (released from); (3) Place of Delivery (release to); (4) Product Description including NATO Code; (5) Specification Number e.g. DEF(AUST)5257; (6) Product Batch Number; (7) Test Report Number; (8) Volume at ambient temperature; and (9) Certification signature by an authorised representative of the Supplier's quality

control organisation. 16. REJECTION OF SUPPLIES 16.1 Where the supplier does not provide the correct documentation requirements as described in this Chapter it is sufficient cause for the Defence receipting officer to consider rejection of the delivery. The applicable Defence receipting officer shall raise Form SG267 and contact JFLA to discuss the significance of the deficiency and required action. 17. CONDITIONS OF USE OF NATO MARKINGS 17.1 The use of the NATO marking system for identification of petroleum products is conditional upon observance of the full application of this publication, which incorporates the requirements of STANAG 3149. JFLA has adopted the minimum quality surveillance measures detailed in STANAG 3149 as best practice for all products used on all Defence platforms. 17.2 If before use, a product becomes off-specification with respect to the NATO allowable deterioration limits, a line of color contrasting with the NATO Marking and the background color of the container, is to be drawn diagonally across and beyond the rectangle enclosing the NATO code number. The thickness of the line will be such that it is clearly visible and the NATO marking easily read. The NATO marking is then to be considered cancelled and the product may if desired, be

9



considered as an emergency substitute for the original product and thus may only be used under technical advice. 18. TRAINING OF PERSONNEL 18.1 Aeronautical Product Receipts Officer Training. All personnel involved with the receipt of POL products are to be suitably trained to ensure that they are fully competent to perform their duties. Personnel receipting packaged Aeronautical Product into store shall have completed the Aeronautical Product Receipts Officer (APRO) course. ANNEXES: A. Example Certificate of Analysis / Quality B. Example Aviation Release Note C. Fuel Condition Statement D. Example Marine F-76 Bill Of Lading

10


DEF(AUST)5695B Part 1 Sect 1 Chap 4 ANNEX A

EXAMPLE OF A CERTIFICATE OF ANALYSIS / QUALITY

1



Blank Page

2


DEF(AUST)5695B Part 1 Sect 1 Chap 4 ANNEX B

EXAMPLE OF AN AVIAITON RELEASE NOTE

1



Blank Page

2


DEF(AUST)5695B Part 1 Sect 1 Chap 4 ANNEX C

EXAMPLE OF A FUEL CONDITION STATEMENT

FUEL CONDITION STATEMENT (FOR DELIVERIES BETWEEN MILITARY INSTALLATIONS) INSTALLATION/LIGHTER:_______________________________________________________ SOURCE TANK:___________________________________ DATE:________________________ PRODUCT TYPE: ________________________________________________________________ LOAD TO:_______________________________________________________________________

FUEL DATA

TEST RESULT DATE OF TEST NAME OF TESTER

1. VISUAL (C & B)

2. DENSITY

3. FSII

4. FLASH POINT

5. ENTRAINED WATER

6. CONDUCTIVITY

1



Blank Page

2


DEF(AUST)5695B Part 1 Sect 1 Chap 4 ANNEX D

1

EXAMPLE CERTIFICATE OF A BILL OF LADING



2

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CHAPTER 5

TRAINING OF PERSONNEL 1. INTRODUCTION 1.1 The aim of this chapter is to prescribe training requirements for personnel responsible for handling aviation grade fuels and other POL products (packaged and bulk) to ensure that all operations are safe and avoid the loss or contamination of Defence assets. This chapter should be read in conjunction with Part 1 Section 1 Chapter 2, which details the roles and responsibilities for key personnel involved with Fuel Quality Control (FQC). 1.2 The support arrangements at each Defence establishment will vary according to the Defence Support Group (DSG) Regional contractual arrangements. Some fuel handling services may have been contracted to a local Maintenance Agent (MA), whilst others may have been retained by the Operating Agent (OA) which may or may not have been outsourced, or some services may be provided by Defence personnel (ADF or APS) at a Unit that is separate to the OA organisational structure. Regardless of the support arrangements, personnel must be properly qualified to handle POL products including aviation fuel grades. 1.3 References. The following useful references are related to this chapter:

a. DI(AF)AAP7001.068(AM1) Design and Technology Services Support Manual;

b. DI(AF)AAP7001.059(AM1) Aviation Maintenance Management Manual;

c. DI(AF)AAP7029.007-3M Aircraft Fuel Cells and Internal/External Tanks; and

d. NTIS Competency TDAJ203A Conduct quality control operations related to refuelling/de-fuelling;

2. DEFINITIONS 2.1 The following definitions apply:

a. Operating Authority. The Operating Agent (OA) is the agency that is responsible for the operation of the BFI/NFI, which includes receipt of bulk fuel from suppliers, testing and quarantine of bulk fuel and distribution of fuel to Bulk Fuel Tanker (BFT) vehicles and aircraft. The OA is typically a Defence agency but may include contracted services such as Bulk Fuel Tanker (BFT) operations and aircraft refuelling.

b. Maintenance Authority. The Maintenance Agent (MA) is the agency that is responsible

for the planning and implementation of maintenance tasks at the Defence BFI/NFI as required of the Defence Bulk Fuel Infrastructure Maintenance Instruction. The MA is typically contracted by Defence Support Group through a Comprehensive Maintenance Contract (CMC). The CMC may or may not be limited to BFI/NFI maintenance, and may employ sub-contractors on an infrequent basis to carry out maintenance tasks.

3. GENERAL REQUIREMENTS 3.1 All personnel permanently stationed at Defence establishments responsible for handling aviation fuel grades, shall be familiar with local support arrangements to ensure that there is a clear understanding of the roles and responsibilities for the local MA, local OA and any other related Units. Successful working relationships will rely upon regular communication between each agency. 3.2 DSG shall ensure that each OA has visibility of the related MA contract (minus sensitive information such as costing) so that there is a clear understanding of roles and responsibilities that relate to the handling of aviation fuel grades and Aviation Fuel Quality Control. 3.3 Regardless of local support arrangements, all personnel involved with the receipt, handling, storage and distribution of bulk and packaged POL products shall be appropriately qualified to do so.

1



In general, effective management of POL products may require an understanding of the following issues (but may not be limited to):

a. procurement documentation and receipt requirements;

b. Material Safety Data Sheet (MSDS) requirements; c. Personal Protective Equipment (PPE) requirements; d. OH&S and environmental risks associated with handling POL products; e. product nomenclature systems including specifications, JSD codification systems and

NATO codification systems; f. product manufacture shelf life management and NATO RETEST requirements; g. regular condition assessment test requirements for aviation fuels; h. aircraft refuelling precautions and procedures to minimize the risk of fire and explosion; i. procedures for the storage and handling of drum-stock; j. operation and maintenance of refuelling vehicles including Bulk Fuel Tanker (BFT) and

Hydrant Dispensers and related equipment; k. operation and maintenance of Defence Establishment Bulk Fuel Installation (BFI) and

related fixed plant; l. operation and maintenance of Field BFI and related equipment; and m. confined space entry requirements for cleaning of fabric tanks and BFI tanks.

3.4 Equipment and Infrastructure. JFLA is not the technical authority for POL handling equipment and related infrastructure, and does not prescribe training requirements for maintenance or operation of such equipment and infrastructure. This publication addresses training requirements as they relate to the handling and quality control of packaged and bulk POL products only. The respective item managers of related equipment and infrastructure should be consulted for advice on training requirements that relate to equipment and infrastructure maintenance/operation. 4. ROLES AND RESPONSIBILITIES 4.1 JFLA. As defined in DI(AF)AAP7001.068(AM1) DATSSM, the JFLA has a number of responsibilities that relate to the training of personnel involved with the handling of aviation fuels. These training responsibilities extend across all platforms/products and include the following:

a. Prescribing the minimum standards of training and re-qualification requirements for all Defence personnel (including contractor agencies) who handle POL products;

b. Technical sponsorship of Aviation Fuel Quality Control (FQC) courses delivered by

285 SQN School of Petroleum Engineering (PETENG), RAAF Richmond NSW which include:

(1) 112630 Fuel Quality Control (FQC) Course; (2) 112631 Fuel Quality Control Centre Operator (FQCCENTOP); and (3) 112633 Fuel Quality Control Requalification (FQCREQUAL).

c. Technical sponsorship of Marine Fuel Quality Control (FQC) courses delivered by HMAS

CERBERUS Engineering Faculty, VIC which include:

(1) 104403 Navy Fuel Quality Control (FQC) Course;

2



(2) Engineer Officer Application Course, Marine Engineer EOAC(ME); and (3) 100582 Naval Fuel Installation (NFI) Operator Course;

d. Technical sponsorship of the POL content in Army courses delivered by the Army Logistic

Training Centre (ALTC) which include: (1) 120075 Bulk Fuel Tanker Operator Course; (2) 120066 IET Operator Petroleum Basic course; and (3) 208172 Army Fuel Quality Control Operations course.

e. Presenting JFLA Roles and Responsibilities to the following ad-hoc courses as required:

(1) Aircraft Systems Engineering Courses as required;

(2) Aircraft Senior Maintenance Managers Courses as required;

(3) Navy Fuel Quality Control courses at HMAS Cerberus Engineering Training

School; (4) Navy Marine Engineer Officer (MEO) courses at HMAS Cerberus Engineering

Faculty; and (5) Presenting on 285SQN PETENG courses at RAAF Richmond as required.

f. Providing continuation training/briefing material on the JFLA intranet website:

(1) Aviation Fuel Quality Control Continuation Training; and (2) Quality Assurance of Packaged POL Products.

4.2 285SQN School of Petroleum Engineering (PETENG). Responsible for the following:

a. developing, scheduling and delivering the Aviation FQC courses listed above;

b. provision of the FQCREQUAL course handbook via the 285SQN intranet website; and

c. maintaining a centralised National currency database for all personnel stationed at Defence establishments, that have undertaken FQC and FQC re-qualification training.

4.3 HMAS CERBERUS Engineering Faculty. Responsible for development and delivery of the Navy courses listed above. 4.4 Army Logistic Training Centre (ALTC). Responsible for development and delivery of the Army courses listed above. 4.5 HQ 16 Avn Bde Aircraft Support Senior Manager. Responsible for annual FQC re-qualification of Army Aviation Ground Crewman through annual induction training and recording of FQC duties and refuelling tasks in respective AATTRs/Patriot Excalibur (PEX) in accordance with DI(AF)AAP7001.059(AM1) requirements for management of technical and non-technical trades. 4.6 RAAF School of technical training. Located at RAAF Base Wagga New South Wales, the RAAF School of Technical Training (STT) is responsible for initial training to Air Force trade technicians. Part of the syllabus includes an overview of Fuel Quality Control and general trade skills for management of POL products in the field and workshop environments. 4.7 RAAF Combat Support Group Headquarters. The RAAF Combat Support Group (CSG) Headquarters (HQ) located at RAAF Base Amberley is responsible for training Defence staff (ADF or APS) employed to operate Bulk Fuel Infrastructure (BFI) and related equipment as members of the local Operational Authority (OA). CSG HQ shall ensure that any training material used is up to date and consistent with the FQC training material maintained by 285SQN PETENG.

3



4.8 Local Units - Bulk Fuel Tanker Operator Training. Local training centres at some Defence establishments are responsible for providing training to Bulk Fuel Tanker (BFT) drivers. Such local units are responsible for ensuring that local training material is up to date and consistent with the FQC training material maintained by 285SQN PETENG. 4.9 Senior Maintenance Managers. Senior Maintenance Managers at aircraft operating units shall provide POL related continuation training briefs IAW AAP7001.059 requirements. 5. AVIATION FQC - RE-QUALIFICATION REQUIREMENTS 5.1 To align with industry best practices, all personnel permanently stationed at Defence establishments including air capable ships, AO’s and AOR vessels who are responsible for handling aviation fuel grades shall complete the FQCREQUAL course (or approved equivalent) every 12 months. The FQCREQUAL training handbook is available on the No. 285SQN PETENG intranet website. The FQCREQUAL exam is available upon request from the PETENG NCO. 5.2 The intent is for the FQCREQUAL course to consist of a reasonable period of self-paced review of the training handbook (e.g. two weeks) followed by a locally supervised multiple choice exam which should take up to 1 hour to complete. Test results need to be forwarded to No. 285SQN PETENG who shall register results in a National database. Local tuition and re-tests may be requested by PETENG NCO if results are deemed unsatisfactory by PETENG staff. 5.3 Defence personnel are likely to be posted out of direct aviation handling roles at some stage during their careers, after completion of FQC training. Where staff are posted to positions which do not require involvement in FQC, maintaining requalification status (eg undergoing requalification training) is not required. However, where personnel have been absent from FQC related duties for more than 12 months, the BFQCM shall ensure these staff complete the FQCREQUAL Course before they are re-employed on FQC-related duties. The BFQCM is responsible to determine whether personnel need to repeat the initial FQC Course, if results in the FQCREQUAL Course are considered to be unsatisfactory. 5.4 Approved alternative training. Aviation FQC re-qualification can be met through completion of the refresher FQCREQUAL course managed by 285 SQN PETENG or through a JFLA approved equivalent annual induction-training program and recording system. 6. AVIATION FQC TRAINING MATRIX 6.1 The Aviation FQC Training Matrix at Table 1 summarises the training courses deemed mandatory (‘M’) and recommended (‘R’) for applicable trades and contractors. Any course may be conducted as an option by any staff involved in POL, subject to availability of courses. 6.2 With reference to table 1, the following should be noted:

a. Contractors. FQC training requirements only apply to contractors who are permanently

stationed at Defence establishments through DSG Corporate Support Contract (CSC) arrangements, either within the BFI/NFI Maintenance Agency (MA) or BFI/NFI Operating Agency (OA). Visiting subcontractors shall receive an induction brief from the respective MA as prescribed in this chapter. Visiting supplier BFT Operators are trained separately by their respective parent companies;

b. Army Operator Petroleum Trade. Army Operator Petroleum tradesmen shall complete

the initial Aviation FQC Course as part of the PMKeyS 120066 Operator Petroleum Basic course Training Management Package (TMP);

c. Army Aviation Aircraft Support Ground Crewman Trade. AAVN Aircraft Support

Ground Crewman are employed to operate Bulk Fuel Tanker (BFT) vehicles and to deliver aviation fuel grades to Army aircraft and visiting aircraft. As a result, AAVN Aircraft Support Ground Crewman tradesmen shall complete the Aviation FQC Course as part of the Army IET; and

4



d. BFQCM. Due to the additional laboratory skills required, BFQCMs are required to complete the FQC CENTOP or Army FQC Operations course in addition to undertaking annual FQC REQUAL refresher course training.

Trade/Position(1) FQC

Cou

rse

1126

30

FQC

CEN

TOP

1126

31

or A

rmy

FQC

Ops

Cse

FQC

REQ

UA

L 11

2635

BFI

Man

agem

ent

(RA

AF

CSG

)

BFT

Ope

rato

r 120

075

NFI

Ope

rato

r 100

582

Nav

y FQ

C 1

0440

3

JFLA TS&QA Staff R R R - - - -

BFQCO - R - - - - -

BFI Manager (2) M - M M - - -

BFQCM M M M - - - -

BFI OA Staff M M(3) M R - - -

BFI MA Staff M - M - - - -

BFT Operator (Defence) (4) M - M - M - -

BFT Operator (Contractor)(5) M - M - M - -

Army Operator Petroleum Trade M M(6) M - M - -

Army AVN Ground Crewman (7) M R M - M - -

Navy Engineering Faculty Instructor - M M - - M M

Navy MEO and DMEO - - R - - - R

NFI Manager - - M - M M

NFI OA Staff - - M - - R M

NFI MA Staff - - M - - R M

Marine Technical Sailors - - M - - - M

NOTES:

1. ‘R’ = recommended. ‘M’ = mandatory.

2. At some Defence establishments, the BFI Manager is the OIC MEOMS.

3. Only where OA staff are involved in FQC testing duties.

4. BFT Operators employed at Army establishments shall complete training at ALTC, which shall adequately capture Aviation Fuel Quality Control in its Learning Outcomes

5. Only applicable to BFT Operator Contractors permanently stationed at Defence establishments. Visiting supplier BFT Operators are trained separately by their respective parent companies.

6. Only where Operator Petroleum staff are involved in FQC testing duties.

7. Only where Army AVN ground crewman are employed in operations involving POL.

Table 1 – Aviation Fuel Quality Control - Training Matrix

5



7. CONFINED SPACE ENTRY 7.1 All personnel involved in maintenance activities that require entry into an aircraft fuel tank, bulk fuel tanker or a bulk storage tank (including tanks on Navy vessels), shall complete appropriate training from a suitably accredited training agency. This training is typically provided by local training schools and is not managed by JFLA. Local OH&S representatives should be consulted. 8. AERONAUTICAL PRODUCT RECEIPT OFFICER COURSE 8.1 Defence and contractor personnel at a Joint Logistics Unit (JLU) involved with the procurement, receipt and storage of packaged POL products shall complete the Aeronautical Product Receipt Officer (APRO) Course provided by DGTA. This course addresses the acceptance criteria for all aeronautical products including packaged POL products. 9. BFI/NFI SAFETY AND MAINTENANCE INDUCTION BRIEF 9.1 Before conducting any maintenance at a Defence Bulk Fuel Installation (BFI) or Naval Fuel Installation (NFI), all sub-contractor staff shall receive a formal induction brief from the respective Maintenance Agency (MA) acting on behalf of Defence Support Group (DSG) through a Comprehensive Maintenance Contract (CMC). The induction brief shall be sponsored by DSG and shall be tailored to the layout of each location. To align with industry best practices, as a minimum, the induction brief shall address the following issues:

a. the works permit/maintenance approval process;

b. a requirement to sign in and out of a BFI/NFI location at the BFI/NFI Maintenance Register;

c. a schematic layout of the local BFI/NFI;

d. the safety features at the local BFI/NFI including emergency stop, fire protection systems,

shower baths and emergency exits;

e. the hazards association with handling aviation/bulk fuels;

f. spill controls and reporting requirements;

g. principles of Fuel Quality Control (FQC)/product quality assurance; and

h. the requirement for independent inspections/quality assurance checks for Critical Maintenance Operations (CMO).

9.2 Currency. All sub-contractor staff shall receive the brief on an annual basis to remain current. 9.3 Register. The CMC Contractor shall maintain an Induction Brief Register to provide evidence that sub-contractors have been briefed in the past 12 months. 10. CERTIFICATION OF COMPETENCY 10.1 Certification of competencies such as FQC and confined space entry must be recorded in the member's personal Qualification and Authorisation Card (Navy 'A' Card), Army Aircraft Technical Trade Record (AATTR) Patriot Excalibur (PEX), Air Force Record of Training and Employment (RTE) or contractor equivalent. Certification records shall be reviewed by JFLA POLENG(WOFF) during regular compliance assurance program audits. 11. CONTINUATION TRAINING – OPERATIONAL FLYING SQUADRONS/UNITS 11.1 Senior Maintenance Managers (SMMs) at operational flying squadrons/units shall provide continuation training IAW AAP7001.059 requirements.

6




CHAPTER 6

DOWNGRADING AND DISPOSAL OF POL PRODUCTS

1. RESERVED

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PART ONE SECTION TWO

CHAPTER 1

HEALTH AND SAFETY HAZARDS ASSOCIATED WITH POL PRODUCTS

1. INTRODUCTION 1.1 The aim of this chapter is to provide a guide on managing the heath and safety hazards associated with POL products. The respective Materials Safety Data Sheet (MSDS) should be consulted for each product in use to ensure that minimum safety precautions are taken during handling, storage and transportation of POL products. 1.2 References. The following useful references apply to this chapter:

a. Defence Occupational Health and Safety website: http://ohsc.defence.gov.au/;

b. Defence SAFETYMAN;

c. Safe Work Australia Hazardous Substances Guidelines;

d. Product Material Safety Data Sheets (MSDS);

e. Australian Dangerous Goods Code;

f. AS 2430.1 Classification of Hazardous Areas: Explosive Gas Atmospheres;

g. AS 2430.3 The Classification of Hazardous Areas Part 3: Specific Occupancies; 2. SAFETY POLICY 2.1 Defence must comply with the Occupational Health and Safety (Commonwealth Employment) Act 1991 (OHS Act). The OHS Act applies to all Defence employees, including permanent members and reserves in the ADF, Australian Public Service (APS) employees and military cadets. Non compliance brings potential for prosecution of personnel through both the above Act and by way of 'duty of care' obligations under Common Law. 2.2 In the OHS Act there is provision for CDF to make declarations to exempt the ADF from compliance with certain sections of the OHS Act where compliance would be prejudicial to Australia's Defence. Refer to the Defence Safety Manual (SAFETYMAN) for details. The contents of the SAFETYMAN are driven by Government Legislation and are to take precedent over this publication should a conflict exist. 2.3 The Chief of Defence Force and the Secretary, in the OHS Policy Statement establish a clear vision and direction for safety in the Australian Defence Organisation (ADO). Both are responsible and accountable for the safety of all ADO personnel. In the OHS Policy Statement, the OHS and Compensation Branch are empowered with the primary responsibility for safety policy and provision of services and expert advice. The Occupational Health Safety and Compensation (OHSC) Branch sponsors the SAFETYMAN and provides an on-line Material Safety Data Sheet (MSDS) management system known as Chem Alert. Chem Alert is an important tool for accessing MSDS information for fuels and lubricant products. Access to OHSC and Chem Alert is available here http://ohsc.defence.gov.au/. 2.4 Personnel Protective Equipment. Defence policy on PPE is contained in SAFETYMAN Volume 1, Part 7, Chapter 11. Defence personnel shall refer to minimum requirements for Personnel Protective Equipment (PPE) as listed in the respective MSDS for a product, and this section. 2.5 Confined Space Entry. General Defence policy and instructions relating to Confined Space Entry (CSE) is contained in SAFETYMAN Volume 1, Part 7. All maintenance of bulk size POL containers shall be carried out IAW DSG approved procedures, which contain relevant OH&S information.

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2.6 Major Hazardous Facilities Regulations. As per DEFGRAM NO 187/2007, Comcare has announced that part 9 of the Occupational Health and Safety (Safety Standards) Regulations 1994 came into effect on 15 March 2007. These relate to the control of Major Hazardous Facilities (MHF) which may include Bulk Fuel Installations (BFI). The purpose of part 9 is to protect people, property and the environment from catastrophic accidents such as the 1998 Esso Longford gas plant fire. This requires Commonwealth MHFs to undertake specific activities including establishing appropriate safety and emergency management systems, providing detailed Safety Reports and applying for a licence to operate. These activities are being managed by the OHS&C Branch. DSG should be contacted for further information and advice on whether individual BFIs are classed as MHFs. 3. HAZARDOUS CLASSIFICATIONS FOR POL PRODUCTS 3.1 Hazards associated with POL products include fire, health and environmental. Fire hazards are a major concern with POL products and to ensure their safe handling, they are classified according to their flashpoints. Products with a flashpoint less than or equal to 60.5 ºC are categorized as flammable whilst products with a flashpoint greater than 60.5 ºC are categorized as combustible and have less stringent handling and transportation requirements as a result. The data in Table 1 is extract from the Australian Dangerous Goods Code which is used by the DEF(AUST)206 POL Handbook, to classify the majority of POL products used by Defence.

DG CLASS PACKAGING GROUP DEGREE OF DANGER FLASHPOINT IBT

3 (Flammable) PG Ι GREAT DANGER ---- ≤ 35 ºC

3 (Flammable) PG ΙΙ MEDIUM DANGER < 23 ºC > 35 ºC

3 (Flammable) PG ΙΙΙ MINOR DANGER ≥ 23 ºC - ≤ 60.5 ºC > 35 ºC

Not DG classified (combustible)

C1 NIL > 60.5 ºC - ≤ 150 ºC

Not DG classified (combustible) C2 NIL > 150 ºC

Table 1 – Hazardous Classifications for POL Products

3.2 Hence, F-34 grade fuel is classified as Flammable, packaging group PGIII since it has a Flash Point of 38 ºC whilst F-44/F-76 grade fuels are classified Combustible, packaging group C1 since they have a higher flashpoint of 61.5 ºC minimum. Any product contaminated by a lower flashpoint should be treated for all safety purposes as being at the lower flash point. Hence, if F-44 was contaminated with F-34, it shall be handled as F-34. Similarly, any empty tank, drum or container, which has not been certified as gas free should be treated in the same way as if it contains the original product. 4. HAZARDS ASSOCIATED WITH POL AND ASSOCIATED PRODUCTS 4.1 The major hazards that will be encountered with POL products and associated products include:

a. fire and explosion,

b. inhalation and skin contact with POL,

c. damage to material, and

d. pollution. 4.2 Where practicable, precautions must be taken to prevent or control these hazards. A precautions guide is provided in the following chapter. 4.3 Products such as Fuel System Icing Inhibitor (FSII) and biocides are extremely hazardous and shall not be handled in raw/neat form without prior approval from JFLA. Products of this type (in raw/neat form) are not required to be handled as part of the normal POL technical integrity management requirements of this publication.

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5. FIRE AND EXPLOSION 5.1 When wholly enclosed in a pipeline or container, POL cannot ignite or explode in the absence of oxygen. It is the vapours or gases given off by POL liquids when mixed with air and heat, which burn, not the liquids themselves. POL vapours are heavier than air and may spread some distance to low points in the surrounding areas before dispersing. In the absence of turbulent air, some time may elapse before vapours disperse. 5.2 In the presence of air and a source of ignition of sufficient energy, the vapour will explode or ignite. Depending upon the proximity of the burning vapour to the vapour source, the increased temperatures may increase the rate of vaporisation of the liquid and cause propagation of the flame. 5.3 This characteristic of POL has led to a classification of hazardous areas. These are areas in which an explosive or flammable mixture of a gas and air, may be expected to be present in sufficient quantities and with such frequencies, that special precautions are necessary. 5.4 Energy of sufficient intensity to cause ignition has various sources such as:

a. Naked Flames. Naked flames from sources such as matches, cigarette lighters;

b. Electrical Apparatus. Items such as mobile phones, torches and hand held radios if not 'intrinsically safe equipment' may produce sparking;

c. Static Electricity. Static electricity may build up in liquids of low electrical conductivity as

the liquid passes through pipelines, hoselines, filters, or through splash filling of tanks or tankers. Although these static charges normally would dissipate in time, a high probability exists that the charge will spark to earth;

d. Clothing. Garments of synthetic material when rubbed against external surfaces or when

removing garments, may build up an electrostatic charge, which may spark to earth; e. Electrical Storms. When an electrical storm is imminent or occurs, fuelling or defuelling

operations are to be suspended, at the discretion of the Officers in charge, from the time of the first thunderclap or lightning flash and no connections or disconnection’s are to be made until the storm has ceased. Ensure that all tank openings are closed;

f. Auto-ignition. This can occur when a substance is raised to a temperature known as the

Spontaneous Ignition Temperature; g. Engines/power units. Spark ignition engines in particular, and any engine with

unprotected exhaust systems, are potential sources of ignition; and h. Maintenance. Other sources include impact tools, stray currents and sources associated

with repair and maintenance of POL equipment. 6. INHALATION AND SKIN CONTACT WITH POL 6.1 Contact with some POL materials presents a health hazard because of the toxicity of the products concerned. Toxic effects can be either acute or chronic. A substance is deemed to be 'acutely toxic' if harmful effects manifest within a short period of time after exposure, and 'chronically toxic' if harmful effects result after prolonged or repeated exposure measured in days, weeks or months. The MSDS should always be checked prior to handling new products to ensure proper awareness of the health hazards, as well as emergency first aid requirements. Health Hazards of POL products are classified using the Safe Work Australia Guidelines: http://www.safeworkaustralia.gov.au/swa/HealthSafety/OHSstandards/. 6.2 Exposure can be by inhalation, ingestion, aspiration, skin contact or eye contact:

a. Inhalation of POL vapours may cause irritation of the respiratory tract. Hydrocarbon compounds effects the central nervous system with symptoms such as headaches, dizziness and nausea. High exposures such as in a confined space may lead to unconsciousness.

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http://www.safeworkaustralia.gov.au/swa/HealthSafety/OHSstandards/



b. Ingestion of POL products varies with the toxicity of the product swallowed and the viscosity. It may cause irritation to the gastro-intestinal tract resulting in nausea and vomiting, as well as central nervous system depression effects. A potential hazard results from aspiration of product should it enter the lungs after vomiting, hence UNDER NO CIRCUMSTANCES SHOULD VOMITING BE INDUCED after ingestion;

c. Aspiration of POL liquid into the lungs from low viscosity liquids such as fuels and

lubricants present serious health hazards. The liquid and vapours irritate the lung tissue which results in excess fluid being released in the lungs, pneumonitis, effecting the oxygen transfer. Even small quantities can result in severe chemical pneumonitis reaction.

d. Skin contact may cause irritation and redness of the skin. Prolonged and repeated

contact may remove the natural skin oils and as a consequence may cause dryness of the skin and dermatitis. POL products, particularly fuels may be absorbed through the skin and add to the body burden and consequently health effects. Avoid prolonged skin contact with used lubricating oil as they may contain hazardous substances and cause dermatitis and warty growths. Special care should also be taken when using high pressure grease guns to prevent injection of grease under the skin.

e. Eye contact with POL products can cause severe stinging and irritation of the

conjunctiva can result. 7. DAMAGE TO MATERIALS 7.1 POL products may react with paint, rubber, fabrics, plastics and adhesives. 8. CLASSIFICATION OF HAZARDOUS AREAS 8.1 Australian Standard AS 2430.3 'The Classification of Hazardous Areas Part 3: Specific Occupancies' is the authority for the classification of hazardous areas and details the areas where gases and vapours occur in dangerous quantities or concentrations are classified as hazardous. The term 'Zone' is used to describe the extent, dimension and shape of the hazardous area:

a. Zone 0 - an area in which an explosive gas atmosphere is present continuously, or is expected to be present for long periods, or for short periods, which occur with high frequency;

b. Zone 1 - an area in which an explosive gas atmosphere can be expected to occur

periodically or occasionally during normal operations; and c. Zone 2 - an area in which an explosive gas atmosphere is not expected to occur in

normal operation and if it occurs is likely to be present only infrequently and for short duration.

8.2 Readers are to refer to AS 2430.3 which contains areas that apply to Defence operations. The Australian Standard should be consulted for any formal design development of infrastructure and risk analysis.

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CHAPTER 2

HEALTH AND SAFETY PRECAUTIONS

1. INTRODUCTION 1.1. The aim of this chapter is to provide requirements in relation to handling ADF POL products. Defence Policy on Occupational Health and Safety (OH&S) is contained in the Defence Safety Manual (SAFETYMAN). The precautions in this chapter relate to the hazards presented in the previous chapter. For Navy operations, ABR 5225 provides relevant Navy specific safety requirements. 2. LEGISLATION 2.1 Government Legislation and Defence Policy place a duty of care on all ADF personnel in relation to OH&S to ensure a safe work environment for all staff employed by the Department of Defence. If there is a conflict between this publication and Defence Policy, Defence Policy is to take precedent. 2.2 Materials Safety Data Sheet (MSDS) information is to be referred to at all times prior to use of any POL product and shall take precedence over this publication. 3. PROCEDURES 3.1 Local procedures shall be developed and maintained to ensure that POL products are handled and stored in accordance with Defence Policy.

4. GENERAL PRECAUTIONS AND WORK PRACTICES 4.1 Precautions shall be taken where POL products are handled and stored due to the hazards they present to people, the environment and materials. Table 1 provides examples of (but not limited to) work practices that shall be followed to ensure a safe work environment in which POL products are handled and stored.

Precaution Explanation

1 Signs and notices The extent of all hazardous areas should be clearly indicated. Notices such as the following shall be displayed:

"PETROLEUM SPIRIT - FLAMMABLE"

"NO SMOKING - NO NAKED LIGHTS WITHIN 15 METRES"

2 Fire equipment and training

All personnel entering or working in hazardous areas shall be aware of the dangers and understand the precautions that have to be taken, particularly the use of the fire equipment provided and the method of calling emergency services.

In addition, fire teams shall be established which are to be conversant with and drilled regularly in emergency procedures.

3 Prevent Ignition Sources

Open fires, oil heaters, open electric and gas heating elements, stoves and other sources of ignition are not permitted.

Matches and cigarette lighters shall not be carried and smoking is not permitted. Such items must be shall be withdrawn into safe custody from personnel entering an installation.

Welding, cutting, the use of any source of ignition or the creation of sparks shall not be permitted.

Footwear studded or tipped with exposed metal shall not be worn unless overshoes are also worn.

Before radio or radar equipment is sited or operated near to a hazardous area (or vice versa), advice shall be sought from the appropriate

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Precaution Explanation technical authority to its potential as an ignition source.

4 Dispose of contaminated rags and waste

Rags used for cleaning purposes shall be removed from the area immediately after use. Cotton waste should not be used for cleaning purposes.

5 Spills - Clean up and report

Any spillage shall be mopped up immediately with rags, sand or other approved absorbent material, which is to be disposed of immediately after use in accordance with the relevant state regulations.

All spills greater than 20 Litres shall be reported to JFLA and local Environmental authorities.

6 Repair leaks Any leakage shall be reported immediately. Any action immediately possible to reduce the leakage to a minimum shall be taken, although repair may only be temporary, and a permanent repair shall be affected as soon as possible.

7 Handle packaged products with care

When packed products are handled in a hazardous area, adequate precautions shall be taken to avoid the risk of sparks being caused by movement of either the package or any ancillary equipment.

8 Control weeds and foliage

Grass or vegetation shall be cut and removed to a minimum of 15m from the source of the hazard. Isolated deciduous trees may be left but coniferous trees shall not be permitted within a hazardous area. Where weed killers are used for the control of vegetation they should be a chlorate free type, and be non-flammable.

9 Control access to hazardous areas

Only authorised persons, plant vehicles or locomotives shall be allowed to enter a hazardous area. All personnel entering a Bulk Fuel Installation to perform maintenance shall sign in the BFI Maintenance register.

10 Work Permits Maintenance or repair work shall not take place in a hazardous area unless a Permit to Work with its supporting documents has been issued. Permits to Work are to be issued by the local DSG representative.

11 Use approved equipment

Only approved and serviceable equipment shall be used.

12 Use intrinsically safe lighting and electrical equipment

All electrical apparatus and associated wiring, including portable lighting shall conform to the safety requirements prescribed by AS 1076 applicable to the zone concerned.

13 Prevent overhead power cables

Overhead power cables shall not be permitted.

14 Use intrinsically safe or flame proof communications

Telephone and other communication circuits shall be either flameproof or intrinsically safe.

15 Prohibit use of portable equipment with dry batteries

The wearing or carrying of portable equipment containing dry batteries such as transistor radios, portable tape recorders, cine cameras, automatic cameras, flash attachments, calculators, mobile phones, pagers, etc shall not be allowed. Where the use of such equipment is considered necessary, strict control by permit is essential. The risk with electronic wrist-watches is negligible and their use in a hazardous area is permitted.

16 Manage hearing aids The wearing of hearing aids shall be permitted if:

they are certified intrinsically safe;

have been authorized by a responsible qualified person;

the batteries are not exposed or charged in a hazardous area;

they are used as intended and are never carried by hand.

17 Prohibit improper use of equipment and

Equipment and tools shall be used only for the purpose for which they

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Precaution Explanation tools are designed and care should be taken to prevent improper use.

18 People must be appropriately trained

All personnel working in the installation shall be aware of their duties in order that the correct operating procedures are followed. Personnel shall be trained and certified according to the requirements in Part 1 Section 1 Chapter 3 of this publication.

19 Emergency Services information is easily available

All personnel working in an installation are to be fully instructed in, and have easy access to all relevant information and safety regulations concerning the installation. In particular they are to be conversant with the action to take in the event of an emergency and the method of calling the Emergency Services.

Table 1 – Precautions for Handling POL Products

5. PERSONAL HYGIENE AND SAFETY PRECAUTIONS

5.1 Personnel who handle POL or come into contact with POL should observe the following precautions:

a. Personnel with open cuts and abrasions or eczematous lesions of the skin should not handle POL;

b. Face and hands should be washed frequently, with hot water and soap, nails scrubbed

with a nail brush. Hot baths or showers should be taken at the end of each working day during which contamination has occurred. Moisturizing creams should be made available;

c. Working clothes should not be worn out of working hours and should be washed,

separately from other clothing, at least once a week. Personnel should not smoke nor go near any open flame/fire in huts, workshops or quarters while wearing working clothing if it is contaminated in the slightest degree with POL;

d. Food shall not be taken into hazardous area; and e. The practice of cleaning hands with POL products is forbidden.

5.2 Accidental Contact. If personnel are splashed with POL products, the following should occur:

a. Emergency shower/eyewash facilities should be utilized initially; b. Skin is to be washed with soap and water, and if eyes have been splashed they should

be washed with copious amounts of fresh water; c. Clothing should be removed as soon as possible and then washed before re-use. When a

person has been drenched in a PG I or PG II product the removal of clothing can generate static electricity and could cause ignition. In such circumstances, all clothing should be thoroughly sprayed with water prior to removal; and

d. Ingestion – if accidental ingestion occurs, do not induce vomiting because of risk of

aspiration but wash mouth out with water and give water to drink, if possible. e. Inhalation – in the situation in which the person is showing signs of exposure to vapours

or is unconscious, remove to fresh air and f. Seek medical attention IMMEDIATELY in all cases of contact with POL products.

6. PERSONAL PROTECTIVE EQUIPMENT 6.1 When handling POL, personnel are to wear appropriate protective clothing. Personal Protective Equipment (PPE) shall comply with the product MSDS and Defence/single service policy on approved PPE. JFLA is unable to prescribe NSNs for PPE such as gloves, due to the frequency with which NSNs change. Nevertheless, the minimum PPE permitted for handling POL products shall be:

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a. Long sleeves and trousers;

b. Gloves, approved for use with POL;

c. Safety boots; and

d. Fuel resistant safety goggles.

6.2 Clothing material should be 100% cotton if possible. Additional PPE may be prescribed by services as required. Respirators should be considered as part of minimum PPE where local environmental factors dictate (as a result of an OH&S risk assessment). 6.3 PPE approved for use by Defence/single service policy should conform to the following Australian Standards:

a. Gloves: AS/NZS 2161.1:2000 Occupational Protective Gloves – Selection, Use and Maintenance

b. Gloves: AS/NZS 2161.10.3:2005 Occupational Protective Gloves – Protective gloves

against chemicals and micro-organisms - Determination of resistance to permeation by chemicals

c. Respirators: AS/NZS 1716:2003 Respiratory Protective Devices d. Fuel Resistant Safety Goggles: AS/NZS 1337:1992 – Eye Protection for Industrial

Applications 6.4 It should be noted that much information is freely available concerning the penetration and permeation of different types of glove materials to some organic solvents and chemicals. Glove manufacturers/suppliers can often provide assistance in glove selection for protection against many chemicals. When selecting a glove the degradation resistance, permeation rate and permeation breakthrough time should all be considered. Once breakthrough has occurred the chemical may permeate the skin and be absorbed into the body. With solvents, in particular, this process may occur without the user being aware that the chemical is ‘leaking’ into their body.

7. WORK PERMITS FOR MAINTENANCE IN HAZARDOUS AREAS 7.1 Hot work (welding and grinding etc) should not be carried out in a hazardous area unless a competent person has been issued a Gas Free Certificate certifying that the level of flammable vapours in the atmosphere is at an acceptable level. The certificate is valid for a 24-hour period only. A Gas Free Certificate should not only be issued prior to commencement of hot work on a tank, but also if hot work is to be carried out within a 15m radius of the external wall of the tank. Therefore for hot work to be carried out on the engine of fuel tanker the vehicle must be certified gas free. Further information on working in hazardous areas is provided in Part 7 of this publication. 8. REPAIR OF CANS, DRUMS AND VEHICLE FUEL TANKS 8.1 Before repair requiring heat or the use of ferrous tools, all POL containers should be cleaned and made gas free. These precautions should be taken irrespective of the Class of product that the container has previously held, or the time that the container has been empty. Closures should be opened or bungs removed before welding takes place. 9. RADIATION HAZARDS 9.1 Before fuel tanks of aircraft, vehicles, static plant, etc, are filled, or metal cans which contain PG II or PG III products are brought near to a radar/radio transmitter which is in operation, advice should be sought from the appropriate technical authority. Before radar equipment is operated near to a hazardous area, advice should be sought from the appropriate technical authority.

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CHAPTER 3

POLLUTION PREVENTION AND CONTROL 1. INTRODUCTION 1.1 Pollution is an ever-present risk whenever petroleum is stored or handled, either packaged or bulk, in large or small quantities. It can occur through mechanical failure of storage or distribution equipment, accidents or carelessness and can result in impacts to human health, fire, explosions, contamination of waterways or other environment damage either short term or long term. Pollution is a risk that can be avoided and mitigated. This is best achieved through a preventative risk based approach. 1.2 It is therefore necessary that all personnel are made aware of the potential effects of petroleum pollution and are given adequate training and equipment to avoid incidents, and take meaningful action if an incident occurs. Service operations cover a wide range of activities that can potentially lead to a pollution incident. This chapter provides guidelines and references for Defence personnel who require more specific advice. 1.3 References: The following useful references apply to this chapter:

a. Defence Environment Manual; b. DI(G) ADMIN 40-3 Assessment and approval of Defence actions under the

Environment Protection and Biodiversity Conservation Act 1999; c. DI(N)LOG 21-4 Policy for the reporting and management of oil spills; d. DI(N)OPS 19-1 Policy for the Disposal of Shipborne Waste;

e. Defence Pollution Prevention Strategy 2007;

f. Defence Contamination Management Strategy (DCMS);

g. Applicable Government Legislation; and

h. Local Environmental Management Policy, Orders and Instructions.

2. LEGISLATION AND ENVIRONMENTAL POLICY 2.1 Defence must comply with the Environment Protection and Biodiversity Conservation (EPBC) Act 1999 and subsequent amendments, which formally include the protection of heritage values. Non compliance brings potential for prosecution of organisations and their personnel through both the above Act and by way of 'duty of care' obligations under Common Law. 2.2 The corporate responsibility for environment and heritage management and environmental clearances rests with the Directorate of Environmental Impact Management, Estate Policy Environment (EPE) Branch in Infrastructure Division, DSG and Regional Centres across Australia. One of the six Directorates within the Environment, Heritage and Risk Branch is the Directorate of Environmental Management Systems (EMS), which is responsible for development, implementation and maintenance of an Environmental Management System (ISO 14001) at each Defence establishment/site. An effective EMS requires site-specific Environmental Management Plans (EMP) for each Defence site. 2.3 Some important elements of an EMS include Pollution Prevention, Contamination Management and Waste Management. To support these elements, minimum standards for bulk fuel storage and handling of fuels and lubricants are provided by this publication. Additionally, the requirement for each base to have an effective Spill Plan aligns with Defence Policy on Environmental Management. 2.4 Legislation on pollution of land and waterways within Australia is state based and controlled by the relevant Environmental Protection Authority/s (EPA). Each state EPA has a policy of zero

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tolerance of hydrocarbons flowing into waterways. This means any spill, no matter how minor, must be reported and totally removed where possible. 3. PROCEDURES 3.1 Each Defence establishment is required to have an EMP that captures the management of bulk fuel installations and POL points. Subordinate to this plan, each Defence fuel installation and/or POL point is to have a Spill Plan and a Hazardous Materials Spill Kit (HMSK) or equivalent. The Spill Plan shall detail the roles and responsibilities of Defence personnel in the management of pollution incidents. The plan should consider the proximity of local waterways, drainage areas and the likely event of heavy rainfall. Pollution control equipment should then be sited so it can be quickly employed to protect the most sensitive areas. Refer to annex A for guidance on the contents of a Spill Plan. 3.2 DI(N)LOG 21-4 and DI(N)OPS 19-1 provide additional requirements for Navy establishments and ships. 4. SPILL PREVENTION 4.1 It is far easier to prevent a spill than to clean it up. Every effort must be made to bund POL equipment including all technical equipment, pumps, filters and pipework. Additionally any waste 205 Litre drums and other receptacles should be stored within a bund. 4.2 Bunding should be achieved with an impermeable membrane such as a Berm Liner groundsheet. The sides of the groundsheet are to be raised with sandbags, earth, logs or other material at hand. Rigid pipework should not be used for this purpose as it exposes the pipework to damage from Materials Handling Equipment (MHE) etc. Any water contained in a bund which has or is holding fuel, either from rainfall or residue from fire fighting, shall be considered as contaminated and should be processed to extract any contaminants prior to its release, or allowed to evaporate off naturally. 4.3 DCMS and EPE Branch National Contamination Management Team are available to provide additional information and guidance. 5. PLANNING FOR LAND EXERCISES 5.1 The amount of planning necessary will depend on the nature and scale of the operation being undertaken, and a exercise planning procedure guide is provided at Annex B. Large amounts of product will involve detailed planning, not only within the Services concerned, but also with outside agencies that will have an interest in an incident as it occurs, or the possible effects following an incident. 5.2 Those operators whose daily routine activities also involve a potential petroleum pollution risk will be able to adapt the advice given for exercise planning to suit their normal operations. 5.3 All exercises involving the use of bulk fuel shall have clear and concise instructions on avoidance of petroleum pollution and the action to be taken in the event of an incident occurring. These instructions can be based on Standard Operating Procedures (SOPs) with minor variations allowed for local exercise/operational conditions. 5.4 Before such instructions are written there must be liaison with the appropriate civil authorities to ensure that all local requirements are met and that their Emergency Services are aware of the nature and scale of the planned activity. 6. SPILL MANAGEMENT 6.1 Spill management overview. The following actions shall be carried out for all fuel spills, as endorsed by the Directorate of Environmental Impact Management (JFLA DCMP 09-014 refers):

a. Locate. The source must be located and further spillage or leakage prevented, thereby minimising the subsequent clean up operation. For all leaks on pipelines, particularly underground lengths, all operations should cease on the system and all isolating valves on it be closed in order to limit the leak to the section of pipeline concerned;

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b. Contain. The product that has already been spilled should be contained IAW approved procedures, to prevent it spreading over a wider area;

c. Isolate. It is particularly important that product is prevented from reaching areas such as

drains and waterways, which could make containment almost impossible; d. Absorb/Recover. The pollutant and any contaminated soil should be removed from the

area as efficiently as possible through DSG; and e. Classify. Spill incident severity shall be classified by the BFQCM or BFQCO, IAW table 1

below. Determining appropriate safety precautions, containment actions required and the impact of the spill to the receiving environment requires specialist expertise. If the BFQCO or BFQCM are in any doubt as to the impact of the spill, the incident should be reported to the Regional Environmental Officer (REO) for guidance on classification of the spill and management actions required. Additional reporting requirements may exist, according to the applicable Environment Management Plan and local/State authorities.

Characteristics of spill Incident severity (refer Defence EMS)

Reporting action

• Spill is < 50L, and

• Spill is contained within an immediate area, with no contact with/release to the natural environment.

N/A. Nil.

• Spill is < 50L, and

• Spill is not contained within an immediate area.

Moderate.

(Potential for considerable environmental damage or cleanup costs are significant).

Report IAW requirements below ASAP, but within 24 hours.

• Spill is 50 – 500L, and

• Spill is contained within an immediate area, with no contact with/release to the natural environment.

Minor.

(Insignificant environmental damage, and cleanup costs are small).


• Spill is 50 – 500L, and

• Spill is not contained within an immediate area.

Moderate.

(Potential for considerable environmental damage or cleanup costs are significant).


• Spill is > 500L (irrespective of containment).

Major.

(Potential for long term, widespread environmental damage, or cleanup costs are extreme).


Table 1 – Reportable Spill Categories

f. Reporting action. Report the incident as soon as possible to the REO, JFLA, and

[email protected], IAW the following formats:

(1) Navy. Refer DI(N)LOG 21-4 and DI(N) OPS 19-1. Where these DIs are not applicable, Navy establishments shall follow the procedure defined below for Air Force;

(2) Army. Refer Signal Template at Annex C; and (3) Air Force. Refer POL Spill Report at Annex D.

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g. If the spill was effected by or a result of equipment issues, include ENGSPO on the report distribution. If the spill was effected by or a result of infrastructure issues, include the DSG regional manager on the report distribution. Advise any other local authority, such as the Base Commander and/or Local Council for public land, IAW local procedures.

6.2 Methods of containment and isolation. Various methods are available to assist with containment and isolation of a spillage and those adopted will depend on the amount of contingency planning which was possible, the nature of the incident and the location. The most readily available means would be simple use of earth to form dams, either to contain the product within an area or around specific problem areas such as drains in roads. There are also proprietary products such as Drizit absorbent pads and Spillsorb that should be obtained through local supply chains. All units involved with petroleum in any quantity should also ensure that stocks of Drizit pads or cushions (NIIN 99-224-9262) are readily available. 6.3 Each Service has separate arrangements for provision of the necessary equipment. Demands for spill containment equipment shall be made through the local supply chain. 6.4 Departments able to provide further advice are listed as follows:

a. Commonwealth/State EPA;

b. Australian Maritime Oil Service Centre (AMOSC); and

c. State HAZMAT Authorities. 6.5 Methods of recovery. If only a minor spillage has occurred then it may be possible to remove the contaminated soil or absorbent in plastic bags using shovels. Where a larger incident has occurred, or waterways are known or suspected to have been contaminated, more specialised techniques will be required. Such operations should only be attempted with the appropriate equipment and training and will in all probability involve the Local Authorities, the Fire Service or specialised contractors called in by those authorised to do so. 6.6 If contaminated material is removed under unit arrangements, authorised contractors that dispose of contaminated water and soil should be contacted. 6.7 Isolated incidents. Where an isolated incident occurs, such as a BFT road accident, the police should be informed in the absence of specific instructions to report elsewhere. Regardless of police involvement, a unit, after being informed of a BFT incident that results in fire, spillage emission of toxic vapours, explosion, loss of load, collision or overturning shall within 14 days of the incident lodge a full written report to JFLA and DSG Regional Environmental Office. 6.8 Fire. For incidents of fire, local Emergency Procedures shall be followed. 7. ADVICE ON PETROLEUM POLLUTION MATTERS 7.1 The base Environmental Health Officer (EHO) or local/regional REO should be contacted for

further advice. ANNEXES: A. Spill Plan Guidance B. Pre-Exercise Planning Procedure (Land) C. POLDAMREP (Army) D. POL Spill Report

4



SPILL PLAN GUIDANCE

A1. In the absence of any other authoritative environmental advice, the following headings are suggested for a Spill Plan.

A2. Part 1

1. Introduction 1.1 Aim of Plan 1.2 Scope of Plan

A3. Part 2

2. Planning 2.1 Coordination and Control 2.2 Spill Response Team 2.3 Risk Assessment 2.4 Tiered Responses 2.5 Communications

A4. Part 3

3. Call Out and Response (Procedures) 3.1 Notification and Call Out/Activation Mechanism 3.2 Incident Assessment 3.3 Response Team Structure 3.4 Clean up Method and Equipment 3.5 On Scene Liaison Mechanism and Responsibilities 3.6 Disposal of Waste 3.7 Termination of Response 3.8 Debriefing Arrangements

A5. Part 4

4. Contingency Plan Support 4.1 Training Requirements/Frequency 4.2 Rehearsals 4.3 Health and Safety

A6. Appendices

Glossary Team Structure Roles of Key Personnel Flowchart of Response Procedures Equipment Levels and Locations Reports Environmental Issues Key Contacts List

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DRAFT - DEF(AUST)5695B Part 1 Sect 2 Chap 3 ANNEX B

PRE-EXERCISE PLANNING PROCEDURE (LAND) D1. Assess areas where pollution might occur during the course of operations and the potential size of any pollution. Ensure that pollution risks are not placed in areas of environmental importance wherever this is operationally possible. D2. Contact Local Authorities through appropriate chain of command and advise them of the exercise and the measures that will be in force to avoid pollution or minimize the effects should an incident occur. D3. Where large quantities of bulk fuel are involved close to environmentally sensitive sites, i.e. water courses, a meeting should be arranged between all Service and civilian agencies involved to discuss the risks and precautions in a full and open manner. D4. Only at the highest level should concerns about specific environmental dangers be waived and then only when the operational or training considerations make it impractical to do otherwise. D5. The following details should be provided at a pre-exercise planning meeting:

a. Dates of deployment - not always the same as date of exercise;

b. Locations of tank farms, pipelines, packed storage and equipment being used; c. Types and approximate quantities of petroleum involved; and d. Assistance available from Service sources (such as fire and environmental).

D6. The following minimum information should be obtained from those attending the meeting:

a. Agreement on the areas to be used or details of proposed alternatives; b. Any additional precautions to be taken by the Services; c. Names, appointments and telephone numbers of those representing agencies involved

eg; Water Authority, Police, Fire Services etc; d. Whether an incident practice is required before bulk fuel is introduced; e. Responsibilities for incident control and clean up - a single focal command point should

be agreed; and f. Arrangements for post exercise checks to ensure the area is left clean and unpolluted.

This is especially important in order to ensure that claims of bad practice can be refuted in the future.

D7. Operators should ensure that they are aware of the proximity of water courses, drainage ditches and flow direction of water table during exercise periods. D8. Appropriate equipment for pollution prevention or clearance should be demanded for and pre-positioned before any petroleum is placed on site.

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DRAFT - DEF(AUST)5695B Part 1 Sect 2 Chap 3 ANNEX B

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2


DRAFT - DEF(AUST)5695B Part 1 Sect 2 Chap 3 ANNEX C

POLDAMREP

(SIGNAL MESSAGE FORMAT)

From: To: DEFFUEL FOR SMTSQA Precedence : Group 1 - according to content Group 2 - PRIORITY or IMMEDIATE if justified by content. Classification : According to content, at least RESTRICTED. Text: 1. Type of incident (i.e. spill, leakage, explosion, sabotage). 2. Incident severity (refer table 1). 3. DTG of incident. 4. DTG notified and source. 5. Details of Third Party involved or terrorist group claiming responsibility (if applicable). 6. Location. 7. Description of incident. 8. Details of casualties (if any) or N/A. 9. Damage and fuel spillage details (fuel type, qty) or N/A. 10. Details of necessary repair or recovery action. Include cost if known and estimated date of

completion. 11. Operational effect of incident. 12. Environmental impact of incident. 13. Media interest (if any). 14. Details of investigation or inquiry (current or planned), including actions taken to prevent

recurrence. 15. Additional security measures (taken or contemplated) or N/A. 16. Other external agencies involved/advised. 17. Other. 18. Originator (Name, Rank, Appointment, Telephone Extension).

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DRAFT - DEF(AUST)5695B Part 1 Sect 2 Chap 3 ANNEX C

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2


DRAFT - DEF(AUST)5695B Part 1 Sect 2 Chap 3 ANNEX D

POL SPILL REPORT 1. SHIP/UNIT/BASE 2. LOCATION

3. DATE & TIME OF INCIDENT 4. INCIDENT SEVERITY (refer table 1)

MINOR MODERATE MAJOR

5. PRODUCT TYPE

6. DETAILS OF INCIDENT

7. ACTION TAKEN AC563 report raised? (yes/no):

8. ORGANISATIONS INFORMED

9. CAUSE OF INCIDENT (or suspected cause if not known)

10. RELATED ISSUES OF CONCERN (list any systemic or other issues requiring rectification)

11. IMPACT ON OPERATIONS

12. DOWN-TIME DUE TO INCIDENT

13. ADDITIONAL COMMENTS

14. COMMENTS BY BFQCO (include actions taken to prevent recurrence)

BFQCO NAME AND SIGNATURE: TELEPHONE: DATE:

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DRAFT - DEF(AUST)5695B Part 1 Sect 2 Chap 3 ANNEX D

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PART ONE SECTION THREE

CHAPTER 1

REFINERY PROCESSES AND FUELS 1. INTRODUCTION 1.1 The aim of this chapter is to provide an introduction to refinery processes that lead to the production of fuels, lubricants and associated products. For specific advice on marine products, refer to Part 2 of this publication. For specific advice on aviation products, refer to Part 4 of this publication. For further details on the refining of crude oil and hydrocarbon chemistry, readers should consult the Chevron Aviation Fuels Technical Review FTR-3 and/or applicable texts. 2. REFINERY PROCESSES 2.1 Crude oil is one of the unrefined fossil fuel materials extracted from the earth, the other two being coal and natural gas. Refining is the process of converting crude petroleum, also referred to as ‘crude oil’ or ‘crude’, into high value products. Depending on the global region, crude oil can be as thin and as light-coloured as apple cider or as thick as melted tar. Thin crudes contain more of the lighter products (such as gasoline and kerosene) and generally have a low sulphur and nitrogen content, making them easier to refine than thick crudes. Whilst thick crudes can still be refined into acceptable products, they require more complex and expensive processing equipment, more processing steps and energy, resulting in more costly products. 2.2 All crude oils are composed of a complex variety of hydrocarbons compounds. The types of hydrocarbons present can be described as alkanes, cyclo-paraffins and aromatic compounds. Each class contains a very broad range of molecular weights, which therefore affect the properties such as boiling point and characteristics of the end product. Methane gas and ethane gas are often present in crude oil as it comes out of the production well, but are removed before the crude oil is transported by pipeline or tanker. 2.3 In terms of volume, the most important products derived from crude oil are transportation fuels such as gasoline, kerosene based aviation or ‘jet’ fuel and diesel fuel. Other important products include aviation gasoline, LPG, heating fuel, lubricating oil, wax and asphalt. 2.4 Refineries use a number of complex interdependent processes to produce different products from the crude oil feedstock. These processes include separation (distillation), upgrading (to improve the product quality such as hydro treating for jet fuels) and conversion (to change the molecular structure of the feedstock usually by ‘cracking’ large molecules into smaller ones). A distillation column is used for the separation process to separate the crude oil into a range of light and heavy components according to their boiling points. Due to the different boiling points for diesel, kerosene and gasoline type hydrocarbons, these products can be separated through distillation prior to upgrading and conversion treatment processes. A ‘wide-cut’ fuel refers to one that contains more than one fuel type e.g. hydrocarbons from the diesel, kerosene and gasoline boiling ranges whilst a ‘straight-cut’ applies to one fuel type such as kerosene, which needs to meet stringent specification requirements for aircraft applications. 2.5 Blending of different products from different processes may also be required. Due to the nature of the hydrocarbon base product and the refinery processes, product specifications need to address a wide range of properties and characteristics, some of which allow a range of limits. 3. DIESEL FUELS 3.1 Automotive and marine diesel fuels come from the diesel cut of crude oil but need to be treated as different products due to subtle differences in their properties that are required for their different applications. Diesel type fuels have a carbon number distribution between about 8 and 22 carbon numbers and are therefore heavier than kerosene and gasoline type fuels resulting in a naturally higher flash point, higher viscosity and higher energy density. Important properties for diesel include cetane number (which is a measure of ignition quality), density, sulphur content, viscosity, freezing point and flash point. Whilst diesel fuels can be run in gas turbine engines, the use of diesel will result in hotter operating conditions for combustor and turbine components which will require additional maintenance to ensure durability and safety. The maintenance instructions from the Original

1



Equipment Manufacturer (OEM) must be consulted before using diesel on gas turbine engines that are certified to run predominantly on kerosene type fuels. 4. KEROSENE BASED FUELS 4.1 Aviation turbine fuels come from the kerosene cut of crude oil. Kerosene type jet fuel (also referred to as 'straight-cut') has a carbon number distribution between about 8 and 16 carbon numbers. A ‘wide-cut’ type fuel has a wider carbon number distribution between about 5 and 15 carbon numbers, and therefore includes denser diesel products and more volatile gasoline products. Wide-cut fuels (such as Jet B and F-40/JP-4) are no longer in use for most regions of the world. Most of the hydrocarbons in aviation turbine fuels are members of the alkane (paraffin), alkene (napthene) or aromatic classes. It is the mixture of these compounds that define the important properties of aviation turbine fuels such as heat of combustion (energy produced per volume of fuel), density, viscosity, freezing point and flash point. Refer to DEF(AUST)206 (current issue) for a comprehensive cross-reference for NATO Codes and US Military designators. 5. GASOLINE FUELS 5.1 Gasoline fuels come from the light end products of crude oil and are made from molecules with carbon numbers ranging from about four (butane) to ten, with the most prevalent carbon number being eight. Gasoline fuels are used in Spark Ignition (SI) internal combustion engines in small cars, light piston engine aircraft and military piston engine aircraft. The molecular structure of gasoline fuels results in a volatile product with a naturally occurring flashpoint that is below zero (as low as -34 °C for AVGAS). Aviation gasoline fuels (AVGAS) require similar performance properties as motor gasolines including a high octane rating (a measure of the fuels resistance to ‘knocking’) but specified at lean-mixture and rich-mixture conditions as well as low temperature fluidity. In comparison automotive gasoline, AVGAS requires a more stringent specification and higher octane rating for flight safety reasons, which necessitates continued use of lead additives but at lower levels than historically required. 6. FUEL ADDITIVES

6.1 Additives are fuel-soluble chemicals added in small amounts to enhance or maintain properties important to fuel performance or fuel handling. Typically additives are derived from petroleum based raw materials and their function and chemistry are highly specialised. They produce the desired effect in the part per million (ppm) concentration range, which is equivalent to 0.0001 mass percent (or 1 gram per 1 kg). Only approved additives that are listed in respective fuel specifications are permitted for use. Refer to Part 4 of this publication for details on aviation fuel additives.

2




CHAPTER 2

LUBRICANTS 1. INTRODUCTION 1.1 This chapter introduces some of the fundamental properties of lubricants and some of the basic tasks of lubrication. For detailed information, the equipment OEM should be consulted. 2. THE PURPOSE OF LUBRICANTS 2.1 In general terms, the primary purpose of lubricants is to reduce friction between mating components of a mechanism. Lubricants may also serve other functions of significance to long term machine operation. Some additional functions are:

a. Heat removal from bearing surfaces. This can include friction, generated heat from the bearing and/or heat transferred through the bearing from some adjacent source; for example, bearing lubrication of a high temperature exhaust fan;

b. As a sealing medium to exclude undesirable contaminants from the application area, for

example a gland packing required to prevent salt water ingress to a bearing on a submerged shaft; and

c. As a carrier for performance enhancing additives deemed desirable for the application,

for example corrosion inhibitors (rust preventives), friction reducing agents, extreme pressure additives, emulsifiers, demulsifiers or any combination of a wide range of special purpose compounds available to suit special requirements.

3. LUBRICANT CHARACTERISTICS 3.1 Most applications are satisfied using liquids (mineral oils, synthetic oils and water based fluids), or gels (in particular, greases). Lubricants also exist in other physical forms, such as gases and solids. Important characteristics are listed below 3.2 Viscosity. Viscosity is generally defined as the resistance of a fluid to flow, but can also be considered as the thickness of a fluid (honey has a higher viscosity than water). Given the primary purpose of a lubricant is to reduce friction, most lubrication applications prevent the contact of mating components during machine operation through a low friction medium between the components. The thickness of this particular film is highly dependant on viscosity, making it a key characteristic of a lubricant. 3.3 To allow comparisons of oils of different viscosities, standardised test procedures have been devised which categorise various grades of oils. Tests are generally based on the length of time taken for a known quantity of oil at a fixed temperature to flow through a standard orifice. Several procedural variations exist, and due to the limitations of early measurement methods, viscosity is now generally measured in centistokes (cSt – numerically equal to mm2/sec), derived from a kinematic viscometer. 3.1 For most fluids and particularly mineral oils, viscosity decreases as temperature increases. It is therefore essential to note the temperature at which viscosities are being compared. Charts such as Figure 1 enable the viscosity at various temperatures to be determined, provided the viscosity at two different temperatures is already known. In efforts to standardise on reporting, comparisons and classification of oils, viscosities of these products are mostly reported on at temperatures of 100ºC, 40ºC or 0ºC, to represent the possible end use for which the oils are intended and the likely operating temperature. When comparing the viscosity of two oils in the field, great care must be taken to ensure that the temperature of both samples is identical. 3.2 Major specifiers of lubricants have combined to issue standards for viscosity ranges. The Society of Automotive Engineers (SAE) has issued a series of viscosity requirements for automotive crankcase and transmission oils. International Standards Organisation (ISO) has issued a comprehensive list of viscosity ranges, which is commonly applied to industrial oils.

1



Figure 1 – Viscosity Grades For 90-100 VI Oils

3.3 Viscosity Index. Viscosity Index is a standardised numerical value placed on the rate of change in viscosity with temperature. Originally the scale was related to two naturally occurring mineral oils, one of which was considered to become thin extremely rapidly as temperature increased, and given the arbitrary value of zero, and the other which was considered to be relatively resistant to thinning and was given a rating of 100. With improvements in refining techniques, it is now possible to have mineral oils with ratings above 100. Lubricating oil base stocks from Australian refineries are supplied with a Viscosity Index typically in the range 95 to 110. 3.4 Chemical compounds are available which artificially enhance the viscosity index of oils. Consequently, it is possible to blend mineral oil based products with viscosity indexes of 140–160. These chemical compounds are known as ‘Viscosity Index Improvers’ (VI Improvers), and are found in multi–grade crankcase oils, and increasingly within hydraulic and transmission fluids where consistent performance over a wide range of temperature is a requirement. Early VI improvers were regarded

2



with some caution because their molecular structure changed in service with accompanying loss of effectiveness. Later developments have made their performance predictable and allowed their use to be extended considerably. Refer to Figure 1 for Viscosity Grades for 90-100 VI Oils. 3.5 Synthetic oils and fluids are available which have extremely high VI (around 200), but generally there are other factors to consider before these can be applied, including compatibility with seals, compatibility with paint, health and safety, cost effectiveness etc. 3.6 Total Acid Number. Total Acid Number (TAN) is a measure of oil acidity and is defined as the mass (mg) of potassium hydroxide needed to neutralize the acid present in 1 gram of oil (units are mgKOH/g). TAN is a particularly useful measure of the level of degradation of certain oils, in particular oils containing esters. Esters are manufactured by the reaction of alcohols and acids, with water being formed as a by-product. At high temperatures and in the presence of water, the reverse reaction (hydrolysis) can also occur with the esters reacting to form alcohols and acids, resulting in an increase in TAN. TAN is therefore useful in determining the condition of an oil and the propensity of an oil to corrode internal system components. 3.7 Water Content. Water can exist in oil in either a dissolved, emulsified or free form and is very important as it can act as a catalyst for accelerated degradation of the oil. Water can also encourage the formation of acids in the oil that can subsequently corrode internal system components. Water content is typically measured in parts per million (ppm) using the Karl Fischer method, however other in-field methods can be used. The Karl Fischer method is generally acknowledged to be the best technique for identifying the water content in oil regardless of the form of the water. 3.8 Pour Point. Pour point is the temperature at which the oil commences to move after it has been chilled to an immovable state. The characteristic is important in assessing the suitability of a lubricant for use in low ambient temperatures, especially in equipment used intermittently. 4. ADDITIVES 4.1 Additives for lubricants are chemicals which, when blended to the product, do one or more of the following:

a. Enhance a property of the base oil;

b. Provide an additional property to the product; and

c. Inhibit or retard degradation or shortcoming of the product.

4.2 Viscosity Index Improvers. Viscosity Index Improvers are compounds which slow down the rate at which the oil loses viscosity as temperature increases. The use of Viscosity Index improvers is most widely demonstrated in multi–grade crankcase oils. The original development associated with viscosity index improvers was initiated to satisfy the requirement for engines undergoing intermittent operation in cold ambient conditions. More recent benefits include reduced lubricating oil consumption and lowered fuel consumption. A supplementary benefit is often achieved in lowering pour point. 4.3 Pour Point Depressants. Pour point depressants lower the minimum temperature at which the oil can be effective as a lubricant. Their action is in retarding the growth of wax crystals in the oil as temperature falls. They are most often included in oils intended for use in cold areas. 4.4 Defoamants. All oils that operate in circulating systems are subject to air entrainment which may cause foaming. In some systems this can be serious enough to prevent the formation of lubricant films, or can be responsible for erratic hydraulic performance. De-foamants are included in the lubricant to minimise these disadvantages. De-foamants are minute quantities of chemicals (usually based on silicones), that change the surface tension of the fluid to promote the formation of larger bubbles and the rapid escape of entrained air through the oil surface. De-foamants are applied to most of the commonly available lubricants. 4.5 Oxidation Inhibitors. Oxidation is a degradation of the mineral oil and takes place in the presence of heat and air. The most obvious evidence is in darkening of the oil (not with engine oil which is rapidly darkened with combustion products), an acrid smell, then the formation of varnish on machine components and sludge deposits. Oxidation inhibitors are chemicals that react with the products of oxidation in order to retard their growth. The quality of the base oil is very important, as a

3



well-refined stock will have less elements available for oxidation, thus prolonging the life of the oxidation inhibitor and ultimately the oil. 4.6 Corrosion Inhibitors. Corrosion can occur in circulating systems due to several factors. Rusting of ferrous components is a special case and is dealt with in the next paragraph. Other forms of corrosion take place due to the formation of aggressive products as a result of the combustion process in an engine, or as a result of the formation of weak acids from oil degradation. Corrosion can take place in engine bearings and lead to a shortened item life. Most of the aggressive materials are acidic and as a result the corrosion inhibitors are generally alkaline, often being part of a detergent/dispersant package in an engine oil. 4.7 Rust Inhibitors. Rust inhibitors are introduced into circulating oils to retard rusting of internal ferrous components. During operations, most mechanical systems go through a cycle of heating then cooling, and hence promote the ingress and condensation of water vapour. More sophisticated systems utilise breathers to trap water vapour (silica gel etc), but internal rusting is still to be considered. The effect of rust inhibitors is to preferentially wet the metal surfaces and exclude the moisture. The inhibitors are most effective in preservative engine oils and circulating system lay–up oils, but are present in varying degrees and forms in turbine, hydraulic and transmission oils. Dependent upon the application and the sophistication of the lubricant formulation, rust inhibitors may not be as effective as corrosion inhibitors on non–ferrous materials. 4.8 Detergents and Dispersants. Detergent and dispersant additives are particular to crankcase oils for internal combustion engines where severe contamination of the lubricant occurs from products of combustion. Detergents and dispersants are sophisticated chemicals, which act to keep products of combustion in suspension in the oil, neutralise acids and prevent deposits from lodging inside the engine. In practice, detergent and dispersant packages have been developed which have multiple functions including as oxidation and corrosion inhibitors. Packages have been developed so that the addition will promote the most suitable product for a particular end use. As a result, certain oils are suitable for petrol engines while others will be more suitable for diesel engines. 4.9 Anti-Wear Additives. Anti–wear additives are incorporated in oils to provide lubrication when the fluid film is not thick enough to prevent some contact of mating components. In broad terms, there are two types of anti–wear additives: those which coat the surface of the components with an introduced film which prevents complete contact, or those which react with the material in the components to form chemical compounds on the surface and prevent contact. The former type are known as ‘anti–scuffing’ agents, or boundary lubrication additives, and are found in hydraulic oils, some turbine oils, transmission fluids and in most engine oils where they protect, in particular, the valve train components (cams and followers etc). The latter type are known as ‘Extreme Pressure’ additives, and are most commonly found in heavy duty gear oils, such as those used in industrial gear drives, but more commonly in transmission final drives of automotive and mobile plant. 5. LUBRICANT COMPATIBILITY 5.1 Lubricants that share a common NATO code, Joint Service Designation (JSD) code or recognised commercial specification can be considered compatible. JFLA should be contacted if compatibility issues arise. Only lubricants approved for use by the original equipment manufacturer or applicable System Program Office may be used in the subject system. Lubricants that may be used as emergency alternatives are listed in the DEF(AUST) 206 (current Issue). 6. GREASES 6.1 General. A definition of grease has been provided by, the American Society for Testing and Materials (ASTM) in its publication D288 as follows: ‘A solid to semifluid product of dispersion of a thickening agent in liquid lubricant. Other ingredients imparting special properties may be included.’ Simply, grease consists of a lubricant, thickener and additives. 6.2 Generally, grease is specified for a lubricating task because of physical limitations on maintaining oil in the application. Benefits can be achieved due to the ability of the grease to act partially as a seal on the equipment, thereby keep out contaminants, and to resist being thrown off the application in operation, thereby reducing hazards and maintaining clean operating environment. To simplify the application procedure, a number of multi–purpose greases are available based on oils of a suitable viscosity for lubricating ball and roller bearings at average speeds in average ambient

4



conditions. Applications for particularly high speed bearings, very low or high operating temperatures or extremes of loading may make it necessary to specify a more specialized grease. 6.3 Lubricant Component of Grease. Greases contain a lubricating oil with a viscosity suitable for the expected application. There are many greases available based on different viscosity oils so that specialized lubrication tasks can be undertaken. 6.4 Grease Thickening Agents. The majority of grease thickening agents are metallic soaps. Soaps used in grease manufacture include calcium, aluminium, barium and lithium. All have particular characteristics which have made them useful in certain applications but by far the most widely used in recent times has been the lithium soap, because it has good water resisting qualities, can operate at high temperatures (around 180ºC), is stable both in storage and use, is readily pumpable, and is relatively easy to manufacture. Other methods of thickening greases are available and a common thickener for high temperature applications is finely divided clay, usually bentonite, which has a theoretical advantage of holding the gel until oil-burning temperature is reached. 6.5 Grease Characteristics. There are a number of laboratory procedures that define how greases are specified, most of which are beyond the scope of this publication. In the practical application of greases, there are two very important characteristics: Penetration and Drop Point. 6.5.1. Penetration. Penetration of a grease is a standardised method of specifying the consistency of the material. The American Society for Testing and Materials (ASTM) has defined a standard piece of equipment – the ASTM Grease Penetrometer – in which a weighted cone is allowed to drop into a specially prepared sample of grease. The depth the cone sinks into the sample in a standard time is recorded in tenths of millimetres and this figure is then quoted as the ‘penetration’ of the grease. 6.5.2. The American National Lubricating Grease Institute (NLGI) has standardised a numerical scale for classifying the consistency of grease utilising the penetration scales from the ASTM test procedure. These classification systems have been accepted worldwide. The NLGI scale is shown at Table 1.

APPEARANCE NLGI NO. PENETRATION

RANGE

Application (general)

SEMI–FLUID

SEMI–FLUID

VERY SOFT

SOFT

MED/SOFT

MEDIUM

STIFF

VERY STIFF

HARD

000

00

0

1

2

3

4

5

6

445–475

400–430

355–385

310–340

265–295

220–250

175–205

130–160

85–115

Certain leak–prone gearboxes

Some centralised lube systems

Very high speed bearings

Centralised systems–long lines

General purpose

Vibration prone Ball &Roller bearings

Sealing medium

Very little practical application

Block greases – mostly obsolete

Table 1 – NLGI Grease Consistency Scale

6.5.3. Dropping Point. Grease Dropping Point is the temperature at which the grease ceases to be a gel under the conditions of the test and the base oil of the grease begins to fall out of solution. This temperature can be determined using ASTM D556 or ASTM 2265. The dropping point provides an indication of the upper limit temperature for the grease. In practice, it is usual to ensure that the grease is not used at a temperature within 50-60ºC of the prescribed dropping point in the applicable specification.

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CHAPTER 3

TYPICAL SOURCES OF POL DEGRADATION AND CONTAMINATION 1. FUELS 1.1 Particulate contamination 1.1.1 Solid particles found in fuels and oils may include metals, dust, fibres, paint flakes, rust, sand and scale. These contaminants can originate from hose fittings, pumps, valves, cleaning rags and poor husbandry (such as hatches and openings left open). Hence, the nature of the contaminant can provide an indication of its source. Particulate matter, which can cause damage to delicate aircraft systems are so small that they are measured in microns (µm i.e. 1,000 Microns = 1 millimeter, 1 inch = 25,400 microns). Particles greater than 10 microns are considered coarse. Fine particles (less than 10 microns) are invisible to the naked eye unless they accumulate. Forty microns is about the smallest particle that can be seen with the naked eye in clean, clear fuel. 100 microns is approximately the diameter of a human hair. 1.1.2 One of the methods employed to remove particles from POL product is filtration. For example, a fuel supply chain is designed to progressively remove particulate contamination by employing features such as strainers and filter coalescers. Fine sediment in fuel can cause sluggish operation of fuel metering equipment and could result in premature replacement of components and unscheduled repairs. An important factor governing the efficiency of filters is the pressure to which a filter may be subjected. Working pressures of filters must never be exceeded and surge pressures must be kept to a minimum. Minimum standards of filtration for aviation products are provided in Part 4. 1.2 Water contamination 1.2.1 Water contamination can be problematic for any POL product and the related system capability. The performance of critical systems on vessels, aircraft and vehicles can be hampered by the presence of water which can also lead to corrosion. In service limits for water contamination are generally prescribed by the OEM for the associated system. 1.2.2 For bulk fuel storage, water is the most common form of contamination that needs to be managed. Water will enter fuel storage tanks by being drawn in during tank venting and as condensation during changes in ambient temperatures. Water can also enter through leaks during inclement weather and remain in the tanks after cleaning operations. Water may be found in fuel in the following ways:

a. Free Water. Free water is found in the form of droplets that cling to the side of the container, or if in large quantities will settle to the bottom of the tank. Free water may be either salt or fresh and both forms can cause icing in aircraft fuel systems and corrosion of the fuel system components. Salt water will promote more rapid corrosion than fresh water. Also, the fuel will not absorb salt, therefore, when the salt water dissolves into the fuel, salt is left behind as minute crystals. Free water can be seen with the naked eye during clear and bright testing.

b. Entrained Water. Entrained (or suspended) water is found in the form of very fine

droplets that make the fuel appear cloudy. Entrained water will normally settle to the bottom of the tank, if sufficient settling time is given, and can then be drained off as free water. Shell Water Detection kits are used to detect entrained water above 30ppm (30 mg/L).

c. Dissolved Water. The fuel will absorb a small percentage of water and this is usually

referred to as dissolved water. The amount of dissolved water that fuel will hold is dependent on the temperature and chemical composition of the fuel. The higher the temperature of the fuel, the more water it will absorb and hold. Dissolved water is not visible and has no affect on aircraft fuel systems unless it precipitates out, in which case fuel system icing can occur. For military applications, Fuel System Icing Inhibitors (FSII) additives are included in the fuel to assist in the prevention of fuel system icing.

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1.3 Microbiological Contamination (MBC) 1.3.1 MBC results from mirco-organisms (Fungi, Bacteria and Yeasts) entering and germinating in POL products containing water under the right ambient temperature conditions. MBC thrives on free water and usually occurs in fuel systems when water draining procedures are not being strictly enforced. MBC can also occur in poorly maintained lubricant systems where water has been allowed to enter and accumulate. For bulk storage of fuel, free water can be eliminated from the system by careful sampling of delivery tankers before off-loading and by performing daily drains on ADF storage tanks, low point drains and filter vessels. If MBC is allowed to grow unchecked, the resultant growths may clog filters, produce organic acids which cause corrosion in tanks and associated fuel system plumbing and could eventually over-run any bulk fuel storage system. 1.3.2 A common type of MBC is the fungus known as Hormoconis Resinae (formerly known as cladosporium resinae or ‘clad’). Hormoconis Resinae enters the fuel as air-borne spores, which are disseminated by the movement of the fuel and as these fungal spores are unable to be removed by filtration when they come in contact with water, quickly germinate at the water/fuel interface and produce new colonies. All organisms need water in order to grow and therefore the elimination of water from the fuel is the best means for preventing MBC growth. Hormoconis Resinae appears as a brown to black sludge at the interface of the fuel and water. Should this fungus be detected, an inspection of the entire system must be carried out and samples of the fuel sent to the POL Contractor laboratory for analysis. JFLA must also be notified. Sterilisation procedures for bulk storage tanks that have been affected by MBC are provided in Part 7 of this publication. 1.3.3 Removal of free water from fuel systems remains the most effective method of preventing microbial contamination. Whilst the Fuel System Icing Inhibiter (FSII) contained in F-34, F-44 and F-76 fuels also functions as a biostat, it does not preclude the requirement for regular draining or 'stripping' (Navy) of water content from storage tanks. Removal of free water by this method from fuel systems remains the most effective method of preventing MBC. Biocides are very toxic and can be absorbed into the body without symptoms, possibly leading to damage to the central nervous system, degenerative kidney disease and bone marrow depression with anemia. Biocides should only be used to treat MBC when all other attempts at removing the contamination have failed. Furthermore, all fuel additives can potentially act as a surfactant if correct dose rates are not followed. This can cause water seperability issues allowing water to be mixed (emulsify) with fuel which can then affect engine performance and lead to engine damage. JFLA shall be consulted before using a biocide. Users of Biocide shall consult the product Materials Safety Data Sheet (MSDS) to confirm Personnel Protective Equipment (PPE) requirements and handling precautions. The regular use of biocides can have the effect of increasing the tolerance to these products by microbiological growths. 1.4 Chemical Contamination 1.4.1 Chemical contamination usually results from the inadvertent mixing of different products or contact with other chemicals such as cleaning compounds. Cleaning compounds may affect the chemical and physical properties of the POL product and their presence is often only found by laboratory testing. Separate handling systems and correct labeling for different types of POL product will, in most instances, entirely overcome the risk of inadvertent mixing. Efficient tests such as checking for any variation in the specific gravity or flash point of a product can quickly confirm whether inadvertent mixing of products has occurred during distribution and handling. 1.5 Emulsions/mixed product 1.5.1 Emulsions are a colloidal dispersion of one liquid in another e.g. water in oil. The two liquids usually involved in contamination of this type are water and fuel, but it is also possible for fuel of differing grades to be mixed together, or fuel to be mixed with other products (e.g. oil). Often there is no clear line between the two products and the interface may contain a thick emulsion of almost equal parts of both products. For fuel/water emulsions, the bottom layer is hazy water in which some fuel is suspended and the upper layer is hazy fuel in which water is suspended. In highly contaminated systems, especially those that contain MBC, a thick brown or black mayonnaise like matter is seen at the interface. This is composed of micro-organisms and will often contain trapped rust particles, tank scale, sand and fibers in addition to the water. In all cases, when this condition is observed an immediate inspection of the whole system should be made. Samples of the fuel are to be drawn from each point where contamination is suspected and dispatched to the ADF POL Testing Contractor.

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2. LUBRICATING OILS 2.1 Standardized grades of lubricating oils, whether mineral or synthetic (providing they are closely monitored for shelf life), do not normally deteriorate in storage, but may under adverse conditions of storage or poor handling become contaminated. Lubricating oils in screw top containers are more susceptible to contamination than hermetically sealed (beverage type) containers, firstly because screw top containers tend to breathe and admit moisture, and secondly because dust or packing materials adhere to the cap thread. The types of contamination to be aware of include:

a. Water Contamination, and

b. Solid Contamination. 2.2 Water Contamination. Usually associated with screw top type containers, water contamination may occur at anytime during storage and handling of the lubricating oil. As oil is more viscous than gasoline, the settling period is much longer, and if the water is finely divided it may stay in suspension and give the oil a cloudy appearance. The presence of water in an engine lubricating oil may result in any of the following conditions, which could severely damage an engine:

a. A breakdown in lubrication.

b. The removal of additives from the oil (especially if the oil is a detergent dispersant type).

c. Frothing with subsequent oil loss through the engine breathing system. 2.3 Precautions. Oil containing free water shall not to be used. Water detected in bulk oil dispensers is to be removed immediately by settling and drainage from the dispenser bottom drain. Oils that are hygroscopic (readily absorb moisture) are only to be used from sealed containers. 2.4 Carefully inspect all containers before use for signs of dust or rust. Containers should be wiped free of contaminants, particularly packing materials such as sawdust. Hermetically sealed containers showing signs of external rust should have the rust removed before opening and, in severe cases of rust, the can top should be carefully removed and the can inspected internally before dispensing. Containers (all types) showing internal rust are not to be used. Ensure that all handling equipment such as dispenser nozzles, pourer cans, funnels and dipsticks are clean and free of rust, dust and surface water droplets before use. 2.5 Solid Contamination. This occurs when the oil is exposed to rust or dust. Rust can form in the ullage space of poorly sealed containers and on unprotected steel handling equipment. Dust may enter the oil during decanting or dispensing operations and from the use of dirty handling equipment. Solid contamination is particularly serious in ball and roller bearings and may also lead to blockages in lubricating jets, oil-ways and filters. 3. HYDRAULIC FLUIDS 3.1 General. Packaged hydraulic fluids are required to meet strict ‘super clean’ contamination limits that are prescribed in respective specifications. These limits are exceeded as soon as a packaged product is exposed to ambient conditions. Once the fluid is delivered to a hydraulic system, contamination and degradation will occur through normal operating conditions and hence, the limits specified for a new fluid are no longer applicable. To adequately assess an in-service fluid the cleanliness must be assessed as well as the condition of the fluid. 3.2 Hydraulic Fluid Cleanliness. Hydraulic fluid cleanliness is measured by counting the quantity of solid particle contamination contained in a representative sample of hydraulic fluid. During normal operation, hydraulic systems may become contaminated with metallic and non-metallic particles. Particulate contamination may result from wear of system components, filter failure, environmental ingress or incorrect maintenance and servicing operations. Hydraulic fluid systems and equipment are extremely sensitive to the presence of solid particle contamination. These can cause rapid wear, system degradation, serious aeronautical product malfunction and ultimately system failure. 3.2.1 Method of Reporting Solid Particle Contamination. JFLA recommends that the ISO 4406:1999 method be used to report solid particulate contamination in all hydraulic equipment (refer Part 4 of this publication). Where aircraft-specific limits are prescribed in format other than ISO

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4406:1999, the OEM should be approached to provide an equivalent ISO 4406:1999 limit. Should the manufacturer be unable to do this, JFLA should be contacted for advice on limit conversion. 3.2.2 Description of ISO 4406:1999 Cleanliness Codes. The ISO 4406:1999 standard describes a cumulative method for reporting solid particle contamination in hydraulic fluids. A cumulative method reports the total number of particles greater than a specific size (i.e. the number of particles greater than 4 μm(c)). The ISO 4406 reporting method uses a simple cleanliness code consisting of three scale numbers that define the cumulative number of particles greater than or equal to 4 μm(c), 6 μm(c) and 14 μm(c) respectively. The three numbers are written sequentially and separated by a forward slash (i.e. 18/16/14). The scale numbers relate to a particle count range that approximately doubles between consecutive scale numbers as illustrated in Table 1. It should be noted that this standard refers to the number of particles per millilitre (mL) and not per 100ml as per previous standards.

Number of particles (per mL) ISO 4406 Scale number More than Up to and including

>28 2 500 000 28 1 300 000 2 500 000 27 640 000 1 300 000 26 320 000 640 000 25 160 000 320 000 24 80 000 160 000 23 40 000 80 000 22 20 000 40 000 21 10 000 20 000 20 5 000 10 000 19 2 500 5 000 18 1 300 2 500 17 640 1 300 16 320 640 15 160 320 14 80 160 13 40 80 12 20 40 11 10 20 10 5 10 9 2.5 5 8 1.3 2.5

Table 1 – Extract of ISO 4406:1999 Scale Numbers

3.2.3 Table 2 shows a typical ISO 4406 cleanliness code and explains what each ISO scale number means in terms of particle counts.

1st ISO 4406 scale number

2nd ISO 4406 scale number

3rd ISO 4406scale number

ISO Cleanliness Code

17 / 15 / 11

Number of particles per mL

More than 640 and less than or equal to

1300


320


20

Mea

ning

Particles greater than or equal to (size)

4 micron (c) (μm(c))



Table 2 – Interpretation of a typical ISO 4406 cleanliness code

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3.2.4 Using ISO 4406 Codes. One of the main advantages of the ISO 4406 system is the ease with which oil sample results can be compared with the system cleanliness limit. Maintenance staff simply need to ensure that all of the three scale numbers reported for a sample are less than the corresponding system limit – no further interpretation is necessary. If one or more of the code numbers equals or exceeds the limit then the sample can be considered to have failed the cleanliness requirements for that system. It is good practice to take a supplementary sample to confirm solid particle contamination before maintenance action is taken, however it is acknowledged that this may not always be possible due to operational circumstances. Table 3 shows some example data and how the ISO 4406 cleanliness code would flag a contamination problem.

Example 1 Example 2 Example 3 System

Limit 19/17/14 19/17/14 19/17/14

Laboratory Results for

Sample 17/15/11 19/16/12 20/18/13

Is Limit Exceeded?

No - each scale number in the laboratory results is less

than the corresponding system limit scale number:

17 < 19 15 < 17 11 < 14

Yes - at least one of the scale numbers in

the laboratory results is greater than or equal to

the respective limit: 19 = 19 16 < 17 12< 14

Yes - at least one of the scale numbers in the

laboratory results is greater than or equal to the

respective limit: 20 > 19 18 > 17 13 < 14

Table 3 – Example Showing How to Use the ISO 4406 Code

3.2.5 The ISO 4406 system has an inherent checking feature: the scale numbers must descend numerically when read from left to right. For example, the first code number cannot be less than the second code number since the first code number reports all particles greater than or equal to 4 μm(c) including those covered by the second code number. Similarly the second code number cannot be less than the third code number. This is the fundamental difference between historical standards (that used particle size ranges) and modern standards (that use cumulative counts). 3.2.6 Converting Obsolete Limits to ISO 4406. It is legitimate in some circumstances to specify only the second and third code numbers for an ISO 4406 cleanliness code. For example, where a limit has been converted from an obsolete standard the first code number typically has no equivalent due to changes in how particles are measured, calibration procedures and the limitations of early particle counting equipment. Inclusion of a first scale number is recommended, however JFLA should be contacted for advice as this typically requires statistical analysis of fleet-specific data. 3.2.7 Calibration of Particle Counters. Historically, particle counting instruments were calibrated using Air Cleaner Fine Test Dust (ACFTD) with a particle size distribution determined by measurement using an optical microscope. The measurement of particle size for ACFTD was based on the maximum chord length of a particle (also known as the maximum calliper diameter). In the 1990’s ACFTD production ceased and a replacement was sought. Additionally the control of particle size distribution from batch to batch was not adequate by modern standards. The International Standards Organisation (ISO) then requested that the National Institute of Standards and Technology (NIST) produce a standard reference material to be used for calibrating APCs. This new reference material consisted of ISO Medium Test Dust (ISO MTD) suspended in hydraulic fluid that had a traceable and known particle size distribution. The traceability of ISO MTD was required to meet the requirements if the ISO 9000 quality management system. 3.2.8 The particle size distribution of ISO MTD is determined using a Scanning Electron Microscope (SEM) with image analysis software, which is a significant improvement over the previous optical microscopy method. A key difference between the old and new methods is that a different measurement is used to define the size of a particle. Previously the maximum chord length of a particle was used, whereas the new SEM-based system measured the projected area equivalent diameter of a particle. It was discovered that the earlier method substantially underestimated the

5



number of particles below approximately 10 μm. The ISO 11171 standard was created to describe how APCs should be calibrated using the new calibration reference material. It is important to realise that only the method of measuring changed and not the physical dimensions of real particles being measured. Table 4 shows a comparison of the recorded size for particles using the optical microscopy chord measurement and the projected area equivalent diameter method.

Old Measurement Method (Using ACTFD calibration)

Modern Measurement Method (Using ISO 11171 method)

1 micron 4 micron(c) 5 micron 6 micron(c)

10 micron 10 micron(c) 15 micron 14 micron(c)

Table 4 – Comparison of particle measurements

3.2.9 In order to recognise that an APC had been calibrated using the new measurement method (i.e. in accordance with ISO 11171), the measurement unit is designated micron(c). This unit simply indicates that the particles are measured in microns by an APC that has been calibrated using certified test particles in accordance with ISO 11171. 3.3 Hydraulic Fluid Condition. The principle fluid properties used to assess the condition of the hydraulic fluid are:

a. Viscosity (cSt @ 40oC). Depending on the specific hydraulic fluid, changes in viscosity (increase or decrease) can indicate a general degradation due to mechanical shear of the viscosity index improver additive, oxidation (typically a significant increase in viscosity) or in-compatible liquid contamination (for example decrease in viscosity caused by solvent contamination).

b. Total Acid Number (TAN, in mgKOH/g). An increase in acidity of the hydraulic fluid

beyond acceptable limits can result in corrosion of internal system components. Oxidation (ageing) of the fluid or hydrolysis of synthetic base fluids are typical causes of increased TAN. For example, MIL-PRF-83282 (H-537) contains up to 33% of lubricant diesters, in order to achieve the desired low temperature and seal swell characteristics. Esters are manufactured by the reaction of alcohols and acids, with water being formed as a by-product. At high temperatures, the reverse reaction (hydrolysis) can also occur with the esters reacting with water to form alcohols and acids; this results in an increase in TAN.

c. Water Content (ppm by Karl Fischer method). The presence of water in hydraulic

systems can result in the formation of undesired oxidation products and corrosion of metallic surfaces. If water in the system results in the formation of ice crystals, this may impede fluid flow and affect the operation of moving parts such as valves and actuators. This is particularly true of water located in static circuits or system extremities and subjected to high-altitude, low temperature conditions. The presence of free water also invites micro-organisms to germinate at the fluid-water interface and to spread throughout the hydraulic system leading to serious microbiological contamination (MBC) and potential equipment damage through acidic corrosion.

3.4 Other special tests may be required at the discretion of JFLA once an abnormal condition has been identified or is suspected. For example, a sudden reduction in viscosity can indicate solvent contamination which may require further testing to confirm. 4. GREASES 4.1 Storage. Greases should always be stored in cool, dry and dust free conditions to prevent water contamination of containers and to control the tendency that greases, especially low temperature greases, have towards ‘bleeding’. This condition is where the lubricant tends to separate from the soap stock.

6



4.2 Testing. Aircraft greases that have been correctly stored and not life expired should be serviceable for immediate use. If, on opening the container, the odour or appearance shows evidence of change or separation, or there is an emission of gas or vapour the batch should be quarantined and advice sought from JFLA. Where samples are required to be analysed by a laboratory for specification compliance these shall be submitted for analysis in accordance with Part 5 Section 1 of this publication. 4.3 Handling. The area of greatest risk for grease contamination is at the workshop level, and every effort must be made to minimize this risk. All servicing personnel shall observe the following basic housekeeping rules:

a. Ensure that the exterior of the grease cans and lids are cleaned prior to opening.

b. Place the removed lid topside down on a clean bench surface during dispensing operations and replace the cleaned lid immediately after use.

c. Whenever practicable each grade of grease shall have its own spatula and grease gun to

avoid mixing one grade with another.

d. Provide clean spatulas for grease dispensing. These items can be locally manufactured from wood or plastic and sanded carefully to remove splinters and chips.

e. Ensure that all greasing equipment and components to be greased (grease nipples and

bearings) are clean before grease is applied.

f. Use clean lint free cloths for all cleaning activities prior to greasing.

g. Only use the grease specified for the particular application to prevent incompatibility problems.

h. Return grease containers and greasing equipment to the appropriate storage area on

completion of greasing operations. 5. CORROSION PREVENTATIVES 5.1 General. Corrosion will occur if both oxygen and moisture have access to bare metal surfaces. Various methods of preventing corrosion have been designed. In general, the protection of metals against atmospheric corrosion falls into two groups:

a. The application of protective coatings such as paints, lacquers, electroplating and film type corrosion preventatives.

b. Atmospheric conditioning using desiccants (Silica Gel), Vapour Phase Inhibitors (VPI

Powder, VPI Emitter Devices or VPI Wrapping Paper). 5.2 Classes. ADF approved corrosion preventatives available for temporary application form four distinct classes according to the types of film provided – oily, soft, hard and strippable. These classes are further expanded by having grades in each class to provide for short or long term storage protection. 5.3 Formulation and application. The major components of corrosion preventatives are derivatives of petroleum products supplemented by components that originate from animal fats (lanolin), waxes (beeswax) or coal tar (bitumen). Corrosion preventatives may be applied by dipping, spraying, brushing or swabbing. The nature of the protection required, the size and shape of the part to be protected, and the available equipment governs choice of the method of application. 5.4 Storage. All grades of corrosion preventatives are susceptible to contamination, and therefore, the storage requirements are the same as those for oils and greases. Containers should be kept tightly closed to prevent breathing, and in the case of the solvent cutback types, loss of solvent by evaporation. 5.5 Handling. The same careful handling procedures adopted for oils and greases are to be used for corrosion preventatives to maintain the integrity of the equipment they are designed to protect.

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Inhibiting equipment, especially that used for the inhibiting of bearings and the internal inhibiting of engines and engine accessories, is to be maintained in a clean and serviceable condition. 6. SPECIALTY PRODUCTS 6.1 General. Materials that are related to but cannot be readily grouped with oils and greases are called Specialty Products. These products range from fluids to solids and cover such items as:

a. de-icing fluids,

b. solvents,

c. damping fluids,

d. electrical insulating oil,

e. petroleum jelly,

f. anti-seize compounds,

g. dry film lubricants,

h. graphite powder, and

i. molybdenum di-sulphide powder. 6.2 Storage. All Specialty Products are to be stored under the same conditions as prescribed for oils and greases to prevent contamination and degradation. Generally, the shelf life will range from 24 to 36 months depending on the product and type of container used. For specific information regarding the shelf life of a particular product, reference should be made to the details contained within SDSS.

8




CHAPTER 4

INTERNATIONAL AGREEMENTS 1. NAVY INFORMATION EXCHANGE PROGRAM 1.1 The Royal Australian Navy (RAN) exchanges logistics and technical information on marine POL products with America, Britain, Canada, Australia and New Zealand (ABCANZ) through the Multilateral Master Information Exchange Memorandum of Understanding (MMIEM). ABCANZ-04 describes one Information Exchange Annex (IEA) established under the umbrella of the ABCANZ MMIEM. This IEA covers the topic of 'Naval Fuels, Lubricants and Allied Products'. Australia has been a member of ABCANZ-04 since 1973 (then IEP-ABCA-3). 1.2 The JFLA SDE or delegate is the appointed Australian Technical Project Officer for ABCANZ-04. Attendance at these gatherings is vital for exchange of experience with technical and logistics issues for fuels and lubricants on a global scale. 2. ARMY INFORMATION AND STANDARDS EXCHANGE PROGRAM 2.1 The Plan to Effect Standardisation between the Armies of the United States, Britain and Canada (the 'ABC' Armies) was initiated in 1947. Australia joined the organisation in 1963. The current ABCA Program was formed through ratification of the Basic Standardisation Agreement 1964 (BSA 64) by the Armies of the United States (US), United Kingdom (UK), Canada (CA) and Australia (AS). By the invitation of the ABCA Armies, New Zealand (NZ) was granted observer status in the Program under the sponsorship of AS in 1965. 2.2 In 2004, the US Army signed a Memorandum of Understanding with the US Marine Corps that formalised their increasing participation in the Program. As a result, the US is currently represented by a single national position, typically through the senior US Army representative. Since over the years, the UK has elected to include the Royal Marines within its delegation, the Program now embraces all the Land Forces of the member nations. 2.3 Each member Army has a National Coordination Officer, who works for that Army’s National Director. ABCA Standardisation Representatives (STANREPs) are officers from the ABCA Armies stationed in other ABCA nations, under the authority of BSA 64, with the primary purpose of furnishing information to their own Armies. From a technical perspective, the ABCA Program produces Quadripartite Standardisation Agreement (QSTAG) documents, most of which are based on STANAG documents produced by NATO. 3. AIR FORCE INFORMATION AND STANDARDS EXCHANGE PROGRAM 3.1 The Air and Space Interoperability Council (ASIC) is a five member council consisting of Australia, New Zealand, United Kingdom, United States of America and Canada. These nations are signatories to the ASIC agreement. It's principle objective is 'to enhance current and future Air and Space warfighting capabilities through joint and coalition interoperability'. It aims to standardise the equipment and processes of the five nations’ Air Forces (including Army and Navy assets) so that they may easily operate together when required. ASIC was previously known as the Air Standardisation Co-ordinating Committee (ASCC) and was first formed in 1948. 3.2 Historically known as Working Party 15, the ASIC Fuels Group specifically addresses specifications and procedures for POL products and JFLA POLENG-AIR is the Australian Co-ordinating Member (CM). In order to achieve the aim of interoperability, working parties publish Air Standards to which the five nations subscribe. JFLA is responsible for ensuring that Australian POL products and equipment subscribe to any relevant air standards and that the contents of ADF policy in relation to the handling and specification of POL products is consistent with these Air Standards. 3.3 ASIC Air Standards specify such things as the minimum specification requirements for products such as AVTUR+FSII (F-34); the type of refuelling couplings to be used; the type of NATO markings to be used to identify products and define re-test dates; acceptable and emergency substitute products; and testing requirements. Hence, these Air Standards have a large bearing on the content of this publication and others that are POL product related such as DEF(AUST)206 and fuel standards.

1



4. FUEL EXCHANGE PROGRAM 4.1 In accordance with DI(G)LOG 4-1-005 International Logistics Agreements and Arrangements, JFLA shall raise and administer all Fuel Exchange Agreements (FEA) with Governments of other Nations. Such agreements and arrangement are implemented through the use of subordinate implementing agreements (IA). 5. UNITED STATES DEFENSE ENERGY SUPPORT CENTER 5.1 JFLA is also in communication with the United States (US) Defense Energy Support Center (DESC), to develop an agreement to synergise technical inspections of Australian commercial airport facilities and refinery bulk distribution facilities, that are currently performed by US DESC staff. 6. AIR TO AIR REFUELLING AGREEMENTS 6.1 International Air to Air Refuelling Agreements are managed by the JFLA Fuels Manager. Such agreements shall state that F-37 (JP8+100) grade fuel shall not be issued by in-flight refueling. This is necessary to ensure that aircraft that are not approved to operate with F-37 do not receive it.

2




CHAPTER 5

SPECIFICATIONS AND STANDARDS 1. INTRODUCTION 1.1 The aim of this chapter is to provide an overview of the specifications and standards that Defence prescribes to ensure the suitability of products used on all Defence platforms (land, sea and air). The Australian Defence Organisaton (ADO) requires a range of Petroleum, Oil and Lubricant (POL) and associated products to support Defence operations whilst satisfying any unique operational and/or technical specifications, to assure compatibility with military platforms. POL products may be specific to military applications or may be available commercially off the shelf (COTS). In most cases, military specifications are issued for products that reflect both military and commercial requirements, however there is potential for considerable difference between the requirements of Defence and that for commercial usage. 1.2 References. The following useful references apply to this chapter:

a. DEF(AUST)206 (current issue) POL Handbook;

b. DEFSTAN 01-5 (current issue) Fuels, Lubricants and Associated Products;

c. NATO STANAG 3149 Minimum Quality Surveillance of Petroleum Products;

d. Australian Government Fuel Standards (Petrol and Diesel);

e. Aviation Fuels Technical Review, 2005, ChevronTexaco;

f. The AeroShell Book, Edition 18, 2003; and

g. World Jet Fuel Specifications with AVGAS Supplement, 2005, ExxonMobil. 2. INTEROPERABILITY STANDARDS 2.1 Historically known as Working Party 15, the Air and Space Interoperability Council (ASIC) Fuels Group specifically addresses specifications and procedures for POL products and JFLA Deputy Chief Engineer is the Australian Co-ordinating Member (CM). In order to achieve the aim of interoperability, working parties publish Air Standards to which the five nations subscribe. 2.2 JFLA is responsible for ensuring that Australian POL products and equipment subscribe to any relevant interoperability standards and that Defence policy align with these standards. 3. STANDARDISED PRODUCTS 3.1 DEF(AUST)206 POL Handbook provides a range of acceptable specifications that are recognised by JFLA as suitable for sourcing products against, for supporting Defence operations. STANAG 1135 provides a list of internationally agreed products used by NATO countries, and is available through JFLA. Only in the case of fully standardised products can it be assumed that the products of all countries are interchangeable. 4. RECOGNISED AGENCIES AND QUALIFICATION PROGRAMS 4.1 Before a product is procured by Defence, it must meet a strict range of properties and characteristics prescribed by a recognised technical standard. For the majority of POL products used by Defence, JFLA leverages off existing specifications and standards that are prescribed and maintained by recognised military and commercial agencies. These recognised agencies include:

a. American Society for Testing and Materials (ASTM) through the issue of technical

specifications and test methods with procedures. ASTM specifications are published annually in the ASTM Book of Standards, Section 5 (on paper and CD). The ASTM web site is www.astm.org;

1

http://www.astm.org/



b. United Kingdom Ministry of Defence (MoD) through the issue of Defence Standard

(DEFSTAN) documents and Technically Acceptable Products Lists (TAPL). DEF STAN specifications are freely available from their web site at http://www.dstan.mod.uk;

c. US Department of Defence (DoD) through the issue of military specification (MIL-SPEC)

documents and Qualified Products Lists (QPL) / Qualified Products Databases (QPD);

d. Air and Space Interoperability Council (ASIC) through the issue of Air Standards;

e. North Atlantic Treaty Organisation (NATO) through the issue of Standardisation Agreement (STANAG) documents;

f. Society of Automotive Engineers (SAE);

g. Australian Standards (AS); and

h. Australian and International Government Legislation and Regulations.

4.2 Qualification Programs. For the benefit of the ADO, JFLA leverages off the following US DoD programs which are explained in more detail at www.dsp.dla.mil:

a. US Defense Standardization Program (DSP) Documents include DoD or federal specifications or standards, military specifications (MIL-PRF-xxx, MIL-DTL-xxx), military standards, military handbooks, Commercial Item Descriptions (CIDs), Qualified Product Lists or Databases (QPL or QPD), Qualified Manufacturers Lists (QMLs), guide specifications, Joint Service Specification Guides, Data Item Descriptions (DIDs), and other documents used in the Defense Standardization Program, such as international standardization agreements and DoD notices of adoption of non-Government standards;

b. NATO and other International Standardization Agreements (ISA) include Air Standards (AIR STD), Quadripartite Standardization Agreements (QSTAG), ABCA Standards, Quadripartite Advisory Publications (QAP), and ABCA Advisory Publications, Allied Communications Publications (ACP), NATO Standardization Agreements (STANAG), Allied Administrative Publications (AAP), Allied Joint Publications (AJP), and Allied Quality Assurance Publications (AQAPs), and AUSCANNZUKUS handbooks; and

c. Voluntary standards developed by Non-Government Standards (NGS) bodies include documents developed by nationally and internationally recognized technical, professional, and industry associations and societies. These standards are developed on a collaborative, consensus basis, sometimes with participation by US DoD. Following the procedures in Appendix 3 of US DoD 4120.24-M, the US has adopted over 9300 standards prepared by 108 NGS bodies (NGSBs).

NOTE

Product specifications are dynamic documents that undergo revision periodically. The current versions of specifications should be referred to for product details.

5. QUALIFIED PRODUCTS 5.1 All products which have been successfully tested to particular specifications through a recognised qualification program are referred to as ‘Qualified Products’. To enable access to NATO standardised products during international operations, an important component of the documentation for POL products is a list showing international manufacturers of the product and approval numbers/brands of the approved materials. This is known as a NATO Qualified Products List (QPL)/ Qualified Products Database (QPD) and is available in the public domain through www.assistdocs.com for each military specification product. Commercial specifications such as Boeing BMS3-11 (aircraft hydraulic fluid, phosphate ester type) also have corresponding QPLs. 5.2 A NATO standardised product will typically meet a military specification and be listed on a corresponding US DoD QPL/QPD or UK MoD Technically Acceptable Products List (TAPL). Listing

2

http://www.dstan.mod.uk/

http://www.dsp.dla.mil/

http://www.assistdocs.com/



of a product on a QPL/QPD and/or TAPL is an expensive activity that requires the manufacturer to provide samples of product to the corresponding qualifying government as well as disclosure of manufacturing and quality assurance processes to provide confidence to the certifying agency. The product samples are then subjected to a rigorous test and evaluation program which may require the product to be compatible with all other products listed on superseded and/or current QPL/TAPL documents. More details on the US Defense Standardisation Program is available at www.dsp.dla.mil 5.3 All of these specification requirements have an attendant list of qualified products, which are continually upgraded as new products become qualified and as specifications are revised. It is the responsibility of JFLA Chief Engineer to maintain a comprehensive and current library of QPLs for Defence use, particularly for the benefit of visiting units or for Australian units on overseas tasks. 5.4 Qualification of non-standard products. Manufacturers of POL products may state that their product meets the requirements of a particular military specification but the product may not have been qualified by the respective Government’s rigorous qualification program and therefore not be listed on a QPL, QPD or TAPL. In such cases, JFLA Chief Engineer shall prescribe a set of minimum qualification test requirements and arrange for independent testing by the approved POL Testing Contractor. Independent qualification testing shall be required for each manufactured batch of product.

NOTE

For aircraft, ship and submarine applications, products shall either be listed in a corresponding specification QPL or TAPL or have passed qualification testing as directed by JFLA Chief Engineer.

6. NOMENCLATURE 6.1 NATO Code. NATO codes for petroleum products are allocated to those products which are standardised by the NATO Military Agency for Standardisation (MAS). The code consists of an index letter followed by a number, e.g. F-34. This code, when applied as an identification marking on containers, dispensing equipment, bulk carrying vehicles and installations, is enclosed in a rectangle, unless manufacturing processes preclude the use of boxed text due to font size. The use of the NATO Code number ensures that units may exchange standardised petroleum products with other NATO forces without recourse to further technical advice on the use of the product concerned. 6.2 A NATO standardised product will typically meet a military specification and be listed on a corresponding US DoD QPL, QPD or UK MoD TAPL. Table 1 lists NATO symbols/prefixes. A full listing of NATO products used in by the ADF with cross references to Joint Service Designation and military standards is provided in DEF(AUST)206 (current issue) for products regularly used by Defence and DEFSTAN 01-5 (current issue) for products regularly used by the UK MoD and other NATO countries.

Symbol/Prefix Product Category

F All liquid fuels

O All oils except those developed for some other primary function than lubrication

H All oils where hydraulic properties are the main consideration

G All greases except those developed for a special function

C All products possessing anti-corrosive properties

S All products developed for a special purpose

P All products for use as propellants

Table 1 – NATO Symbols

6.3 Joint Service Designation. The UK Ministry Of Defence (MoD) has evolved a system of Joint Service Designations (JSD) covering products used by the military and publishes these in Def Stan 01-5 Fuels Lubricants and Associated Products. These designations consist of groups of two or three

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http://www.dsp.dla.mil/



letters defining the nature of the product, followed by a number indicating its main property. For oil products, the suffixed numbers generally represent the viscosity (centistokes) at 40 degrees Centigrade. For grease products, the suffixed numbers generally represent the approximate worked penetration. For miscellaneous products, the suffixed numbers have no technical significance. Refer to Table 2 for a list of typical JSD codes. JSD/Prefix NATO Code Product Type

AL Numerous Fluids used for anti-freeze protection, de-icing, cooling, cleaning or similar miscellaneous applications. They are mostly water soluble.

AVGAS/100LL N/A Gasoline, Aviation Grade 100/130.

AVTAG+FSII F-40 Turbine Fuel, Aviation: Wide cut type with FSII.

AVCAT+FSII F-44 Turbine Fuel, Aviation: High flash type with FSII.

AVTUR F-35 Turbine Fuel, Aviation: Kerosene type.

AVTUR+FSII F-34 Turbine Fuel, Aviation: Kerosene type with FSII.

MTGAS F-57 Gasoline, Automotive: Lead replacement.

ULGAS F-67 Gasoline, Automotive: Unleaded.

DIESO Military F-54 Diesel Fuel, Military.

DIESO UK N/A Diesel Fuel, General Purpose.

DIESO MT N/A Diesel Fuel, General Purpose MT.

DIESO F-76 F-76 Diesel Fuel, Naval Distillate.

OM Numerous Lubricating Oil, Mineral. Straight mineral oils or those containing performance improving additives.

OEP Numerous Lubricating Oil, Extreme Pressure. Gear oils containing additives which enhance their ability to withstand extreme gear tooth pressures.

OMD Numerous Lubricating Oil, Mineral Dispersant. Heavy duty mineral oil and synthesized hydrocarbon based lubricants containing detergent or dispersant additives primarily for internal combustion engines.

OF Numerous Lubricating Oil, Fatty. Straight vegetable oils.

OC Numerous Lubricating Oil, Compounded.

OX Numerous Lubricating Oil, Miscellaneous (synthetics, damping fluids, hydraulic fluids, transmission fluids).

LG Numerous Lime base grease.

XG Numerous Greases made using thickeners such as those based on calcium, clay or lithium. May be based on mineral oils, vegetable oils or synthetic fluids and can contain additives such as solid lubricants to improve their performance.

PX Numerous Protectives, miscellaneous materials (corrosion preventive compounds and oils).

ZX Numerous Specialty products (cutting fluids, anti-seize compounds, corrosion preventive oils, solid film lubricants, anti-seize compounds, damping fluids).

Table 2 – British Joint Service Designations

6.4 Associated Products. Associated Products (previously referred to as Allied Products) are a group of products comprised mainly of petroleum products, which do not have the fundamental purpose of being fuels or lubricants. The group extends to include products which may not necessarily be petroleum based but are utilised in the same general area of application as traditional petroleum products. The group includes those products with the NATO prefix ‘S’ (specialty products) and ‘C’ (corrosion preventives). The Joint Service Designations ‘AL’ and ‘PX’ also refer to associated

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petroleum products. The specifications of the group, cover a very broad sample of products and includes volatile solvents and grease–like corrosion inhibitors. Storage and handling precautions are required with many. Refer always to DEF(AUST)206 (current issue) POL Handbook, before introducing any of these items to the workplace. 6.5 Specifications. Historically, extensive specifications covering fuels and lubricants for military use promulgated by the US DoD used nomenclature prefixed by MIL–L–XXXX for oils and MIL–G–XXXX for greases. For example, MIL–L–2104E, the specification for JSD OMD–115, which is also NATO code O–238. US DoD prefixes have since been standardised for oils and greases to MIL-PRF-XXXX. US DoD military standards and corresponding Qualified Product Lists (QPLs) relating to POL products are available in the public domain by searching on www.assistdocs.com Similarly, the UK MoD promulgate specifications under the Ministry of Defence Standards DEFSTAN prefix and are available in the public domain by searching www.dstan.mod.uk. To a lesser degree, Australia has some DEF(AUST) specifications for which specific fuels and lubricants are procured against. 7. AUSTRALIAN GOVERNMENT STANDARDS 7.1 The quality of petrol and diesel fuels in Australia is regulated by the Fuel Quality Standards Act 2000 (the Act) which places an obligation on the fuel industry to supply fuels that meet strict environmental requirements. The Department of the Environment and Heritage is responsible for developing and enforcing a number of fuel quality standards made under the Act. Fuel quality standards have been set for Petrol, Diesel, Biodiesel and Autogas. A further standard is in place to ensure consumers are informed when they purchase 10% ethanol-blended (E10) fuel. 7.2 The first suite of national fuel standards, which came into force on 1 January 2002, regulates petrol and diesel parameters that have a direct impact on the atmospheric environment as a result of exhaust emissions. The national fuel standards also specify applicable ASTM and IP test methods. Some of the features of these standards are summarised as follows:

a. Fuel Standard (Petrol) Determination 2001 introduced tighter standards to prohibit the use of lead in all grades of petrol to 0.005g/L. All, cars built prior to 1986 designed to run on leaded petrol (LP) are required to use lead replacement petrol (LRP). The Petrol Fuel Standard also limits levels of aromatics and olefins, which give rise to exhaust emissions of toxic chemicals such as benzene and 1,3- butadiene. Maximum limits for sulfur were reduced from 500 ppm on 1 January 2002 to 150 ppm on 1 January 2005 for all grades of petrol. This was reduced further to 50 ppm on 1 January 2008 for Premium Unleaded Petrol (PULP); and

b. Fuel Standard (Automotive Diesel) Determination 2001 regulates limits for a range of

properties including ash and suspended solids, cetane index, density, distillation temperature, filter blocking tendency, flashpoint (61.5 °C), lubricity, sulfur, and viscosity. Maximum limits for sulphur were reduced from 500 ppm on 31 December 2002 to 50 ppm on 1 January 2006. This was reduced further to 10 ppm on 1 January 2009.

7.3 Monitoring and forcing compliance with the national fuel standards is conducted by State and Territory inspectors on behalf of the Commonwealth. Fuel suppliers also have to comply with legislative record keeping and documentation requirements, which can be audited. Further information about the Commonwealth's fuel quality standards legislation is available from Department of Environment, Water, Heritage and the Arts at http://www.environment.gov.au/ 7.4 The Commonwealth Government has an ongoing program of introducing new vehicle emission standards to ensure that the environmental benefits of evolving emission control and fuel efficiency technologies are realised in Australia. New vehicle emission standards are established as Australian Design Rules (ADRs) under the Motor Vehicles Standards Act 1989 and are subject to complete review on a 10 year cycle.

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8. AUSTRALIAN DEFENCE SPECIFICATIONS 8.1 Defence specifications prescribed and maintained by JFLA are listed in Table 3. DEF(AUST) Title Related Standards

DEF(AUST) 5240 Turbine Fuel, Aviation (Kerosene Type with FSII) NATO code F-34, F-44 and F-37

MIL-DTL-83133 (F-34, F-35 and JP8+100)

MIL-DTL-5624 (JP-5)

DEF STAN 91-87 (F-34)

DEF STAN 91-86 (F-44)

ASIC Air Standard 15/06

NATO STANAG 3747

DEF(AUST) 5213 Fuel Oil, Naval, Distillate, NATO Code F-76

MIL-F-16884

DEF STAN 91-4

NATO STANAG 1385

ASTM D975

DEF(AUST) 5257 Lubricating Oil, Steam Turbine and Gear: Moderate Service, NATO Code O-250 (OEP-89)

MIL-PRF-17331

Table 3 – Defence Specifications and Related Standards

8.2 Type Certification of New Equipment. When Defence purchases new equipment, the applicable Type Certificate document shall prescribe the fluid specifications that the equipment is compatible with. Aircraft engines and airframes are certified by a recognised National Airworthiness Authority (NAA) such as the US Federal Aviation Administration (FAA) or United States Air Force (USAF). Refer to AAP7001.053(AM1) for further information on NAAs. When an NAA certifies an aircraft type, a Type Certificate is issued for the airframe and the engine separately. Each Type Certificate prescribes the airworthiness certification standard to which the system was found to comply with and shall prescribe corresponding fluid specifications. Airworthiness Design Requirements are detailed in AAP7001.054(AM1) Airworthiness Design Requirements Manual (ADRM) which outlines the requirement to address any unique Configurations, Roles and operating Environment (CRE) for Defence platforms during the certification process. 8.3 Acceptable Alternate and Emergency Substitutes. There may be occasions when the prescribed product specification is unavailable such as during an overseas deployment. In such cases, the DEF(AUST)206 should be consulted for acceptable alternate and emergency substitutes. Acceptable alternate products can be used without formal approval from the equipment technical authority. Emergency substitutes will require formal approval from the technical authority who should prescribe a time limit for the use of the emergency substitute. 9. OTHER SPECIFICATIONS 9.1 Commercial fuel specifications. Two organisations have taken the lead at setting and maintaining specifications for civilian jet fuel being the ASTM and the UK MOD. The ASTM maintains ASTM D 1655 Standard Specification for Aviation Turbine Fuels, which includes specifications for Jet A and Jet A-1. The UK MOD Defence Fuels Group (DFG) has been delegated technical authority by the UK Civil Aviation Authority to maintain DEFSTAN 91-91 (formerly DERD 2494) Turbine Fuel, Aviation Kerosene Type, Jet A-1 NATO: Code F-35, Joint Service Designation: AVTUR. QinetiQ are contracted to the DFG to provide technical and administrative support. Specification changes to DEFSTAN 91-91 are made through consultation with the Aviation Fuels Committee (AFC), which meets once per year (usually April) and is typically revised once every three years. 9.2 Aviation Fuel Quality Requirements for Jointly Operated Systems. To simplify jet fuel supply arrangements, a number of fuel suppliers formed the Joint Inspection Group (JIG) and developed a document called the Aviation Fuel Quality Requirements for Jointly Operated Systems (AFQRJOS). The AFQRJOS is sometimes referred to as the 'Joint Checklist', which captures the most

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stringent requirements for DEFSTAN 91-91 and ASTM D1655 specifications for Jet A-1. It also provides guidance for minimum handling and fuel quality control procedures. The Joint Checklist is recognised by eight of the major aviation fuel suppliers (Agip, BP, ChevronTexaco, ExxonMobil, Kuwait Petroleum, Shell, Statoil and TotalFinaElf) and forms the basis of their international supply of virtually all civil aviation fuels outside of North America and the CIS. JFLA uses the AFQRJOS Joint Checklist when carrying out compliance assurance audits on commercial suppliers as it provides minimum standards for product specification, handling and fuel quality control which are also applicable to military fuel specifications. 9.3 The International Air Transportation Association. IATA publishes Guidance Material for Aviation Turbine Fuels Specifications. This document contains three specifications for kerosene type fuel (Jet A, Jet A-1 and TS-1) and one specification for wide-cut fuel (Jet B). Jet A meets the ASTM requirements, Jet A-1 meets the Joint Checklist requirements, TS-1 meets the Russian GOST requirements, and Jet B meets the Canadian CGSB requirements. 9.4 National specifications. Many countries issue their own national specifications, which in some cases are identical to the ASTM or UK MOD specifications. In Russia, Commonwealth of Independent States (CIS) and Eastern parts of Europe, a range of specification grades are used to reflect different crude sources and processing treatments. The grade designation is T-1 to T-8, TS-1 or RT. These grades are covered by either a State Standard (GOST) number or a Technical Condition (TU) number. GOST 10227 is a Russian specification that covers the light kerosene-type fuel TS-1 (written as TC-1 in Russian script). TS-1 is a kerosene type fuel with a slightly higher volatility (minimum flash point of 28 °C), a lower freeze point (<-50 °C) and more demanding viscosity requirements at lower temperature (minus 40°C). Since TS-1 has a flashpoint that is 10 degrees lower than F-34 grade fuel, the use of it places more emphasis on the importance of conductivity testing and safe handling operations (earthing and bonding). The Jet Fuel Thermal Oxidation Test (JFTOT) ASTM D3241 minimum temperature requirement is also less demanding than that prescribed for NATO F-34 grade fuel (260 °C) but this should not preclude use of TS-1 if operational requirements necessitate. Regardless, JFLA Chief Engineer shall be consulted before using TS-1. 9.5 Additives. The use of additives is the principal difference between commercial grade and military grade aviation turbine fuels. Whilst Jet A-1 contains a static dissipater additive (SDA) and may also have an anti-oxidant, military fuels require additional additives due to the design features on military aircraft and the range of operating environments they are required to serve in. Military fuels also require specific additives due to the potential long-term storage requirements at remote locations. Refer to Part 4 for details on military aviation fuel additives Fuel System Icing Inhibitor (FSII), Lubricity Improver Additive (LIA), Static Dissipater Additive (SDA) and Thermal Stability Additive (TSA). Refer to Part 4 Section 1 Chapter 1 for a comparison of additive requirements between commercial and military specification turbine fuels. The respective fuel specification documents specify the approved additives and product brand names. 9.6 Acceptable Alternate Fuels. Should there be an operational requirement to use an alternate fuel to that which the aircraft/engine is certified to operate on, then the Original Equipment Manufacturer (OEM) maintenance and flight manuals shall be consulted to confirm fuel control settings for different specific gravity fuels and to confirm whether additional maintenance is required on any aircraft systems that rely on fuel as a lubricant. To determine the implications of using alternate fuel grades, the absence or presence of mandatory military additives (FSII, LIA and SDA) must be understood. For example, Jet A-1 specifications prescribe a maximum 0.85 mm wear scar diameter (wsd) for the Ball on Cylinder Lubricity Evaluation (BOCLE) test whilst F-34 fuel specifications prescribe a maximum 0.65 mm wsd. The more stringent requirement of F-34 specifications is achieved through addition of Lubricity Improver Additive (LIA) at the Minimum Effective Concentration (MEC) levels prescribed in DEFSTAN 68-251 (current issue) and MIL-PRF-25017 (current issue). If there is an absence of LIA, then there may be operational restrictions and/or additional maintenance requirements for aircraft systems that rely on the presence of LIA (e.g. F-111).

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PAR

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PART 2 – MARITIME OPERATIONS

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SECTION 1 Chapter 1 – Maritime POL products Chapter 2 – Responsibilities and record keeping Chapter 3 – Fuel management at sea Chapter 4 – Replenishment of fuel at sea Chapter 5 – Navy aviation fuel management SECTION 2 Chapter 1 – Application and usage of lubricants in navy service Chapter 2 – Fuel and lubrication systems equipment Chapter 3 – Hydraulic systems – hygiene and practice Chapter 4 – Management of hoses, tankage systems and ballast SECTION 3 Chapter 1 – Fuel management ashore Chapter 2 – Fuel transfer operations – naval fuel installations

SECTION 4 Chapter 1 – Procedures for issuing bulk fuel at sea

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PART TWO SECTION ONE

CHAPTER 1

MARITIME POL PRODUCTS 1. INTRODUCTION 1.1 The aim of this chapter is to detail the specification and qualification requirements for maritime POL products used on HMA ships and related equipment. 1.2 References. The following useful references apply to this chapter:

a. ABR 5225 RAN Marine Engineering Manual; b. ABR 5000-Vol 4 Part 6 Flammable and Combustible Fluid Systems; c. International Convention for the Safety Of Life At Sea - Act 1974 (SOLAS); d. International Maritime Dangerous Goods (IMDG) Code;

2. SAFETY CLASSIFICATION OF FUELS 2.1 From a safety viewpoint fuels can be classified by their flashpoint. Flashpoint is the lowest temperature at which a substance gives off sufficient flammable vapour in air to produce a flash on the application of a naked flame. Internationally 60° Celsius is taken as the delineation between high and low flashpoint fuels. The rationale for this choice is that ambient temperatures in the hottest parts of the world rarely rise above 50° C, and using 60° C gives a 10° C margin of safety. Where ambient temperatures are exceptionally high, or the fuel temperature rises close to its flashpoint for any other reason, it needs to be treated with the same caution as low flashpoint fuel. In Australia, The Dangerous Goods Code categorises products with a flashpoint less than or equal to 60.5 ºC as flammable whilst products with a flashpoint greater than 60.5 ºC are categorized as combustible. 2.2 High flashpoint fuels (flashpoint >60° C - also referred to as combustible or non-volatile) do not fall within the scope of the International Maritime Dangerous Goods (IMDG) Code as they are generally not considered dangerous. On the other hand low flashpoint fuels (also referred to as volatile or flammable) are subject to the special provisions of carriage for a dangerous cargo (as required by the IMDG Code for commercial ships) which does not allow for opening of sealed containers. The International Convention for the Safety Of Life At Sea - Act 1974 (SOLAS) also prohibits the use of low flashpoint fuels for ships' propulsion and power generation. 2.3 For comparison of typical flashpoints, see the table below. It must be stressed that these are “typical” data and any consideration as to use, storage or carriage must be fully assessed on the basis of actual specification data.

FUEL TYPE TYPICAL FLASHPOINT

Heavy Fuel Oil 60oC minimum

Diesel / Marine Gas Oil 60.5oC minimum

NATO F-76 Fuel, Naval Distillate 61.5oC minimum

NATO F-44 AVCAT 61.5oC minimum

NATO F-34 / JP-8 / JET-A1 38oC minimum

Gasoline / Petrol / AVGAS Not usually cited in specifications but typical figure

would be: Minus (-) 43oC

Table 1 – Flashpoint temperatures for various fuel types

2.4 Carriage of Low Flash Point Fuels on HMA Ships. Guidance on Navy policy for the carriage of low flash point fuels including Gasolines and Outboard Motor Fuels (OBD) on HMA Ships can be

1



obtained from ABR 5225 Chapter 19, Marine Engineering Manual and ABR 5000-Vol 4 Part 6 Flammable and Combustible Fluid Systems. In general, carriage of low flashpoint POL product, in other than design approved stowages, requires a full risk analysis and specific approval from the Chief Naval Engineer (CNE). 3. MARINE FUELS 3.1 FUEL, NAVAL DISTILLATE - NATO CODE F-76 3.1.1 F-76 Naval Distillate. F-76 is classified as a high flash point marine fuel and is purchased in Australia against specification DEF(AUST) 5213. DEF(AUST) 5213 prescribes a range of properties including a minimum flash point of 61.5 °C, to ensure safety during handling on HMA Ships and to meet SOLAS and IMDG requirements. DEF(AUST) 5213 further prescribes additional testing to confirm the long-term storage stability where F-76 is stored in bulk at NFIs or in RAN tankers. Apart from the inclusion of special additives, F-76 has similarities with commercial Automotive Diesel Fuel (ADF) in Australia. F-76 is suitable for use on Navy ships to power gas turbine engines and diesel engines. It is also suitable for use on support craft and may be stored in shore based diesel engine tanks. 3.1.2 F-76 can be produced from 100% 'straight run distillate' material which means that the fuel is gained solely from the primary distillation process, a property not readily found in a commercially available diesel fuels. The practical benefit is that F-76 is comprised almost entirely of hydrocarbons having a maximum natural resistance to degradation and oxidation during long-term storage in a range of ambient conditions experienced in Australia. By contrast, most commercial diesel fuels are not subjected to similar long-term storage requirements and consequently the end product for commercial diesel is a distillate to which is added various other hydrocarbons resulting from supplementary refinery processes. These additions, while not necessarily having any notable effect on the combustion qualities of the fuel, can degrade into solid dispersions and sludge during extended storage. Ultimately, commercial diesel fuels can have unacceptable filtration properties and the potential to contaminate ships' tanks. As a result, F-76 is the only ship propulsion fuel approved for use and longer term storage in HMA ships. 3.1.3 DEF(AUST)5213 prescribes the following additives for inclusion in F-76 these being:

a. Static dissipater additive (SDA). Included to control the risk of static discharge during

fuel transfer and handling; b. Fuel System Icing Inhibitor (FSII). Included for its biocide properties ie; combats

against microbial growth which is likely to occur if fuel is contaminated with water; and c. Lubricity Improver and Corrosion Inhibitor Additive (CI/LIA). Included to provide

additional lubricity for fuel system components and to assist in the prevention of corrosion in fuel system components and storage tanks.

CAUTION

F-76 IS THE ONLY SHIP PROPULSION FUEL APPROVED FOR STORAGE IN HMA TANKERS FOR REPLENISHMENT PURPOSES.

3.1.4 Away from Australia there are minor differences in the characteristics of F-76 reflecting the different origins of the refined product and manufacturing conditions and in some cases different statutory regulations of the manufacturing country. Despite this, there should be no problems encountered in fuelling with any fuel which is to Specification NATO F-76. 3.2 HEAVY FUEL OIL - ISO 8217 3.2.1 Heavy Fuel Oil (HFO) is classified as a high flash point marine fuel and is a commercial grade fuel defined according to the requirements of International Standard ISO 8217 Marine fuels specification. For the Navy, HFO is only used as bunker fuels for HMAS SIRIUS and can be supplied from commercial suppliers in two grades where the primary difference between grades is viscosity (180 and 380 cSt at 50 ºC). The two grades are defined as follows:

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a. ISO-F-RME 180; and

b. ISO-F-RMG 380. 3.2.2 Annex B to this chapter provides an extract from ISO 8217 Marine fuels specification of the main properties of HFO grades ISO-F-RME 180 and ISO-F-RMG 380. 3.2.3 HFO is also known as Residual Fuel Oil (RFO), Furnace Fuel Oil (FFO) or Number 6 Bunker Fuel. In Australia, HFO is only available from commercial suppliers in Melbourne, Fremantle, Sydney and Brisbane and is essentially a refinery by-product (hence also being termed RFO) being drawn from the bottoms of the refinery fractionator unit. As such, HFO can contain a significant amount of refinery carry-overs including catalytic fines which are small particles of spent catalyst that have been carried over from the catalytic cracking process which is part of the refining process. Catalytic fines are composed of Aluminium and Silicon (Al, Si) and are extremely abrasive to engine and fuel system components. ISO 8217 places a maximum limit of 80 mg/kg (ppm) for Al+Si with the expectation that onboard fuel cleaning systems (settling, purification and filtration) will further reduce the Al+Si level to below 15 mg/kg, which is the acceptable limit for safe operation and optimal engine performance. It is therefore vital that onboard fuel cleaning systems are maintained and operated correctly in order to remove as much Al+Si contaminates as practicable and reduce the likelihood of abrasive wear to engine and fuel system components. 3.2.4 In order to minimise the formation of sludge and to ensure the flow properties of the fuel, temperature cycling should be minimised. Fuel should be stored at a constant temperature of at least 5°C above its pour point (pour point for HFO is 30°C).

NOTE

Onboard fuel cleaning systems shall be properly maintained in accordance with approved maintenance instructions to minimise the presence of catalytic fines in HFO. This will ensure safe operation and optimal engine performance by reducing the likelihood of engine and fuel system wear caused by abrasive contaminates supplied in heavy fuel oils.

3.2.5 The quality of HFO obtained at overseas ports can vary dramatically. It is important that ships staff ensure that HFO obtained at such locations is accompanied with appropriate and verifiable Refinery Certificates of Quality testifying that the batch meets all of the requirements of ISO 8217 for the respective grade.

NOTE

Where HFO is obtained from overseas ports, the MEO shall confirm that it meets ISO 8217 through interpretation of delivery documentation.

3.3 AUTOMOTIVE DIESEL FUEL 3.3.1 Automotive Diesel Fuel (ADF) in Australia is classified as a high flash point diesel fuel and manufactured to the Fuel Standards (Automotive Diesel) Determination 2001. ADF can also be referred to as Marine Gas Oil (MGO) or Automotive Distillate Oil (ADO) in Australia but caution should be used when applying these terms overseas.

3.4 USE OF AUTOMOTIVE DIESEL FUEL IN LIEU OF NAVAL DISTILLATE F-76 3.4.1 ADF can be used on HMA ships where Naval Distillate NATO Code F-76 is not available, however storage of ADF is limited to a maximum of 3 months due to its composition. Furthermore, as ADF does not contain military specified biocide type additives there is a potential for microbiological contamination outbreaks, which would render the fuel unusable and could lead to fuel system and storage tank damage. Refer also to Part 2, Section 1, Chapter 3 of this publication, which contains advice on potential storage problems with automotive distillate. Automotive diesel or distillate fuels, outside Australia, may have a flashpoint below 60oC in which case, unless absolutely necessary, they are not to be embarked. In such cases, Marine Gas Oil (MGO) will be a suitable substitute but verification of the fuels properties must be undertaken.

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NOTE

Storage of Automotive Diesel Fuel or Marine Gas Oil on HMA ships should, where operationally possible, be limited to a maximum of 3 months due to its composition. MEO’s should manage fuel holdings accordingly.

3.5 USE OF ALTERNATIVE DIESEL FUEL WHEN F-76 OR ADF IS UNAVAILABLE 3.5.1 When operating in areas away from Australia and where F-76 or ADF is not available, the Marine Engineer Officer (MEO) is to seek advice from JFLA POLENG(SEA) regarding the suitability of locally available marine fuels. For guidance, Annex A lists the main acceptable properties of alternative marine fuels. 3.5.2 BIODIESEL 3.5.3 Biodiesel is a diesel fuel made from bio-sources, such as soybeans, tallow, animal fat, etc. In most cases, biodiesel is blended into petroleum diesel in a small percentage. For example, if a fuel contains 10% biodiesel, then it is commonly called B10. If it contains 20% biodiesel, it is commonly called B20. Biodiesel characteristics are highly dependent on the bio-source stock, manufacturing processes, and blending techniques and there is significant variation in the quality of the product from location to location. While biodiesel blends have been used successfully in ground equipment, several properties of biodiesel have the potential to cause major problems if used in a shipboard environment. These include the following:

a. Biodiesel blends have a greater tendency than petroleum fuels to form stable water suspensions resulting in a reduced ability of onboard ship filtration equipment to remove water from a biodiesel blend fuel;

b. With increased ability of the biodiesel to retain water, the potential for microbial growth

and corrosion problems is increased; c. The poor storage stability properties of biodiesels requires rapid product consumption

to avoid system contamination by fuel breakdown products; d. Bio diesels have a solvency affect, which will result in a rapid washing of existing fuel

system deposits and a subsequent reduction in filter separator life; e. When exposed to low air and seawater temperatures, some biodiesels can form wax

at higher than normal temperature (i.e. high cloud point and CFPP) which can cause filter clogging. These wax crystals may or may not re-dissolve when the fuel temperature is elevated above the cloud point.

f. Some biodiesel have the ability to form suspended gelatinous particulate matter when

in contact with fuel tank water bottoms, which can cause fuel filter clogging.

NOTE Biodiesel, or a biodiesel blends, are not an approved fuel for HMA Vessels. Advice should be sought from JFLA POLENG(SEA) when purchasing commercial fuel that may contain bio components.

3.5.4 If a vessel suspects they have been issued a biodiesel blended fuel and has already bunkered the product, the ship shall take the following precautions to minimise any negative impact:

a. Consolidate storage tanks before taking on fuel; b. Isolate the biodiesel to the greatest extent possible; c. Minimise the amount of water in the fuel tank as much as possible; d. Burn the biodiesel as soon as possible;

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e. Maintain vigilant stripping procedures and use purifier to re-circulate and remove

water as needed; f. Anticipate higher than normal rates of filter clogging - consider increasing the numbers

of onboard spare fuel filter element; g. Do not bypass clogged fuel filters. Diesel engine fuel injector and/or gas turbine hot

section damage may occur; and h. Be alert that centrifugal purifiers may not be effective at removing biodiesel-related

particulates and coalescing filters may also be ineffective 3.6 OUTBOARD MOTOR FUEL ON HMA SHIPS 3.6.1 Gasoline or petrol type outboard motor fuel is classified as a low flash point fuel and may be carried in small quantities in approved upper deck stowages on HMA Ships as needed for items such as embarked forces motorbikes, portable generators and pumps, etc. The two-stroke version of this product is purchased to a commercial specification and as this fuel is a combination of unleaded petrol and oil (usually is OMD-45) it is classified as a Dangerous Goods. Outboard motor fuel should only be carried in sealed jettisonable containers and in small quantities. Straight petrol (of whatever grade) is to be treated similarly. 3.7 TURBINE FUEL, AVIATION - NATO CODE F-44 3.7.1 Turbine Fuel, Aviation, NATO Code F-44, is classified as a high flash point aviation turbine fuel and is manufactured to have satisfactory combustion characteristics for use in aviation gas turbine engines together with a high flash point requirement as prescribed by SOLAS and IMDG in order to reduce the fire and explosion hazard on board ship. In Australia F-44 is defined according to the requirements of Australian Specification DEF(AUST)5240, which is derived from fuel property requirements in DEFSTAN 91-86 and MIL-T-5624. DEF(AUST)5240 mandates the following additives for F-44 grade fuel:

a. Static Dissipater Additive (SDA); b. Fuel System Icing Inhibitor (FSII); and c. Lubricity Improver Additive (LIA), which also has Corrosion Inhibitor properties.

3.7.2 Refer to Part 4 of this publication for further information on Turbine Fuel, Aviation, NATO Code F-44 and its additives. 3.7.3 F-44 and JP5. These two products are interchangeable as the manufacturing specification for F-44 is derived from JP-5 specification MIL-T-5624 and both fuel types therefore have high flashpoint properties. Do not confuse F-44 (JP-5) with other forms of jet fuel, which are low flashpoint fuels and therefore prohibited from storage in tanks aboard HMA ships (such as F-34/F-35 or JP-8).

CAUTION AVIATION FUELS F-44 AND JP-5 ARE THE ONLY AVIATION FUELS APPROVED FOR USE AND STORAGE ON HMA SHIPS.

4. LUBRICANTS 4.1 The following paragraphs summarises a number of the major shipboard lubricants. Many other lubricants are in naval service; details of most can be found in DEF (AUST) 206 or by reference to JFLA.

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4.2 LUBRICATING OIL, NAVAL DIESEL OMD- 113, NATO CODE 0-278 4.2.1 The following information provides details on the requirements for Lubricating Oil, Naval diesel, OMD-113, NATO Code 0-278:

a. This oil is supplied in Australia to the British Ministry of Defence specification DEF STAN 91/22, Amendment 1.The procedures for qualifying the oil to the British standard are similar but not identical to the requirements for the USA Military specification MIL-L-9000G. Both specifications are acceptable for the categorisation of the qualified products under the NATO Code 0-278. Either specification is regarded as satisfactory, for qualification of product and supply to the Australian Department of Defence.

b. OMD-113, NATO Code 0-278 is a specialty marine diesel engine crankcase lubricant

and is unsuitable for application to petrol engines. It has high water separability characteristics (high demulsibility) and is particularly suitable for use in conjunction with centrifugal purifiers.

4.3 LUBRICATING OIL, ENGINE OMD-115 NATO CODE 0-238

4.3.1 The following information provides details on the requirements for Lubricating Oil, Engine, OMD- 115, NATO Code 0-238:

a. OMD-115, previously also known as NATO Code 0-238 is supplied to the Department of Defence and conforms to MIL-L-2104G (SAE 40 range) and is fundamentally an automotive and industrial type of crankcase oil, similar in many respects to oils used in the transport and construction industries. OMD-115 is intended for use with good quality fuel and therefore does not have good demulsibility characteristics (it is in fact designed to absorb minor water contamination emanating from crankcase condensation etc). It also has the capacity to hold combustion derived contaminants in fine dispersion. As such, this product may not respond well to centrifugal purifying.

4.4 LUBRICATING OIL - STEAM TURBINE AND GEAR OEP-89 NATO CODE 0-250 4.4.1 The following information provides details on the requirements for Lubricating Oil, Steam Turbine and Gear, OEP-89, NATO Code 0-250:

a. OEP-89, NATO Code 0-250 is supplied to the Department of Defence and conforms to DEF(AUST) 5257. This specification is, in essence, a reproduction of the US military specification MIL-L-17331 and, as such, defines a high quality mineral oil based steam turbine lubricant with the capacity to lubricate relatively highly loaded gear sets.

b. The requirement for this oil has resulted in an overlapping in the criteria for turbine/ gear

oils in Navy service. As a consequence, it has been determined that OEP-89, as well as carrying out the tasks for which it was originally specified, also fulfils the requirement which was previously being satisfied by OM-100. The product is therefore recommended for application to all steam turbine powered applications, turbine output reducers, many major gearbox applications and into many hydraulic systems and certain air compressors.

c. OEP-89, NATO Code 0-250 manufactured to DEF(AUST) 5257 is randomly tested

against the prescribed testing requirements by JFLA. 4.5 LUBRICATING OIL - GEAR, EXTREME PRESSURE, NATO CODES; OEP-220, OEP-226 & OEP-600, OEP-228 4.5.1 The following information provides details on the requirements for Lubricating Oil - Gear, Extreme Pressure, Two grades, OEP-220 - NATO Code 0-226, Grade 80W-90, and OEP-600, NATO Code 0-228, Grade 85W-140:

a. These two oils have been grouped together because they are qualified under the same specification; viz, MIL-L-2105D. The oils are extreme pressure automotive gear oils, particularly formulated for the extremely arduous task of lubricating the final drives of

6



automotive and construction equipment. Because of the ability to lubricate under conditions of high tooth load, the oils have become commonly used in fixed reduction units, in which application they seldom operate to their maximum load carrying capacity. For this reason, care is to be exercised in the widespread application to lightly loaded gear sets and to worm reducers. The ability of these oils to give long-term corrosion protection in the presence of water is not necessarily as satisfactory as that of lighter duty oils.

5. CLASSIFICATION OF PETROLEUM PRODUCTS AS SAFETY HAZARDS 5.1 Refer Part 1 of this publication. 6. CROSS CONTAMINATION 6.1 Any product contaminated by a product of lower flash point, should be treated, for safety purposes, as being of lower flash-point. Advice can be sought from JFLA POLENG(SEA) regarding fuel dilution calculations or, refer to Part 2, Section 1, Chapter 5, Fig 2.7 of this publication. 7. PRODUCT CROSS REFERENCE TO HMA SHIPS 7.1 Advice on POL products for HMA ships can be obtained from JFLA POLENG(SEA). ANNEXES: A. Main Acceptable Properties of Alternative Marine Fuels B. Extract from ISO 8217 (Marine fuels specification)

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DEF(AUST)5695B Part 2 Sect 1 Chap 1 Annex A

ACCEPTABLE CHARACTERISTICS OF ALTERNATIVE MARINE FUELS

Table A1 can be used as a guide to the properties of commercial fuels which may be used instead of F-76. Fuels meeting these criteria should be expected to provide good performance in diesel and gas turbine powered vessels.

SER TEST REQUIREMENT

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16

Cetane Number or Cetane Index Appearance @ 15°C Distillation-95 % point Flash Point

Pour Point

Cloud Point

Viscosity @ 40°C

Colour

Density

Carbon Residue

Ash

Sulfur

Copper Corrosion

Filter Blocking Tendency

Water & Sediment Lubricity ( for ULSD less than 500 ppm Sulfur)

46 min Clear and Bright 361°C (max) 61.5°C (min) (see Note 1) Report

See Note 2

2.0 to 4.5 cSt

2 (max)

820-850 kg/m3 (0.82-0.85 kg/L)

0.2% (max)

0.01% (max)

0. 05% (500 ppm), (500mg/kg) max Class 1 (max) 2.0 (max) 0.05% (max) 0.460mm (460um) max

Table A1 – Acceptable characteristics of alternative fuels.

NOTES 1. In some overseas ports Flashpoint of diesel fuel will be 60°C.(min) as this complies with international minimum flashpoint value. 2. Cloud Point should be reviewed stringently. F-76 requires a cloud point of -1oC, however commercial fuels will have cloud points which vary according to climatic and geographic region of supply. In some oveseas ports bio-diesel is also present in the fuel. This can have a dramartic effect on the cloud point of the fuel. MEO’s must ensure that any fuel accepted as an alternative to F-76 has a cloud point suitable for use within the immediate expected area of operation. In particular, MEO’s should be aware of the cloud point of all fuel stored onboard and manage such stocks accordingly. This is particularly important when a vessels projected program indicates transits to colder climates. (see Part 2, Section 1, Chapter 1, para 3.5.2 for further information) 3. Should there be any doubt on the suitability of potential alternative fuels, MEO’s should seek immediate guidance from the JFLA POLENG(SEA) (signal address: DEFFUEL).

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DEF(AUST)5695B Part 2 Sect 1 Chap 1 Annex B

EXTRACT FROM ISO 8217 (MARINE FUELS SPECIFICATION)

NOTE: Normally the grades expected to be purchased for HMAS SIRIUS bunker fuel are either RME 180 or RMG 380.

ISO 8217 Marine Fuels, Requirements for Residual Fuels, category ISO-F-

Characteristic unit limit RME 180 RMF 180 RMG 380 RMH380

Density @ 15 deg C kg/m3 max 991.0

Kinematic viscosity @ 50 deg C mm2/sa max 180.0 380.0 380.0

Flash point deg C min 60

Pour point winter/summer quality

deg C max 30

Carbon residue %(m/m) max 15 20 18 22

Ash %(m/m) max 0.10 0.15 0.15

Water %(v/v) max 0.5

Sulfur %(m/m) max 4.5

Vanadium mg/kg max 200 500 300 600

Total sediment potential %(m/m) max 0.10

Aluminium plus silicon (Note 1) mg/kg max 80

The fuel shall be free from ULO Used lubricating Oils (ULO)

Zinc

Phosphorus

Calcium

mg/kg max 15

15

30

15

15

30

15

15

30

15

15

30

A fuel shall be considered to be free from ULO if one or more of the elements of Zn, Ph or Ca are below or at the specified limits in the above table. All three elements shall exceed the above limits before a fuel shall be deemed to contain ULO

Table B1 – Marine fuels specification

Notes: 1. For on-board fuel cleaning limits refer to Part 2, section 1.

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DEF(AUST)5695B Part 2 Sect 1 Chap 1 Annex B

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CHAPTER 2

RESPONSIBILITIES AND RECORD KEEPING 1. GENERAL 1.1 The aim of this chapter is to outline the roles and responsibilities of Navy personnel in relation to the management of liquid fuels, lubricants and associated products. These requirements are consistent with NAVSUPMAN 2, Chapter 26, Fuels and Lubricants. 1.2 References. The following useful references apply to this chapter:

a. NAVSUPMAN 2, Chapter 26, Fuels and Lubricants; b. ABR 5013 Motor Transport; c. DI(N)TECH 57-3; d. SERVFINMAN 2 Vol 3 Chapter 22

2. THE STORES ACCOUNTING OFFICER (SAO) 2.1 The Stores Accounting Officer (SAO) is responsible for the accounting, demanding and replenishment of all types of fuel and oils, except for bulk supplies of fuels in HMA Ships and Establishments, with the exception of bulk supplies of Naval Distillate (F-76), Automotive Diesel Fuel and Aviation Fuels. The SAO is also responsible for the custody of all stocks of fuels and oils, other than those in tanks, bulk storage installations, or fuel lighters. 3. THE MARINE ENGINEER OFFICER (MEO) 3.1 In HMA ships, the Marine Engineer Officer (MEO) is responsible for the custody of fuels and lubricants in bulk and for their issue to departments where necessary. The MEO is also responsible for accounting for bulk supplies of fuel and lubricants. For fuels and lubricants in containers (such as 205 Litre drums), he is to inform the SAO of replenishment requirements. 4. COMMISSIONED ESTABLISHMENTS 4.1 In Commissioned Establishments, the Air Engineer Officer and Motor Transport Officer are responsible for custody of aviation fuels and MT gasoline respectively. Their responsibility includes accounting, testing, security and operation of storage installations according to current regulations.in accordance with this publication and local instructions/orders. They should inform the Stores Accounting Officer of replenishment requirements. 4.2 Bulk fuels. The responsibilities of the Base Fuel Quality Control Officer (BFQCO) and Naval Fuel Installation (NFI) Manager are detailed in Parts 1 and 5 of this publication. 5. STANDARDISATION OF NOMENCLATURE 5.1 Particulars of petroleum, oils and lubricants etc, used by the Defence Force, are contained within the publication DEF(AUST)206. Controlled copies are available on demand from the Joint Fuels and Lubricants Agency (JFLA). Uncontrolled copies are available on the JFLA intranet website. 5.2 The information given regarding uses in the specification should be regarded as supplementary to and not as superseding instructions contained in the handbooks for particular equipment. 5.3 Where petroleum, oils or lubricants are required for use with aircraft, this is to be stated in the 'Remarks Box' on forms SQ268 and SQ269. 5.4 In the event of any new requirements that are considered to necessitate the use of a lubricant not included in the handbook, they should be referred to JFLA POLENG(SEA) for decision. Full

13



particulars of the equipment, properties of the lubricant considered necessary, the use for which it is required and the reason why an existing product is not suitable should be provided. Where applicable, a product specification sheet should be forwarded. 6. SUPPLY AND RECORD KEEPING FOR BULK FUELS 6.1 For HMA ships, supply requirements are normally to be obtained by the appropriate local Administrative Authority, who shall arrange supply from a Naval Fuel Installation (NFI). If there is no NFI within range, the local Administrative Authority shall arrange supply from the current Marine Fuel Supplier through the JFLA, who is to arrange for bulk Local Purchase Order forms to be raised. Purchase Order and receipts documentation requirements are detailed in Part 1 Section 1 Chapter 3 of this publication. 6.2 Bulk Supplies of Fuel, Naval Distillate (F-76) and AVCAT (F- 44) are not to be accounted for in the Stores Account in HMA Ships or dedicated Naval Fuel Installations. The entry in the Engineering Department Master Log is to be the accounting record. The following accounting and record keeping instructions for management of bulk fuels apply:

a. Supplies from Naval Fuel Installations and Navy tankers will be made on form ST 113 Delivery and Receipt Note for Dieso in Bulk, copy number two of which is to be filed by the MEO pending audit of the account.

b. When supplies are obtained from other Government fuel installations etc, the

necessary receipts are to be given by the MEO who shall also file the accounting copies vouchers pending claims for payment and audit.

c. When fuel is obtained using a Local Purchase Order, the receipt note, which forms

part of the Local Purchase Order (Form SP20), is to be filed and retained by the MEO. d. Fuel accounts for fuel held on board HMA Ships SIRIUS and SUCCESS are to be

maintained on Form ST 243 Monthly Fuel Return Cargo. All individual transactions are to be recorded on ST 113 Delivery and Receipt Note for Dieso in Bulk.

6.3 When ships are on service abroad the necessary action for obtaining fuel supplies is to be taken with the local Naval Authority concerned. If no Naval or Defence Authority is present at the port action is to be taken through the Australian Government representative or via prior arrangements between JFLA and the vendor as considered necessary. Overseas vouchers and claims for supplies from commercial installations are to be certified by the MEO. 6.4 Fuel Reporting to JFLA. Refer to Part 1 of this publication for reporting requirements. 7. FUELLING RETURNS 7.1 The following fuelling returns are required:

a. HMA Ships. Form SA257 Monthly Fuel Return is to be forwarded to JFLA (Attention: Recoveries Section). Forms SA257 are to be numbered sequentially from the beginning of the calendar year. Tankers are to use computer format.

b. Regional Area Commands. Within 10 days of the commencement of each calendar

month, Commanding Officers of HMAS STIRLING, HMAS CAIRNS, HMAS COONAWARRA and HMAS CERBERUS are required to forward their previous month returns to JLFA (Signal address: DEFFUEL) in the signal format as shown in Annex A.

7.2 To avoid any confusion, the format described at Annex A should be limited to letters (excluding title of commodity), fuel type issued, received, remaining, and due in, and nil returns are also to be shown. 7.3 For ships operating outside Australia, all fuellings from Foreign Naval Sources are to be reported to JFLA immediately upon completion of the transaction, via signal format as shown in Annex B.

14



7.4 Reference to the signaled report must be made in the monthly form SA243 return and the DTG of the relevant signal quoted. In the case of receipts from RN ships or establishments, the signals are to be repeated to MOD(N). 7.5 To assist with the reconciliation of fuelling transactions with the USN, fuelling reports raised for such transactions should also show the quantities in the USN preferred measurements (such as US gallons). 8. DISPUTED DELIVERIES 8.1 In the event of a dispute as to the draw down quantity of fuel received on board, full particulars are to be furnished, on a separate sheet, as to the methods used to ascertain the quantity and whether the instructions regarding fuelling as laid down in this handbook were followed. 9. RETURN OF FUELS AND LUBRICATING OILS 9.1 Unwanted fuels and lubricating oils are to be reported to the item manager at JFLA and are normally to be returned to the nearest supply depot. 10. DISPOSAL OF USED OR DIRTY LUBRICATING OILS 10.1 Lubricating oil returned as arising or as maintenance activity returns are to be consigned to the nearest supply depot. To avoid unnecessary transport to a depot, however, accumulations at outlying establishments are to be reported direct to JFLA for disposal via existing contractual arrangements. Contractual arrangements should include measures to ensure waste oil is treated, recycled or disposed of in compliance with the relevant State/Territory regulations by an accredited and authorised waste management contractor. 10.2 Used lubricating oil is to be disposed of through sale or re-cycling where appropriate and in accordance with existing State regulations, or as stipulated in current Standing Offers. It is important that used or dirty lubricating oils are completely segregated from stocks of new oils to prevent the possibility of errors occurring when issuing new oil. It is also important that used oil awaiting sale be kept from contamination by water or other extraneous matter, with screw bungs being tightly closed at all times. Previous markings on drums are to be obliterated and both ends of 205 Litre drums are to be clearly stenciled with the type of oil contained therein. Markings are to be in white with the words 'used' or 'dirty' in 100mm letters across the centre, and the description of the oil and quantity in 50mm letters around the circumference. Smaller containers are to be marked on the body, the size of lettering being as large as practicable. 11. STEEL DRUMS AND CONTAINERS 11.1 All steel drums and containers are to be returned at the first available opportunity to the nearest supply depot. Defence staff and contractors must ensure all steel drums and containers are cleaned and certified free from all POL products before returning them to the supply depot. Financial deposits are payable on drums owned by contractors and particular attention is to be given to the prompt return of such drums. Those drums not owned by contractors will be disposed of using Standing Offers, or through sale as scrap. 12. NAVY TANKERS - FUEL CARGO ACCOUNTING INSTRUCTIONS 12.1 Monthly Fuel Returns, Form SA 243, are to be maintained by the Cargo Officers onboard HMAS SUCCESS and HMAS SIRIUS and rendered directly to JFLA on the following occasions:

a. at the end of each month when employed on Fleet attendance support duties or freighting within Australian waters, and

b. for each voyage when employed on overseas freighting.

12.2 All transactions recorded in the Account are to be supported by vouchers as shown in the following sub-paragraphs. In cases where the ship's operational requirements do not permit vouchers to be returned by the end of the month, quantities supplied and received are to be agreed upon by signal, and copies of the relevant signals used to support the transactions. The following issues and receipts procedures shall be followed:

15



a. Issues:

i) Withdrawal from cargo to replenish bunkers, and issues to ships berthed

alongside are to be supported by Form ST 113 (copies No 2 and 3).

ii) Issues to Royal Australian Navy ships are to be supported by a copy of the receiving ship's confirmation signal.

iii) Issues to ships of other nations are to be made in accordance with

NAVSUPMAN 2 Chapter 13. Transactions are to be supported by the relevant voucher duly signed by a responsible officer of the receiving ship.

iv) Issues to Naval Fuel Installations are to be supported by Forms ST 113,

prepared by respective Installation representatives. If insufficient copies of the original document are available for inclusion in the account, quote the serial number of the original Form ST 113 in the 'Registered Numbers' window. Three copies are to be endorsed 'Copy – FOR ACCOUNTING PURPOSES ONLY', and signed by the Cargo Officer.

b. Receipts:

i) Receipts from commercial sources are to be supported by a Bill of Lading

(BOL) or Bunker Receipt Note and accompanied by a copy of the relevant Quality Analysis report. On freighting voyages, a copy of Form TG 122, prepared by the Cargo Officer is to be attached to the BOL or Bunker receipt note. The copy and heading 'MM(V) Copy' or 'Ship's Copy' (as relevant) should be inserted on Form TG 122.

ii) Receipts from Australian Naval Fuel Installations (NFI) are to be supported by

form ST 113 (copies No 3 and 4) and a Fuel Condition Statement issued by the issuing NFI.

iii) Receipts from fuel installations of other Nations are to be supported by

relevant Issue/Receipt vouchers and a Fuel Condition Statement c. Losses. Losses should be reported on Form SI 325 appropriately noted with reasons

(e.g. downgrade to sullage due to seawater contamination). d. Returns. On occasions when HMA Ships are required to discharge their fuel (ie. de-

fuel), the transaction is to be supported by Form ST 113. Fuel is not to be returned to bulk RAN Fuel Installation tanks or tanker cargo tanks. It is to be segregated, tested and if acceptable for reuse, should be issued from the temporary storage or quarantine tank. Fuel found to be of unacceptable quality is to be reported to JFLA for possible disposal action.

e. Stocktaking. Stocktaking of fuel cargo is to be carried out monthly. Stocktaking

Discrepancy Reports are to be prepared and used to adjust the cargo ledger, copies being prepared in accordance with existing audit guidelines.

f. Discrepancies. On each occasion whereby a discrepancy is established between

NFI/ SPWFL recorded issue quantity and ship's dip, details of variation involved are to be referred to JFLA (Attention: Recoveries Section) for information. Every effort is, nonetheless, to be made to reconcile the discrepancy at a local level.

13. FUEL INSTALLATIONS IN COMMISSIONED ESTABLISHMENTS 13.1 Fuel accounts, for fuel held in NFIs in Sydney (at Chowder Bay and Garden Island), along with those of HMAS CAIRNS, HMAS COONAWARRA, HMAS STIRLING and HMAS CERBERUS for issue to HMA Ships and small craft, are to be maintained on Form SA 216 Monthly Account for issue of Fuel, Naval Distillate (F-76). Additionally, a fuel account of Form SA 216 is to be maintained by HMAS WATERHEN in respect to fuel held for fuelling minesweepers, patrol boats and support craft.

16



13.2 Such accounts are to be maintained in duplicate with the original copy being forwarded monthly to JFLA (Attention: Recoveries Section), accompanied by Navy Office copies of Form ST 113 Delivery Receipt Note. The account is to be dispatched to arrive at JFLA no later than the tenth day of the following month. 13.3 Issues to ships/small craft. Issues to ships/small craft are to be effected on Form ST 113 and copies being disposed of as follows:

a. Copy No I - to be retained by the establishment to support the entry in the fuel account (form SA 216).

b. Copy No 2 - ship's copy. c. Copy No 3 - to be forwarded to JFLA monthly with form SA 216 account. d. Copy No 4 - installation copy.

13.4 Discrepancies between the remains as per Form SA 216 account and the quantity held are to be adjusted by SDR (Form S1325) on each occasion the lighter stock is replenished, or annually, whichever is the earlier. If significant variations are disclosed on monthly balancing of the Form SA 216 account, the matter should be investigated and stocktaking reports prepared as necessary. 14. MOTOR TRANSPORT (MT) FUEL 14.1 In the event that supply cannot be obtained from a Naval bowser, requirements are to be obtained, via current endorsed vendors for fuel cards (e.g. Shellcard). Refer to SERVFINMAN for further information. 15. ISSUE OF MT FUELS AND OILS 15.1 Internal Issues of MT Fuel Oil. Issues of MT fuel/oil to own establishment vehicles are to be recorded on Form SA 215 Petrol Issue Voucher in the same manner as other consumable stores. 15.2 Issue of MT Fuel/Oil to Elements of the Department of Defence. Issue of MT fuel/oil to visiting vehicles belonging to the Australian Defence Forces and the Natural Disasters Organisation may be made using the procedures contained in the following paragraphs of this chapter. 15.3 Establishments may issue MT fuel and oil to vehicles for other elements of the Defence Forces on production, by the driver, of an authorised transport requisition raised by the element concerned. Issues are to be recorded on Form SA 215 Petrol Issue Voucher, annotating the form with the following details:

a. The name of the parent department;

b. Vehicle make and registration number; c. The parent department's transport requisition number, or in the case of DAS hired ve-

hicles, the DAS order number as shown on the driver's copy of the hire agreement; d. Amount and type of fuel/oil supplied; e. Date of transaction; and f. Driver's name and signature.

15.4 Petrol Issue Vouchers, Form SA 215, are to be distributed as follows:

a. Copy No 1 - retained by the issuing establishment for accounting purposes. b. Copy No 2 - to be forwarded to the Motor Transport office at the vehicle's parent

establishment/unit requesting confirmation of receipt of supplies. The parent establishment/unit is to confirm receipt after comparing the issue voucher with the

17



vehicle running log, form LG 105, or equivalent document. After receipt has been confirmed, the parent establishment/unit is to attach the form SA 215 to the appropriate form LG 105. Where forms LG 105 are not used, the No 2 copy of form SA 215 is to be filed separately for audit purposes. Receipts of fuel/oil are not to be accounted for in the stores account of the receiving establishment/unit.

c. Copy No 3 - book copy - is to be retained by the Motor Transport Officer of the issuing

establishment.

15.5 Issue of MT Fuel/0il to Other Government Departments. Establishments may issue MT fuel and oil to vehicles of other government Departments on production by the driver, of an official order or a written authorization covering the journey for which the MT fuel/oil is required. Issues are to be made on a payment basis using form SQ271 registered in the repayment series (Refer to NAVSUPMAN2 para 1315). The repayment vouchers raised against the Government Department concerned are to be annotated with this information and costed in accordance with SERVFINMAN 2 Vol 3 Chapter 22. 15.6 Form SA 207 entries, Forms SA 215 and Forms SQ 271, where appropriate, are to be used to compile and support the weekly return, Form SQ 103, required in accordance with the instructions in paragraph 18.2. 16. MT FUEL - STOCKTAKING 16.1 Storage tanks and bowsers containing MT fuels are to be dipped daily, with the results being maintained in a Departmental report. Once a week, the dip is to be carried out in the presence of an officer representing the Motor Transport Officer (MTO). If local conditions make it desirable, dips are to be conducted on a more frequent basis. These dips are to be reconciled with previous remains and issues to establish whether losses have occurred. Any steady losses or one-off significant loss of fuel may be attributed to leaking tanks and may be considered an environmental incident – to be promptly reported to the local Regional Environmental Officer and investigated by local management. 16.2 Forms SQ 103 reporting the expenditure and the remains by dip, are to be forwarded to the SAO weekly. Nil reports are also required. 17. MT FUEL - STOCKTAKING REPORTS 17.1 On each fuel delivery, stocks are to be mustered and the quantities found reported to the SAO in manuscript form. The certificate is to be rendered in the format at Annex C. 17.2 Two copies of the manuscript are to be prepared, the original being attached to Copy No 1 of Form SQ103 for the relevant period and the duplicate retained by the Departmental Officer. 18. AVIATION FUELS - STOCKTAKING 18.1 Aviation fuels are mustered in the same manner as MT gasoline. Reports required are identical to those described above except that the Air Engineer Officer, or an engineer officer, would assume responsibilities of the MT Officer. 18.2 The handling of aviation fuel at NAS Nowra shall be controlled as follows:

a. Confirm the storage volume available in the Quality Control and Inspection tank with a fuel dip before receiving fuel;

b. Confirm the quantity of fuel to be delivered by the contractor and compare this with the

volume available in the QCI tanks. The comparison result shall be recorded on Form TA 115;

c. Measurement of issues made from the holding/receiving tanks is to be accompanied

by dipping these tanks and comparing the readings with dips of the tanker vehicle or hydrant supply line tanks concerned, the result is to be recorded on Form TA 115; and

d. When issuing fuel to aircraft, units shall complete Form SI171 as instructed by Part 1

of this publication.

18



ANNEXES: A. Signal Format – Monthly Fuel Report B. Signal Format – Foreign Fuel Report C. Proforma – MT Fuel Stocktaking Report

19



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20



21

SIGNAL FORMAT - MONTHLY FUEL REPORT FUEL REPORT FOR THE MONTH OF: _______________________________________ A. NAVSUPMAN 2.3012

1. Fuel, Naval Distillate (F-76) 2. AVCAT (F-44) 3. AVGAS 4. Automotive Diesel Fuel 5. (a) Motor Spirit (super).

(b) Motor Spirit (unleaded). 6. (a) Commercially sourced motor spirit (super).

(b) Commercially sourced motor spirit (unleaded). 7. Commercially sourced Automotive Diesel Fuel. 8. Commercially sourced AVTUR. NOTES: 1. The units of issue for items 1-3 should be given in Cubic Meters (m3) 2. The units of issue for items 4-8 should be given in Litres.



22

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23

SIGNAL FORMAT - FOREIGN FUEL REPORT FOREIGN FUEL REPORT FOR THE MONTH OF: ______________________________ A. NAVSUPMAN 2.3015 1. Serial No. of Form SA 257 will refer. 2. Place of fuelling. 3. Date of fuelling. 4. Type of fuel. 5. Quantity received. 6. Full details of supplier. 7. Fuel quality checks completed in accordance with this publication (Yes/No)



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PROFORMA MT FUEL STOCKTAKING REPORT ("On each fuel delivery, stocks are to be mustered and the quantities found reported to the SAO in manuscript form.") This is to certify that stocks of the above mentioned items, stowed in the custody of the ______________officer, have been mustered and the quantities found are as shown. Signed: _________________________________

Department Officer

_________________________________ Rank

Signed: _________________________________

Stores Accounting Officer

_________________________________ Rank

_________________________________ Date

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CHAPTER 3

FUEL MANAGEMENT AT SEA 1. GENERAL

1.1 This chapter is a reference on the practicalities and regulations in handling fuels on board ship and applies to all classes of vessel. Specific information outlined in Ship Standing Orders (SSO) should be taken into account when applying this publication in unique situations. 1.2 References. Applicable references for this Chapter include:

a. ABR 862, Maritime Explosive Ordnance Safety Manual, Change 4, Magazine and Explosive Instructions.

b. ABR 5225, RAN Marine Engineering Manual. c. ABR 5287, Logistics Planning Data Manual. d. DEF(AUST) 5213, Fuel, Naval Distillate, NATO F-76; e. DEF(AUST) 5240, Aviation Turbine Fuel, ,Military Grades F-34, F-37 and F-44; and

2. ROLES AND RESPONSIBILITIES 2.1 Marine Engineer Officer. The duties and responsibilities of Ships' Marine Engineer Officer (MEO) in relation to the provision and use of Fuels and Lubricants are set out in ABR 5225 RAN Marine Engineering Manual. Particular attention is drawn to chapter 1 of ABR 5225. Specific duties and responsibilities will vary according to class of ship. 2.2 The MEO is to maintain an official Ship's file, on which are to be retained copies of Supply Notes, Signals, copies of Form SA257 Fuel Report, details of quantities of fuel discharged or otherwise disposed of, and copies of Ship and Ship/Shore documents generated as part of the fuelling or discharge operations. Records must be kept for two years, after which they may be destroyed. 3. RECOMMENDED MAXIMUM AND MINIMUM FUEL CAPACITY LIMITS 3.1 Ships tanks are to be filled to 95% of their volumetric capacity or as prescribed IAW Ships Standing Orders. The total fuel available for ship propulsive purposes is not to fall below 30% useable unless authorised by the Maritime Commander or his delegated authority. HMA ships should not normally sail with less than 70% useable fuel embarked. 3.2 The Marine Engineer Officer (MEO) is to arrange, as a matter of routine, to embark sufficient useable fuel capacity upon entering harbour, and to top up again before leaving harbour (when practicable). 4. FUEL UNITS 4.1 The standard fuel unit in the Navy is the cubic metre (m3). In signal format, cubic metre shall be either written in full, or as M3 if no confusion is caused by doing so. 4.2 When demanding fuel, the units used by the supplier, if known, should be noted in brackets after the quantity required in cubic metres. 4.3 In fuel reports, and in the Engineering Master Log, use cubic metres and note in brackets any different units used on the supply note. 4.4 Any conversions of units required for the specific purposes of ships and establishments are to be made locally. All conversions of units are to be made at standard temperature (ie. 15oC). For this purpose, the fuel temperature at delivery must be recorded. The conversion tables Part 5 of this publication are provided to assist in calculations.

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5. FUEL TYPES 5.1 Fuel types used in HMA ships are described in Part 2, Section 1 Chapter 1 of the publication. Care must be exercised to ensure that any ship fuelling or aircraft defuelling operation, or any other occurrence, does not result in contamination of stored fuel by reducing its flash point to below 61.5ºC as this has the potential to pose a safety hazard . 5.2 Flashpoint. Care must be exercised to ensure that any ship fuelling or aircraft defuelling operation, or any other occurrence, does not result in contamination of stored fuel by reducing its flash point to below 61.5ºC as this has the potential to pose a safety hazard. Flash point by definition is the lowest temperature at which a substance gives off sufficient flammable vapour in air to produce a flash on the application of a naked flame. 6. DEFUELLING OF LAND BASED AIRCRAFT ON HMA SHIPS 6.1 Land based Aircraft will most likely contain low flash point F-34 AVTUR/FSII or F-35 AVTUR (Jet A-1). Defuelling of land based aircraft on HMA ships may introduce safety and contamination risk and this should only be carried under out approved and controlled conditions. Refer to Part 2, Section 1, Chapter 5, of this publication for guidance.

NOTE Defuelling of land based aircraft which can contain low flash point F-34 AVTUR/FSII, or F-35 AVTUR on HMA ships introduces a safety and contamination risk. For defuelling of land based aircraft refer to Part 2, Section 1, Chapter 5 of this publication.

7. HANDLING FUEL USING JURY RIG 7.1 Should it become necessary to discharge fuel through systems and pumps not specifically designed for the purpose, e.g. ballast or suction mains, it is to be ascertained before pumping is commenced, that all discharge valves not required for this service are shut and lashed, and that they are tight under pressure. Before the systems are restored to their normal use, they are to be completely flushed with water or drained of fuel, including any dead legs, which may have existed in the jury rig. Pumps used in a jury rig transfer must be of a type specifically nominated as suitable for petroleum products or be air driven. 8. QUALITY CONTROL AND RECORD KEEPING 8.1 Fuel quality can deteriorate in storage as the result of a number of factors, including contamination from water, suspended matter, microbiological growth or mixing with other fuels or products. Therefore, fuel must be certified as satisfactory at embarkation and requires continued surveillance to ensure that it remains suitable for its intended application. The full range of fuel quality tests to be carried out is contained in Part 5 of this publication. 9. DELIVERY AND TESTING OF FUEL 9.1 F-76 Embarked from NFI. When embarking with F-76 from a NFI, the Officer in Charge or Terminal Manager is to provide a Fuel Condition Statement relating to the fuel to be embarked (refer to Annex B). This statement indicates that the fuel is satisfactory and the Marine Engineer Officer’s responsibility is limited to:

a. Checking that the Fuel Condition Statement has been completed and signed by an authorised NFI representative; and

b. Ensuring that fuel samples are taken during loading and these are visually clear and

bright (see Part 5 of this publication for further information). 9.2 F-76 Embarkation and Issue at Sea. For embarking and issue of F-76, from a source such as USN, RN tanker or HMA Ship the MEO or authorised delegate shall issue a Fuel Condition Statement (or similar for USN, RN tankers) in accordance with Annex B.

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9.3 F-76 Supplied from Commercial Suppliers. Commercial suppliers will generally only issue F-76 as a bulk cargo to HMA Tanker ships and, NFI’s by way of commercial tanker ship off-loads, therefore this paragraph is only applicable to HMAS SIRIUS, HMAS SUCCESS and NFI’s for the receipting of bulk F-76 cargos. All bulk marine fuels (F-76) shall be tested for fuel quality in accordance with part 5 of this publication. All bulk fuels provided by a commercial supplier shall be accompanied with the following three documents (refer to Part 1 Section 1 Chapter 4 Procurement Documentation for documentation details):

a. Certificate of Analysis;

b. Suppliers Release Note referencing specification DEF(AUST)5213;

c. Bill Of Lading to indicate formal transfer of ownership of fuel. 9.4 Marine Diesel Supplied from Commercial Suppliers. When fuelling at a commercial location, the fuel will not be F-76 but will be some form of commercial grade Automotive Diesel Fuel (ADF) or Marine Gas Oil (MGO). All marine fuels supplied by a commercial supplier to HMA Ships shall be accompanied by a Suppliers Release Note or Delivery Docket quoting the relevant test reports and batch number. The Suppliers Release Note shall be checked for conformity and filed as a quality record. Refer to refer to Part 1 Section 1 Chapter 3 Procurement and Acceptance for documentation details. All marine diesels shall be tested for fuel quality in accordance with part 5 of this publication. 9.5 HFO Supplied from Commercial Suppliers: Heavy Fuel Oil (HFO) will only be issued from a commercial terminal to HMAS SIRIUS as a bunker product. All HFO shall be tested for fuel quality in accordance with part 5 of this publication. All HFO receipts provided from a commercial supplier shall be accompanied with the following two documents:

a. Certificate of Analysis;

b. Suppliers Release Note (this may be referred to as Bunker Delivery Receipt) that references specification ISO 8217. Refer Part 1 Section 1 Chapter 4 for details.

9.6 F-44 Embarked from a NFI. When embarking with F-44 from a NFI, the Officer in Charge or Terminal Manager shall provide a Fuel Condition Statement relating to the fuel to be embarked (refer to Annex B). This statement indicates that the fuel is satisfactory and the Marine Engineer Officer’s responsibility is limited to:

a. Checking that the Fuel Condition Statement has been completed and signed by an authorised NFI representative and;

b. That the fuel samples taken during loading are visually clear and bright (free from visible

sediment and water).

9.7 F-44 Embarkation and Issue at Sea. For embarking and issue of F-44, from a source such as USN, RN tanker or HMA Ship the MEO or authorised delegate shall issue a Fuel Condition Statement (or similar for USN, RN tankers) in accordance with Annex B. 9.8 F-44 Supplied by Contractor. Since the manufacture of F-44 base stock (F-43) does not occur as frequently as F-34 base stock (F-35/Jet-A1), Defence does require a C of A additional to the Aviation Release Note for deliveries of F-44 in bulk. For deliveries by ship, a Bill Of Lading shall also be required to indicate formal transfer of ownership of fuel. All F-44 shall be tested for fuel quality in accordance with part 5 of this publication. All bulk F-44 provided by a commercial supplier shall be accompanied with the following three documents:

a. Certificate of Analysis; b. Aviation Release Note containing the information in Part 1 Section 1 Chapter 4; and c. Bill Of Lading that includes a BOL number. Refer to Part 1 Section 1 Chapter 4

Annex B for an example BOL. 10. REJECTION OF SUPPLIES

29



10.1 Where fuel fails FQC tests and/or the supplier does not provide the correct documentation requirements as described in this Chapter it is sufficient cause for the MEO or NFI Manager to consider rejection of the delivery. The MEO or NFI Manager should contact JFLA POLENG(SEA) to discuss the significance of the deficiency. 11. INFERIOR FUEL 11.1 Where the situation arises due to operational constraints that fuel has been taken on board and is later considered as being of inferior quality, it is to be reported with all details, including source and suspected fault, to JFLA (message address ‘DEFFUEL’) using the Fuel Receipt/Quality Report Performa at Annex A and the ships Administrative Authority and Navy HQ for information. A four litre sample and a request for detailed analysis using Form SG214 (if available), is to be dispatched to Approved Contractor Laboratory in accordance with Part 5 of this publication. The MEO should contact JFLA POLENG(SEA) for advice and impose power restrictions as considered prudent. 12. SAFETY AND ENVIRONMENT 12.1 Comprehensive instructions on general safety requirements are detailed in Part 1 of this publication. In addition, Chapter 6 of ABR 5225 provides relevant Navy specific safety requirements which shall also be complied with.

13. FIRE RISK 13.1 The risk of fire and explosion is considered the major hazard associated with the storage and handling of petroleum products. A fuel fire may be caused by ignition of fuel vapours or mist in any place where fuel is allowed to spray (under pressure) or collect by leakage or spillage. Care must be taken to detect leaks and vapours and to eliminate any flammable hazard source. Fuels and combustible vapours are to be prevented from becoming fire hazards. The following measures must be observed:

a. Keep all fuel lines in good repair. b. Repair all leaks, no matter how small. c. Cover surfaces reaching temperatures higher than 20°C with approved insulation. d. Repair or replace any broken or missing insulation on hot surfaces. e. Regularly check for the presence of fuel in bilges. Note that some fuels, such as F-44,

being clear, are difficult to detect on the surface of the bilge water. f. Pipe flange safety shields. Aluminium foil glass cloth safety shields are to be fitted to

flanges on all pressurised fuel, hydraulic and lubricating oil discharge and transfer systems in the vicinity of hot surfaces, and where, in the opinion of the Marine Engineer Officer, ship's safety would be affected if leakage occurred.

14. RADIO FREQUENCY DISCHARGE (RADHAZ) RISK 14.1 The possibility of accidentally igniting fuel vapours by radio frequency (R-F) induced arcs during fuel handling operations in proximity to high powered radio and radar transmitting antennas has been the subject of intensive study and research. Tests aboard ships and in laboratories have shown that, while it is possible to ignite volatile fuel vapour/air mixtures by induced R-F energy, the probability of ignition during normal fuelling procedures is remote because several conditions must exist simultaneously to support combustion. Nevertheless, the potential for hazardous conditions exist and to minimise the possibility of ignition, the following shall be adhered to during fuelling or defuelling:

a. Radar main beams and radiations from other directional antennae of own or other ships must not illuminate fuelling points, fuelling rig, aircraft, vehicles or craft being fuelled, defuelled or replenished within 400 metres for radars of mean power of greater than 500 watts and within 20 metres at lower powers.

14.2 Radio communications (omni-directional) are subject to the following restrictions:

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a. If transmitter is within eight metres of fuelling point, fuelling rig, or nearest point of

aircraft, vehicle or craft being fuelled, defuelled or replenished - transmission or reception prohibited.

b. If within 8 to 30 metres transmissions and receptions, up to 250 watts per

transmitter (no limit to the number of transmitters).

c. If over 30 metres, there are no restrictions. 14.3 Mobil Phones: The use of mobile phones unless certified as intrinsically safe, is prohibited during embarking or transfer of fuels. Ships staff who are directly involved in this activity should ensure that their personal mobile phones are switched off. 15. LOADING FUEL - IN PORT 15.1 Adherence to Approved Procedures. Fuel loading operations present risks of personnel injury, fire and spillage. Adherence to the correct procedures is therefore of paramount importance. 15.2 Local port orders relating to fuel embarkation and discharge are to be adhered to. Australian Ports have formalised procedures, which are controlled under rules established by the Association of Australian Port and Marine Authorities (AAPMA). These should be followed together with relevant instructions in AFGO’s or Local General Orders. 15.3 Naval Fuel Installations have procedural requirements (refer to Part 2, Section 3 of this publication) which are to be satisfied, and which require written agreement between the Marine Engineer Officer and the Installation manager. 16. EMBARKING WITH AMMUNITION 16.1 It is undesirable that fuel should be embarked or disembarked whenever ammunition is being handled. Where possible, the program should be arranged accordingly. 17. FIRE PRECAUTIONS 19.1 Prior to any embarkation or disembarkation of fuel, fire fighting equipment is to be prepared and available for instant use at the fuelling point on the weather deck. 19.2 The fire fighting equipment, to be provided from the ship's allowance, is to be a foam branch pipe complete with suction pick-up assembly and 2 litre drums of foam compound. This equipment is to be fully rigged with hose to the nearest strategic hydrant. Whenever possible, it is to be laid out upwind of the fuelling point (refer to ABR 5225 Chapter 6). The precautions associated with electrical discharge and radio frequency discharge as previously outlined must be adhered to. 18. ELECTRICAL STORMS 18.1 When an electrical storm is imminent or occurs, fuelling or defuelling operations are to be suspended at the discretion of the officer in charge from the time of the first thunder clap or lightening flash. No connections or disconnection’s are to be made until the storm has ceased and all tank openings are to be closed under these conditions. 19. DURATION OF TRANSFER AND PUMPING RATES 19.1 An approximation of the pumping rate is to be obtained from the supply point to allow an assessment of the embarkation duration. Details of pumping rates for various ships are contained within ABR 5287 - Logistics Planning Data Manual. 20. FUEL TRANSFER PROCESS 20.1 Flag 'Bravo' is to be hoisted on the yard adjacent to the supply or discharge facility from 15 minutes before fuelling commences until hose disconnection.

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20.2 At least 15 minutes prior to commencement of pumping, the Officer of the Watch or Officer of the Day, as appropriate, is to be advised. This officer is required to initiate 'No Smoking' pipes and advise ships alongside and any other personnel required to know (see also ATP I B - Allied Maritime Tactical Instructions and Procedures and ATP 16 - Replenishment at Sea). Personnel not required at the fuelling point are to keep at least five metres clear and traffic is to be redirected accordingly. 20.3 Personnel detailed for fuelling duties are to be thoroughly briefed and must remain at their designated post until properly relieved or ordered to stand down. 20.4 All filling, transfer and suction valves not associated with the immediate transfer are to be checked as SHUT immediately before pumping commences. When pumping has commenced, the system and all tanks must be checked to ensure that only those tanks intended to be filled are receiving fuel. 20.5 To reduce back-pressure and filling time, it is good practice, where suitable resources are available, to fill the maximum number of tanks simultaneously. This practice also assists with the taking of accurate dips and has the least effect on vessel trim. Filling should be programmed around the concept of filling centreline midship tanks first following with wing and peak tanks. This will provide maximum ship stability and reduce undesirable hull deflection. Some classes of ships will have sequences for fuelling/defuelling promulgated in the Ship Standing Orders. These are to be observed. 21. COMMUNICATIONS 21.1 Good and reliable communications are to be established between the supply facility, the fuelling point and the receiving tanks. The organisation is to provide for a rapid shut off of the supply should and when this becomes necessary. All signals and signalling equipment such as bells, gongs and telephone circuits are to be tested and proven prior to fuel transfer. Communications arrangements are to be agreed between the deliverer and the recipient prior to commencement of transfer, and fuelling is to cease immediately if communications fail. 21.2 If it is found necessary to run a fuelling hose past a galley, the galley doors, shutters and scuttles are to be closed, and particular care should be exercised against hose leakage during handling in this area. 22. FUEL TEMPERATURE AND FLOW RATE 22.1 Fuel flow rates may be provided to the maximum system design rate, except when mechanical defect or high fuel temperature is experienced. The temperature of the fuel, both on board and that to be delivered is to be noted if one of these exceeds 43°C. If the temperature in the tank or supply hose is greater than 43°C, the following procedures must be observed:

a. The embarkation rate is to be limited to a full flow fuel velocity in the filling pipe of 1.0 metre/sec until the fill pipe outlet is submerged to a depth of 0.6 metres.

b. The fuelling rates corresponding to 1.0 m/sec velocity for various pipe sizes are in

table 2.1:

PIPE I.D

(mm)

FILL RATE

(m3/hr)

75

100

125

150

200

250

15

28

44

63

110

175

Table 1 – Fuelling Rates at 1.0 m/sec

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22.2 In ships in which the fill pipes are not extended to near the bottom of the tank, the fill rates specified above shall be adhered to for the entire filling period.

NOTE

If the temperature in the tank or supply hose is greater than 43°C, the embarkation rate shall be limited to a full flow fuel velocity in the filling pipe of 1.0 metre/sec until the fill pipe outlet is submerged to a depth of 0.6 m.

23. SAMPLING DURING PUMPING 23.1 Sampling during pumping shall be conducted in accordance with part 5 of this publication. 24. SPILLAGE AND LEAK PREVENTION 24.1 On completion of fuelling, the hoses and systems are to be blown through with low pressure air, evacuated by suction, or drained as appropriate to the system before being disconnected. The fuel system is to be isolated immediately to conform with the designed watertight, damage control and usage requirements. An inspection for fuel leaks is to be made of the systems and spaces contiguous to fuel tanks, and this inspection is to be repeated as often as considered necessary. 25. DIPPING OF TANKS 25.1 The level of fuel in all supply and receiving tanks is to be recorded where practicable to validate the supply note quantity. Refer also to Part 1 of this publication which details the requirements for Accounting and Procurement. 26. TESTING OF FUEL BEFORE TANK TO TANK TRANSFER 26.1 Before transfer of fuel from ships service and /or storage tanks, tanks should be checked and stripped to remove all water from tank bottoms. Tanks bottoms should then be tested using water finding paste to ensure that all water has been removed from the tank (refer to part 5 of this publication for further information).

NOTE For filling, assumptions must not be made, every tank is to be recorded, not only those designated for filling. This is intended to prevent discrepancies caused by alteration to trim, or inadvertent filling of tanks not designated

ANNEX: A. Signal Template - Fuel Receipt/Quality Report

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Blank page

34



35

SIGNAL TEMPLATE - FUEL RECEIPT/QUALITY REPORT A1. The following routine signal is to be raised by the ship or establishment receiving fuel as soon as practical following completion of fuelling: ROUTINE FROM: TO: MCC AST OPS AUSFLTCSG NHQ AUSTRALIA DEFFUEL INFO: OPCON AUTHORITY UNCLAS SIC: NCJ/LAJ/OZJ (basic supply ie. Home Port) NCN (technical problems) 02J (policy) SUBJ: FUEL RECEIPT/QUALITY REPORT – (Actual Date of Fuelling) A. AFTP1 B. DEF(AUST)5695 1. HMAS………………………….. SA257 / SA113 NO……………………………………. A. PORT / DISTRIBUTOR OR SUPPLIER (If by RAS, note supplying ship details and geographic region) B. (1) F-76: QUANTITY RECEIVED (CZ) (2) F-44 / JP-5 (AVCAT): QUANTITY RECEIVED (CZ) (3) COMMERCIAL DIESEL FUEL: QUANTITY RECEIVED (CZ) (Also, identify fuel type as stated on suppliers docket ie. ADF or MGO) C. (1) QUALITY OF F-76: Provide detail/result of testing conducted by ships staff (2) QUALITY OF AVCAT: Provide detail/result of testing conducted by ships staff (3) QUALITY OF COMMERCIAL DIESEL: Provide detail/result of testing conducted by ships staff D. FACILITIES AVAILABLE / PROVIDED (Free for text/remarks) E. SERVICE PROVIDED (Free for text / remarks) F. GENERAL REMARKS / COMMENTS (include details of any quality concessions granted)



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CHAPTER 4

REPLENISHMENT OF FUEL AT SEA 1. INTRODUCTION The procedures for loading fuel at sea have many similarities with the procedures applied to in-port fuelling. Particular reference is required to certain items, however, and these are dealt with in the following paragraphs. References for this chapter include:

a. Allied Maritime Tactical Signal and Manoeuvring Book ATP 1(D) Volume 2 Chapter 2; b. NATO Allied Tactical Publication (ATP) 16 Replenishment at Sea; and c. BR 067 Admiralty Manual of Seamanship - Australian Supplement, Chapter 6

Replenishing at Sea 2. PLANNING 2.1 Time is critical when loading at sea. Advance planning must be detailed and complete to allow fuelling to proceed as efficiently, and therefore, as quickly as possible. This includes redistributing of fuel in the various tanks to allow the oncoming fuel to be received as quickly as possible. 3. COMMUNICATION 3.1 Effective communication between the two working parties is absolutely essential, and must be established before commencement of any transfer operation. 3.2 Flag hoists are to be used during replenishment to indicate steps of the transfer. Refer to Figure 2.1. 3.3 Hand signals can be used to confirm information and orders passed over sound-powered phones. The signals are to be given by paddles during daytime and coloured wands or flashlights at night. Refer to Figure 2.2.

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Figure 1 – Flag Hoist Signals

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Figure 2 – Emergency Breakaway SIgnals

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4. PASSING THE RIG 4.1 The delivery ship is responsible for passing the rig and the receiving ship for assuring that the rig is correctly received.

Figure 3 – Passing the Rig 4.2 Lines are sent over to the receiving ship by line throwing guns. The gun propels a rubber projectile to which a light line is attached. The light line messenger is added to the main line when used to haul any basic rig between the ships. The preferable location of the messenger is forward of the rig. Other lines, such as the station to station telephone line and the bridge to bridge phone/distance line lead messenger, are attached to the main messenger at least 65 metres from the smaller end of the main messenger.

Figure 4 – Passing the Rig

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Figure 5 – Passing the Rig 4.3 A probe fuelling assembly (see Figure 2.6) is used for transferring of F-76 and F-44. NATO 'B' or ROBB couplings may also be used. The probe is attached to the end of the fuel hose and is sent over by the delivery ship. The receiving ship is equipped with a receiver into which the probe seats.

Figure 6 – Fuelling Probe Assembly

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4.4 After receiving the line from the delivery ship, the receiver hauls in the messenger and span wire. The span wire has a special end fitting, which is attached to a pelican hook located on the probe receiver swivel arm. The receiving ship cuts the stops securing the end fittings to the messenger once the span wire end fitting is connected to the pelican hook. Additional stops on the span wire are cut and the messenger is hauled onto the receiving ship until the probe is engaged in the receiver. When latch indicator flags are 30° above the horizontal, the probe and receiver are engaged. 4.5 The messenger line is removed from the snatch block and the eye of the re-mating line placed over the hook located on the outboard end of the probe trolley. The end of the re-mating line is secured to a cleat. 4.6 There can be a number of differences in fuel connectors - check the relevant details of the particular installation. A description of, and the operation, maintenance, and installation instructions for a single probe fuelling system are contained in NAVSEA 0978-LP-035-30 10. 5. EMERGENCY RELEASE 5.1 If quick release is necessary at any time during the fuelling operation, the receiving ship shall disconnect the retaining line and stand clear of the fuelling station. The delivery ship will exert approximately 1000 kg pull on the retrieving line to disconnect the probe from the receiver. After the delivery ship has disengaged the probe and slackened the span wire, the receiving ship shall trip the span wire pelican hook. In no case shall the pelican hook be tripped before tension is removed from the span wire. 6. DISCONNECTING THE FUEL HOSE 6.1 Before fuel hoses are disconnected, the delivery ship determines the need for blow down or back suction on hoses to remove excess oil. The receiving ship must not disconnect fuel hoses or couplings until back suction or blow down is completed. 6.2 When the probe is released, the delivery ship retrieves the hose, the span wire is slackened, the pelican hook is tripped and the span wire is eased away from the receiving ship on a line of sufficient length to allow clearance of the span wire over the ships side. The delivery ship hauls in the span wire and retrieves the messenger and communications lines. 7. FUEL TRANSFER 7.1 The instructions for shore transfer of fuel shall apply for transfer of fuel at sea. 8. ENVIRONMENTAL PROTECTION 8.1 The following references apply:

a. DEI 8/2002 Reporting of Environmental Incidents Within Defence; b. DI(N)LOG 21-4 Policy for the reporting and management of oil spills; c. DI(N)OPS 19-1 Policy for the Disposal of Shipborne Waste;

d. Applicable State Government Legislation; and

e. Local Environmental Management Policy, Orders and Instructions.

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CHAPTER 5

NAVY AVIATION FUEL MANAGEMENT 1. THE AVIATION FUEL ESTABLISHMENT 1.1 An aviation fuel establishment is any storage facility where fuel stocks are maintained for eventual supply into aircraft. This can include Naval Fuel Installations through to dumps of drummed fuel. These establishments are distinguished from other fuel establishments by the specific requirement for the dispensing of fuel of certified cleanliness. They are therefore subject to particular procedures for maintenance of product quality. 2. FUELLING AIRCRAFT 2.1 Refer to Part 4 of this publication. 2.2 Aircraft of any Service, nation or firm that is to be refuelled or defuelled by Navy personnel are to be treated in accordance with the procedures as outlined in this chapter, except where explicit instructions to the contrary have been issued by Naval Aviation Systems Program Office (NASPO). Particular requirements apply to the defuelling of aircraft at sea and/or if there is likelihood of contamination of F–44 stocks with low flash point fuel. 2.3 DRUM STOCK FUEL STORAGE AND DISPENSING 2.3.1 Refer to part 4 of this publication. 3. AVIATION FUEL STORAGE AND HANDLING ON BOARD SHIP 3.1 The following information is aviation fuel specific. It is supplementary to the general information outlined in Chapter 2 of this section, and should be read in conjunction with that material. 3.2 F-44 AVCAT fuel and fuel systems. The fuel specified for aviation use in HMA ships is F–44 AVCAT. Storage of F–44 shall conform as follows:

a. AVCAT shall not be stowed in water–displacement tanks. b. Storage tanks shall be inspected and cleaned as necessary whenever the liquid level

falls below the suction, and in any case, at intervals of not more than 12 months.

a. AVCAT Tank Requirements. All ferrous surfaces of all types of AVCAT tanks shall be coated in accordance with DEF(AUST)5000, Vol 3, Part 5. In the absences of any authoritative prescribed coatings, tanks shall be internally prepared and coated with coating systems as prescribed in the Australian Paint Approval Scheme (APAS).

3.3 SYSTEM REQUIREMENT 3.3.1 The AVCAT fuel system is to be capable of carrying out the following functions:

a. Transporting helicopter fuel from its upper deck reception point to its helicopter fuel storage tanks.

b. Storing helicopter fuel in a combined system of storage and service tanks. c. Cleaning and conditioning helicopter fuel held on board in the storage and service

tanks to remove water and solid contamination. d. Fuelling the helicopter in the following modes:

i) While on the flight deck or in the hangar with engines shut down.

ii) While on the flight deck with engines running.

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iii) While hovering above the flight deck (HIFR Class 6 only).

e. Defuelling the helicopter. f. Transfer of fuel between storage and service tanks.

NOTE

Both gravity and pressure refuelling systems are to be available for on–deck fuelling facilities.

3.4 FUEL SYSTEM ALIGNMENT 3.4.1 The AVCAT fuel system is to be capable of being configured to provide:

a. Fuel delivery to the service tank from the storage tank transferred by the transfer pump through transfer filter/separator, or the centrifugal purifier.

b. Fuel transferred from the service tank delivered by the service pump through the

service filter/separator. c. Storage and service tanks which are (unless otherwise approved by Navy Office), to

be stripped via the tail pipe(s) and pump(s) that are independent of all other aircraft fuel system pumps and piping. Fuel may be stripped through the combined ballast, de–ballast and stripping tailpipe.

3.4.2 The following items are to be provided in the AVCAT pump room:

a. An operating instruction plate and diagram specifying the procedures required to insure the above indicated system alignment.

b. A warning label stating:

‘ANY DEVIATIONS FROM THIS ALIGNMENT MUST BE APPROVED BY THE MEO’.

3.4.3 The AVCAT system may contain piping which bypasses the transfer and/or the service filter/separators, or which cross connects the storage, fill and transfer system with the service system. Where installed, these bypasses and/or cross connections are to contain sufficient closed valve protection to prevent the passage of fuel when the system(s) is aligned for aircraft fuel transfer. Each bypass and/or cross connection valve is to be labelled:

‘DO NOT OPEN EXCEPT WITH THE PERMISSION OF THE MEO’. 3.5 STORAGE, FILL AND TRANSFER SYSTEMS 3.5.1 The interiors of the storage tanks are to be coated in accordance with DEF(AUST)5000, Vol 3, Part 5. In the absences of any authoritative prescribed coatings, tanks shall be internally prepared and coated with coating systems as prescribed in the Australian Paint Approval Scheme (APAS). 3.5.2 The transfer system is to consist of either a centrifugal purifier or a transfer pump and filter/separator. The recommended transfer capability between storage and service tanks is 190 litres per minute. 3.5.3 The filter/separator is to be installed between the transfer pump and the service tank and is to have a minimum flow rating equal to the capacity of the transfer pump. The recommended filter/separator flow rating is 1.5 times the capacity of the transfer pump. 3.5.4 A test connection is to be provided on the discharge side of the filter/separator or centrifugal purifier. 3.6 SERVICE SYSTEM AND EQUIPMENT

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3.6.1 Separate AVCAT service tank(s), pump and filter/separator are required. The interior of the service tanks are to be coated in similar manner to the storage tanks. 3.6.2 The equipment will conform as follows:

a. The service pump suction tail pipe is to terminate above the stripping tail pipe in a non– vortex type bellmouth.

b. The flight deck fuelling station is to be equipped with a service pump control and

emergency stop switch. c. Fuelling hoses are to be internally bonded with a maximum resistance of 40 ohms/15

metres of hose. d. A means is to be available for recirculating fuel through the fuelling hose, the pressure

fuelling nozzle and/or HIFR rig. The ship’s AVCAT system is not to permit fuel to be flushed via a flushing riser into the aviation fuel service system without first passing through the storage and transfer system.

e. Equipment to carry out the fuel quality test procedures must be available on board.

3.7 ON–DECK REFUELLING 3.7.1 The service pump and filter/separator are to have a minimum flow rating of 190 litres/minute and a minimum pressure rating of 345 kPa. The delivery pressure (hose end pressure) at the aircraft shall be as prescribed in ABR 5419, Vol 1 Ch 3. 3.7.2 When the service pump capacity is greater than 190 litres per minute, the filter/separator is to have a minimum flow rating equal to the capacity of the service pump. 3.7.3 The following equipment is to be provided:

a. Sufficient hose to fuel an aircraft in its normal landing position on the flight deck. b. A pressure fuelling nozzle. c. A gravity fuelling nozzle and adaptors (to mate the nozzles with the pressure fuelling

hose and the pressure fuelling nozzle with the flushing riser). The pressure and gravity nozzles are to be equipped with strainers.

d. A sufficient length of earthing wire with alligator clips is to be provided for earthing an

aircraft and the nozzles to the ship. e. A sampling petcock (Gammon or equivalent) is required on the pressure fuelling

nozzle. 3.7.4 Storage facilities for hoses, nozzles, adaptors are to be as near as practicable to the flight deck fuelling station. 3.8 HELICOPTER IN–FLIGHT REFUELLING (HIFR) 3.8.1 Flow rate and pressurisation. The service pump for HIFR is to be capable of pumping fuel at a minimum flow rate of 230 litres per minute at a height of 18 metres above the water. The delivery pressure (hose end pressure) at the aircraft shall be as prescribed in ABR 5419, Vol 1 Ch 3 3.8.2 A sampling petcock (Gammon or equivalent) is to be provided on the HIFR rig. Earth resistance of the HFIR rig is not to exceed 10 ohms. Refer AAP7045.002-1 ADF Aircraft and Bonding Wiring Manual. 3.8.3 Storage facilities for the fuelling rig, hose and adaptors are to be provided as near as practicable to the flight deck fuelling station.

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3.9 AVCAT STRIPPING SYSTEM 3.9.1 The AVCAT stripping pump is to take suction from a low point tail pipe in the service and storage tanks and is to discharge to a deck drum fill connection or to the ship’s contaminated fuel settling tank. 3.9.2 The stripping system suction tail pipes in the storage and service tanks are to terminate below all other tail pipes in a non–vortex bell-mouth. 3.10 RECORD KEEPING 3.10.1 A Fuel Quality Control Test Log Book is to be maintained to verify compliance to the fuel analysis and quality requirements detailed in Part 5 of this publication. Refer to Part 5 of this publication for details. 3.11 DEFUELLING OF AIRCRAFT 3.11.1 The capacity to suction defuel an aircraft at its normal landing position on the flight deck is required. The ship’s AVCAT system is to permit the defuelling pump to take fuel by suction from an aircraft and discharge to a storage tank. The system is also to permit the defuelling pump to discharge contaminated fuel to the downstream side of the stripping pump, and prevent fuel removed from an aircraft from entering the service system without first passing through the transfer filter. The recommended defuelling capacity is 190 litres per minute. 3.12 ACCEPTANCE OF AVCAT FUEL INTO STORAGE – ON BOARD SHIP 3.12.1 When fuelling with F–44, particular requirements apply which are additional to those employed with delivery of ship’s fuel. 3.12.2 If delivery is being effected by contractor, the consignment must be accompanied by a Release Note quoting the relevant test reports and batch numbers. The release note is to indicate test results for:

a. Density,

b. Flash Point, c. Particulate Matter, d. FSII type and concentration; and e. Conductivity.

3.12.3 If delivery is from a source such as USN, RN tanker, HMA Ship or Establishment, a Fuel Condition Statement or similar is to be obtained which states:

a. The NATO Code of the product,

b. Appearance (Clear and Bright) c. Density, and d. Flash Point.

3.12.4 Samples should be taken in clean dark bottles, well sealed and clearly labelled and retained on board until the fuel sampled has been consumed. 3.12.5 Before and during receipt of F–44, the Marine Engineer Officer (MEO) shall take samples for testing IAW Part 5 of this manual 3.13 AIRCRAFT ARRIVING AND CARRYING LOW FLASH POINT FUEL

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3.13.1 As variously referred to throughout this publication, fuel with a flash point below 61.5ºC must not be transported in RAN ships tanks. However, it may not always be possible to prevent embarkation of low flash point fuels into ships via helicopters. Army and civilian helicopters will almost certainly carry fuels with a flashpoint of 38ºC such as F-34 (AVTUR+FSII, JP-8) and Jet A-1 (F-35/AVTUR) respectively. Because of the limited availability of F-44 (AVCAT+FSII) on shore, there is a strong possibility of Navy helicopters, when requiring fuel ashore, being fuelled with F-35 (Jet A-1) or F-34. For the safety of the ship and personnel, precautions must be taken to ensure that the fuel is always treated as a volatile and therefore a dangerous product. 3.13.2 The Commanding Officer shall be informed whenever low flash point fuel is brought back to the ship, and the aircraft is to be isolated from all forms of ignition until its fuel tanks are topped up with F–44 AVCAT. Topping up will fill the vapour space above the fuel and reduce the danger. Thereafter, the aircraft can be stowed in the hangar or on the flight deck as required, but increased regular inspections must be made to ensure it has no fuel leaks. In addition, the following precautions are to be observed:

a. No work, which could produce heat or sparks, shall be undertaken in the hangar, or near the aircraft if it is outside the hanger;

b. Ventilation shall remain on full flow if the aircraft is hangared; c. No smoking or naked lights shall be allowed in the ventilation fan exhaust area; and d. Fire fighting equipment is to be strategically located near the hangar.

3.13.3 The flash point of F–44 reduces with the addition of limited proportions of low flashpoint fuels such as Jet A–1 or F-34. Thereafter, approximately five flushes of F–44 are required to remove all traces of the low flash point product. Consequently, if a defect or a maintenance requirement causes fuel to be drained from the aircraft, the drains are not to be put into sullage or ready use tanks. 3.14 SHIPBOARD DISPOSAL OF LOW FLASH POINT AVIATION TURBINE FUEL 3.14.1 The following instructions apply only to the treatment of low flashpoint aviation turbine fuel – gasolines or petrol-type fuels, including AVGAS have extremely low flashpoints and are never to be mixed or stored in ships tanks unless those tanks are expressly designed for such products. As previously stated, non-AVCAT aviation turbine fuels (both commercial and military) will likely have flashpoints around 38ºC and hence need to be treated with care from a shipboard safety perspective. Where it is necessary to de-fuel aircraft or equipment containing low flashpoint aviation turbine fuel there are three options available, as follows:

a. Draining to Diesel Fuel Tanks. Commercial diesel fuel and F–76 usually have flash points well in excess of the minimum requirement of 61.5ºC. A sufficiently large volume of diesel fuel could therefore accommodate (i.e. dilute) a relatively small amount of low flash point fuel and remain safe. This is not possible with F–44 storage as there is very little margin of safety on the flash point of F-44. If the drained aviation fuel can be transferred through existing or temporary pipe work, in such a manner that the pipe work can be flushed and the tank contents thoroughly mixed, then this option should be considered a preferred option. Figure 1 provides a guide to estimate the safe quantities of low flash point fuel, which can be added to diesel fuel. For any consideration of the handling of jet fuel other than F-44, the flash point of the aviation fuel drains must always be assumed as 38ºC. The fuel mixture (with a resultant flashpoint above 60oC) is suitable for use for ships propulsion or power generation.

b. Storage. Where it is not possible to drain to F-76 tanks, it may be necessary to

temporarily store small quantities of low flashpoint aviation turbine fuel. In such a case, the drained fuel is to be placed in clean metal fuel drums, or other suitable containers (such as outboard motor fuel caddies) clearly marked to identify their contents, and stored in isolation on the upper deck. The containers are to be securely stowed although readily ditchable and the area surrounding them declared a “No Smoking” zone. The containers are to be protected from direct sunlight, regularly monitored and, where necessary, cooled in hot weather. Unless the fuel can be fully tested to comply with specification requirements it should not be returned to aircraft

47



fuel tanks. Accordingly, arrangements for disposal ashore are to be made at the earliest opportunity.

c. Ditching Fuel. Although aviation turbine fuel is a light petroleum fraction and will

readily evaporate from the sea surface, this option is only to be exercised in an operational emergency, and only under direct Command approval. Where such approval is given, the procedure is to be closely controlled, ensuring that the vessel is underway, that there is no ship following and that the transfer equipment is continually flushed. Care must be exercised to ensure that hoses do not create a danger to the propulsion and steering gear. Every effort is to be made to restrain the discharge rate to that as set out in this publication.

Figure 1 Nomograph – Flash Point of F-34/F-76 Mixture 3.15 PRECAUTIONS AFTER MIXING AVIATION FUEL DRAININGS TO SHIP’S TANK 3.15.1 If aviation fuel drains have been added to a diesel fuel storage tank, the following precautions are to be observed:

a. No work, which may require a flame or produce sparks, is to be permitted in the vicinity of the tank vents. The precise area is dependent upon wind direction.

b. Internal tank covers are to remain in position until the tank is pumped dry. Sounding

tube caps are only to be removed for the purpose of dipping the tank.

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c. The affected tank is to be pumped out and checked to a gas free state at the earliest opportunity and before being refilled.

3.16 LOG ENTRIES – LOW FLASH POINT FUEL 3.16.1 The embarkation of low flash point fuel by helicopter is to be noted in the bridge and flight logs. Whenever low flash point fuel is drained to a ship’s tank, the incident is to be reported to the Administrative Authority. 3.17 DISPENSING TO AIRCRAFT – ASHORE OR AT SEA 3.17.1 Radio Frequency Transmissions. While refuelling or defuelling:

a. Aircraft are not to transmit on High Frequency (HF) or radar. b. Ship/external transmissions – personnel radhaz limitations are to be enforced.

3.17.2 Electrical Storms. Refuelling and defuelling is prohibited during electrical storms. 3.17.3 Capacity Refuelling. Refuelling to capacity is to be carried out as soon as practicable on completion of a flight or engine run, unless otherwise authorised. 3.17.4 Dispensation. Where a full load would impose limitations on the operations of the aircraft, a dispensation to refuel to capacity may be given by:

a. The Responsible Engineering Officer (REO), to satisfy the individual sortie operating

requirement; or

b. The Commander Engineering (CMDR E), to satisfy ongoing operating requirements and/or aircraft limitations.

3.18 HOT REFUELLING AND DEFUELLING 3.18.1 Fuelling of aircraft with rotors or engines running (hot refuelling) is permitted for all pressure refuelled aircraft and for those gravity refuelled helicopters specifically cleared in the appropriate ship’s chapter of ABR 5419 Vol. 1 or by a directive from Navy Aircraft System Program Office (NASPO) Senior Design Engineer (SDE). 3.18.2 In addition to the precautions associated with aircraft refuelling (eg bonding, fire and safety etc), the following additional precautions are to be observed when hot refuelling aircraft:

a. Fuelling equipment is to be placed at the side of the aircraft out of the rotor disc area,

except where impractical to do so. The hose is to be routed clear of exhaust pipes and hot gases. Fire extinguishers and hoses are to be positioned upwind outside the rotor disc area.

b. Fuelling equipment is not to be connected until the pilot has signified that he is ready

to fuel.

c. The fuelling point is to be continuously manned during the operation and personnel should be prepared to cease fuelling immediately.

d. A nominated safety picket is to be positioned in full view of the pilot and the fuelling

party. Uninvolved personnel are to remain clear of the operations. 3.19 SPECIAL PRECAUTIONS – GRAVITY FUELLED AIRCRAFT 3.19.1 The following special precautions and procedures, in addition to those applying to hot refuelling of pressure refuelled aircraft, are mandatory for hot refuelling of gravity fuelled aircraft:

a. Hot gravity refuelling is permitted only with approved pattern hoses and nozzles.

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b. During fuelling, the nozzle spout is to be held in the aircraft so that the splash guard is firmly pressed to the fuel inlet surround.

c. When embarked, ship motion and fuel capacity limitations are to be observed in

accordance with the specifications of the relevant ship’s chapter of ABR 5419 Vol. 1 and aircraft type.

3.20 PRESSURE LINE HOT DEFUELLING 3.20.1 Pressure line hot defuelling of aircraft is approved for those aircraft for which precautions and procedures are contained within the aircraft maintenance publications and have been approved by NASPO. 3.21 OPEN LINE HOT DEFUELLING 3.21.1 Open line hot defuelling is not approved. 3.22 AIRCRAFT TANK SECURITY 3.22.1 After refuelling, defuelling or removal of filler caps, the caps are to be replaced and properly secured. 3.23 ACCEPTANCE OF FUEL INTO STORAGE – ASHORE 3.23.1 The procedures for accepting delivery into land–based storage from marine discharge and from road tankers is outlined in Chapter 3 of this section. 3.24 ELECTRICAL BONDING PROCEDURES 3.24.1 Electrical bonding is to be conducted as detailed in Part 1, Section 2, Chapter 4 of this publication. 4. FUEL QUALITY CONTROL 4.1 Fuel quality control sampling and testing shall be undertaken IAW Part 5 of this publication.

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PART TWO SECTION TWO

CHAPTER 1

APPLICATION AND USAGE OF LUBRICANTS IN NAVY SERVICE

1. INSTRUCTIONS FOR LUBRICANT USE 1.1 Much of the information in this chapter is generic information, rather than policy, and users must ensure that only approved POL products are used in actual equipments. Machinery may only be operated when supplied with its approved lubricant or such alternative lubricant as may be specified or specifically approved by the Joint Fuels and Lubricants Agency (JFLA). Due to the possibility of incompatibility, the mixing of different lubricants is only to be carried out with the prior approval of the Administrative Authority, who should consult JFLA when necessary. 1.2 Diesel engine crankcase oils in use and found to contain greater than five percent fuel dilution, are to be drained and the systems filled with fresh oil. Every precaution shall be taken to prevent the entry of water into lubrication systems, and every effort will be made to effect its immediate removal when it is present. Pump clean oil through an idle system at least once per week for 15 minutes. 1.3 Where a Department of Defence directive calls for the introduction into service of improved lubricants to replace existing grades, they are to be used for the application stated in that directive, even if the directive differs from the instructions contained in other technical publications. 1.4 All lubricating oil containers such as storage tanks, drums, ready use cans, etc, are to be clearly marked with the type of oil they contain. They are to be sealed to prevent contamination when not in use. Flexible hoses provided for transfer of lubricating oil to auxiliaries are to be clearly marked as such, and stowed on the bulkhead stowage adjacent to their working position. They are to be intelligently maintained and not used for any other than their designed purpose. The ends are to be blanked when not in use. 2. LUBRICATING OIL STORAGE TANKS, DRAIN TANKS AND SUMPS 2.1 When filling storage tanks, the oil is to be strained through gauze of not greater than 240 micron (or equivalent). Weather deck filling lines are to be checked free of water before use. Flexible hoses, where provided in the filling lines, are to be disconnected after filling is complete. 2.2 Propulsion engine drain tanks, and, where applicable, auxiliary machine drain tanks are to be cleaned at the intervals stated in the maintenance schedule. Auxiliary machinery sumps, not so covered, are to be examined when the machinery is overhauled or reconditioned, and the sump and system cleaned as necessary before filling with new oil. 2.3 Storage tanks are to be inspected when empty and before embarking fresh oil. If dirty, they are to be cleaned. For drying out tanks, old bunting, towelling or such materials, which are approved for issue are to be used. Paper towelling, ‘Chux’ wipes and similar products are not to be used for fuel tank and system cleaning. Kerosene is not to be used for cleaning tanks. 2.4 Sampling and testing of lubricating oils shall be undertaken IAW Part 5 of this publication 3. FORCED LUBRICATION SYSTEMS 3.1 These instructions apply particularly to propulsion turbines lubricated from the main forced lubricating oil system. The general principles, however, apply equally to other types of propulsion and auxiliary machinery using mineral lubricating oils. 4. INSTRUCTIONS 4.1 Oil levels in drain tanks and sumps are to be checked frequently to ensure that quantities are within the specified limits. This is also necessary to ensure early warning of loss or depletion of oil or serious water contamination. Strainers and filters are to be kept clean. Where drain test cocks are fitted, they are to be operated to test for water before the machine is started, and at least every four hours while the machine is in use. Water is to be drained off and fresh oil added to restore the running

1



level. Such drain cocks are to be fitted with suitable devices to prevent inadvertent opening due to vibration or other causes. In general, drain cocks are to be installed so that when closed, the handle is pointing downwards. 4.2 The efficiency of lubricating oil pumps is of primary importance and their discharge pressure together with valves controlling supplies to bearings, sprays etc, are to be regulated to ensure adequate distribution throughout the system. If an independently driven forced lubrication pump is fitted, it is to be started and the system proved before the machinery it serves is activated. A stand–by pump, if fitted, is to be ready for immediate starting. If the stand–by pump is electrically driven, the availability of alternative power supplies and the satisfactory operation of auto changeover switches are to be checked. Only in emergencies, or when operationally essential, is the propulsion machinery to be operated without the availability of a stand–by forced lubrication system. 4.3 Interruption of the lubricating oil supply, even momentarily, can cause failure of modern highly loaded propulsion turbine and gearbox bearings, and it cannot be assumed that bearing temperature measuring devices will indicate bearing failure. Therefore, should the lubricating oil supply be interrupted, the engine concerned is to be stopped as soon as possible and, subject to navigational safety, the shaft is to be locked and selected bearings examined for signs of failure. These should include the most remote turbine bearings and the most highly loaded gearing bearing. Details of the drill to be followed in the event of interruption of the lubricating oil supply are to be included in the Marine Engineering Department Standing Orders, and a suitable extract from these orders is to be displayed at the main engine control position. 4.4 The cocks of siphon breakers are to be fully open whenever the lubrication system is in use, and the pipe orifices kept clear of obstruction. Water separation from lubricating oils is hindered by foreign substances such as rust and paint particles and especially by traces of animal or vegetable oils, fats or greases. If the water separation properties of the oil are suspect, a sample of the oil and particulars of the problem must be sent to the Approved Contracted Laboratory, for analysis and report. 5. LUBRICATING OIL TEMPERATURE 5.1 In forced systems, controlling lubricating oil temperature is a compromise between high heat removal and high system efficiency. Raising the temperature helps to minimise water contamination but reduces the viscosity and bearing protection. 5.2 For propulsion machinery, the lubricating oil temperature at the cooler outlet is to be maintained at approximately 50ºC; exceptions are:

a. When steam turbines with plain journal bearings are being turned slowly by hand or turning gear.

b. When steam is being used to turn the turbine slowly or intermittently for extended

periods. 5.3 Under these conditions, the lubricating oil temperature at the cooler outlet is to be reduced to 30ºC to minimise bearing wear and risk of damage by heat soakage through the shaft. If the lubricating oil system is common to other running machinery, the oil temperature is to be maintained at 50ºC. 6. MAINTAINING SYSTEM LEVEL 6.1 Systems are to be kept topped up by the frequent addition of small quantities of fresh oil. Unless a large amount of oil is lost by accident or damage, additions at any one time are to be limited to 10% of the total system capacity. 6.2 The organisation for the working of the lubrication of systems (including secondary and alternative of supply, automatic or otherwise) is to be recorded in the Marine Engineering Department Standing Orders, and all personnel concerned are to be exercised frequently in carrying out changes of system.

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7. GAS TURBINE LUBRICATION SYSTEM 7.1 The lubricating oil used in gas turbine powered ships in ADF service are synthetic oils developed for aviation turbine use. In comparison to mineral oil based lubricants, these products are relatively toxic, and every care must be taken when handling them to avoid prolonged contact with the skin. Care is to be taken to thoroughly wash the exposed area if contact is made. Avoid breathing in the fumes from hot lubricant. 7.2 Contamination Conventional paints have very poor resistance to these lubricants. Spillage is to be cleaned up immediately and cleaning materials disposed of. The most important operating aspect with these lubricants is to ensure that contamination is avoided. Contamination can occur from the following sources:

a. Dirt. Dirt as a contaminant is most likely to be introduced when the system is being

topped up or replenished. The high speed, fine clearances and hot operating temperatures give these engines a low tolerance of dirt particles. Meticulous attention is to be given to observing the highest standards of cleanliness when introducing fresh oil to these systems.

b. Mineral Oil. Mineral oil as a contaminant can occur only through incorrect application

of lubricant. The correct product is OX–27 (NATO O–156) and it is incompatible with mineral oil. The introduction of mineral oil into the system will create major circulation problems and engine failure.

c. Breakdown Components of the Oil. Operating conditions in the engine are severe

and the possibility of the oil deteriorating in service is real. Decomposition products of the oil hasten the total deterioration process.

7.3 Oil monitoring frequency The system is protected by efficient full flow filtration. However, to ensure that oil quality remains at optimum levels, and to provide information on the wear rate of the engine components, monitoring of the oil condition is required, and is to be carried out according to the following regime:

a. Daily for Engines in Operation. Samples are to be drawn and the oil visually examined for water and particulate contamination.

b. Weekly for Engines Shut Down. Carry out the daily procedure. c. Monthly for Engines in Operation. A 500 ml sample is to be forwarded by the

fastest means to the Approved Contractor, for analysis and report. 7.4 Particular attention is required with stocks of unused OX–27. On board stocks are to be sufficient only for forecast replenishment requirements within the re–test period for the lubricant. Any stocks which reach their re–test date without being used are to be returned to store for on forwarding to the contractor for test. Stores stocks are to be sampled each 24 months and submitted to the Approved Contract Laboratory for re–test. Refer to Specification DEF(AUST)206 which lists the re–test dates of all Defence liquid fuels, lubricants and associated products. 8. CLEANING AND FLUSHING FORCED LUBRICATION SYSTEMS 8.1 Marine Engineer Officers of ships approaching refit, who know or suspect that the main engine lubricating oil systems are contaminated (either chemically or with particulate matter), are to include an item in the appropriate defect list noting the need for emptying, cleaning, flushing and refilling the complete system. The method and materials required are to be determined by consultation with Navy Office. If it is necessary for tanks to be gas free, application is to be made to the Ordering Authority. 8.2 When contamination occurs, or is suspected at times other than refit, appropriate defect reporting procedures are to be adopted. 8.3 Systems are to be flushed through before being brought into service under the following conditions:

3



a. On completion of repairs or maintenance inspections (unless of a minor nature) on propulsion engines, gearing or lubricating oil systems and equipment.

b. When ships are brought forward after extended periods in dockyard or reserve. c. When appreciable quantities of sludge have formed in the systems as the result of

contamination by dirt, water or other cause. d. When temporary preservation coatings have been used in the system.

9. APPLICATION OF LUBRICANTS 9.1 In the application of lubricants, care must be exercised that the correct grades are applied for a specific purpose. Whenever possible, oils should be taken in their original containers to the point of application. If this is impractical, an intermediate container should be filled with the required amount, taken to the application and used immediately. Intermediate containers should be clearly marked for their purpose and correctly cleaned and stored to avoid contamination. 10. USE OF GREASE GUNS 10.1 When grease guns are used, the chance of the application of the incorrect grade of grease and consequent mixing of grades in service is high. The problem is twofold: confusion can arise in the selection of the correct grade for a particular grease nipple, and the incorrect grease can be loaded in the grease gun. Continuing efforts are being made to extend the range of application of single grades of grease but it is unlikely that operation will ever be possible with only one grade of grease in a complex machinery space. More bearings fail through over greasing than under greasing and caution should be exercised to ensure that appropriate volumes of grease are dispensed. Consequently, it is the responsibility of all concerned to ensure that grease is applied only after consideration of the factors involved. 11. NON–SERVICE LUBRICANTS 11.1 The use of products, which have not been qualified for Service use, and/or are not purchased under Department of Defence contract is actively discouraged. If such products have been applied through operational necessity, samples are to be retained at least until satisfactory performance has been fully demonstrated. The use of such products is to be noted in the Engineering Master Log. 12. SHELF LIFE MANAGMENT 12.1 All lubricants and associated products purchased by the Department of Defence, have a maximum shelf life / retest life and visual check frequency as laid down in Specification DEF(AUST)206 Annex B. Packaged lubricants are required to have the re–test / shelf life date stamped or printed on the container. If products arrive into store without such labelling or if further information is required pertaining to shelf life requirements, the JFLA Chief Engineer should be contacted. 13. THE LUBRICANT REQUIREMENT OF BASIC SYSTEMS AND MECHANISMS 13.1 The purpose of this section is to introduce the basics of the lubrication requirements of the most commonly utilised equipment in Navy service. If these requirements are understood, and the characteristics of the standardised products as outlined in Specification DEF(AUST)206 are appreciated, an important step will have been made towards the understanding of intelligent lubrication practice. 14. DIESEL ENGINES 14.1 In common with all internal combustion engines, the requirement of a lubricant for diesel engines is to fulfil the following basic functions:

a. Clean. By keeping contaminants in suspension in the oil, prevent deposit formation on working and stationary components.

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b. Cool. By freely circulating through the engine and transmitting heat away from critically heated components.

c. Seal. By providing a film of oil around the piston rings, pistons and cylinder walls,

restraining the flow of high- pressure combustion products from passing the piston.

d. Lubricate. By providing a lubricating film between mating components of the mechanism, thereby minimising internal wear of the engine.

14.2 For an oil to be capable of fulfilling these functions, considerable development has been necessary in the field of additive technology. The basic requirements of the lubricant dictate that the following properties be available:

a. Oxidation resistance, b. Rust inhibiting properties,

c. Acid neutralisation properties (alkaline reserve), d. Detergency and dispersency, and e. Enhanced anti–wear properties.

14.3 In the context of diesel engine lubricants, all the above can be achieved only by the scientific inclusion of additives to the oil. Further, for a lubricant to be regarded as satisfactory or approved for application to a particular engine, the formulation must be demonstrated as suitable by performing a series of standardised tests laid down by engine maker and user representative bodies. 15. APPLICATION OF DIESEL ENGINES IN NAVY SERVICE 15.1 The application of diesel engines to Navy use represents a specialised usage of the type of lubricant. The following paragraphs reflect this specialised utilisation. 16. CROSSHEAD ENGINES 16.1 Crosshead engines have limited association with ADF service. These engines require separate systems for cylinder and for crankcase lubrication. The type is widely used in conjunction with residual fuels for ships’ propulsion in the marine trade. The cylinders are separately lubricated by a total loss system through cylinder wall quills. To provide effective sealing and to adequately lubricate the pistons and rings, an SAE 50 viscosity oil is used furnished with very high alkaline reserve (often with a TBN of 70) to counteract the acidic reactions associated with the high sulphur fuels. The crankshaft, piston pin and ancillary bearings, being protected by the crosshead layout from contamination by products of combustion, are normally lubricated by a circulating system using oil of SAE 30 viscosity with high oxidation resistance, but with little or no added alkaline reserve, similar to steam turbine oil. 17. MEDIUM SPEED ENGINES 17.1 Medium speed engines are widely used for ships’ propulsion in the ADF. In layout and appearance, these engines resemble very large automotive diesel engines and are similar in most respects with those units used for heavy construction equipment and fixed power generation purposes. The lubrication requirements of this class of engine do not require great sophistication of the lubricant (by contemporary standards), but certain definite attributes are required. Because of relatively large cylinder volumes and limitations on injector configurations, these engines are most effective when running at steady speeds. Consequently, an engine arranged for maximum output will operate less effectively at low speeds and low outputs. This results in a marked tendency for engines of this type to produce large amounts of carbon based piston blow–by products and associated fuel dilution of the crankcase oil when operated on low loads and/ or subjected to prolonged idling. 17.2 The ADF operates using the highest quality fuel available, and the formation of crankcase acids is therefore minimised. The provision of crankcase oil with only a moderate level of alkaline reserve is therefore adequate. (OMD–113 (O-278) has a TBN of 10 mg KOH/g, OMD–115 equivalent has a TBN of 12 mg KOH/g). However, the oil must have the ability to keep relatively large amounts of

5



carbon products in suspension to avoid sludge build up in the engine. The oil may also be required to be capable of releasing much of this suspended material plus any contained water when subjected to routine centrifuge purifying on board. The viscosity of the oil is specified, by the manufacturer, in accordance with the predicted operating temperature of the installation. SAE 30 and 40 oils are generally satisfactory for the range of engines currently in service. As with all diesel engines where the oil comes in contact with pistons and cylinders, the high temperatures involved make it essential that the oil have high oxidation resistance. 17.3 Navy service, particularly with submarines, has an attendant risk of the oil being contaminated with water. Vessels equipped with on board oil centrifuges are therefore advised to use specifically marine intended crankcase oils because of the ability of these types to give up much of the contaminants in this form of purifier. OMD–113 (O–278) as part of its qualification procedure, has a particular requirement for this characteristic. 18. HIGH SPEED ENGINES 18.1 High speed engines are by far the predominant type in Navy service and are found powering auxiliaries, small craft, shore generators and mobile equipment. All of these engines are developments of units which have their origins in automotive and construction equipment. The lubrication requirements of these engines is a variable based on the design, the operating conditions, environmental constraints and the availability of suitable lubricating oils. 18.2 Engine manufacturers, faced with obligations to produce improved fuel efficiency, reduce exhaust emissions and contain costs, have found it necessary to introduce crankcase oil specifications, which can be unique for that particular brand of engine. These can quite likely be in conflict with specifications of another manufacturer who has decided on a different design path for engine development. These conflicts currently are associated with the use of ‘multi–grade’ oils, chemical type of detergent/dispersant additives and the performance of the oils in the piston crown and ring areas. The disparity of views is an indicator of the major design progress being currently undertaken with high speed diesel engines. 18.3 The task facing the ADF is more straightforward. The mix of engines of this type is very broad and operational logistics require the greatest possible rationalisation of lubricant grades. The United States military specification MIL–L 2104 defines, among others, a SAE 40 oil with proven capabilities in satisfactorily lubricating diesel and petrol engines. It will be appreciated that the specifying of a single grade of oil for a mixed fleet of engines will invariably result in certain compromises being made, usually in the long term operational characteristics of some of the engines. In this context, the utilisation of the MIL–L–2104 oil (OMD–115 equivalent) is a logical choice and this should be borne in mind if manufacturers and oil companies recommend otherwise. 18.4 The particular requirements for Detroit Diesel two stroke engines, is a common subject for discussion. Ideally these engines should operate on a SAE 40 oil with particular restrictions for sulphated ash. The use of O-238 is known to be accompanied by high oil consumption, but otherwise the performance of this grade has proved to be satisfactory in terms of the benefits of rationalisation. 19. GAS TURBINE ENGINES 19.1 The gas turbine engines used for propulsion in HMA ships are derivations of aviation engines often referred to as ‘aero-derivatives’. They are therefore provided with lubrication systems, which are similar to that used in aircraft, unlike power station gas turbines which have configurations much more closely related to steam turbine practice. 19.2 The bearings of the turbine are the rolling element type (either ball or roller). In comparison to a steam turbine, the bearings and seals operate at considerably higher temperatures and significant emphasis is placed on the cooling function of the lubricant. 19.3 Unlike a steam turbine powered vessel, the reduction gearbox utilises a separate and distinct grade of lubricant when gas turbine powered. In practice, the steam turbine grade is applied to the reducer (OEP–89). The turbine circulation system is best served using an aviation turbine or ‘jet oil’. This product is not a mineral oil and is incompatible with such lubricants. It is also incompatible with many types of seals and paints. It does, however, possess outstanding oxidation resistance, high load carrying capacity and very high viscosity index. It can therefore withstand the high temperatures to

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which it is subjected within the engine without premature failure and the development of deposit forming characteristics. 19.4 Gas turbine lubricants have been the subject of lengthy development in the aviation industry and, as a result, belong to a short list of products, which are approved by the engine manufacturer. In use, the oils should be monitored for cleanliness and care should be exercised to prevent contamination by conventional oils, water and dust. 20. AIR COMPRESSORS 20.1 The oils recommended for air compressors can vary as a function of end use, discharge pressure and temperature, ambient temperature, the design configuration of the machine and the availability of suitable oil. 21. RECIPROCATING COMPRESSORS 21.1 Single and multiple stage trunk compressors operating at moderate (6–10 bar/90–150 psi) pressures are most often lubricated with rust and oxidation inhibited oils. These can be steam turbine oils, hydraulic oils or, as is currently popular, specific air compressor oils, which are fundamentally steam turbine oils with additional enhancement to break up exhaust reed valve deposits before they aggregate. This type, particularly when portable, is often recommended to be lubricated with good quality dispersant/detergent engine oil. The viscosity grades chosen are normally ISO 68 or 100 (SAE 20 or 30). For ADF service, the standard air compressor lubricant is OEP–89, other than in submarines, where OMD–113 is used for rationalisation purposes, and in certain Bauer compressors while under warranty. 21.2 Crosshead compressors with separate cylinder lubrication are a special case of reciprocating compressors confined mainly to large output installations. In other than specialised cases, the comments above apply also to this category, except that cylinder lubrication is normally achieved using oils of higher viscosity, often in the range ISO 100 to ISO 150. There are very few in Navy service. 22. ROTARY COMPRESSORS 22.1 Rotary compressors are available in various forms, but with the exception of the sliding vane type compressor, the lubricant is required primarily to extract heat from the machine and/or lubricate timing gears and rolling element bearings. Turbine oils of ISO 32 to ISO 68 have been used extensively in these compressors, but the high heat of compression generated in the machines has created a requirement for products with superior oxidation stability. Consequently, many manufacturers of such equipment now tend to recommend specialised fluids based on synthetic components or automotive automatic transmission fluids to allow service intervals to be maintained at perceived reasonable periods. 22.2 Sliding vane type compressors have a requirement for strong anti–wear performance of the lubricant to protect the tip of the vane while providing an air seal to the rotor housing. The usual recommendations for this type are, therefore, for a detergent/dispersant engine oil of SAE 30 or 40 viscosity. 23. BREATHING AIR COMPRESSORS 23.1 Breathing air compressors rate special mention because of the requirement in operation that they produce high-pressure air without it being contaminated with oil. (There are compressors in which the air is compressed without coming in contact with the lubricating oil. These are in regular use providing, in particular, oil free air for instruments and controls in process control systems in industry). The problem with compressed breathing air, is the pressure to which the air must be compressed and the limitations on available compressors with the capability to satisfactorily produce this. The breathing air compressors used in Navy service are efficient multi–stage reciprocating types fitted with effective oil extraction devices downstream of the machine. The most important and fundamental aspect of the operation of these compressors is to ensure the satisfactory performance of these extraction units. 23.2 To summarise the lubricant requirement of compressors in Navy service, most installations are such that they can be satisfactorily serviced using a high quality rust and oxidation inhibited turbine oil with a viscosity rating of ISO 68 to ISO 100 (SAE 20–SAE 30). Such an oil will give

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satisfactory cylinder and piston wear and an acceptable degree of exhaust valve deposits. The requirement to use OEP–89 in Navy compressors reflects this requirement as well as that of logistical rationalisation. 24. HYDRAULIC SYSTEMS 24.1 Hydraulic fluids are lubricants with special features to ensure their suitability for transmitting power in hydraulic systems. In practice, the most important aspect of hydraulic fluid performance is the ability to satisfactorily lubricate the internal elements of a hydraulic pump. 24.2 Hydraulic systems consist, in general terms, of a pump, directional valves, relief valve, servo, interconnecting tubing and fluid reservoir. Any other configuration is a sophistication of this basic layout. To provide satisfactory service in a hydraulic system, the operating fluid should have the following characteristics:

a. Low Fluid Friction. The fluid will be required to travel through restricted tubing and orifices to transmit power to the working device in the hydraulic system. Therefore, a low viscosity fluid is desirable.

b. Incompressibility. So that a hydraulic system can have satisfactory response times

and to ensure that the power applied to the fluid is released at the device, the fluid should be relatively incompressible in the working pressure range of the appliance.

c. Compatibility With the System Materials. The fluid must not react unfavourably

with the metals and seal materials in the system and preferably not with the paint used in the system.

d. Protection for the Pump. The moving parts in a hydraulic pump are subject to wear

loading which can increase with rising system pressures. In vane type pumps in particular, but also to varying degrees in other types, very high scuffing loads can be generated inside the pump. Similarly, wear conditions can be apparent in the servo device, particularly in some types of hydraulic motors. The fluid should be equipped to provide protection in these areas.

e. Corrosion Inhibiting Properties. Hydraulic systems are very often arranged so that

the fluid level in the reservoir rises and falls as servos are actuated. This results in the ingestion of considerable volumes of air, potentially moisture containing, into the reservoir and ultimately into the system. Given the delicate nature of many hydraulic system components, it is essential that the fluid has rust inhibiting characteristics.

24.3 It has been widely demonstrated that mineral oil is a very satisfactory basis for hydraulic fluid formulation. Hydraulic systems have evolved using oil based fluids to the degree that the majority of general purpose systems are now designed to operate on mineral oil fluids with viscosities in the range of ISO 32 to ISO 68. The addition of additives to enhance anti–wear performance, rust inhibition, oxidation and foaming resistance completes the package. 24.4 Ambient conditions are the remaining influences on the formulation of hydraulic fluids. Conditions in which the leakage of the fluid from the system could cause a significant fire hazard, extremes of temperature or extreme range of temperature are some which may have to be considered. If these tend to be the dominant influence, then specialised fluids appear such as the non–flammable types and the water based types. 24.5 For general application, the standard mineral oil based fluids are very similar to turbine oils. For Service and marine use, the fluids are often furnished with viscosity index improvers and/or pour point depressants to allow them to be applied over a broader spread of ambient conditions. 24.6 An important consideration in the use of hydraulic oils is that of fluid cleanliness. Because of the close tolerances used in precision hydraulics, it is now usual for levels of cleanliness to be specified for fluids as delivered and in service. This subject is specialised and is dealt with in more detail in Chapter 3 of this section. 25. REFRIGERATION AND AIR CONDITIONING SYSTEMS

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25.1 In refrigeration and air conditioning plants, the lubricating oil circulates with the refrigerant. It is desirable, therefore, that the oil can remain in a stable and functional condition throughout the temperature range of the system. In effect, this dictates that the oil should have a pour point below the evaporator temperature so that wax does not form as an insulator in the evaporator or restrict operation of the expansion valve. It also dictates that the oil should have stability to resist the elevated temperatures at the compressor outlet valve. In sealed units, the oil has the additional function of providing an electrical insulation medium and therefore predictable dielectric strength is required. The majority of systems are equipped with compressors with closed crankcases, with the result that the lubricating oil has very little exposure to air and hence oxidation. Oils with high oxidation resistance are, therefore, not generally specified although so called inhibited oils are sometimes required in small air conditioning systems because of elevated compressor discharge temperature. 25.2 The great majority of refrigeration system lubrication requirements are met by highly refined naphthenic type oils which are wax free, have low pour point and good solubility in the common refrigerants. Most systems specify viscosities of ISO 32 or ISO 68. The Defence contracted grade is OM–70. 25.3 Development work is rapidly progressing in efforts to provide an environmentally compatible and cost efficient refrigerant for the commonly used refrigeration systems. Current information suggests that a form of synthetic lubricant will be required to operate with these new developments. Synthetic oil development for most lubrication requirements is well advanced and it is unlikely that the provision of a suitable refrigerator oil will create difficulties in service. Disposal of oils, which have been contaminated by the current range of refrigerant gases will need to be tightly managed. 26. GEARBOXES 26.1 The subject of lubrication of drive reduction units for gas and steam turbine powered vessels has already been briefly discussed in the sections dealing with those classes of power unit. While these are sophisticated, critical and highly obvious items of equipment, there is a further wide assortment of gear reducers in Navy service including drive reducers of motor vessels to humble capstan drives and even washing machine gear boxes. 26.2 Whatever the end use of a gearbox, there are related fundamentals in the lubricant requirement of, particularly, the gear set(s) and to a lesser degree, the shaft bearings. 26.3 In terms of a lubrication task, the lubricant in a gearbox is subjected to severe service. In operation, it is thrown about by the gears and shafts forming mist and spray. Heat generated from the drive plus the exposure to air of the finely divided oil provides ideal conditions for oil oxidation and degradation to take place. Water contamination can occur through the alternate heating and cooling of the gearbox causing ingestion of air containing moisture followed by condensation and free water. Finally, the task of lubricating heavily loaded gears, particularly under start up conditions, can place requirements on gear oils that necessitates formulations which are unique to this class of lubricant. 26.4 A brief discussion on the lubrication of gear teeth may assist in the understanding of the specialisation of gear oils. As with all lubrication tasks, the lubrication of gear teeth is dependent upon the formation of a thin film of lubricant between the surfaces of mating teeth. The ease with which the formation of this film is achieved is dependent upon the geometry of the gear teeth. 26.5 With straight spur gears with involute formed teeth, meshing of the teeth is achieved with a mixture of rolling and sliding of the surfaces over each other and all forces are exerted in the same plane as the gear wheels. At commencement of drive, the formation of a lubricant film is achieved rapidly and easily maintained with lubricant of the appropriate viscosity. 26.6 For various highly valid reasons, the majority of more sophisticated gear sets are not straight spur gears, but have teeth set at angles (either fixed or on curves such as helixes) to the plane of the gear wheel. This introduces an extra sliding component, which increases the difficulty in establishing and maintaining oil films between the teeth. The problem is magnified with gear sets where the drive and driven shafts are at right angles, such as worm gear sets which have all sliding motion between teeth, spiral bevel gears which have a high sliding component, and so called hypoid gears which have non–intersecting shafts and create conditions where maintenance of a satisfactory oil film is extremely difficult under certain loading conditions.

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26.7 The critical problem with the lubrication of gear teeth occurs at the commencement of operation when maximum torque is applied to stationary gears, and to a lesser extent, the application of shock loads to operating gear sets. On these occasions, a degree of metal to metal contact of the micro–surface of the mating teeth can occur, welding and subsequent rupturing follows and the eventual progression to tooth surface destruction is commenced. It is not usually practical to protect against this destruction process in any other way than to introduce ‘extreme pressure’ agents into the oil. These materials act to prevent the welding process taking place, or, as in the case of worm gear sets, act to fortify the oil film at the surface of the teeth. 26.8 It is possible to summarise the requirement of a gear lubricant as follows:

a. The oil must have an appropriate viscosity related to the operating temperature to ensure that an adequate oil film is produced in the critical load areas, and that circulation can be achieved at start up in a cold unit.

b. For operating conditions where it can be shown that the loading will be sufficient to

create rupture of the oil film, extreme pressure agents are required. c. Chemical stability against oxidation is required, usually by utilising stable base

materials enhanced with additives. d. Rust inhibiting characteristics to prevent internal surfaces from moisture attack, and

anti corrosive properties to prevent corrosion of components from chemical attack (sometimes possible from breakdown of extreme pressure additives)

e. Good demulsibility and anti–foam characteristics.

26.9 The specification and performance of gear lubricants is of fundamental importance to manufacturers and major users of gearboxes. Consequently, representative organisations have been established and minimum standards of performance in standardised tests and equipment have been devised to allow a system of classification to be applied. If more information is required on this aspect, reference should be made to material issued by the American Gear Manufacturers Association (AGMA) and the Society of Automotive Engineers (SAE) who, in particular, have issued specifications, which have international recognition. 27. OPEN GEARS 27.1 In industrial applications it is not unusual to find heavily loaded gear sets in operation with no more than a dust cover to protect them from the elements and no oil bath whatsoever to provide lubrication. This type of layout is the convention for the final reduction on various rotary kilns, crushing mills and dryers. Consequently, specialised semi–fluid lubricants, most commonly applied by intermittent sprays, have been developed to cater for this quite critical application. 27.2 Power transmission of this type is not used in Navy equipment. Nevertheless, there are numerous examples of open gear driven mechanisms on board ship and it has been found that the specialised lubricants of the industrial derivation serve the task very well. 27.3 The requirement of the lubricant is to prevent metal to metal contact of the mating teeth, prevent corrosion, to be relatively easy to apply and to require only infrequent applications. The established lubricants, which largely fulfil these fundamentals are based upon refined bitumen to which additives have been provided to enhance rust inhibition, retard oxidation and provide a measure of extreme pressure load carrying capacity. Usually, the material is diluted to a fluid condition with a non–flammable solvent to allow ease of application. The solvent quickly evaporates leaving a viscous, adhesive and protective lubricant with inherent water repellent characteristics. 27.4 These products are particularly suitable for areas where water washing is usual and inevitable. The major disadvantages of their use, is the tendency of intermittently used components to become glued together and the difficulty associated with cleaning up residues of the product. There are, therefore, areas, such as smaller rack and pinion mechanisms, where a water resistant grease is a more satisfactory choice.

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28. WIRE ROPES 28.1 Wire ropes are important pieces of equipment, the lubrication requirements of which are frequently overlooked. They are difficult items to maintain, application of lubricant is frequently arduous and dirty. Particularly on board ship with the attendant corrosive environment, diligent care of wire ropes is repaid in enhanced service life and reliability. 28.2 A wire rope is usually made up of several wire strands, which are laid around a central fibrous core. During manufacture, the core is loaded with a special lubricant based on oil and containing anti–rust components and often particular types of lubricity improvers or fatty materials. To protect the rope between manufacture and eventual service, a further adhesive type lubricant is applied as the wire is being wound. 28.3 When a wire rope is placed in service, wear commences immediately. This is due to load induced stretching creating a sliding action of the strands relative to each other. The condition is compounded by deformation induced by turns around sheaves and drums. The effects of corrosion, the inclusion of dust and solid materials in the strands and the gradual loss of the initial lubricant all combine to allow deterioration of the rope in an insidious fashion. 28.4 Ideally, a lubricant for a wire rope should have the following characteristics:

a. Be adhesive so that it will not be thrown off in use passing over sheaves and winding drums, but will simultaneously lubricate the surface between the rope and sheave.

b. Be capable of penetrating between the strands to protect and enhance the

performance of the central core. c. Corrosion inhibition suitable for prevention of rusting of the rope. d. Be easy to apply and capable of performing satisfactorily over the expected

temperature range of the operations. 28.5 No lubricant is available which is completely suitable for the varied applications to which ropes are placed. Good compromise products are bitumenistic compounds, similar in some respects to the open gear lubricants previously discussed. Care must be exercised with these, however, due to the tenacious skin, which is formed on the outer surface, masking the possible inclusion of corrosive water within the body of the rope. Many well- covered wire ropes have been seen to fail in service and reveal badly rusted, deteriorated and hence dangerous inner sections. Regular cleaning, inspection and reapplication of lubricant to these important items of equipment is the basis of safe and effective service.

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CHAPTER 2

FUEL AND LUBRICATION SYSTEMS EQUIPMENT 1. TANKS 1.1 Systems For Indicating Fuel Tank Capacity. Tank liquid level indicating systems are used in most Naval ships for determining the level, volume or weight of the fuel or other liquid in the tank. A sounding tube in each tank provides a further method of fuel contents measurement. 1.2 There are two basic types of remote reading, tank liquid level indicating systems used for shipboard installations. These are the ‘static head’ and the ‘electric’ types. 1.3 There are three types of static head systems:

a. Pneumatic,

b. Water filled, and c. Closed direct actuated, differential pressure indicator.

1.4 Electric systems are usually of the magnetic float type. 2. PNEUMATIC STATIC HEAD SYSTEM 2.1 Pneumatic static head types are used for fuel storage, overflow and service tanks. They are also used on those storage and overflow tanks, which are seawater ballastable. The liquid level in the tank is indicated by means of a ‘U’ tube containing mercury or another liquid. The front side of the ‘U’ tube connects to an air chamber above the tank. The back-side of the ‘U’ tube connects to an air bell near the bottom of the tank. When the tank is empty, atmospheric pressure will load each side of the ‘U’ tube and the indicator will read empty. When the tank is full, the static pressure created by the liquid will load the air bell, while the atmospheric pressure in the air chamber above the tank will load the other side of the ‘U’ tube, and the indicator will show full. Between empty and full, the pressure difference is calibrated to allow the contents of the tank to be directly read in volume units. 3. WATER FILLED STATIC HEAD SYSTEM 3.1 Water filled static head systems are used for sea water compensated fuel tanks. The system is actuated by the relationship of hydrostatic pressure between two in-tank reservoirs, one at the top and one very close to the bottom of the storage tank. The reservoirs are connected to the level indicating gauge by connecting tubes that maintain a sea water seal to prevent the entry of fuel into the instrument system. The differential pressure developed between the reservoirs is transmitted to the gauge. When the tank is full of sea water, the gauge is calibrated to read empty. As the tank is filled with fuel, the differential varies due to the lower density of the fuel and a reading is induced on the gauge. The calibration allows the reading to show full when only fuel is in the tank and intermediate amounts to be read in volume units. 4. MAGNETIC FLOAT ELECTRIC SYSTEM 4.1 The magnetic float electric system is generally preferred to the water filled static head system because of better service reliability. The instrument consists of a magnetic float, transmitter (or sensor), and primary and secondary receivers. The transmitter stem is composed of a rod or series of rods mounted vertically in the tank. A cylindrically shaped magnetic float is installed such that it moves up and down the rod as tank levels vary. The magnet actuates switches at various levels on the rod and alters the electrical resistance of the rod. An imposed electrical voltage on the rod allows measurement of circuit characteristics on a meter, which is then calibrated to give a tank content measurement. The units can have over–fill alarms built in.

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5. CLOSED TYPE STATIC HEAD SYSTEMS 5.1 Closed static head systems consist of upper and lower static pressure sensing heads that are connected through liquid filled tubes to a differential pressure gauge. The gauge is calibrated to give readings of the tank contents in volume units. 6. SOUNDING TUBES 6.1 All sounding tube caps should be tightly secured when not being used to minimise the possibility of spilling, overflowing or ingress of contaminants. They should be checked regularly for condition of gaskets and seals. 7. TANK VENTS 7.1 Ineffective tank vents are a serious safety hazard and can also lead to tank damage through over pressure, particularly during fuel embarkation. Tank vents should be inspected and cleaned on a regular basis. Non return valves should be checked for satisfactory operation. Shut off cocks, where fitted on F-44 tank vents, should be regularly checked for ease of operation. Particular attention must be paid to mesh screens in vents, which must be correctly in place, and to be clear of foreign material, including paint. 8. MANHOLE COVERS 8.1 Manhole and other access covers in tanks must be leak free. Cover holding down bolts and gaskets should be examined periodically for soundness. 9. FILTERS AND STRAINERS 9.1 SIMPLEX AND DUPLEX TYPE STRAINERS 9.1.1 Simplex and Duplex elements consist of one or more cylindrically shaped fine mesh screens or perforated metal sheets. The size of the opening in the mesh determines the size of particles filtered from the fluid. The total flow passes through the single element, but in the case of the duplex filter, the facility is provided to divert the fluid flow through either of the two elements. 9.1.2 Before operation with these strainers, the basket should be removed, inspected and cleaned if necessary. After replacement of the element in the basket, air should be bled from the housing before the unit is put back into operation. Ensure that seals seat satisfactorily. 9.2 FILTER/SEPARATORS Filter/Separators are two stage units used for fuel filtration. They consist of a water/coalescer stage and a separation stage within a single housing. Each stage is made up of replaceable elements. Coalescer elements filter solids from the fuel and cause small particles of undissolved water in the fuel to combine (coalesce) into larger drops, which, because of their weight, settle into the sump of the unit. The separator elements are provided to remove any remaining free water that has not coalesced. Water that accumulates in the sump is removed, either automatically or manually, to drain. Fuel qhich has passed through the filter / separator should be samples regularly to establish it’s quality. This shall be undertaken IAW Part 5 of this publication. Examples of filter/separators are attached at Annex A and B. 9.3 LUBRICATING OIL AND HYDRAULIC FLUID FILTERS 9.3.1 It is the purpose of lubricating oil filters to remove from the oil solid material that is of greater thickness than the oil film between the elements of bearing surfaces in the machinery. Table 1 indicates the oil film that can be expected in critical areas of hydraulic systems. These clearances indicate the need for fine filtration for critical components if damage is to be prevented.

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ITEM CLEARANCE

MICROMETRES

High Pressure Gear pumps

Gear tip to case – Axial clearance

Low pressure Gear – Tip or Axial

Piston Pumps

Piston to bore, Valve plate to cylinder

Vane Pumps

Vane tip to Ring

Vane to Slot

Vane to End Plate

High and Low Pressure Spool Valve

Up to 5

1 to 5

10 to 30

10 to 30

Up to 10

Up to 2

10 to 40

10 to 30

2 to 10

10 to 30

Table 1 – Thickness of Oil Film

9.3.2 The most common type of filters on lubricating oil systems are the so called ‘size’ filters. There are three basic types of these as follows:

a. Edge or Mechanical Filters. The oil flows radially through the spaces between stacked wafers of paper or thin metal, the solid contaminant material being deposited on the surface of the elements as the oil progresses.

b. Depth Filters. The oil flows through a thick layer of absorbent material such as

cellulose or cotton fibrous material. Solids are trapped in the fibre as the oil passes through.

c. Surface Filters. The oil passes through the openings of fine fabric or treated paper,

which acts as a strainer preventing passage of solid particles as the oil passes through.

9.3.3 Each of these three types of filter has been developed to suit the particular requirements of system designers and all can be seen on board ship. Size filters rapidly become clogged if the lubricating oil is water contaminated. Refer to Table 2 for a summary of filter element classes and characteristics.

Filter Class A B C D E F G H

Contamination Level 22/1 22/1 21/1 20/1 18/1 17/1 17/1 15/9

Table 2 – Filter Classes

9.4 FILTER RATINGS 9.4.1 Filters are rated for the size of material trapped. The ratings vary according to practical factors as follows:

a. Nominal Rating. The nominal rating is the minimum particle size to which the filter is effective.

b. Absolute Rating. Absolute rating refers to the absolute largest particle that can pass

through the filter. This figure will always be larger than the nominal rating.

c. Average Rating. Average rating is the arithmetic mean of the total of pore sizes.

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9.4.2 The performance of a filter cannot be determined only from critical dimensions such as pore size, surface area, etc. Testing is required and results depend upon the type of contaminant, particle shape and flow rate. In practice, surges in flow and contamination density can induce filters to vary from the theoretical performance expectations. 9.4.3 Filter materials must be compatible with the working fluid. If doubt exists on the suitability of a filter, the manufacturer should be consulted. Compatibility is a particularly important consideration when dealing with synthetic fluids, water/glycol mixtures and mineral oil/water emulsions. 9.5 FILTER INSTALLATION 9.5.1 Filters may be full flow or partial flow. Partial flow filters are fitted in a by-pass system where continuous flow is provided. 9.5.2 Full flow filters fitted in critical positions in main circuits should be provided with a pressure actuated by-pass. 9.5.3 Many filters, particularly those fitted to hydraulic systems, are equipped with devices to indicate element clogging. These indicators operate on the differential pressure developed across the filter and, consequently, readings are not dependable until the fluid is at working temperature. A zero indication on the gauge is a warning of possible element rupture and should be investigated promptly. 9.6 CENTRIFUGAL PURIFIERS (CENTRIFUGES) 9.6.1 Centrifugal purifiers are used on board ship principally to remove water from fuel, lubricating oil and hydraulic oil. They are also effective in removing the relatively larger solid contaminants, but are not as effective as size filters for solids removal. The principle of operation is simple. If contaminated oil is allowed to stand, eventually the contaminants which are denser than the oil will settle to the bottom. A centrifugal purifier multiplies this gravitational effect and utilises the different densities of oil and water (and of solid materials) and examples of purifiers are attached at Annex C and D. 9.6.2 In use, certain basics of the operation of centrifugal purifiers require consideration:

a. The purifier should be fitted with the correct gravity ring (disc). If this is overlooked, the interface between the oil and the sealing water can be poorly located and oil can be discharged out of the water outlet. The largest size ring should be used which just prevents oil discharge at the water outlet.

b. Inlet heating:

i) The use of heating is undesirable and should be unnecessary when purifying

fuels. ii) When purifying lubricating oils, the inlet temperature should be maintained

above 70°C to maintain the oil at a practical viscosity for extraction purposes. In difficult cases, it is permissible to raise the inlet temperature to 80°C, but it should be remembered that the long term oxidation stability of the oil can be reduced through localised overheating, and the oil should not be purified at this temperature for longer than eight hours at a time.

9.6.3 Centrifuges should always be run at the design speed, as any reduction in speed due to belt slip or other cause will result in efficiency drop. The output of the machine should be adjusted on the suction valve of the pump. 9.6.4 The maximum throughput of the purifier is unlikely to be the optimum throughput. Good practice suggests that the most effective throughput is that which yields the greatest rate of contaminant extraction. This rate can only be determined for a particular system by observing and logging yields for various outputs over several watches. 9.6.5 When the system is in operation, clean and inspect the bowl assembly as follows:

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a. For Fuels. On a weekly basis or more often if the quality of the output deteriorates or is unsatisfactory.

b. For Lubricating Oil. Daily.

9.6.6 A notation must be made in the Engineering Master Log of every instance of centrifuge usage and cleaning, for both fuels and lubricating oils. 9.6.7 Centrifuge bowl assemblies are required to be dynamically balanced and, consequently, components are not interchangeable. When individual components are found to be defective, users are to demand bowl assemblies or bowl spindles (complete with worm). The defective component assemblies are to be returned to store for repair or reconditioning and balancing. 10. LUBRICATING AND HYDRAULIC OIL STORAGE 10.1 DECANTING FROM DRUMS 10.1.1 In general, bulk storage of lubricating oils in HMA ships is accomplished by decanting from drums. When this operation is being performed, the oil is to be passed into the system through a 240 micron (60 mesh) strainer. If the oil is being delivered directly in bulk, a similar instruction applies. 10.1.2 If the oil is being decanted into a hydraulic system, as a minimum requirement, it should be passed through a filter. The particular requirements associated with filling and topping up hydraulic systems is dealt with in Part 2, Section 3, Chapter 1 of this publication. 10.1.3 With all lubricating oils stored in bulk, any water which may collect in the bottom of the tanks is to be drained off or otherwise removed (thief pumps etc). 10.2 PACKAGED STOCK OF LUBRICANTS 10.2.1 The containers for packaged lubricants and associated products commonly vary in size from 1 litre to 205 litres and from 0.5 kg to 180 kg. In selecting the quantity of product, consideration should be given to the purpose of the oil, the convenience of handling and storing, the estimated length of time of storage and the cost effectiveness of a particular quantity. 10.2.2 Containers should be carefully stored to allow stock rotation, stock inspection and least deterioration of the container. Damaged containers should always be treated with caution in that there is a potential danger of contamination both to the product and to the storage environment. 10.2.3 All lubricants and associated products purchased under Department of Defence contract have specified shelf lives. Refer to DEF(AUST)206 for further information. ANNEXES: A. Basic Filter/Separator B. Filter/Separator with Accessories C. Purifier Assembly D. Centrifugal Purifier Action

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ANNEX A BASIC FILTER/SEPARATOR

Figure A1 – Basic filter/seperator

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ANNEX B FILTER/SEPARATOR WITH ACCESSORIES

Figure B1 – Filter/separator with accessories

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ANNEX C PURIFIER ASSEMBLY

Figure C1 – Purifier assembly

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ANNEX D CENTRIFUGAL PURIFIER ACTION

Figure D1 – Centrifugal purifier action

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CHAPTER 3

HYDRAULIC SYSTEMS – HYGIENE AND PRACTICE

1. GENERAL 1.1 It has been widely demonstrated that reliability is improved and the life of hydraulic systems and equipment is greatly increased when specific attention is paid to hydraulic system ‘hygiene’/condition assessment. This chapter outlines the basic procedures to be employed for hydraulic system hygiene in the Navy Marine Engineering environment. 1.2 The procedures outlined are applicable to all hydraulic systems and equipment of the Marine Engineering Branch where Design Authority (SPO) instructions on cleanliness standards are not provided for the equipment or systems concerned. 2. FLUID DEGRADATION 2.1 Degradation of hydraulic fluid is usually attributed to circumstances such as operating at abnormally high temperatures or the addition of incompatible fluid to the system. Degradation is generally irreversible, unlike solid or water contamination that can be removed by mechanical means. When the level of degradation reaches the safe limits, the fluid should be replaced as soon as possible. 3. CONTAMINATION 3.1 Contaminants may be solids, liquids or gases of organic or inorganic origin. No system is completely free of contamination. Satisfactory operation of hydraulic equipment depends largely on keeping the contaminants at levels that do not adversely affect the components of the system. 4. SOLID CONTAMINANTS 4.1 Solid contaminants may be materials introduced into the system from the operating environment, or they may be generated within the system. Either type is potentially damaging and efforts must be made to keep the level of contamination at the lowest practical level. 4.2 Introduced solids enter the system in various ways, some of which are as follows:

a. In the hydraulic fluid when the system is filled or topped up.

b. Through open or inappropriate vents or missing or ill fitting fill caps. c. Past seals and packaging of the working components.

4.3 Internally generated solids are formed through the following:

a. Erosion of the system materials by flow of fluid.

b. Corrosion from chemical reactions in the system.

c. Wear of components. 4.4 The solid contamination is flushed by the fluid and eventually lodges in low spots, the system filter or in a critical component causing damage. Hard metallic or silica contaminants damage sliding and rolling surfaces. Cork, asbestos rubber, lint and adhesive materials may cause sticking valves and plugged orifices. 5. LIQUID CONTAMINANTS 5.1 Liquid contaminants can include process liquids, cleaning fluids or inappropriate hydraulic luids. The most common liquid contaminant, however, is water. They may accelerate corrosion and

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wear in the system by abrasion or chemical attack. The contaminants may also form sludges and insoluble materials with resultant faulty system operation or response. 5.2 In water cooled hydraulic systems, water contamination can most often be traced to leaks in the heat exchanger. In systems not water cooled, it is possible for water contamination to occur due to condensation in the fluid reservoir. This should not reach the problem stage in well maintained systems. 6. GASEOUS CONTAMINANTS 6.1 Gaseous contamination is not normally a significant problem. Extraneous gases that are entrained in the fluid will generally evacuate from the system through the air aspirated in the system reservoir. Excessive gases are capable of forming foam in sufficient quantities to cause operational problems. In general, however, Navy specified systems and fluids are designed to prevent foaming problems. 7. EXCESSIVE PARTICULATE CONTAMINATION 7.1 Excessive particulate contamination of the fluid indicates that the filters are not effective. This can be the result of improper filter maintenance, inadequate filters or excessive ongoing corrosion and wear due to fluid degradation, water and particulate contamination. 7.2 There is a wide variation in hydraulic systems with the consequence that no single contamination level can be imposed as a general limit. The level of cleanliness specified and attained should be that level which will ensure satisfactory system performance, taking into account all the operational economics of the system. 7.3 Contamination levels of fluids, systems or components are determined primarily by either counting or weighing the particles relative to a unit volume of the fluid. Both techniques are sometimes specified; but in practice, it is often difficult to correlate the results of the two methods. Consequently, the method used is generally specified for its perceived suitability and relevance for the particular type of system. 8. THE SOLID CONTAMINANT CODE 8.1 THE DRAFT INTERNATIONAL STANDARD ISO/DIS4406 8.1.1 The Draft International Standard ISO/DIS4406 is applicable to the Navy and specifies the code to be used in defining the quantity of solid contaminants in fluids used in hydraulic fluid power systems. 8.2 CODE DEFINITION 8.2.1 Most methods of defining solid contaminant quantities are based on the supposition that all contaminants have similar particle size distribution. This supposition may be true for natural contaminants such as airborne dust, but it is not true for contaminants that have been circulated in a system and subjected to crushing in pumps and separation in filters. 8.2.2 The code comprises two range numbers to allow for differences in contaminant size and distribution as follows:

a. The first range number represents the number of particles above five micrometre (µm) size per unit of fluid volume.

b. The second range number represents the number of particles above 15 micrometres

per unit of fluid volume. 8.2.3 Range numbers are assigned (refer to Table 1) corresponding to particles counted above five µm and 15 µm size and referenced to 100 millilitres (mL) of fluid. A step ratio of two, as given in Table 1, is used to keep the numbers of ranges to a reasonable limit and to ensure that each step is meaningful.

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8.3 CODE CONSTRUCTION 8.3.1 To construct the code the following procedure is used:

a. Allocate a range number to the number of particles above five µm. b. Allocate a second range number to the number of particles above 15 µm. c. Combine these two numbers with a solidus (slash).

Example: A code reference of 18/13 signifies that there are between 130k and 250k particles

larger than five µm, and between 4k and 8 k particles larger than 15 µm in 100 mL of a given fluid sample.

NUMBER OF PARTICLES PER 100

mL

MORE THAN UP TO

RANGE

NUMBER

8M 16M 24 4M 8M 23 2M 4M 22 1M 2M 21 500k 1M 20 250k 500k 19 130k 250k 18 64k 130k 17 32k 64k 16 16k 32k 15 8k 16k 14 4k 8k 13 2k 4k 12 1k 2k 11 500 1k 10 250 500 9 130 250 8 64 130 7 32 64 6 16 32 5 8 16 4 4 8 3 2 4 2 1 2 1 0.5 1 0 0.25 0.5 0.9

Note: M = Million and k = Thousand

Table 1 – Range Number Allocation

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8.4 SOLID CONTAMINANT CODE – TABULAR PRESENTATION 8.4.1 Table 2 shows the most usual series of codes between ranges 8 and 20.

NUMBER OF PARTICLES PER 100 ML

OVER FIVE MICRON OVER FIFTEEN MOCRON

CODE

MORE THAN UP TO MORE THAN UP TO 20/17 20/16 20/15 20/14

500k 500k 500k 500k

1M 1M 1M 1M

64k 32k 16k 8k

130k 64k 32k 16k

19/16 19/15 19/14 19/13

250k 250k 250k 250k

500k 500k 500k 500k

32k 16k 8k 4k

64k 32k 16k 8k

18/15 18/14 18/13 18/12

130k 130k 130k 130k

250k 250k 250k 250k

16k 8k 4k 2k

32k 16k 8k 4k

17/14 17/13 17/12 17/11

64k 64k 64k 64k

130k 130k 130k 130k

8k 4k 2k 1k

16k 8k 4k 2k

16/13 16/12 16/11 16/10

32k 32k 32k 32k

64k 64k 64k 64k

4k 2k 1k

500

8k 4k 2k 1k

15/12 15/11 15/10 15/9

16k 16k 16k 16k

32k 32k 32k 32k

2k 1k

500 250

4k 2k 1k

500 14/11 14/10 14/9 14/8

8k 8k 8k 8k

16k 16k 16k 16k

1k 500 250 130

2k 1k

500 250

13/10 13/9 13/8

4k 4k 4k

8k 8k 8k

500 250 130

1k 500 250

12/9 12/8

2k 2k

4k 4k

250 130

500 250

11/8 1k 2k 130 250

Table 2 – Solid Contaminant Code – Tabular Presentation

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9. PARTICULATE CONTAMINATION LEVELS FOR FLUIDS IN HYDRAULIC SYSTEMS 9.1 GENERAL 9.1.1 The preferred particulate contamination range used in the Navy consists of nine ‘broad band’ contamination levels, each being identified by the total number of particles larger than five and 15 µm in size contained in a 100 mL sample of system fluid, as shown in Table 3 CHA (RN) standard equivalents are also included in Table 3. The contaminant level specified for certain items of equipment are listed in Table 4. Note that a level of cleanliness is specified for ‘at installation’ and another for ‘in service’.

MAXIMUM NUMBER OF PARTICLES per 100mL Larger than a Specified Size (Cumulative totals)

Particle Size (µm) Including Fibres Def. Std 05/42

(CHARN)

ISO

CODE Table A Table B

NAS 1638

CLASS

SAE 749

CLASS

>100

>50

>25

>15

>10

>5

11/8 12/9

13/10 14/9

14/11 15/9

15/10 15/12 16/10 16/11 16/13 17/11 17/14 18/12 18/13 18/15 19/13 19/16 20/13 20/17 21/14 21/18 22/15 23/17

- - - - -

400 - -

800 - -

1300 -

2000 - -

4400 -

6300 -

15000 -

21000 100000

- - -

400F - -

800F - -

1300F -

2000F - -

4400F - - - - - - - - -

2 3 4 - 5 - - 6 - - 7 - 8 - - 9 -

10 -

11 -

12 - -

- 0 1 - 2 - - 3 - - 4 - 5 - - 6 - - - - - - - -

- - - - - 5 - - 7 - -

12 -

20 - -

32 -

50 -

80 -

140 200

- - - - -

20 - -

30 - -

50 -

80 - -

120 -

160 -

300 -

600 1000

- - - - -

100 - -

180 - -

300 -

530 - -

950 -

1260 -

2600 -

4600 15000

- - - - -

400 - -

800 - -

1300 -

2000 - -

4400 -

6300 -

15000 -

21000 10000

0

- - - - -

1900 - -

3800 - -

6300 -

12000 - -

33000 -

41000 -

105000 -

171000 -

- - - - -

20000 - -

39000 - -

81000 -

190000 - -

480000 -

741000 - - - - -

Table 3 – Contamination Levels

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10. GUIDANCE ON SELECTING THE CONTAMINATION LEVEL FOR A HYDRAULIC SYSTEM 10.1 THE MAXIMUM LEVEL OF CONTAMINATION FOR EACH SYSTEM DEPENDS UPON:

a. System design (i.e. the cleanliness level required for the satisfactory operation of the hydraulic system units fitted).

b. System operating requirements in terms of life, reliability and performance.

10.2 In general, high performance systems operating at high pressures have small clearances between moving parts and smooth surface finishes which need a high degree of fluid cleanliness. On the other hand, a large ring main system operating hoists and winches, where quick response and high performance are less important, can tolerate a relatively dirty fluid. Similarly, a very high order of reliability and/or long operating periods without the need for maintenance will require cleaner levels than where the effect of failure or loss of performance is relatively unimportant or where only a short life is required.

ISO STANDARD

SYSTEM AT INSTALLATION

IN SERVICE

4.5” Gun Mounting

5”/54 MK 42 Mod 10 Gun Mounting

MK 7 40/60 Mounting

40/60 AN Series Mounting

MK 75/76 mm Gun Mount Loading System

MK 75/76 mm Gun Mount Recoil & Equilibrator System

GMLS MK 13

CIWS MK15

Stabilised Guide Slope Indicator, MK1 Mod 1

FFG Controllable Pitch Propeller System

19/13

19/13

20/14

20/14

19/13

19/13

19/13

17/15

18/15

-

21/15

19/13

21/15

21/15

19/13

18/15

19/13

18/15

19/16

17/14

Table 4 – Standards Applicable to Equipment

10.3 The maximum acceptable contamination level for each system is therefore governed by the design and performance requirement of the system. However, since production costs rise as progressively cleaner levels are called for, the dirtiest maximum contamination level compatible with system operating requirements is normally specified. 10.4 For guidance purposes only, some typical particulate contamination levels are as follows:

a. Levels 15/9 and 16/10 – small high pressure control systems with fine clearances, requiring a very high order of reliability, eg small control systems fitted in missiles.

b. Level 17/11 – small/medium capacity, medium/high pressure control systems, eg

some aircraft control systems c. Levels 18/11, 19/13 and 20/13 – medium/large capacity, medium/high pressure

systems, eg oil servo systems, some hydrostatic transmission systems and some aircraft hydraulic systems

d. Levels 21/14, 23/15 – medium/large capacity, medium/low pressure ‘industrial type’

systems or high pressure systems designed, using contaminant tolerant units to operate under this level, eg missile handling systems, ring main hydraulic systems hoist and capstan operating systems.

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e. Level 24/17 – this class has been introduced to meet the requirement of those

systems where fluid cleanliness is relatively unimportant. This level should be applied to prevent system failure or excessive wear due to gross particulate contamination, eg some low pressure steering gear systems.

NOTES

The contamination levels specified are based on typical particle size distributions found in operating hydraulic systems and after the equilibrium condition is achieved between particle removal and particle generation in the system. These particle distributions are not characteristic of the distribution found in storage containers where the pattern is far more random.

11. CONTAMINATION IN STORAGE CONTAINERS 11.1 The particle distribution in storage containers is dependent upon the following:

a. The contamination carried into the container when filling.

b. The contamination present in the container at the time of filling. c. The contamination arising from chemical reactions taking place between impurities

and, in some cases, oil additives. d. The contamination which finds its way into the container during storage.

12. HYDRAULIC SYSTEM SAMPLING 12.1 Correct sampling of hydraulic fluids is as important to quality surveillance as proper testing. Incorrectly drawn samples can cause laboratory results to be meaningless or misleading. Part 5 of this publication specifies sampling requirements and information pertaining to slide test analysis. 13. FLUSHING PROCEDURE TO REMOVE PARTICULATE CONTAMINATION 13.1 This section deals with the general procedures for flushing hydraulic systems to remove particulate contamination down to the level specified for the system. 13.2 Flushing is to be carried out as follows:

a. After initial installation of pipework.

b. After carrying out major repairs on a system (eg after refit). c. After opening up the system in service when particulate contamination has or may

have been introduced. d. When periodic sampling of an in–service system indicates that the particular

contamination level is above that specified by the Design Authority or Navy Office. 13.3 Prior to flushing a system, defects and sources of contamination are to be rectified. The following details are required for each system to facilitate flushing:

a. Flushing fluid to be used and recommended temperature (the flushing fluid is not to be allowed to exceed 65°C).

b. Type and size of suitable flushing rig. c. Positions and types of flushing connections to be used.

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d. Position and types of flushing blocks or jumper leads and connections to complete

each section and enable contamination sensitive components to be bypassed. Pumps, motors, control valves etc are classified as contamination sensitive components.

e. The acceptable particulate contamination level to which the system is to be cleaned. f. The system test pressure.

14. FLUSHING FLUID 14.1 The system is to be flushed with its working fluid, or if this is contaminated beyond reclamation, fresh fluid of the same grade. 15. PROCEDURES FOR FLUSHING 15.1 System pumps are not to be used for flushing purposes. The highest standards of cleanliness are to be observed during flushing and preparation of flushing equipment. 15.2 The general procedure for flushing is as follows:

a. Remove or bypass all system filters or elements thereby providing the least flow resistance to the flushing fluid.

b. Connect jumper leads and flushing blocks into the system:

(1) As detailed in the system flushing plan and/or the Design Authority

instructions. This may entail removal or bypassing of contamination sensitive units; or,

(2) Where no facilities are provided, connect the jumper leads to the supply pipe

near the unit and to the return pipe downstream of an isolating valve.

c. Top up or fill the system as required. The integrity of the connections and fittings made for flushing are to be checked by applying the pressure test as specified in the system manufacturers maintenance manual.

WARNING

Maximum test pressures for the pipes and fittings in the system must not be exceeded during flushing. Set the pressure relief valve of the flushing rig to the system test pressure.

d. Connect the flushing rig to the nominated points in the system such that reverse flow

will occur. e. The fluid should be warmed into the range 40°C – 50°C to be at an appropriate

viscosity for flushing. Where heating units are not incorporated in the flushing rig, the system heating coils or temporary arrangements may be used. Ensure that fluid temperature does not exceed 65°C.

f. Reverse flush for approximately 30 minutes to remove contamination from pockets. g. Reconnect the rig to allow flow in the normal direction and commence flushing as

detailed in the Design Authority flushing instructions. While flushing is in progress, pipes should be tapped with a soft headed hammer to dislodge adhered particles.

15.3 Samples of flushing fluid are to be taken as flushing progresses. The contamination level is to be checked to confirm the effectiveness of the flushing process. Continue flushing each system loop until the specified cleanliness level has been achieved.

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15.4 When satisfactory flushing has been achieved, the flushing rig should be disconnected, filters re–installed and the system returned to its normal configuration. The system should then be operated normally and samples taken to confirm the success of the operation. Notices are to be prominently displayed and dated and stating: ‘SYSTEM FLUSHED AND FILLED’ 16. PRESERVATION AFTER FLUSHING 16.1 Where a system is not put into immediate use after flushing, the system is to be held filled, and thereby inhibited, with working fluid. The system is not to be left empty. 17. PROCEDURE FOR FLUSHING A SYSTEM WHEN A FLUSHING RIG IS NOT AVAILABLE 17.1 Operational ships at sea or in foreign location may not have ready access to the prescribed flushing rig to effect emergency flushing of an essential system. Under these circumstances, the system is to be flushed using whatever resources are locally available. Non essential systems are to be shut down until prescribed flushing procedures can be followed. 18. PROCEDURE FOR FLUSHING A SYSTEM FOR REMOVAL OF SALT WATER

CONTAMINATION 18.1 Immediate decontamination of systems contaminated with salt water may prevent serious damage on occasions where ships are remote from Base Support facilities. The procedure to be described utilises washing the fluid with distilled water, and is suitable ONLY for systems using OEP–89. Where a problem exists with other fluids, specialist advice is to be sought through JFLA. 18.2 Prior to carrying out any decontamination, perform the following tasks:

a. Identify and isolate the source of salt water contamination.

b. With the system in a cold settled condition, draw a sample of contaminated fluid and test for chloride content, using the boiler water test kit. If the chlorides level is greater than 100 ppm, the need for decontamination is established.

18.3 The flushing procedure is as follows:

a. Drain from the system the maximum possible quantity of water and contaminated fluid.

b. Add distilled water to the fluid system at the rate of 10 litres for every 100 litres of

hydraulic fluid. c. Circulate the mixture through the system for five hours, occasionally placing the

equipment under load. Ensure that the system does not overheat. d. Re–check the contamination levels and repeat the procedure until level is below 100

ppm. e. When the chlorides content has reached a satisfactory level, the system is to be

drained and refilled with fresh fluid and filters changed. f. Run the system for a short period and check the water content of the oil and take

rectification action if necessary. Monitor the water content regularly during the first week of operation and when satisfactory, revert to normal checks.

g. As soon as possible, carry out normal dockyard flushing to remove particulate matter.

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19. SYSTEM FILLING 19.1 It is important that contamination is not introduced into the system when filling or topping up operations are carried out. The general design requirements and procedures for filling or topping up hydraulic systems are to be satisfied on the following occasions:

a. On completion of system installation or reassembly after major repairs. b. When maintenance procedures or minor repairs have necessitated the draining the

system. c. When system fluid has dropped below the required operating level. d. Immediately upon completion of system installation, when the system is to be filled

with the operating fluid to inhibit the system. 19.2 Hydraulic fluid as supplied by the manufacturers does not normally meet the degree of cleanliness required for most Navy hydraulic systems. New fluid may contain a significant number of particles up to 250 µm in size and should be considered as dirty fluid. 20. FILLING ARRANGEMENTS 20.1 Hydraulic fluid is, under no circumstances, to be introduced directly into a system. The procedure to be adopted is as follows:

a. Enter through existing filter protected filling arrangements, if provided.

b. Enter through specially constructed filtration facilities on the filling line. c. Enter through a portable filtration unit which discharges the filtered fluid into the

system via an approved filling connection. 21. PREPARATORY CHECKS 21.1 Prior to any filling operation the following checks shall be made:

a. Fluid Container. Examine the container for heavy corrosion, damage, leakage and for markings which indicate the fluid grade and date of filling. Any irregularities are cause for rejection.

b. Hydraulic Fluid. Visually inspect the fluid in each container to ensure that there is no

solid or water contamination. Where large quantities of fluid are involved, take batch samples to check for water content. Contamination is cause for rejection.

c. Filtration Rig. The filtration equipment is to be determined as clean. Pay particular

attention to the suction and filling assemblies. 22. FILTRATION RIGS 22.1 Remove the fluid container cap and immediately fit the suction assembly, complete with filtered breather, to the container. Connect the delivery connection of the rig to the system fill point.

RIG APPLICATION

Thermal Control LTD

Portable Filtration and Flushing Unit

Used for filling and filtering. Medium and small size weapons and mechanical systems

Portable pump and filtration unit Topping up systems, flushing and filtering

Fawcett Filter Pack Filtration

Table 5 – Filtration and Flushing Rigs

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22.2 Operate the filtration rig as described in the manufacturers instructions or according to the Design Authority, as applicable. Under cold conditions, the container is to be stored in a heated compartment until the temperature of the fluid conforms to the filling instructions. 23. LEAKS AND VENTING 23.1 Check the system for leaks and rectify before continuing with the operation. Vent the system during filling to remove entrapped air. Open vent plugs in high points and dead legs, etc until air has escaped. 24. CONTAMINATION PRONE PRACTICES AND SYSTEM MAINTENANCE 24.1 HYDRAULIC PIPE BENDING 24.1.1 For pipe bending operations, sand or other particulate fillers are not to be used. Whenever possible, pipes are to be bent cold and unfilled or bent over a mandrel. Where it is necessary to fill a pipe for bending, the filler to be used is sodium thiosulphate. 24.2 CAPPING AND SEALING OPEN ENDS 24.2.1 Open ends of hydraulic equipment are to be capped or sealed to preserve cleanliness of assemblies for stowage, transit or installation operations. All caps are to have the same grade of cleanliness as the pipe or assembly to be sealed. Open ends are to remain capped or sealed until immediately before connecting to the equipment. 24.2.2 The open ends, threaded or unthreaded, are to be completely covered with sealing material and secured to the outside diameter with adhesive tape. Cap sealing material can comprise the following:

a. For systems using mineral oil fluid: i) Plastic and plastic sheet. ii) Rubber (not butyl rubber). iii) Wrapping, mouldable, waxed, grease resisting (NSN 8135-99-943-2408).

b. For systems using phosphate ester type fire resistant fluids:

i) Compatible plastics. ii) Butyl rubber. iii) Wrapping, mouldable, waxed, grease resisting (NSN 8135-99-943-2408).

25. SAFETY ASPECTS

25.1 OPERATIONAL CONSIDERATIONS 25.1.1 Hydraulic equipment users and maintainers must be aware of the basic minimum safety considerations as follows:

a. Design Requirement. All components in a system are to operate within the design specifications.

b. Overpressure. All parts of the system are to be guarded against overpressure by

regular inspection for correct operation of overpressure relief mechanisms.

c. Direction of Hydraulic Flow. On completion of maintenance tasks, all operational directions for valves and other components are to be checked to ensure that actual position and directions conform.

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d. Fluid. Only Design Authority or Navy Office specified fluids are to be used in hydraulic

systems or components.

e. Shielding. Where fire risks are high, suitable shielding should be installed in potential leakage areas.

f. Leaks. Systems are to be frequently inspected for leaks or potential leaks and

preventive or corrective action taken.

g. Flexible Hoses. If the failure of a flexible hose constitutes a hazard, it is to be restrained or shielded. Such shielding is to be removed periodically to enable close inspection of the flexible hose.

h. Reservoirs. All fluid indicators are to be suitably protected. Gauge glasses with spring

loaded shut off valves are to be inspected at regular intervals for correct valve operation. To prevent spillage, the design working levels in reservoirs should not be exceeded.

i. Accumulators. Care must be taken to ensure that pressurised accumulators are not

disassembled. A warning sign: ‘CAUTION – PRESSURISED VESSEL’ is to be fitted to all accumulators. Information for safe servicing is to be displayed in an adjacent and visible location. The charging medium for gas loaded accumulators is to be nitrogen or other inert gas. Air is not to be used for topping up of accumulators without Navy Office approval.

j. Welding or Burning. Particular care is required when carrying out welding or burning

operations where the presence of mineral oil increases the risk of fire and explosion. 25.2 SAFETY CONSIDERATIONS 25.2.1 Personnel engaged in hydraulic system maintenance, are to give due regard to their own safety and the safety of others and must consider the following:

a. Is the system safe for dismantling? This will be apparent if the following areas have been identified:

i) The pressure has been removed from the system.

ii) The system is identified as the one requiring dismantling. iii) The temperature has been allowed to reduce to a level where burning of the

skin will not occur. iv) The tools and end closures have been assembled. v) Suitable precautions have been taken to prevent unauthorised or accidental

start up of the equipment while it is being worked on.

b. Has mechanical movement of heavy components been restrained to prevent accidental injury? Consider those can move freely without the restraint of the hydraulic fluid.

c. Has suitable clothing been selected for the job? Prolonged contact with hydraulic

fluids can lead to skin disorders. 25.3 AIRCRAFT HYDRAULIC SYSTEMS 25.3.1 Aircraft hydraulic system contamination is controlled by the use of filters and rigorous attention to cleanliness when topping up or working on systems. Filters used are 3–micron (absolute) in test rigs, and 3–micron (absolute) in replenishment rigs (if unavailable, 5–micron). Applicable guidance on aircraft hydraulic contamination and maintenance is provided by NAVAIR 01-1A-17 Aviation Hydraulics Manual as recommended by the DMO Joint Fuels and Lubricants Agency. Controlled

38



copies can be sourced by placing an order for Foreign Source Data with the Defence Common Services System Support Office (CSSSO) at RAAF Base Laverton Victoria. Some guidance on aviation hydraulic products and product compatibility is provided in Part 4 of this publication.

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CHAPTER 4

MANAGEMENT OF HOSES, TANKAGE SYSTEMS AND BALLAST 1. INTRODUCTION 1.1 The aim of this chapter is to provide policy and guidance on the management of fuel hoses, fuel tanks and ballast on HMA Ships. This chapter should be read in conjunction with relevant manufacturer maintenance manuals and relevant Navy procedures. 1.2 References. The following useful references apply to this chapter:

a. ABR 5230 Ships Maintenance Manual; b. ABR 5225 RAN Marine Engineering Manual; and

c. NAVSUPMAN 2, Chapter 30.

2. FUELLING AT SEA HOSES 2.1 General. There are two types of fuelling at sea hoses in service with the Navy. The first, of Royal Navy origin, is supplied in set lengths and has couplings moulded to the hose. The second, of the US Navy type, is supplied to the ship in bulk lengths. The hose is cut to the required length and is fitted with couplings once aboard. Both types of hose are to be tested prior to initial use and the date of test is to be stencilled on the hose by the testing authority.

WARNING

Testing of fuel hoses is only to be undertaken using hydrostatic pressure. For safety reasons, the testing of hoses under air pressure is prohibited.

3. ROYAL NAVY TYPE HOSES 3.1 These hoses are to be stowed under cover in a dry stowage where possible and are not to be coiled. Where bending is unavoidable, the arc is to be as large as possible. Heavy items are not to be stowed on them and screw threads on couplings are to be protected against corrosion and physical damage by the application of grease and appropriate caps and plugs. 3.2 These hoses are to be tested at intervals not exceeding five years (18 months for hoses in frequent use aboard replenishment ships). The Marine Engineer Officer may return fuel hoses to store at any time when as a result of examination he considers the hose condition warrants it. All hoses returned to store at less than five year intervals are to be accompanied by a detailed explanation on/in an attached form SQ 25 Stores Return Label and Repair Record. 3.3 The procedure for testing of these hoses at store or at NFIs is contained in Part 2 Section 3 of this publication. Where suitable facilities exist, the RN type hoses, may be tested by ships staff, using the following procedure:

a. Lay the hose straight taking care not to introduce kinks or twists (hose lengths may be joined and tested in multiples).

b. Restrain the hose so that whipping cannot occur if rupturing results from the test

procedure. c. Fit flanges or blanking plates to the hose. One plate must have suitable connections

for fluid inlet from a hand pump, and for a pressure gauge. The other must be provided with a vent and filling orifice.

41



d. Support the hose such that the vent end is highest, attach a hand pump and a pressure gauge to the lower end, fill the hose with water from the high end ensuring that all air is expelled and seal the end.

e. Apply a pressure of 1300 kPa (188 psi) with the hand pump and maintain for five

minutes. f. Inspect for leaks or signs of weakness and reject the hose if necessary. g. Release the pressure and completely drain the hose prior to storing. If conditions on

board are suitable, the test method used ashore may be adopted. 4. US NAVY TYPE HOSES 4.1 The following requirements are applicable to all 7 inch, 6 inch, 4 inch an 2-1/2 inch US Navy type hoses used for receiving and delivering fuel and water:

a. All fuelling and delivery hoses and couplings are to be inspected prior to deployment and before each major replenishment.

b. Hydrostatic testing of fuelling hoses is to occur after placing a new section of hose into

a fuelling rig and after assembling a new hose for later placement into a fuelling rig.

5. HYDROSTATIC TESTING OF FUELLING HOSES 5.1 Hydrostatic test requirement for fuelling hoses are specified in BLD sponsored publications. 6. FUEL TANKS 6.1 Caution is to be exercised prior to entering fuel tanks as they are to be treated as Confined Spaces. Before any repair work in fuel tanks can take place, appropriate risk assessment and certificate, is required. After the fuel in the tank has been pumped as low as possible, all tank valves are to be shut and lashed. Defence policy for working in confined spaces is contained in SAFETYMAN Volume 1 Part 7. 7. CLEANING OF FUEL TANKS 7.1 Caution is to be taken that aviation fuel (F-44) tanks or ANY fuel tanks in ships equipped with coalescer/separator type fuel filters are never cleaned by chemical process using solvent emulsifier or detergent (surfactant) type compounds. Even very small quantities of these cleaners remaining in the tank after cleaning will contaminate and destroy the coalescing ability of the filter/separators in the system. 7.2 The cleaning of fuel tanks is normally a ship's staff commitment and is to involve personnel from all departments on a proportional basis. Tanks and bilges scheduled for survey or repair are to be cleaned, where possible, before the ship is taken in hand for refit, and must be clean and dry for the survey. Specific technical instructions should be consulted through the respective System Program Office. 8. PRESERVATION OF FUEL TANKS 8.1 Where fuel tanks have been preserved in accordance with ABR 19, the tanks are to be continually preserved in this way. Ships with tanks preserved in any other way are to be preserved in accordance with ship specifications. ABR 19 is issued for guidance only, and is the preferred Navy method of preservation. 8.2 In any instances where a fuel installation is likely to be out of service for a period exceeding three months, pumps, fans and motors are to be given adequate protection in-situ. Water displacing fluids are not to be used for internal protection of aviation fuel tanks as they are difficult to remove completely and affect the water reaction of the fuel. 8.3 The preparation and preservation of fuel tanks is normally a Repair Facility task, although the Marine Engineer Officer is to ensure that minor repairs to damaged or deteriorated paintwork are

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carried out without delay. Structural surveys are to be carried out in accordance with ABR 5230 Ships Maintenance Manual. 9. LM2500 FUEL SYSTEM - PRESERVATION FOLLOWING SEAWATER CONTAMINATION 9.1 LM2500 gas turbine engines are fitted to ANZAC and FFG Class ships. The possibility of seawater contamination of the LM2500 gas turbine fuel system is indicated by the following:

a. high filter/separator differential pressure,

b. results of fuel sampling and testing, and/or c. the appearance of components upon removal inspection.

9.2 When seawater contamination of the gas generator fuel system is suspected, the engine fuel system is to be flushed in accordance with the following procedure:

a. Disconnect the fuel pump inlet line at the base and allow all residual fuel to drain. Leave this line disconnected.

b. Disconnect the reference pressure line from the pressurising valve and direct this line

to a 2 litre or larger container. c. Disconnect the fuel return line downstream of the check valve adjacent to the fuel inlet

and allow this line to drain free of residual fuel. Leave this line disconnected. d. Ensure that the fuel cut off valves are closed. e. Motor the gas generator for one minute, and while motoring, supply oil conforming to

MIL-L-6081 grade 1010 to the disconnected fuel pump inlet line. Maintain a constant oil supply to the pump inlet line using a funnel or other suitable means for the duration of the motoring.

CAUTION

Do not use any silicone based oils in the fuel system.

f. Terminate motoring and reattach the reference pressure line to the pressurising line. g. Disconnect the drain line from the fuel oil shut off valves at the drain manifold and

direct this line to a five litre or larger container. h. Motor the gas generator while supplying oil to the fuel pump inlet as in step (e) and

open the fuel shut off valves. i. After one minute of motoring, close the fuel shut off valves. Oil should be observed at

the turbine mid frame flange. j. Close the fuel shut off valves, stop motoring and observe oil exiting from the

disconnected fuel return line and the fuel shut off drain line. k. Cap the fuel pump inlet line and the fuel return line and reconnect the fuel shut off

drain line. Maintain the engine fuel system in this condition until the ship's fuel system has been cleaned.

l. Reinstall the fuel inlet and return lines when uncontaminated fuel is available.

9.3 Verified contamination. Once seawater contamination has been verified, fuel system preservation procedures must be performed. If possible, corrective action should be taken within 24 hours of the contamination event; otherwise, the main fuel control and the fuel filter element are to be replaced. Two preservation procedures are described below. Procedure No.1 applies if preservation

43



takes place within 24 hours. Procedure No.2 applies if preservation takes place after 24 hours has elapsed. 9.4 Preservation Procedure No.1:

a. Isolate the ship's fuel system from the engine by disconnecting the fuel pump inlet hose from the base enclosure penetration coupling and cap the base coupling.

b. Locally fabricate a gravity feed vented oil reservoir of 40 litres minimum capacity for

connection to the fuel pump inlet line, either directly or by using another hose with the oil reservoir. Position the container above the fuel pump.

c. Fill the reservoir with oil conforming to MIL-L-6081 grade 1010, MIL-L-2190, or

MIL-L-24467. d. Remove and drain the fuel filter bowl. Clean the bowl and examine the '0' rings;

replace the '0' rings if required. e. With the fuel shut off valves energised, perform wet motoring of the engine in

accordance with the technical manual procedure until all the oil in the reservoir is used. Oil will be seen dripping from the turbine mid-frame flanges.

f. Disconnect oil reservoir (and slave hose if applicable). Cap the fuel pump inlet hose

and await verification that the ship's fuel system has been cleaned. g. After verification that the fuel system has been cleaned, reconnect the fuel pump inlet

hose to the base penetration coupling using a new gasket. h. Perform a normal start in accordance with technical manual procedure. Remain at idle

for five minutes then shut down engine. i. Return engine to operational status.

9.5 Preservation Procedure No.2:

a. Perform operations a. to f. inclusive of Preservation Procedure No.1, above. b. Replace the Main Fuel Control in accordance with the technical manual procedure.

The removed control has been preserved as a result of the procedure and may be packaged immediately for return to the Stores Authority at the earliest opportunity.

c. Replace the fuel filter element in accordance with current planned maintenance

procedures. d. Return engine to operational status.

10. BALLASTING 10.1 Ballasting with seawater is carried out to improve ship stability under certain conditions. Tanks designated for clean ballast are to be used in preference to fuel tanks if this can be achieved within the design limitations of the ship. When fuel tanks must be used, the tanks selected are to be as low and as close to the mid-ships centre line as practicable, unless a damaged condition dictates otherwise. The selection of remote tanks for ballasting will induce instability as fuel is burned and displacement is reduced. Fuel tanks adjacent to magazines are not, in general to be ballasted. Tanks used for F-44 should not be ballasted unless there is no other way to assure the seaworthiness of the ship. In such a case, fresh water should be used as ballast to reduce the later cleaning requirements. 10.2 Ballasted tanks are to be filled with sea water to 98% volumetric capacity by the most convenient means available. Part filling of tanks is to be avoided. When time permits, the tank is to be emptied of fuel before introducing water, but if time is short, the entry of fuel into part filled fuel tanks is permitted. Fuel system design may permit the suction and separation of the fuel, but in general this fuel will not be useable until the tank can be de-ballasted. Ships with ballasting systems are to operate the system in accordance with design specifications.

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10.3 The decision to ballast will be dictated by the actual displacement, the severity of weather or likelihood of hull damage. Where ballasting is a normal operation incorporated in the ship design, the system will be operated as such without further authorisation. In all other situations, the Marine Engineer Officer, in consultation with the Commanding Officer, may authorise ballasting, and is to send a signal of intent to the Administrative Authority, with a brief explanation and the details of tanks to be ballasted. The Captain's Ship's Book is to contain a contingency plan for ballasting, which is to specify the normal criteria at which to ballast in moderate sea conditions, and the tanks intended for use. Engineering departmental standing orders are to include ballasting instructions. 10.4 When tanks are de-ballasted, the method and location of the discharge of oily water is to conform with the requirements of this section where possible. Any useable fuel should be recovered using the stripping, settling, and/or separating facilities available. Before refuelling tanks that have been ballasted, the tanks should be cleaned, rinsed with fresh water, and wiped clear and dry. All or part of this requirement may be waived where operational requirements predominate, but the tanks are to be cleaned at the first opportunity, unless system design precludes the requirement.

WARNING

It is hazardous to de-ballast and embark fuel simultaneously and every effort is to be made to avoid this occurrence.

11. SHIP'S FILE 11.1 The Marine Engineer Officer is to maintain a Ship's file on, which are to be retained copies of Supply Notes, Signals, copies of Form SA257, details of quantities of fuel discharged or otherwise disposed of, and copies of Ship and Ship/Shore documents generated as part of the fuelling or discharge operations. Records must be kept for two years, after which they may be destroyed.

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PART TWO SECTION THREE

CHAPTER 1

FUEL MANAGEMENT ASHORE

1. INTRODUCTION 1.1 The aim of this chapter is to provide guidance on the procedures required for the management of fuels in a Naval Fuel Installation (NFI). The information and instructions are necessarily general to allow the application of the material to all sites. Reference must also be made to relevant local Standing Orders for particular installations when unique operational requirements are to be met. 1.2 For all NFI and related equipment maintenance requirements, NFI Managers shall refer to the Defence Support Group (DSG) Defence Bulk Fuel Installation Maintenance Instruction, which applies to Naval Fuel Installations as well as Bulk Fuel Installations. JFLA is not the item manager or technical authority for facilities and infrastructure and therefore does not prescribe the required maintenance policy. 1.3 References. The following useful references apply to this chapter:

a. Association of Australian Port and Marine Authorities (AAPMA) Rules for the Safe Transport, Handling and Storage of Dangerous Substances and Oils in Port Areas;

b. ABR 5225 RAN Marine Engineering Manual;

c. Defence Bulk Fuel Installation Facility Maintenance Instruction (Defence Support

Group); and

d. NAVSUPMAN 2 Manual of Stores Management in the Royal Australian Navy. 2. THE NAVAL FUEL INSTALLATION 2.1 A Naval Fuel Installation (NFI) typically consists of a number of storage tanks connected by pipelines to issue and receiving points. For obvious reasons, the facilities are most usually located at the water’s edge and may or may not have facilities for issues or receipts to or from land based equipment. 2.2 Refer to Part 7 of this publication for an overview of basic design feature requirements for all Defence Bulk Fuel Installations (BFI) and NFI. 3. COMMUNICATIONS EQUIPMENT 3.1 During fuel transfers, direct and immediate communication by telephone and/or radio must be possible at all times between ship and shore and including wharf, tank compound and office. The radio frequency must be designated to avoid interference from other communications users during fuelling operations. 3.2 If taken within 30 metres of a commercial tanker unloading at an NFI, telephones and portable radios must be flameproof and intrinsically safe. 4. EMERGENCY DOCUMENT BOX OR SATCHEL 4.1 An emergency document box or satchel, coloured yellow, is to be available. Upon it, the words ‘EMERGENCY DOCUMENTS’ in black lettering are to be clearly displayed. This requirement reflects the instructions in the Association of Australian Port and Marine Authorities (AAPMA) Rules for the Safe Transport, Handling and Storage of Dangerous Substances and Oils in Port Areas, paragraph 5.1.5. 4.2 Whenever fuel transfer operations take place, the box (or satchel) is to be prominently positioned ashore, not closer than 30 metres to the ship. Where there is a sentry or gatekeeper’s building, the box or satchel may be placed adjacent to the door.

1



4.3 Where the box or satchel is kept in the open, it is to be protected from the weather. 5. CARE AND MAINTENANCE OF FUELLING HOSES 5.1 Hose maintenance is to be carried out IAW BLD approved instructions. 6. FUEL SAMPLING AND TESTING

Fuel sampling and testing shall be conducted IAW Part 5 of this publication. 7. FUEL TRANSFERS – GENERAL 7.1 Product Terminology. Navy contracts for bulk fuels are for F–76, Fuel, Naval Distillate and F–44, AVCAT/FSII. These designations should be shown on all transactions together with the designation allocated by the supplier. Automotive Diesel Fuel or Marine Gas Oil will be issued in ports where F–76 is not available. Volumetric transactions should be made in cubic metres (m3). In signal format, cubic metre shall be either written in full, or as M3, if no confusion is caused by doing so. 7.2 PREPARATION FOR TRANSFER 7.2.1 A check list must be established for all facilities, which have to be made ready and checked prior to arrival, dispatch or internal transfer of fuel. The following list of relevant equipment and facilities is indicative (but not exhaustive):

a. Shore tanks. b. Pipelines. c. Hoses. d. Hose handling equipment. e. Fittings. f. Laboratory testing equipment. g. Lighting, including approved torches. h. Communications equipment. i. Fire fighting equipment. j. Sampling equipment. k. First aid material. l. Signs and barriers, flags etc. m. Pumps. n. Oil spill clean–up equipment. o. Protective clothing.

7.3 INSPECTION OF PIPELINE SYSTEM 7.3.1 The whole of the pipeline system to be used in the fuel transfer operation must be carefully inspected within 24 hours of its proposed use. This will ensure that the lines, where visible, are in good condition and free from potential hazard such as settlement, unusual loading or obstructions, preventing ready detection of leakage. 7.3.2 Where the pipeline is buried for part of its length, ensure that markers are placed and that no excavation work can endanger the integrity of the pipeline.

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7.4 INSPECTION OF HOSES AT A NAVY FUEL INSTALLATION 7.4.1 Inspections of hoses shall be undertaken IAW BLD sponsored publications. NFI equipment shall be maintained in accordance with Defence Support Group Defence Bulk Fuel Installation Facility Maintenance Instruction. 7.4.2 At least one length of spare tested hose is to be available, preferably at the wharf, and in a location which will not jeopardise the safe conduct of the fuelling operation. An inspection record or log (quite apart from the hose test log) covering the inspection of hoses and pipelines for transfer operations is to be maintained. 7.5 PRE–ASSEMBLY 7.5.1 Where possible, the hoses are to be pre-assembled on the wharf prior to the arrival of the vessel to be serviced. 7.6 COMMUNICATIONS 10.6.1 All telephones, signalling equipment, alarms, radio transceivers etc. which are to be used during the transfer, must be tested 24 hours before the arrival and again immediately prior to the commencement of fuel transfer operations. An alternative emergency communication system or procedure is to be established and agreed upon between the tank compound, wharf and ship in case of a failure of the normal method. 7.7 LABORATORY EQUIPMENT AND DOCUMENTATION 7.7.1 All fuel characteristics testing equipment must be in working order and any consumables required are to be available prior to arrival of the cargo. 7.7.2 NFI receiving fuel. On arrival of a commercial vessel delivering product to an NFI, refinery certificates relevant for the products shall be provided before receipt of that particular product. An example of a typical supplier laboratory certificate is provided in Part 1 Section 1 Chapter 4 of this publication (Procurement Documentation). 7.7.3 NFI issuing fuel. Before the arrival of a Navy vessel to accept product from the NFI, a Fuel Condition Statement shall be provided by the NFI for the Marine Engineer Officer (or Liquid Cargo Officer). The fuel characteristics outlined in the condition statement are the minimum essential requirements. Fuel condition statements are to be as per JFLA Form FM 059.. 7.8 CHECKING SHORE TANKS 7.8.1 Checks are to be carried out to ensure that appropriate ullage exists relative to expected receipt or discharge, and that all receipt and discharge equipment is operational. 7.8.2 Immediately prior to transfer of fuel into the NFI, dips and temperatures of shore tanks are to be taken. A representative of the delivering company or receiving vessel may elect to witness the dips and temperature readings. 7.8.3 Inspect, check and log correct operation of the following NFI equipment:

a. Pressure and vacuum relief valves and emergency vents (if fitted). b. Tank inlet valve for ease of operation. c. Ground level thermometers and gauging devices for free and correct operation. d. Tank high level alarms. e. Manometers for correct operation. f. Water drain valve locked shut.

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7.8.4 Oil separators (interceptors) are to be clean and free from oil and sludge. 7.9 PROTECTIVE CLOTHING 7.9.1 Protective clothing such as overalls, safety boots, anti–static clothing, gloves, and eye protection shall be worn as appropriate to the task being undertaken. Refer to the applicable Material Safety Data Sheet. 7.10 FIRE FIGHTING 7.10.1 All fire-fighting facilities must be checked and positioned ready for use and all shore-side fire pumps are to be run and pressures verified. 7.11 OIL SPILLS 7.11.1 All oil spill equipment is to be checked and positioned correctly. 7.12 INFORMATION REQUIRED FROM VESSEL TO BE SERVICED 7.12.1 The following is a check list of information which is to be sought prior to berthing of the vessel:

a. Estimated time of arrival. b. Preferred discharge/loading sequence, if more than one product. c. If a delivery vessel, the availability of refinery certificates/release notes. d. The availability of ship’s derricks for hose handling. e. Size, number and position of ship’s manifold to be used (this will be facilitated with

commercial shipping by the common practice of colour coding manifolds for product identification).

7.13 DISCHARGE LOGS 7.13.1 Throughout the period of discharge, logs must be maintained at the wharf and at the tank compound. The logs are to record information such as tank numbers, product, tank dip readings, pumping rates, line pressures, start/stopping times of pumping and drainage times. The NFI log must note, in time sequence, every relevant action or change in circumstance occurring prior, during and after fuel transfers. 7.14 ROUTINE CHECKS 7.14.1 The entire pipeline from wharf to receiving tank(s) must be patrolled and checked immediately pumping commences and regularly while transfer is progressing. The time and extent of the checks is to be logged on completion. 7.15 SHUT DOWN PROCEDURE 7.15.1 The receiver, prior to the completion of the transfer shall provide a minimum of 10 minutes warning. When the order to cease pumping is given, pumping must stop as quickly as possible. 7.15.2 When pumping has ceased, the wharf shore valve is, first to be closed followed by the tank valve. Finally close all other valves which have been used and lock them in the appropriate manner. 7.16 PUMPING RATES 7.16.1 Under certain shipboard conditions, restricted pumping rates are required. These conditions must be documented in the Pre-fuelling Check List, attached at Annex H and they must be adhered to. The valve at the discharge end of the pipeline must not control the discharge rate. 7.16.2 Normal pumping rates should be as high as the limiting factors of the ship, hoses, pipeline, shore tank relief valve or safety regulations permit. Discharge pressures must be increased gradually

4



and hoses and connections kept under constant supervision until the required pressure has been reached. The tank compound must be kept informed so that similar monitoring can be achieved at that end. 7.16.3 The pumping rate is to be held below 1 m/s until the filling line has been covered within the tank. 7.16.4 Where fuel is being transferred into multiple tanks, care must be exercised to ensure that the timing of stop dips on tanks does not coincide. 7.16.5 Ullages, temperature readings, density and water dips of the ship’s tanks are to be obtained from the representative of the ship and recorded in the shore log. The ship’s arrival cargo should be within 0.25% of the loaded figure. 7.17 FUEL TEMPERATURE AND PUMPING FLOW RATE 7.17.1 Refer to Part 2, Section 1, Chapter 3 of this publication regarding pumping flow rate precautions to be taken when the fuel is above a certain temperature. 7.18 HOSE CONNECTIONS 7.18.1 Confirmation is to be obtained of the correct connection point on the ship for the transfer. Care must be exercised in handling the hoses to ensure that there is adequate support and that kinking and chafing is avoided. Provide sufficient hose to allow for the movement of the ship resulting from tidal and loading effects. 7.18.2 Flange jointing materials must be in good condition, flange bolts of the correct size and number must be used and drip trays must be provided and positioned. 7.18.3 On arrival of the vessel, connection should be commenced without delay, while the remainder of the discharge arrangements is being made. The discharging company ship’s crew or NFI staff may make connection, by mutual agreement. Such agreement must be included in the ‘Cargo Handling Plan’. 7.19 HOSE DISCONNECTION 7.19.1 On completion of fuel transfer:

a. Hoses are to be disconnected from the ship, the end effectively blanked and landed on the wharf as soon as possible.

b. Care must be taken to ensure that hoses are drained of all product before flanged joints

are broken. Ensure that adequate drip trays are used. c. Fit blank flanges to shore connections. Stow hoses carefully in correct location.

7.20 FINAL INSPECTION 7.20.1 The system must be checked to ensure that shut down procedures have been satisfactorily completed. All equipment is to be cleaned, returned to storage and accounted for and the log notated accordingly. 8. PIPELINE TESTING 8.1 Pipelines shall be maintained IAW DSG approved instructions 9. SHORE BASED 9.1 The pipeline between an NFIs wharf receiving point and its shore tanks, is to be pressure

tested in accordance with the following interim guidelines:

a. All pipelines shall be proved by a hydrostatic pressure integrity test at 2.1 MPa (300 psi) minimum before commissioning.

5



b. All pipelines shall be proved by a maintenance pressure test every three months in

accordance with the Association of Australian Port and Marine Authorities (AAPMA) requirement of 1.25 times the proposed maximum working pressure.

c. Prior to each transfer of fuel, wharf-lines shall be visually inspected. At some locations,

it may be desirable also to subject the wharf-line to a hydrostatic test at working pressure, or to carry out the visual inspection with the line under working pressure.

d. The use of product as a test medium is to be used wherever possible. If water is used

its removal from the pipeline after testing must be assured. e. Pipeline tests are to be recorded in a Pipeline Tests Performa – Wharf to Storage Tanks

Performa that is attached at Annex C. 10. USE OF F–76 IN SHORE BASED DIESEL SERVICE TANKS 10.1 In shore based diesel service tanks, including those for gas turbines, which are in regular use on load and the fuel tank capacity is such that the fuel will not remain in the storage tanks for long periods, commercial grade Automotive Diesel Fuel may be used. 10.2 Shore based diesel fuel tanks which are not used regularly or for extended periods, eg for emergency generators, are unlikely to have adequate turnover of fuel stocks and therefore should use F–76 where this is locally available. 10.3 F–76 is used only by the Navy and is not widely available throughout Australia. It is held in bulk quantities at the Navy Fuel Installations (NFIs) in Sydney, HMAS STIRLING, Darwin and HMAS CAIRNS, with smaller amounts at HMAS WATERHEN. For HMAS ALBATROSS, F–44 (AVCAT+FSII) has similar long-term storage attributes to F–76, and is suitable for usage in equipment such as emergency generators. 10.4 Where F–76 is not available, procedures shall be adopted to ensure the regular turnover of stored commercial grade fuel. When storing commercial grade diesel fuel in shore based tanks, the NATO RETEST requirements for ‘AUTO DIESEL FUEL’ in the DEF(AUST)206 (current issue) shall apply to ensure that dormant product remains on specification. ANNEX: A. NFI Pipeline Tests – Wharf to Storage Tanks Performa, JFLA Form Fm056

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JFLA Form Fm056 Version 1.0

7

NFI PIPELINE TESTS – WHARF TO STORAGE TANKS PERFORMA



JFLA Form Fm056 Version 1.0

8

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PART TWO SECTION THREE

CHAPTER 2

FUEL TRANSFER OPERATIONS – NAVAL FUEL INSTALLATIONS 1. GENERAL 1.1 This chapter deals with the management of fuel transfer operations within Naval Fuel Installations. The transfer operations covered in this chapter include:

a. Transfer of fuel from NFIs to RAN ships and tankers.

b. Transfer of fuel from SPWFL to RAN ships and tankers.

c. Transfer of fuel from commercial sources to RAN ships and tankers.

d. Receipts of fuel from road tanker vehicles. 1.2 The information and instructions are necessarily general to allow the application of the material to all sites. Reference must also be made to relevant Standing Orders for particular installations when unique operational requirements are to be met. 2. DELIVERY OF PRODUCTS TO THE NFI 2.1 Procedure Upon Arrival of Cargo. Prior to any discharge commencing, the Master of the tanker must provide the following:

a. A ‘Notice of Readiness’ which is attached at Annex A. b. A ‘Cargo Planning Sheet’ which is attached at Annex B. c. A ‘Certificate of Analysis (Shipping)’ which is attached at Annex C.

2.1.1 Prior to any discharge commencing, the NFI Manager must provide the following:

a. A ‘Letter to the Master of the Tanker’ which is attached at Annex D, and b. A ‘Fire Notice’ which is attached at Annex E.

2.1.2 Prior to any discharge commencing, there must be agreement between the Master of the tanker and the NFI Manager on:

a. The Order of Discharge as reflected on the Cargo Planning Sheet (Annex B). b. The Ship/Shore Safety Check List. Within Australia the Australian Institute of

Petroleum Ship/Shore Safety and Operational Agreement (Second Edition) is to be used. In foreign ports the Ship/Shore Safety Check List produced within the International Safety Guide for Oil Tankers & Terminals is to be used. An ADF version of this form is attached at Annex F.

2.1.3 Particular attention must be paid to the requirement for joint acknowledgment of these forms, and the lodging of copies in the Emergency Document Box (see paragraph 6.1 from Chapter 3). 2.2 Order of Discharge. In consultation with the ship’s representative, the preferred order of discharge will be agreed upon and will define the following:

a. The quantity and order for discharge.

b. The ship and shore tanks involved. c. The ship connections and shore pipeline to be used.

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d. Restricted and maximum pumping pressures. e. Line clearance procedure. f. Which party and what conditions will terminate pumping.

2.2.1 The agreement is recorded on the Cargo Planning Sheet (Annex D) and must be signed by both parties. Discharge must not commence prior to the agreement. Any agreed variation to the agreement during the transfer must be noted, signed and dated by both parties. 2.2.2 The Cargo Handling Plan is required to be prepared in triplicate by the Master of the ship. One copy is to be deposited in the Emergency Document Box, one copy to be filed in the installation records and one retained by the ship. 2.3 Emergency Procedures and Ship/Shore Safety. Safety is an area in which the Ship’s Officer and the Installation Manager have shared responsibilities. Three internationally recognised documents have been produced to formalise the responsibilities during fuel transfer. These are:

a. Letter to Master of Tanker (Annex D), b. Fire Notice (Annex E), and c. Ship/Shore Safety Check List (Annex F).

2.3.1 These documents are to be understood, the requirements met and copies, signed by both parties, are to be placed in the ’Emergency Document Box’. File copies are to be retained in the NFI file. 2.4 Sampling. Before discharge commences, sampling and testing IAW Part 5 of this publication shall be conducted. 2.5 Hoses. Care must be exercised in handling the hoses to ensure that there is adequate support and that kinking and chafing is avoided. Provide sufficient hose to allow for the movement of the ship resulting from tidal and load reduction effects. 2.6 Routine Checks. The entire pipeline from wharf to receiving tank(s) must be patrolled before pumping commences and continually thereafter. The receiving tank is to be checked continuously to ensure that product is arriving as planned and that vents and valves are operating correctly. 2.6.1 The time and extent of each checking activity must be logged as it is completed. 2.7 Dipping of Shore Tanks. ‘Stop dips’ are to be calculated for each receiving tank and entered in the discharge log. 2.7.1 Tank manholes and hatches must be kept closed during filling except if needed for dipping. The level in receiving tanks is to be monitored at least hourly, preferably using the fixed ground level gauge. More frequent readings are to be taken as the ‘stop dip’ quantity is approached and the pumping rate reduced. 2.7.2 Dip tapes are to be left in tanks throughout fuelling, to preclude the build up and discharge of static electricity. 2.8 Reconciliation of Receipt. Details are to be obtained from the ship of the quantity discharged together with the after discharge ullages for entry into the shore log. Receiving tanks, after intake swirling has ceased to be noticeable, must be dipped and the received quantity calculated. 2.8.1 If the received quantity is within 0.5% of the discharged quantity, then the figures are acceptable. If there is variation outside this tolerance, the ship tanks are to be inspected for ullage, empty, or water as appropriate. If a satisfactory resolution is not achieved, the Administrative Authority must be advised with full details including log entries and discharge order. 2.8.2 The RAN representative on occasions of fuel discharge to NFIs is the Technical Officer (Fuel).

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3. TRANSFER OF FUEL FROM NFIs TO RAN SHIPS AND TANKERS 3.1 Information Required From Vessel To Be Fuelled. The following is to be sought prior to berthing of the vessel:

a. Estimated time of arrival. b. The availability of the vessel’s derricks for hose handling. c. Size, number and position of vessel’s manifold to be used.

3.2 Checking Shore Tanks. Immediately prior to arrival of the vessel, dips and temperatures of shore tanks are to be taken and recorded. 3.3 Pre–Fuelling Check List. A Fuelling Preparation Check List – Bunkering/Cargo is attached at Annex G. It includes the Order of Loading, and is to be completed by the ship’s/tanker’s Marine Engineer Officer (MEO) or Liquid Cargo Officer (LCO). A copy is to be handed to the NFI Manager prior to any transfer of bulk fuel (bunkering or cargo). 3.3.1 Ullages, temperature readings and densities of the relevant ship’s/tanker’s tanks are to be recorded on the Fuelling Preparation Check List. This information is to be transferred to the NFI Shore Log. 3.4 Order of Loading. The Order of Loading (Part C of Annex G) will be agreed upon by the ship’s/tanker’s MEO (or LCO) and the NFI Manager and will define the following:

a. The quantity and order of tank filling on board the receiving vessel. b. The shore tanks involved. c. The vessel’s connections and shore pipeline to be used. d. Maximum pumping pressures and flow rate restrictions during initial and final loading

periods. e. Which party and what conditions will terminate pumping.

3.4.1 Both parties each of whom retain a copy must sign this agreement. Transfer must not commence prior to agreement to the Order. Any agreed variation to the Order during the transfer must be noted signed and dated by both parties. Provision for agreement on emergency procedures, together with other relevant safety procedures, is included in Order of Loading and is based upon the NFIs Emergency Plan. 3.4.2 By signing the Order of Loading document, the MEO (or LCO) acknowledges that the ship’s/tanker’s valves are not to be closed against the shore pump without adequate warning. 3.5 Emergency Document Box or Satchel. A copy of the completed Check List Bunkering is to be placed in the emergency document box or satchel at the NFI. 3.6 Fuel Condition Statement. Prior to the commencement of the fuel transfer, the NFI Manager is to provide the ship/tanker MEO (or LCO) with a Fuel Condition Statement (Annex C, Part 5, Section 1, Chapter 3 ). The Statement is a quality control document and should be read carefully by the receiving MEO. The test results in the statement will assist the receiving MEO in determining whether the fuel should be accepted. Sampling and testing IAW Part 5 of this publication shall also occur. 3.6.1 The provision of a Fuel Condition Statement by the NFI does not preclude the receiving vessel from conducting its own fuel quality tests prior to and during the fuel transfer. 4. TRANSFER OF FUEL FROM SPWFL TO RAN SHIPS AND TANKERS 4.1 SPWFLs are essentially an extension of an NFI. The instructions at paragraphs 3.1 to 3.6.1 are to be translated accordingly. The responsibilities of the NFI Manager are transferred to the Master or Officer–in–Charge of the SPWFL (or the SPWFL Engineer, if delegated).

11



4.2 The Check-List – Bunkering, covered in paragraph 3.3, is to be exchanged between the SPWFL and the ship/tanker and is to be placed in the emergency document box or satchel as appropriate. 5. TRANSFER OF BULK FUEL FROM COMMERCIAL SOURCES TO RAN SHIPS AND

TANKERS 5.1 RAN Pre–Fuelling Check-List – Bunkering/Cargo. Occasions will arise when ships will be required to embark fuel from commercial sources via contracted distributors. The distributor is to be presented with Parts B and C of the RAN Pre–Fuelling Check-List Bunkering/Cargo (Annex G) to facilitate fuel receipt accounting and agreement to emergency procedures and termination of pumping. 5.2 Order of Loading. The requirements of Order of Loading (Annex G, Part C) as outlined at paragraphs 3.4 to 3.6.1 are to be adhered to between the ship’s MEO and the fuel distributor. 5.3 Emergency Document Box or Satchel. A copy of the RAN Pre–fuelling Check-List – Bunkering/Cargo is to be placed in the distributor’s emergency document box or satchel where required. 5.4 Sampling and testing IAW Part 5 of this publication shall also occur prior to discharge. 6. TANKERS 6.1 Noting that tankers will only ever embark F–76, normally from a refinery terminal if commercially sourced, the MEO and LCO are to familiarise themselves with the recommendations provided in the International Safety Guide for Tankers and Terminals (ISGOTT) which has been issued to the tankers. It is recommended that, well in advance of a planned transfer, the RAN tankers make formal contact with the commercial terminal to determine transfer procedures and requirements on matters such as safety, emergency plans, quality testing and documentation. 7. TRANSFER RATES AND PRESSURES 7.1 Under certain conditions, restricted pumping rates are required. These will be outlined by the Marine Engineering Officer (or Liquid Cargo Officer) and must be adhered to. 7.2 Normal pumping rates should be as high as the limiting factors of the ship, hoses, pipeline or safety regulations permit. Discharge pressures must be increased gradually and hoses and connections kept under constant supervision until the required pressure has been reached. 8. RECONCILIATION OF RECEIPT 8.1 Details are to be obtained from the ship of the quantity received together with the after transfer ullages for entry into the shore log.

NOTE

HMA Ships (Submarines excluded) shall load only 95% of volume capacity. 8.2 Shore tanks shall be dipped and the transferred quantity calculated. 8.3 If the received quantity is within 0.5% of discharged quantity the figures are acceptable. If there is variation outside this tolerance, the ship tanks are to be inspected for ullage, empty or water as appropriate and if a satisfactory resolution is not achieved the Administrative Authority must be advised with full details including log entries and Discharge Order. 9. ACCEPTING FUEL FROM ROAD TANKER VEHICLES 9.1 Road Tanker Parking. The tanker is to approach directly into position and to be so parked that it can be directly driven away in case of emergency. The vehicle transferring fuel must not be in closer proximity than 10 metres of any other vehicle.

12



9.1.1 The vehicle must be earthed before any dip cap or manhole cover is removed, valves opened or discharge hose connected. The vehicle fire extinguishers are to be removed and placed ready to use at a distance of six metres from the vehicle. 9.1.2 Two warning signs ‘DANGER FIRE HAZARD’, are to be placed 15 metres in front of and to the rear of the vehicle. The fuelling point and the vehicle are to be securely bonded, in the correct connection sequence, for electrical continuity. 9.1.3 The tanker is to be under constant supervision of the driver. 9.2 Load Checking. A fuel sample is to be taken from all contractor deliveries for a visual check. The consignment must be accompanied by a release note quoting the relevant test reports and batch numbers. The release note is to indicate test results for:

a. Density; b. Flash point; c. Particulate contamination; and d. FSII type and concentration.

9.2.1 A typical Supplier Release Note is shown at Annex H. 9.3 Sampling. As for deliveries from tanker, barge or lighter, samples must be drawn from the vehicle for quality control purposes and tested IAW Part 5 of this publication. 9.3.1 Settling time. Prior to taking the sample, the tanker shall be allowed to stand for 10 to 15 minutes, or as long as is reasonably possible, to allow any contaminants in the fuel to settle to the bottom of the tanker. The sample is to be drawn from the lowest point of each compartment of the tanker, and from the discharge point of the tanker manifold before delivery commences. 9.4 Rejected Fuel. In the event of fuel being rejected, 15 litre samples must be drawn from each of the tanker sampling points and the following procedure applied:

a. Divide the sample equally into three portions, and pour each into separate new clean screw cap metal containers.

b. Seal the containers to prevent leakage and label them with the relevant details of the

source of the sample. c. Give one set of samples to the tanker driver for return to supplier. d. Retain one set of samples at the NFI. e. Forward one set of samples by the fastest possible means to the Approved

Contractor, with full written details of the cause for rejection. A copy of the correspondence must also be sent to Chief Engineer at JFLA.

9.5 Discharge. The discharge procedure is similar to that for a marine discharge with allowance for the reduced scale of volume, time and equipment involved. 10. FUEL RETURNING – DEFUELLING 10.1 A separate tank is to be available to accept fuel being returned. This tank is to be referred to as a ‘Quarantine Tank’. 10.2 Fuel held in the quarantine tank is not to be issued, to ships or Self–propelled Water Fuel Lighters until laboratory examination confirms the product is to F–76 or ADF specification, and includes testing for storage stability and cloud point. Fuel tested to the ADF specification is only to be kept for short term storage and is to be issued for immediate consumption by ships.

13



10.3 The quarantine tank is to be empty of fuel before accepting returned fuel. It follows that priority must be given to establishing the quality of the contents of the quarantine tank and the disposing of them in the appropriate manner (such as to ships tanks, or as contaminated product). 10.4 On no account is returned fuel to be transferred to NFI bulk storage. This will prevent the possible contamination of F–76 with Automotive Diesel, which would lead to rapid degradation of the bulk fuel. ANNEXES: A. Notice of Readiness B. Cargo Planning Sheet C. Certificate of Analysis (Shipping) D. Letter to Master of Tanker E. Emergency Notice F. Ship/Shore Safety Checklist G. ADF Pre-Fuelling Check List – Bunkering/Cargo H. Typical Supplier Release Note

14



15

NOTICE OF READINESS



16

Blank page



17

CARGO PLANNING SHEET



18

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19

CERTIFICATE OF ANALYSIS (SHIPPING)



20

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21

SAFETY LETTER TO MASTER OF TANKER



22

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DEF(AUST)5695B Part 2 Sect 3 Chap 2 ANNEX E

23

EMERGENCY NOTICE (Informative)

EMERGENCY PROCEDURES

In the event of the following occurring: • FIRE • EXPLOSION • ESCAPE OF FLAMMABLE LIQUIDS 1. RAISE THE ALARM. Sound one or more blasts of the ship’s whistle, each blast being not less than 10 seconds duration, supplemented by a continuous sound of the general alarm system. 2. CONTACT THE BERTH.

Telephone Numbers: ……………………………………………………………………… UHF/VHF Channel: ………………………………………………………………………..

ACTION - SHIP ACTION - BERTH

Emergency on your ship Emergency on a ship

• Raise the Alarm • Raise the Alarm

• Cease all cargo/ballast operations and close all valves

• Contact ship

• Inform Berth • Cease all cargo/ballast operations and close all valves

• In case of fire, fight fire and prevent from spreading

• Stand by to disconnect hoses or loading arms

• Stand by to disconnect hoses or loading arms • If necessary, stand by to assist fire fighting

• Bring engines to standby • Inform all ships in the vicinity

• Implement berth emergency plan

Emergency on another ship Emergency ashore

Stand by, and when instructed: • Raise the Alarm



• Disconnect hoses or loading arms • In case of fire, fight fire and prevent from spreading

• Bring engines and crew to standby, ready to un-berth

• If required, stand by to disconnect hoses or loading arms

• Inform all ships in the vicinity

• Implement berth emergency plan

IN THE CASE OF EMERGENCY, BERTH PERSONNEL WILL DIRECT THE MOVEMENT OF VEHICULAR TRAFFIC ASHORE



24

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DEF(AUST)5695B Part 2 Sect 3 Chap 2 ANNEX F

25

SHIP/SHORE SAFETY CHECKLIST

BULK FLAMMABLE LIQUIDS

SHIP’S NAME: _________________________________________________________________ Berth: ___________________________ Port: ____________________________ Date of Arrival: ___________________ Time of Arrival: __________________ INSTRUCTIONS FOR COMPLETION The safety of operations requires that all questions should be answered affirmatively by clearly ticking (√) the appropriate box. If an affirmative answer is not possible, the reason should be given and agreement reached upon precautions to be taken between the ship and the berth. Where any question is not considered to be applicable a note to that effect should be inserted in the remarks column. A box in the column ‘ship’ and ‘berth’ indicates that the party concerned shall carry out checks. The presence of the letters A, P or R in the column ‘Code’ indicates the following: A Procedures and arrangements shall be in writing and signed by both parties.

P In the case of a negative answer the operation shall not be carried out without the permission of the port authority.

R Indicates items that are to be re-checked at intervals not exceeding those agreed to in

the declaration.

General Ship Berth Code Remarks 1 Is the ship securely moored? R Stop cargo at: kts wind

velocity Disconnect at: kts wind

2 Are emergency towing wires correctly positioned?

R

3 Is there safe access between the ship and shore?

R

4 Is the ship ready to move under its own power?

PR

5 Is there an effective deck watch in attendance on board and adequate supervision on the berth and on the ship?

R

6 Is the agreed ship/shore communication system operative?

AR Verbal or Radio

7 Has the emergency signal to be used by the ship and shore been explained and understood?

A

Ship:……………………….. Shore:………………………

8 Have the procedures for cargo, bunker and ballast handling been agreed?

AR Refer to the cargo handling plan.

9 Has the emergency shutdown procedure been agreed?

A

10 Are fire hoses and firefighting equipment on board and ashore positioned and ready for immediate use?

R

Date Last Tested: Ship:…………………………



26

General Ship Berth Code Remarks Shore:………………………..

11 Are cargo and bunker hoses/arms in good condition, properly rigged and appropriate for the service intended?

12 Are scruppers effectively plugged and drip trays in position, both on board and ashore?

R

13 Are unused cargo and bunker connections properly secured with fully bolted blank flanges?

14 Are sea and overboard discharge valves, when not in use, closed and visibly secured?

15 Are all cargo and bunker tank lids closed?

16 Is the agreed tank venting system being used?

AR

17 Has the operation of the P/V valves and/or high velocity vents been verified using the checklift facility, where fitted?

18 Are hand torches of an approved type?

19 Are portable VHF/UHF transceivers of an approved type?

20 Are the ship’s main radio transmitter aerials earthed and radars switched off?

21 Are electric cables to portable electrical equipment disconnected from power?

22 Are all external doors and ports in the accommodation closed?

R

23 Are window-type air-conditioning units disconnected?

24 Are the requirements for use of galley and other cooking appliances being observed?

R

25 Are smoking regulations being observed?

R

26 Are naked light regulations being observed?

27 Is there provision for emergency escape?

28 Are sufficient personnel on board and ashore to deal with an emergency?

R

29 Is adequate insulation in place in the ship/shore connection?

30 Have measures been taken to ensure sufficient

R



27

General Ship Berth Code Remarks pumproom ventilation?

31 Has a vapour return line been connected?

32 If a vapour return line is connected, have operating parameters been agreed?

33 Are the ship emergency fire control plans located externally?

Inert Gas System. If the ship is fitted or required to be fitted with an inert gas system the following questions shall be answered.

General Ship Berth Code Remarks 34 Is the inert gas system fully

operational and in good working order?

P

35 Are deck seals in good working order?

R

36 Are liquid levels in P/V breakers correct?

R

37 Have the fixed and portable oxygen analysers been calibrated and are they working properly?

R

38 Are fixed IG pressure and oxygen content recorders working?

R

39 Are all cargo tank atmospheres at positive pressure with an oxygen content of 8% or less by volume?

PR

40 Are all the individual tank IG valves (if fitted) correctly set and locked?

R

41 Are all the persons in charge of cargo operations aware that in the case of failure of the inert gas plant, discharge operations shall cease and the berth be advised?

N/A

Crude Oil Washing System. If the ship is fitted with a crude oil washing system, and intends to crude oil wash, the following shall be answered.

Crude Oil Washing Ship Berth Code Remarks 42 Is the pre-arrival crude oil

washing checklist, as contained in the approved crude oil washing manual, satisfactorily completed?

P

43 Is the crude oil washing checklist for use before, during and after crude oil washing, as contained in the approved crude oil washing manual, available and being used?

PR



28

Tank Cleaning. If the ship is planning to tank clean alongside, the following questions shall be answered.

Tank Cleaning Ship Berth Code Remarks 44 Are tank cleaning operations

planned during the ship’s stay alongside the shore installation?

Yes/No*

45 If so, have the port authority and berth authority been informed?

Yes/N

o*

Yes/N

o*

P

* Delete Yes or No as appropriate.

DECLARATION We the undersigned have checked, where appropriate jointly, the items on this check list and have satisfied ourselves that the entries we have made are correct to the best of our knowledge. We have also made arrangements to carry out repetitive checks as necessary and agreed that those items with the letter “R” in the column “code” should be re-checked at intervals not exceeding __________ hours.

For Ship For Shore

Name: Name:

Rank: Rank:

Signature: Signature:

Date: Date:

Time: Time:

PORT OFFICER’S SIGNATURE

Name:

Signature:

Date: Time:


DEF(AUST)5695B Part 2 Sect 3 Chap 2 ANNEX G

29

ADF PRE-FUELLING CHECK LIST-BUNKERING CARGO

FOR THE TRANSFER OF BULK FUELS INTO ADF SHIPS AND TANKERS

DATE:_____________LOCATION:_____________________________________________________

INSTALLATION / LIGHTER:______________________________________________________________

TRANSFERRING TO: HMAS___________________________________________________________ ARRANGED START TIME:________________________________________________________________ ESTIMATED COMPLETION TIME:________________________________________________________ REFERENCE: A. DEF(AUST)5695B Part 2 Section 3

INSTRUCTIONS 1. Part A of this form is a general safety and fuel spill management check-list. It is to be jointly completed by the ship/tanker Marine Engineer Officer or his representative and the Executive Officer or his representative. 2. Part B is a receiving tank pre-fuelling condition check-list and is to be completed by the Marine Engineer Officer or his representative. 3. Part C is for recording the order of loading and transfer pumping rates agreed between the ship/tanker Marine Engineer Officer and the Naval Fuel Installation Manager, Self-propelled Water Fuel Lighter Master/OIC or commercial distributor. 4. When all questions in Part A have been answered positively and all parts of the form have completed, to indicate that the ship/tanker and the NFI/SPWFL/commercial distributor are ready in all respects, the fuel transfer may commence.



30

ADF PRE-FUELLING CHECK LIST - BUNKERING/CARGO

PART A

To be jointly completed and signed by the Marine Engineer Officer or his representative and the Executive Officer or his representative. 1. What quantity of fuel is to be transferred to the ship / tanker? 2. Which tanks are receiving the fuel? 3. Through which valves? 4. Have all the ship / tanker fuel system valves and openings been checked, including those not directly in use for the transfer (E.G. RAS points) Are you fully aware of the requirements laid down in the following?

a. Local Area Orders (E.G. NANGO’s) Y/N b. DEF(AUST)5695 Y/N

c. AFGO’s Y/N 6. Will there be an effective deck watch in attendance for the duration of the fuel transfer? 7. Has an emergency shut-down arrangement been arranged and is it understood by ALL personnel involved? 8. Has the procedure for transfer been sufficiently promulgated and understood by ALL personnel involved? 9. Are the communication links (primary and back-up) adequate between the inlet connection and the ship / tanker fuel control position? 10. Are all scuppers and overside deck openings securely plugged and/or isolated by sand snakes (including disengaged side) 11. Have drip trays been located beneath the fuel inlet manifold and other hose connection points? 12. Have arrangements been made for sufficient soundings be taken to ensure that receiving tanks are not passed? 13. Is the fuel receiving system free from leaks, faulty valves and other defects which could cause an oil spill? 14. Are the pressure gauges in the fuelling system lines and fuelling manifold working correctly? 15. Are the flexible hose connections properly mated? 16. Have maximum flow rates (or deck pressure) been determined and recorded at Part C of this check list? 17. Have arrangements been made in case a fuel spill occurs? (Dispersants where allowed, rags, branch pipes, fire hoses, motor boat or zodiac, etc)

_______________________________ ________________________________ Marine Engineer Officer Executive Officer



31


PART B

RECEIVING TANKS PRE-FUELLING CONDITION

To be completed and signed by the Marine Engineer Officer or his representative

TANK NO. ULLAGE TEMP(°C) DENSITY

_______________________________ Marine Engineer Officer



32


PART C

ORDER OF LOADING

SHIPS TANKS TO RECEIVE FUEL (IN ORDER)

TANK NO. QUANTITY REQUIRED

INITIAL PUMPING RATE

MAXIMUM PUMPING RATE

Note: Refer to DEF(AUST)5695 Part 2, Section 3, Chapter 2 regarding fuel transfer pumping

rates and pressure, particularly when high fuel temperature is experienced.



33

TERMINATION OF PUMPING The following agreement has been reached between the fuel supplier and the ship / tanker MEO (or LCO) regarding which party will terminate the pumping and under what condition: ___________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________

EMERGENCY PROCEDURES The receiving vessel has received a copy of the Local Emergency Plan. Agreement has been reached between the fuel supplier and the ship/tanker MEO (or LCO) regarding the following specific procedures to be employed by the respective parties in the event of an emergency. ____________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________ CLOSURE OF THE SHIP/TANKER VALVES It is acknowledged by the ship/tanker MEO (or LCO) that the ship/tanker fuel system valves are not to be closed against the shore pump without adequate warning ______________________________ ________________________________ Marine Engineer Officer FI Manager / SPWFL Master / OIC / Commercial Distributor



34

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DEF(AUST)5695B Part 2 Sect 3 Chap 2 ANNEX H

35

TYPICAL SUPPLIER RELEASE NOTE



36

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PART TWO SECTION FOUR

CHAPTER 1

ISSUING BULK FUEL AT SEA 1. INTRODUCTION 1.1. The aim of this chapter is to provide information on Army’s capability for receipting fuel from Naval vessels and delivering it to shore. This chapter aims to ensure Navy remains aware of the Army capability, and provide information to ensure Navy maintains the appropriate interface equipment, procedures and staff training levels necessary in order to interface with applicable Army equipment. 2. ARMY FUEL TRANSFER CAPABILITY 2.1. Army can affect the transfer of fuel from ship to shore through two means: the Tank Fabric Collapsible Marine (TFCM) and the Towed Flexible barge (TFB). Information, including detailed procedures for the operation of these systems, is contained in LWP-CSS 4-1-1. 2.2. TFCM. The TFCM (figure 1) has a storage capacity of 33,500 litres and is designed specifically for use in Australian Army LCM8 Landing Craft. The LCM8 fitted with a TFCM collects fuel from a ship standing offshore via a length of 100mm hose and an appropriate interface piece, raised and lowered from the ship using lifting rope/s. The LCM8 then delivers it to a beach where the fuel can be pumped ashore, into a Tank Fabric Collapsible (TFC) or Bulk Fuel Tanker (BFT). Once fuel has been delivered the TFCM can be rolled up and lifted off the LCM8 with a forklift onto the beach, allowing the LCM8 to quickly return to other operational tasks.

Figure 1 – TFCM Fitted to the Deck of an LCM8 2.3. TFB. The TFB (figure 2) is a large flexible tubular envelope with tapered ends, designed to be towed behind a transport vessel. The envelope is one single component made of synthetic rubber coated, nylon fabric and cord that has a Neoprene coating on the outside surface, which has a high resistance to salt water and all weather conditions. The inside is lined with an oil resistant synthetic rubber. The TFB is filled via a length of 100mm hose and an appropriate interface piece, raised and lowered from the ship using lifting rope/s. The towing vessel then delivers the TFB close to shore

1



where fuel is discharged either through the 100mm hose or by way of a hydraulically operated pump fitted to the nose cone. The latter is known as the TFB Discharge System (TFBDS) and is the most efficient method of discharging a TFB.

Figure 2 – TFB Schematic 3. REQUIREMENTS FOR NAVY 3.1. In order to ensure effective ship to short fuel transfer via the means described above, Navy must ensure that appropriate interface equipment, procedures and staff training levels are maintained. Information on specific requirements may be found in LWP-CSS 4-1-1.

2


PAR

T 3



PART 3 – GROUND OPERATIONS

1




SECTION 1 Chapter 1 – Management of Bulk Fuel Installations SECTION 2 Chapter 1 – Storage and handling of bulk POL Chapter 2 – Multi-product pumping Chapter 3 – Storage and handling of packaged POL Chapter 4 – Storage and handling of POL in unit locations Chapter 5 – Bulk fuel tanker vehicles and modules

2



PART THREE SECTION ONE

CHAPTER 1

MANAGEMENT OF BULK FUEL INSTALLATIONS 1. INTRODUCTION 1.1. The majority of the information in this chapter relates to Army operating procedures, rather than POL technical integrity. As a result, the majority of this chapter is being transferred to LWP-CSS 4-1-1. Once the information has been inserted into LMP-CSS 4-1-1, it will be removed from DEF(AUST)5695. As a result, there will be a period of time in which content related to management of bulk fuel installations is duplicated. During this period, where contradictions exist between DEF(AUST)5695B and LMP-CSS 4-1-1, the latter publication shall take precedence. 1.2. The aim of this chapter is to provide instructions for the Petroleum Operator trade in planning, design, construction and operation of field POL installations, including Field Bulk Fuel Installations (Field BFI) and Refuelling Point Aviation (RPA). This chapter addresses the requirements and considerations for the siting of POL installations in the field, primarily holding bulk fuels, but also packaged products. 1.3. References. The following useful references apply to this chapter:

a. Army doctrine on field installation capabilities;

b. Military specifications for Tank Fabric Collapsible;

c. Operator Petroleum Handbook;

d. DI(AF)AAP 7045.002-1 ADF Aircraft Wiring and Bonding Manual;

e. EMEI MISC EQUIP P 009-1 (current issue) POL Storage and Fuel Transfer Equipment (hose testing requirements);

f. AS 1940 Storage and Handling of Flammable and Combustible Liquids;

g. AS 2430.3 The Classification of Hazardous Areas Part 3: Specific Occupancies; and

h. AFLP-7 Technical Fuels Handling Equipment (TFHE) Technical Characteristics (NATO

publication) 2. DEFINITIONS 2.1. Field Installation. A deployable installation capable of bulk storage of fuel. This can include Tank Fabric Collapsible (TFC) tanks, Drum Fabric Collapsible (DFC) tanks and ISO-tainers. 3. SEPARATION DISTANCES 3.1. Army has a waiver against the prescribed safety distances as laid out in the Australian Standard 1940, for temporary field storages and associated facilities in remote locations during exercises or operations, or declared state of emergency. While every endeavour should be made to conform to the prescribed safety distances within this manual, the tactical environment and availability of land may impose limitations on the ability to do so. Where relaxation of these distances is considered appropriate, the advice of a qualified Petroleum Officer and the Service Fire Adviser should be sought. 4. INITIAL PLANNING 4.1. General. Initial consideration during the initial planning phase should be given to the following principles:

a. Operational Requirements.

b. Location.

1



c. Equipment.

d. Site Facilities.

4.2. A review of AFLP-7 shall also be undertaken to ensure any potential interoperability requirements are taken into account during the planning and installation of the facility. 5. OPERATIONAL REQUIREMENTS 5.1. The initial steps of the appreciation process must start with the gathering of the following operational planning aspects:

a. Fuel types and quantities to be held.

b. Types of capabilities required at the BFI.

c. Separate capabilities such as RPAs/FARPs.

d. Time by which the site must be operational.

e. Location of the BFI.

f. Local and/or adjacent units and their roles.

g. Manpower availability.

h. Equipment availability (including MHE).

i. External support required (such as RAE, watercraft, surveyor and transport).

j. Communications. 6. LOCATION 6.1. The following factors should be taken into consideration when locating a Field BFI:

a. The distance from the MSR/SSR and ease of access for BFTs.

b. Distance to airport or airfield.

c. Distance from beach head.

d. Distance to railhead.

e. The locations of other commodities (if any) to be stored in the immediate area.

f. The location of adjacent units.

g. Availability of a water supply for fire cover.

h. The dispersion and concealment of storage tanks.

i. The volume of general traffic in the area.

j. Availability of hard stand and firm ground.

k. Entry and exit point access for cross country pipelines. 7. EQUIPMENT 7.1. The layout of the BFI must take into account the equipment available, facilities required and the requirement to build into the system appropriate elements of redundancy. Spare TFCs are to be

2



included for all fuel types and will depend upon the actual tank farm numbers and layout. Additional hoses, fittings and pumps should be included and ready for insertion into system components as needed. 8. SITE FACILITIES 8.1. Initial planning may include the following additional site facilities if directed:

a. vehicle refueling,

b. aircraft and/or helicopter refueling,

c. packaged product storage areas, and

d. LPG storage areas. 9. DETAILED PLANNING 9.1. When the initial planning aspects have been determined, detailed planning should commence covering the following areas:

a. Storage areas should be sited on level ground.

b. Circuit route and the requirement to widen/harden roads and edges at corners too tight for BFTs to negotiate.

c. Functional areas including:

(1) Aircraft refueling (rotary and fixed wing).

(2) Vehicle refueling (KRP).

(3) Bulk issues and receipts.

(4) Packaged stock.

d. Pipeline operations if required considering:

(1) Pipeline route. (2) Slops. (3) Manifolds for receiving mixed products.

e. Fire protection including bulk water supplies. The quantity of water available is to be 10%

of the total fuel holding (i.e. 25,000 litres of water for 250,000 litres of fuel).

f. Use of available facilities such as buildings and warehouses.

g. Dispersion of stocks (bulk and packaged).

h. Engineering support for the construction of bunding and roadworks.

i. Room for expansions in storage capability (bulk and packaged).

j. Available camouflage and dispersal of facilities in order to minimise potential product loss due to attack.

10. CONSTRUCTION PRIORITIES 10.1. When planning the construction phase, the following guidelines should be adhered to:

a. Priority 1 - Fire protection, manifolds, bunding and tankage.

3



b. Priority 2 - Receipt.

c. Priority 3 - Issue.

d. Priority 4 - Pipelines and Slops.

e. Priority 5 - Other facilities such as refueling areas, FQC and signage.

f. Priority 6 - Defence, Camouflage and Accommodation.

11. SEQUENCE OF EVENTS

11.1. The areas detailed above commence what is a typical sequence of events in the process of planning, deploying and constructing a BFI. The remainder of this sequence is detailed below and includes:

a. Initial planning and considerations.

b. Selection of an area.

c. Area reconnaissance.

d. Prepare a detailed sketch map of the location and indicate the functional area sites.

e. Prepare technical diagrams for all facilities.

f. Selection of equipment.

g. Selection of the manpower required for completion of the task.

h. Where possible construct and pressure test facilities prior to deployment (confirm with

tags). 12. SAFETY DISTANCES 12.1. The safety distances that shall be applied to field facilities storing bulk POL in either TFC or DFC storage mediums are listed in Table 1. Refer also to the applicable notes in the table.

4



Serial Area SAFETY

DISTANCE (m) Notes

1 Ammunition Storage Area 400

2 Foodstuffs Storage Area 50

3 Storage Area other than Ammunition or Foodstuffs 50

4 Tank Farm from Airfield Runway 150 1

5 Main Supply Route 50 2

6 Accommodation Area 50

7 Adjacent Unit Boundary 50

8 Hospital Unit Boundary 50 / 400 3

9 Workshops 50

10 Between Tanks in Bunded Areas 1

11 Between Bunded Areas 15

12 Between Tank Farms 40

13 Between Stacks 15 to 50 4

14 Sources of Ignition to Bulk Storage 15 5

15 Between Refueling Vehicles 15

16 Internal Tracks 3

17 Waterways and Creek Lines 15

NOTES:,

1. DFCs 50m, TFCs 150m. 2. 15m for Kerbside Operations. 3. Unit RAP'S 50m, from wards 400m. 4. Stacks should be separated by a minimum of 15m. If only two point dispersion is

possible, a safety distance of 50m is recommended. No stack should be more than 200 tonnes (200,000 kilograms) of product, and product weight does not include the container. To calculate the approximate weight for liquids, multiply the litreage by Specific Gravity. For example a stock of 1,000 litres of DIESO would weigh 1,000 X 0.8 = 800 Kilograms or 0.8 tonnes.

5. 15m for TFCs and DFCs. Packaged stocks safety distances shall be IAW AS 1940 in addition to Note 3.

Table 1 – Safety Distances for TFC/DFC Operations

13. BFI LAYOUT AND DESIGN 13.1. POL Symbols. The POL symbols used in the illustration of Field BFIs are at Annex A. 13.2. Site Design and Layout. Design and tank grouping will depend upon how the product is to be held (either mixed product grouping or grouping by product). Refer to Annex B for a schematic of Field BFI layout. The following additional factors should be considered during Field BFI planning:

a. Topography. The lie of the ground, gradient and height will affect the final sitting. Vegetation cover such as trees and buildings will modify the planning.

5



b. Equipment Limitations. The design and spacing of tank farms will be affected by limitations in the number of available pumps, valves and hoses.

c. Concealment. The size of any tank farms will be governed by the need for concealment.

d. Product Type and Quantity. This will affect tank farm size and dispersion, as no mixed

product tank farms should be stored in a single bund situation. 13.3. Tank Farm Sizes. The actual size of Field BFI tank farms will depend upon the fuel types and quantity of TFCs being operated. A planning guide is provided in Table 2.

Total TFC Numbers in Field BFI

Tank Farm Size (number of TFCs)

1 - 20 421 – 40 6

> 41 8

Table 2 – Tank Farm Size Planning Guide

13.4. Reserve Tanks. All BFIs are to have built in reserve tanks to enable the emergency transfer of fuel stocks in an emergency, such as tank failure. The number of reserve tanks will depend upon the installation size and the number of product types held and the availability of tanks. As a general rule each product type is to have a reserve tank which can be sited in any one of multiple tank farms, if farm interconnections are in place. If this is not practical then each tank farm is to hold a reserve tank. 13.5. QCI Tanks. All installations are to have QCI Tanks incorporated into their design. The tanks can be set in a purpose built tank farm or sited as part of a tank farm holding fuel stocks. Where possible QCI Tanks should not be sited as part of an issues tank farm. Explain what a QCI tank is and is not (ie it isn’t necessarily a dedicated tank for testing only). 13.6. Tank Farm Layout. Tank farms should be located with sufficient space to permit the proper dispersal of tanks for protection from fire and enemy attack. There are a number of possible tank arrangements and the application of a particular design will depend upon the terrain, task and enemy threat. The three main arrangements include:

a. Radial Tank Farm Layout. The radial type farm arranges tanks like the spokes of a wheel, and this design uses the least amount of area and hose. Refer Figure 1 schematic. This arrangement is suitable for installations required to hold substantial quantities of fuel when efficient use of available resources is a factor. It is however, more concentrated and therefore more susceptible to attack, and one or more storage tanks will be downwind of a fire in an upwind attack.

Prevailing Wind

Figure 1 – Radial Tank Farm Layout

6



b. Linear Tank Farm Layout. A linear design places all tanks abreast to provide more dispersion. Refer Figure 2 schematic. This design is safer than the radial arrangement, especially if the long axis is perpendicular to the prevailing wind. However, this design uses significantly more hose and spreads out available fire-fighting equipment.

Prevailing Wind

Figure 2 – Linear Tank Farm Layout

c. Parallel Tank Farm Layout. A recommended arrangement, where possible, represents a compromise between the radial and linear designs. In this design two parallel rows of tanks are arranged with their long axis perpendicular to the prevailing winds. Refer Figure 3 schematic. In all arrangements, the distances separating the tanks are to be based on maximum fire safety and minimum ground use, and will often need to be tailored to fit the local situation.

Prevailing Wind

Figure 3 – Parallel Tank Farm Layout 14. CLASSIFICATION OF HAZARDOUS AREAS 14.1. Australian Dangerous Goods (ADG) Code. Staff handling POL shall comply with applicable requirements of the ADG Code at all times. The Code may be accessed via the National Transport Commission website: www.ntc.gov.au. Hazard classifications as per AS 2430 series applies. 14.2. Drum Fabric Collapsibles. For a field installation using Drum Fabric Collapsibles (DFCs) as the storage medium for Flammable Liquids in adequately ventilated locations, the Hazardous Area Zone classifications are provided in Table 3 and illustrated in Figure 4. Zone classifications are defined in AS 2430.3 The Classification of Hazardous Areas Part 3: Specific Occupancies and are addressed in Part 1 Section 3 Chapter 1 Safety Hazards Associated with POL Products.

Location Zone Classification

Within the DFC Zone 0

Within the space from ground level to 1m above the DFC and extending within a 3m radius from the DFC

Zone 2

Table 3 – Hazardous Zone Classification – Drum Fabric Collapsible

7

http://www.ntc.gov.au/



DFC

3.0

1.0

Bund Wall

Ground Level

Zone 2

DIMENSIONS IN METRES

Figure 4 – DFC Storage with Adequate Ventilation

14.3. When filling or emptying DFCs with Flammable Liquids the area classifications are as follows:

Location Zone

Classification

Within space from ground level to 1.5m above fill point and 3m laterally

Zone 1

Outside of Zone 1 but within space from ground level to 1.5m and 8m laterally from the fill point

Zone 2

Table 4 – Hazardous Zone Classification – Filling/Emptying DFCs

14.4. TFCs. For a field installation with TFCs as the storage medium for Flammable Liquids in adequately ventilated locations, the Hazardous Area classifications are as follows:

Location Zone

Classification

Inside TFC Zone 0

Outside the TFC, within a space from ground level to 3 m vertically above the TFC and extending laterally to 3 m from the TFC; then reducing to 4 m above ground level, and extending laterally from the TFC exterior to the bund wall

Zone 1

Outside that described above and extending vertically from the ground level to the height of the bund or 1 m whichever is greater, and laterally to a distance from the TFC exterior of:

45 m3 TFC - 9 m

136 m3 TFC - 12 m

Zone 2

Within 3 m radius of the TFC vent outlet Zone 1

Table 5 – Hazardous Zone Classification – Tank Fabric Collapsible

8



Figure 5 – TFC Storage with Adequate Ventilation

15. BUNDING REQUIREMENTS 15.1. BFIs. All tanks used within a BFI are to be contained within a suitable bund. The holding capacity is to be 110% of the largest storage facility used within a BFI. Normally a bund will hold a maximum of two TFCs, whether they are 45 m3 or 136 m3 capacity. Bund wall dimensions are to be as those detailed below in Figure 6. Earth bunds are to contain a suitable bund liner.

Figure 6 – Bund Wall Dimensions – if applicable

NOTE

Minimum size bund wall shown. Actual size will depend on the angle of repose of material used to construct the wall.

15.2. FARPs/RPAs. All DFC storage mediums used in a FARP or RPA, if located separate to the BFI are to be bunded. Bunds are to consist of a fuel resistant liner raised on all edges by the use of sandbags, rigid pipes, composite hoses or earth to a height of approximately 0.25m. 16. FARP/RPA DESIGN CONSIDERATIONS 16.1. Refueling Considerations. The considerations for helicopter refueling areas in either FARPs or RPAs are the same. An example layout for refueling areas in FARPs/RPAs is at Annex C. Consideration shall be given to the following:

9



a. Terrain features.

b. Aircraft types being refueled.

c. Minimum space requirements between aircraft (50m).

d. Prevailing wind pattern if known.

e. Hard standing for aircraft refueling points.

f. Aircraft approaches and departures.

g. Avoiding hollows and low areas for fuel storage locations.

16.2. Minimum Distances and Planning Stocks. The planning distances in Table 6 shall be adhered to when planning distances for LPs/LZs according to typical stock holding figures.

FARP/RPA Type LP/LZ Requirements Stockholding (litres) 1 Point 50 x 50 15,000 2 Point 150 x 100 30,000 4 Point 250 x 100 60,000

Table 6 – FARP/RPA Minimum Distances and Planning Stocks

16.3. Fire Fighting Requirements. The BFQCO is responsible to ensure that procedures for the use of fire extinguishers are developed, based on local factors including (but not limited to) the type of aircraft to be refuelled, type of facility (deployed, permanent), and infrastructure at the facility (eg hydrant lines, refuel tankers, etc). These procedures should be developed using information contained in aircraft manuals and refuelling equipment, which may specify the type and location(s) of fire extinguishers required. Only personnel trained to use the applicable fire extinguishers should man them during a fuel/defuel. AAP7001.059 ADF AMMM Section 3 Chapter 12 (aircraft fuelling operations) provides additional guidance. 17. FIELD FILTRATION REQUIREMENTS 17.1. All field installations are to employ two-point filtration by the use of Filter Water Separators (FWS) and Monitors. Fuel stocks are to be filtered by FWS upon receipt and post pump stations where possible. Monitors are to be used as a final method of filtration at refueling points, providing a final check on fuel quality. 17.2. Filter Element Management. Filter vessels that are used for field deployments are to have their elements replaced at the conclusion of operations as directed by the ENGSPO Item Manager. Upon return, filter vessels are to be drained and the elements replaced (NOT RE-USED) as per the indicated directions and then stored in a clean, dry area away from the elements. Vessels deployed by road are to be pressure tested prior to loading and transported full. Elements are not to be wetted and then allowed to dry within the filter vessels. Vessels deployed by air are not to be pressure tested until in the deployment location. 17.3. Equipment filtration. The filters fitted to refuelling and oil replenishment equipment are to be IAW the minimum standard laid down in Annex A. Filters of a suitable type are to be fitted as near as possible to the ends of all outgoing lines. Filters shall be inspected IAW the requirements of Part 5 of this publication, cleaned as necessary, and any defects remedied at once. Where aviation fuel filter separators are fitted they shall meet API 1581 (current issue) which aligns with STANAG 3967 as required by STANAG 3149. This is to ensure effective removal of undissolved water and particulates from the fuel and to ensure compatibility with military fuel additives. Filter and filter separators shall be fitted with pressure differential gauges conforming to STANAG 3583 or equivalent. Records of the daily reading of pressure differential gauges IAW the requirements of Part 5 will indicate when filter cartridges are to be replaced.

10



17.4. Pressure Differential Gauges. Filter vessel pressure differential gauges (PDG) shall be serviced/calibrated IAW applicable maintenance policy prescribed by the ENGSPO item manager. 18. TEMPORARY EARTH REFERENCE POINTS 18.1. Temporary earth reference points shall be used in POL field installations. The earth reference points shall meet the requirements of DI(AF)AAP 7045.002-1 ADF Aircraft Bonding and Wiring Manual. 19. EQUIPMENT MAINTENANCE 19.1. POL related equipment not classified as fixed infrastructure (eg tanker vehicles, hoses, etc) is owned by ENGSPO Bulk Liquid Distribution (BLD). Such equipment shall be maintained IAW ENGSPO EMEIs or other approved maintenance instructions. 20. INTERNAL PAINTING OF ADF (FIXED) STORAGE TANKS 20.1. The protective treatment of the internal surface of a steel tank, whether an initial paint application or a repaint subsequent to repair of the tank, is to be prepared and applied strictly in accordance with the DSG instructions. Given the potential impact of paint condition on fuel technical integrity, on completion of any internal paint program, a fuel soak test shall be performed, IAW the instructions below. 20.2. When a complete internal re-paint has been undertaken, a soak test shall be completed in the following manner:

a. The tank is to be dried IAW the paint manufacturer and DSG instructions.

b. A two litre representative sample is to be taken from the fuel inload source prior to the commencement of the soak test.

c. The fuel tank is to be filled so that as much as possible of the new surface paint is

covered.

d. The fuel tank is to soak for at least 14 days.

e. A two litre sample is to then be drawn from the tank and sent to the contracted laboratory, along with an SG 214 form, requesting a full fuel specification test.

f. The results from the soak test are to be sent to JFLA and subsequent advice will be

provided to the relevant units.

20.3. When spot repairs have been conducted, the requirement for soak testing will be determined by JFLA, after considering factors such as the type of lining and the surface area re-painted. 21. FUEL QUALITY CONTROL AND TESTING REQUIREMENTS 21.1. Fuel quality control and testing requirements shall be conducted IAW Part 5 of this publication. 21.2. CLOUD POINT TESTING FOR GROUND FUELS. 21.3. Cloud point testing requirements for ground fuels are stipulated in Part 5 Section 1 of this manual. Cloud point testing is prescribed “at the discretion of the BFQCM”. The BFQCM should make a determination based on the likelihood of cloud point becoming an issue on operations and should therefore take into account forecasted operation environment, geographical location, suspected changes in weather, etc. 21.4. Where documentation from a commercial facility shows a cloud point test has been completed and the fuel is acceptable, the BFQCM may determine that a cloud point test is not required. 21.5. The BFQCM should note that fuel delivered to ground installations will have already been tested for cloud point, so no further test is required. It is likely that this will also be the case for foreign military facilities. The BFQCM should consider this before electing to perform a cloud point test.

11



22. RECIRCULATION OF AVIATION TURBINE TYPE FUELS 22.1. Refer to part 4 for recirculation requirements. ANNEXES:

A. Australian Petroleum Symbols B. Example BFI Layout C. Example FARP/RPA Layout

12



AUSTRALIAN PETROLEUM SYMBOLS

SOFTLINE/FLEXIBLE HOSE

GATE VALVE

MAJOR FLOW LINE

BALL VALVE

QUICK ACTING COUPLING - MALE

CHECK VALVE (NON-RETURN)

QUICK ACTING COUPLING - FEMALE

PRESSURE RELIEF VALVE

DISTANCE NOT SPECIFIED

SPRING OPERATED PRESSURE RELIEF VALVE

DIRECTION OF FLOW

PRESSURE CONTROL VALVE

PIPELINE CROSSING

BLANK END

UNDER ROAD CROSSING

VICTAULIC GROOVE COUPLING

OVER ROAD CROSSING

INSTRUMENT (ADD LETTERS TO INDICATE FUNCTION)

FIRE HOSES H QUICK ACTING DOUBLE ENDED MALE

AVERY HARDOLL COUPLING MALE

QUICK ACTING DOUBLE ENDED FEMALE

AVERY HARDOLL COUPLING FEMALE

Y - PIECE

OPEN PORT NOZZLE

T - PIECE

100 PSI

100 PSI

1



2

REDUCER

CROSS PIECE

OVERHEAD FILLING ARM

QUICK ACTING MALE - VICTAULIC GROOVE

HOSE REEL QUICK ACTING

FEMALE - VICTAULIC GROOVE

CENTRIFUGAL PUMP

PUMP HOUSE

POSITIVE DISPLACEMENT PUMP

FAN OR COMPRESSOR

WATER PUMP

DRUM FABRIC COLLAPSABLE

WATER TANK

TANK FABRIC COLLAPSABLE

TOWED FLEXIBLE BARGE

FILTER WATER SEPERATOR

METER IMPELLOR

SAND & STONE TRAP

SIGHT FLOW INDICATOR

FUEL MONITOR

5 – WAY JUNCTION BOX

3 – WAY JUNCTION BOX

W

D

MR

T1

F S

S

FM

DFC



EXAMPLE BFI LAYOUT (Field Installation)

Aircraft Refuelling Area

Pl CP

Accommodation

Q-Store

Control

Control

AVTUR Storage

DIESO Storage

KRP

DFC Storage

EME

Pl HQ

LPG Storage

Notes: 1. Example only. 2. More tank farms can be added as required. 3. Layout should suit terrain features. 4. Not to Scale.

Fire Point

Fire Point

Fire Point

Fire Point

Packaged POL Storage Area

1


AUST)5695B Part 3 Sect 1 Chap 1 ANNEX B

2

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DEF(



EXAMPLE FARP/RPA LAYOUT

(Diagram not to Scale)

F

S

Passenger Waiting Area

50m Minimum from Refuelling Operations

50m Minimum from Fuel

25m Min

Flight Line Frontage: 200m

50m Min

1



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1

PART THREE SECTION TWO

CHAPTER 1

STORAGE AND HANDLING OF BULK POL 1. GENERAL 1.1. Some of the information in this chapter relates to Army operating procedures, rather than POL technical integrity. As a result, some of this chapter is being transferred to LWP-CSS 4-1-1. Once the information has been inserted into LMP-CSS 4-1-1, it will be removed from DEF(AUST)5695. As a result, there will be a period of time in which content related to storage and handling of bulk POL is duplicated. During this period, where contradictions exist between DEF(AUST)5695B and LMP-CSS 4-1-1, the latter publication shall take precedence. 1.2. This chapter outlines the general requirements for the storage and handling of bulk POL in static depots and installations, as well as temporary field storage facilities used during exercises and operations that are operated by the Australian Defence Force. As such, this chapter should be adhered to in conjunction with the Defence Bulk Fuel Infrastructure Maintenance Instruction (for fixed infrastructure) and AS 1940 The Storage and Handling of Flammable and Combustible Liquids. 1.3. Definition. Bulk POL is defined as a liquid petroleum product transported by various means and stored in tanks or containers having an individual fill capacity greater than 500 litres. 2. INSPECTION AND MAINTENANCE OF INSTALLATIONS 2.1. All bulk fuel installation inspection and maintenance shall be conducted IAW the DSG Defence BFIMI. 3. DURING TRANSFER 3.1. Tanks being filled with Class 3 products should not be dipped with conductive tapes or samples taken with conductive equipment in order to avoid the danger of static electrical sparks. Measurement of PG II or PG III products must be by meter or similar tank gauging equipment, or non-conductive dip sticks or tapes. It is important that no orifices, other than the normal venting arrangements, are open while tanks are being filled. 4. PIPELINE RECEIPTS AND ISSUES 4.1. When product is received and issued by pipeline the general safety precautions in Part 1 of this publication will apply and, in addition, the following actions shall be taken:

a. Pipelines shall be restricted to one grade or product unless suitable slopping facilities are available together with adequate facilities for batching and laboratory testing.

b. All personnel engaged in pipeline operations shall be properly trained and qualified.

Pipeline transfers should be supervised by a responsible person. c. A carefully rehearsed drill in the operations of pumps and valves is essential.

4.2. The following areas should be taken into consideration during pipeline receipts and issues:

a. Personnel. During the whole period of pipeline operation qualified persons shall be on duty.

b. Pumping Rates. The rate of discharge and loading is to be kept as low as possible for

the first 30 minutes to check that there are no malfunctions in the system. Quality control samples can be taken as necessary. Thereafter the flow may be increased to the maximum agreed rate subject to the precautions required to avoid static electricity.

c. Static Electricity. To reduce the risk arising from static electricity charges where PG I

and PG II products are being pumped, the rate of flow should not exceed a linear speed



2

of 1 m/sec until the inlet to the receipt tank has been submerged by 150 mm of liquid. This is particularly important when discharging into an empty tank. At the end of the operation, if the lines are being cleared with water, the same velocity limitations apply. As a guide, 1 m/sec equates to:

(1) Through 4 inch pipelines - 30m3/hr (500 LPM).

(2) Through 6 inch pipelines - 70m3/hr (1,166 LPM).



d. Leaks. The pipeline system shall be checked at regular intervals for leaks. Pressure

gauge readings shall be taken regularly, particularly at the receipts end. Operations must be stopped if abnormal pressures occur and the matter investigated before the operation is continued.

e. Gauging. Tanks receiving and discharging products should be dipped periodically

(hourly) and records maintained. Any significant discrepancy should be investigated. Tanks being used for PG I and PG II products should not be dipped with conducting tapes or samples taken with conducting equipment in order to avoid the danger of static electrical sparks. These must be measured by float gauges or by hydrostatic gauging equipment.

f. Slopping. Product interfaces and water plugs are to be diverted into Slop Tanks. Great

care should be taken to ensure that no water enters main storage tanks. The practice of “pigging” the line will negate the requirement for Slop Tanks.

g. Security. Guards should be mounted to prevent unauthorised persons gaining

admission to the installation and frequent patrols should be made along pipelines.

h. Climatic Conditions while Loading and Discharging. The movement of PG I and PG II products should be stopped during severe nearby electrical storms. During conditions of no wind, when flammable vapour pockets can build up in the receipts installation, the pumping rate should be adjusted or stopped at the discretion of the installation commander.

5. ACTION ON COMPLETION OF PIPELINE/TRANSFER OPERATIONS 5.1. The following actions should be taken upon the completion of pipeline operations:

a. Fuel Settling. Tanks that have received product should be allowed to settle for at least 30 minutes before dipping to assess receipts. Fuel settling at bulk storage installations allows time for water and particulate contamination to settle at the bottom of fuel vessels, so that their removal can be effected by bottom draining. Fuel installation operators should attempt to maximize settling times through efficient management and stock rotation.

b. Fuel Testing. Fuel testing shall be undertaken IAW Part 5 of this publication.

c. Sampling and Batching. Products that have been received from both shore tankage and

ships tanks, should be sampled and batched according to normal arrangements.

d. Check of Installation and Pipelines. A visual check of the installation and pipeline facilities should be made within 24 hours of the operation and remedial action taken where necessary. Damage found must be reported to a responsible person.

6. STATIC VEHICLE REFUELLING POINTS 6.1. At vehicle refuelling points, signs are to be displayed at each pump advising drivers of the following:



3

a. vehicle engines are to be switched off,

b. smoking is prohibited, and

c. mobile phones are not to be used. 6.2. Refuelling of diesel powered vehicles may be undertaken while engines are running provided:

a. concurrent refuelling of gasoline powered engines does not occur within 15m, and

b. pumps and delivery nozzles for gasoline are not located within 3m of the diesel vehicles.

6.3. At multi-product sites when the circumstances of paragraph 11.2 are in force, refuelling of gasoline engines is to be prevented, if such refuelling would breach the requirements of that paragraph. 7. TURNOVER OF FUEL 7.1. Regular movement of fuel in installations minimises fuel quality rectification work. Fuel left for long periods of time can deteriorate and levels of contamination can increase disproportionately. Problems also occur at parts of the storage and distribution systems that are susceptible to trapping water and other contaminates. Regular movement and turnover of fuel can serve to flush contaminates out of places that are susceptible to trapping contaminates, and serve to eliminate the problems of fuel deterioration and loss of additives. 7.2. A component of this process is regular retesting of fuel in storage. Refer to Part 5 of this publication for information pertaining to retesting timeframes and quarantining of suspect fuel.

8. PRESERVING AND STORING FUEL TRANSFER EQUIPMENT 8.1. The preservation and storage of fuel transfer equipment, including equipment that is field deployable, should be undertaken in accordance with EMEI MISC EQUIP P005.

9. DRUM FABRIC COLLAPSIBLE 9.1. Drum Fabric Collapsible (DFCs) are used by Defence (predominantly Army) to satisfy the requirement to air transport fuel for tactical aircraft, exercises and other purposes as necessary. DFCs are treated as bulk fuel containers due to their 1,800 Litre capacity, and procedures for the filling, dispensing, handling, storage and preservation of the containers is attached at Annex A. 9.2. For maintenance and repair and inspection procedures, refer to the following:

a. EMEI Misc Equip P 640 Series Decade Block, Drum, Fabric, Collapsible, 1895 Litre capacity, POL;

b. Technical Regulation of ADF Materiel Manual – Land (TRAMM-L); and

c. User Handbook, NSN 7610-66-031-5860.

9.3. Refer to the following for safety of personnel and prevention of damage to equipment:

a. EMEI Workshop E series – Occupational Health and Safety Instructions;

b. Defence Safety Manual, Volumes 1 and 2;

c. Product Material Safety Data Sheets (MSDS) – product information sheets; and

d. Relevant Equipment EMEI Servicing Instructions.

ANNEX:

A. Handling Instructions for DFCs



4

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1

HANDLING INSTRUCTIONS FOR DRUM FABRIC COLLAPSIBLE

A1. SAFETY PRECAUTIONS A1.1 Most fuel hoses will always contain some fuel, sometimes under pressure, therefore, suitable fuel resistant clothing and face shields are to be worn at all times when disconnecting fuel hoses. When disconnecting fuel hoses ensure that the end of the hose is lifted about the level of the fuel source to prevent spillage by siphoning and minimise the risk of fire. Following the separation of the hoses from the other components and ensure that cover plugs and caps are placed on the disconnected components and hose ends. A2. PREVENTIVE MAINTENANCE A2.1 A systematic preventative maintenance program will assist in the detection and repair of damage and defects, ensuring maximum serviceability of available DFCs and quality of product delivered. Units should schedule Regular and Annual Maintenance Inspections as described below, recording all problems discovered and the subsequent corrective action. A2.2 Regular Preventative Maintenance. The following procedure should be conducted before and after each DFC deployment:

a. Elbow Coupler Valve Assembly. Inspect and operate the handwheel, inspect the gaskets in both couplings and generally check the entire assembly for cracks, leaks and missing parts.

b. Centre Valve Assembly. Check the valve body and opening for leaks, cracks and

damaged threads. Check that the dust cap is present and undamaged. c. Hardware Fittings. Check the following items:

(1) Lifting shackles and studs for excessive wear, cracks, deformation and loose pins. (2) Rotate swivel plates and check for mechanical binding and for cracks. (3) The bearing plates for cracks and missing screw caps. (4) The closure ring for cracks and missing cap screws. (5) The rear plug for leaks and cracks. (6) The cap screws with a torque wrench. The correct tightness is 4.2 kg/m.

d. DFC Body. Inspect the elastomer/fabric body for cuts, cracks, holes, leaks and general

deterioration. A2.3 Annual Preventative Maintenance. At least once a year the interior of the DFC should be inspected. Remove the front and rear end plates and check the wire cable assembly and remove any sludge and other matter if present. After replacing the end plates, the DFC should be hydrostatically tested prior to use. A3. REPAIR METHODS A3.1 A repair kit is available, NSN 8110-66-157-8541, this kit is for both small repairs up to 9mm hole size and for the repair of tears up to 150mm long. If a container is damaged in excess of the above limits, it should be forwarded to an approved rubber repair centre. All repairs are to be carried out strictly in accordance with the instructions contained in each repair kit. A3.2 DFCs with more than 10 repair patches shall be classified unrepairable and written-off. This can only be varied with the express approval of the item manager at DMO Land Systems Division, Bulk Liquid Distribution.



2

A4. STORAGE A4.1 Containers should be stored under cover and in conditions that provide adequate ventilation. During handling or transportation, care must be taken to ensure that the containers are not dragged or subjected to any abrasive action. A4.2 Storage for up to Three Months. If DFCs are to be stored for periods up to three months, then the following procedure is to be undertaken:

a. Using a mild soap and water solution and a stiff bristle brush, remove all foreign matter from the drum exterior and allow to dry.

b. Perform a Regular Preventive Maintenance Inspection. c. Correct all deficiencies. If the drum has been pressure tested, remove the contents from

the drum. d. Using a gantry to raise the drum in the air by the rear lifting shackles. e. Open the coupler elbow valve by turning the hand wheel counter-clockwise and drain as

much fuel as possible into a suitable container. f. Remove the coupler elbow valve assembly from the centre valve. g. Remove the centre valve assembly from the drum end plate and allow the drum to drain

dry through the hole in the plate. h. Replace the elbow valve and centre valve, lower the drum to the ground and transport the

drum to storage. A4.3 Storage Over Three Months. For storage periods that will exceed three months, the following procedure is to be undertaken:

a. Using a mild soap and water solution and a stiff bristle brush, remove all foreign matter from the drum exterior and allow to dry.

b. Perform a Regular Preventive Maintenance Inspection. c. Correct all deficiencies. If the drum has been pressure tested, remove the contents from

the drum d. Remove the end plates. e. Using a gantry, raise the drum into the air. f. Flush the drum and allow to dry. g. Once dry, lower the drum to the ground and apply a light coat of engine oil to the inner

lining. This acts as a temporary plasticizer and prevents the inner lining from drying out and cracking.

h. Replace the end plates ensuring that all components, including the swivel plates, are

coated with a light film of engine oil. Transport the drum into storage.

A5. DFC TRANSPORTATION BY ROAD A5.1 DFCs are designed for transportation by road but the movement of these containers is to be done in accordance with the relevant version of the Australian Dangerous Goods Code. In order to satisfy these requirements, the following provisions apply:



3

a. Carriage of one DFC requires no Dangerous Goods qualification. b. Carriage of multiple DFCs containing DIESO and/or AVCAT requires a BFT operator. c. Carriage of multiple DFCs containing AVTUR and/or AVGAS requires a BFT operator.

A5.2 DFCs are to be transported either full or empty and not at a level in between these two. If decanting from the DFCs is to occur, then this is to be completed by a BFT qualified operator or Petroleum Operator.



4

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1


CHAPTER 2

MULTI-PRODUCT PUMPING 1. GENERAL 1.1. The majority of the information in this chapter relates to Army operating procedures, rather than POL technical integrity. As a result, the majority of this chapter is being transferred to LWP-CSS 4-1-1. Once the information has been inserted into LMP-CSS 4-1-1, it will be removed from DEF(AUST)5695. As a result, there will be a period of time in which content related to multi product pumping is duplicated. During this period, where contradictions exist between DEF(AUST)5695B and LMP-CSS 4-1-1, the latter publication shall take precedence. 1.2. A single overland pipeline is most conveniently and easily used for the carriage of a single petroleum product. However for operational and economic reasons, such a line can be used to convey two or more different products, which are sent through the line in successive batches. This Multi-Product Pumping calls for proper management and operation, for which the proper engineering arrangements must be made. 1.3. Unless the line is so managed and engineered, not only may it be virtually impossible to carry out Multi-Product operations, but disasters may occur such as bad contamination of one or more fuel products, making them unusable or unsafe for normal use. For example, inadvertent mixing of a small quantity of DIESO could unacceptably contaminate a whole BFI of AVTUR F-34. This chapter outlines the planning and operation of multi-product pumping, including planning and operation. 1.4. References that should be referred to in conjunction with this chapter include:

a. Applicable Army doctrine on field installation capabilities; and

b. Army PETOPS Handbook. 2. DEFINITIONS 2.1. Multi-product pumping. Transfer of multi-types of product along one pipeline. 2.2. Interface. The point at which two dissimilar products meet and mix 3. PLANNING 3.1. General. Initial consideration during the initial planning phase should be given to the following principles:

a. Operational Requirements.

b. Location.

c. Equipment.

d. Site Facilities 3.2. Operational Requirements. The initial steps of the appreciation process must start with the gathering of the following operational planning aspects:

a. Fuel types and quantities to be transferred.

b. Types of capabilities required to operate the pipeline.

c. Separate capabilities such as RPAs/FARP/BFIs.

d. Time by which the pipeline must be operational.



2

e. Location of the pipeline.

f. Local and/or adjacent units and their roles.

g. Manpower availability.

h. Equipment availability (including MHE).

i. External support required (such as surveying and transport).

j. Communications.

3.3. Location. The following factors should be taken into consideration when considering the location of the pipeline.

a. Length of pipeline and end-of-line facilities.

b. The locations of other commodities (if any) to be stored in the immediate area.

c. Availability of a water supply for fire cover.

d. Concealment of pipeline.

e. The volume of general traffic in the area.

f. Availability of hard stand and firm ground. 3.4. Equipment. The layout of the pipeline must take into account the equipment available, functionality required, and the requirement to build into the system appropriate elements of redundancy. Additional hoses, fittings and pumps should be included and ready for insertion into pipeline as needed.

3.5. Site Facilities. Initial planning should consider any additional facilities that may be required for the operation of the pipeline. 4. DETAILED PLANNING 4.1. When the initial planning aspects have been determined, detailed planning should commence covering the following areas:

a. Pipeline should be laid on hard ground, using minimal fittings and preferably with minimum contour and directional changes. The pipeline should be laid in an area with minimal human and vehicle traffic flow.

b. Manifolds for receiving the mixed product and status of BFI:

c. Fire and sabotage protection including water supplies and spare parts.

d. Engineering support for the construction of pipeline.

e. Room for expansion and relocation.

5. CONSTRUCTION PRIORITIES 5.1. When planning the construction phase, the following guidelines should be adhered to:

a. Priority 1 Surveying.

b. Priority 2 Laying of pipeline

c. Priority 3 Fire protection.



3

d. Priority 4 Camouflage Pipelines and Slops.

6. SEQUENCE OF EVENTS

6.1. The areas detailed above commence what is a typical sequence of events in the process of planning, deploying and constructing a BFI. The remainder of this sequence is detailed below and includes:

a. Initial planning and considerations.

b. Selection of a potential pipeline route.

c. Area reconnaissance.

d. Prepare a detailed sketch map of the route and indicate the functional area sites.

e. Prepare technical diagrams for pipeline.

f. Selection of equipment.

g. Selection of the manpower required for completion of the task.

h. Where possible, construct pipeline prior to deployment.

7. SAFETY DISTANCES 7.1. Refer to Part 3, Section 1, Chapter 3 of this publication for the safety distances that shall be applied to pipelines transferring POL. 8. EQUIPMENT LOGISTICS MANAGERS, MAINTENANCE AND PROCEDURES FOR LAYING AND OPERATING OF PIPELINE 8.1. The Bulk Liquid Distribution (BLD) cell within ENGSPO of DMO are the ADF Logistics Managers for pipeline equipment. BLD should be consulted for information pertaining to maintenance requirements related to pipeline equipment. 9. PRODUCT CONTAMINATION 9.1. The intermixing of two dissimilar products always leads to unacceptable results, on the grounds of safety. For example ADF, a C1 product will have its flash point depressed to that of a PG ΙΙ if it contains 1% ULP. With 2% ULP, the flash point is depressed to that of a PG Ι product such as ULP itself. ULP, even slightly contaminated with AVTUR, has its flash point raised and its octane rating lowered, so that it becomes very poor or unusable as a fuel. 9.2. Multi-Product pumping in a single pipeline must therefore ensure that batches of clean fuel find their way uncontaminated and without error into their respective clean fabric tanks at the BFI. It is inevitable that there is some mixing of products pumped one after another in a main pipeline. The mixture dividing the two products is referred to as the interface. 10. INTERFACE 10.1. The interface is defined as the point at which two dissimilar products meet and mix. The interface becomes in effect a considerable length or volume of product mixture in the line. In most cases the interface is cut out of the clean fuel at the slops tank manifold, and discharged into the slops tanks. There must therefore be a method of detecting with some precision the length and position of the moving interface along the line and on arrival at the BFI so that proper cuts can be made.

11. PRINCIPALS OF MULTI-PRODUCT PUMPING 11.1. These principles apply to all Multi-Product operations:

a. Minimise the size of the interface.



4

b. Forecasting location of the interface.

c. Detection of the interface.

d. Disposal of the interface. 12. MINIMISING THE SIZE OF THE INTERFACE 12.1. Keeping the interface as small as possible can be achieved by the following three methods:

a. Mechanical Separation.

b. Liquid Separation.

c. Product to product. 12.2. Mechanical Separation. Mechanical separation of products can be achieved through either:

a. Batching Pigs. These are oversized washers on a shaft that is propelled along by the product.

b. Spheres. The sphere is a hollow thick walled neoprene ball that is filled with water until it

is 3mm oversized. The product propels it along but it has a poor seal due to single point of contact. Spheres are seldom used because they are best suited for a length of straight pipeline with no attached equipment and they are easily lost in the line.

12.3. Liquid Separation. Liquid separation can be achieved by the use of either water, which is less advantageous, or a buffer plug.

a. Water. Water is rarely used due to the following disadvantages:

(1) Additional slops tanks are required for the water.

(2) Expensive additives may be required to destroy microbiological contamination.

(3) There could be internal corrosion of pipes and fittings.

(4) The increase in generation of static electricity.

b. Buffer Plug. If two very dissimilar products, such as ULP and DIESO are required to form adjacent batches it is advisable to introduce a short buffer plug of KERO or AVTUR between them. This product prevents undue contamination between the two dissimilar major products, and in effect dilutes the interface into a mixture more usable for future injection into clean products. The whole interface becomes a slop mixture of ULP, AVTUR and DIESO, in a proportion determined by analysis and the metered length of the AVTUR plug.

12.4. Product to Product. It is assumed here that the products being pumped are those with a kinematic viscosity not exceeding 100cSt and these include a range of products from ULP to DIESO. By means of valve operation, successive batches of different fuels are sent through the line with no positive restraint or barrier between them. The advantages of product to product separation includes:

a. Slops tanks can be minimised or removed.

b. Corrosion of the line is reduced.

c. Time is saved.

d. Static electricity generation is reduced.



5

13. PHASES 13.1. Skilled Petroleum Operators and Pipeline Controllers (PC) endeavor to contain the size of an interface to a minimum, in order to facilitate its subsequent disposal, by the application of technical operating procedures. There are three distinct phases that need to be considered:

a. The introduction of an interface into the pipeline.

b. The procedures for handling the interface during its passage along a pipeline.

c. The procedures for recovering and disposing of an interface at its ultimate destination. 13.2. In military operations, there may have to be considerable dependence on manual controls. Management and operation are therefore all the more susceptible to human errors and dependent on proper engineering and the provision of the right equipment (such as radios). 14. INTRODUCTION OF AN INTERFACE 14.1. The initial quantity and length of an interface depends on three factors:

a. Quantity,

b. Volume, and

c. Length.

14.2. Quantity. The initial size of an interface can be contained to a minimum by skilled and speedy manipulation of manifold valves when introducing an alternative product into the mainline. In Figure 1, valve 1 is closed simultaneously as valve 2 is opened, thus switching from product A to B whilst maintaining a continuous flow through the pumps into the mainline. The speed of this operation will determine the initial length of the interface.

Figure 1 – Manipulation of Manifold Valves

14.3. Volume. The initial volume of the interface can be determined by calculation using the known flow rate in conjunction with the time taken to switch the valves. The flow rate can be obtained from a flow meter such as the Coriolis Meter or from calculating at regular time intervals the amount of fuel in a tank. 14.3.1. Initial Volume of Interface. Using the formula detailed below it is possible to calculate the initial volume of the interface: Qi = f x ti where: Qi = volume of the interface in m3 f = flow rate in m3/h ti = time (h) taken to switch from valve 1 to 2

Main Line

Flow Meter

T1 Product A

T2 Product B

1

2 Pump Station



6

14.4 Length. From a given volume it is possible to determine the length of the interface, provided that the diameter of the pipe is known. The length of the interface will increase as the diameter of the pipeline decreases, as shown in Figure 2.

Figure 2 – Interface Length and Pipeline Diameter

14.4.1 Interface Length and Pipeline Diameter. The length of the interface can be calculated from the following formula:

Li = QI where: Li = length of the interface in meters π(d/2)2 Qi = volume of the interface in m3 d = diameter of the pipe in meters π = 3.142 15. MOVEMENT OF AN INTERFACE ALONG A MAIN LINE 15.1. As an interface is pumped along a pipeline there will be a tendency for it to grow in length and volume, influenced by three main factors:

a. Fluid viscosity,

b. Pipeline and installation design, and

c. Technical operating procedures. 16. FLUID VISCOSITY 16.1. The viscosity of a fluid is a measure of the difficulty with which it can be made to flow. It may be thought of as a type of internal friction that prevents a fluid moving as fully as it otherwise would. The viscosity of a fluid is measured in centistokes and it is an indication of a fluid’s thickness, and thus resistance to being moved or pumped. For example, typical engine oil is in the order of 65 centistokes whilst by comparison DIESO has a viscosity of approximately 3 centistokes at 40°C and AVTUR tends to be in the region of 2.5 – 3 centistokes. Higher viscosity fluids will tend to encourage the growth of an interface. 17. PIPELINE AND INSTALLATION DESIGN 17.1. The roughness of the internal walls of the pipeline and the number of fittings, bends and valves incorporated in the system will all tend to encourage the growth of the interface. It follows that good pipeline and installation design, incorporating minimum numbers of fittings, will be a contributing factor to minimising the volumetric growth of the interface. 18. FLOW VELOCITY AND PIPELINE CURVATURE 18.1. Flow velocity and type (either turbulent or laminar) has a marked influence on the length of the interface. If a pipe has marked curvature at any place on the route or at the terminal, there will be at these places a tendency to break down the desirable turbulent flow into a partially laminar flow, or a turbulent-laminar flow. This type of mixed flow could have an incalculable, but lengthening effect on

Interface of Equal Volume

Different Diameters



7

the actual interface. The desirable flow velocity is therefore larger for a pipeline with marked curvature bends, than for an ideal straight alignment. 19. TECHNICAL OPERATING PROCEDURES 19.1. Ideally a continuous flow of product should be maintained from the moment an interface is introduced into the mainline until it is subsequently recovered. In addition the product should be moved with sufficient velocity to ensure turbulent flow rather than laminar flow. Multi-Product pumping must be carried out with the products in continuous full flow, as long as there is an interface in the line. 20. TURBULENT AND LAMINAR FLOW 20.1. When a liquid flows through any pipeline system, two types of flow are possible and these include:

a. Turbulent Flow. Turbulent flow is broken up by eddies, swirls and turbulence. Energy is used up in forming such turbulence, and is dissipated in the form of erosion and heat, due to the pipe friction.

b. Laminar or Streamline Flow. This flow is made up of substantially parallel flow lines,

following as smooth a course as is permitted by the general alignment of the duct, and variations in its cross section.

20.2. If the flow slows unduly or stops, the interface will undergo unpredictable change and elongation, leading to excessive and wasteful discharge to slops, and possibly operational mishaps. This is because in laminar flow the boundary layer is stationary. 21. MINIMUM FLOW RATES TO MAINTAIN TURBULENT FLOW 21.1. As a guide, Table 1 indicates the minimum flow rates that need to be maintained in pipelines of different diameters, in order to sustain turbulent flow.

PIPELINE DIAMETER FLOW RATE Inches mm Litres/sec m3/h

4 100 0.478 1.72 6 150 0.719 2.59 8 200 0.956 3.44

Table 1 – Minimum Flow Rates to Maintain Turbulent Flow

21.2. At very low speeds, the flow tends to become laminar and, at the interface, intermingling is replaced by stratification. A low density product will form a central core in the pipeline, boring its way through and traveling faster than a heavier and more viscous product. 22. MINIMISING INTERFACE GROWTH WHILE STATIC 22.1. Despite it being highly desirable to maintain a continuous flow whilst pumping an interface along a pipeline, for technical reasons, it is not always possible to do so. However, if pumping operations have to be stopped there are procedures that can be undertaken to minimise the growth of an interface. These procedures include:

a. Maintaining a high static pressure, and

b. Static location of the interface. 22.2. Maintenance of a High Static Pressure. The section of the pipeline containing the interface should be maintained at a high static pressure as shown below in Figure 3.



8

Figure 3 – Maintaining High Static Pressure

22.3. Static Location of The Interface. If the interface is halted on a slight slope, the heavier product will gravitate downhill, displacing the lighter product that moves uphill, as shown below in Figure 4. In both cases the interface will progressively lengthen by an intermediate and uncontrollable amount. As a rule of thumb and an order of magnitude only, a stationary interface is liable to lengthen at about 1.6 km a day.

Figure 4 – Static Location of the Interface

23. INTERFACE DETECTION 23.1. In order to apply technical procedures particularly if pumping operations have to be stopped for a period of time, it is essential that the pipeline controller is aware of the whereabouts of the interface within the pipeline at all times during a pumping operation. In addition, an approximate prediction of the arrival time of the interface at its final destination should be known. 24. INTERFACE ARRIVAL 24.1. The arrival of the interface can be identified in several ways with varying degrees of precision:

a. Approximate Timing. The time of the interface entry at the input end of the line, is signaled to the BFI. The time and arrival can be assessed roughly from the known length of the mainline and mean flow velocity.

b. Volume Throughput. From observed meter recordings at the BFI, interface arrival is

indicated when volume throughput, from time of entry, equals the known line-fill volume. c. Sampling. Periodic samples are drawn off and checked for density. This method is slow

and cumbersome, but may have to be resorted to in case of system failure.

Denser Fuel

Less Dense Fuel

Interface

Pipeline on a Gradient

Closed Valve Closed Valve

AVTUR F-34 DIESO INTERFACE

High Static Pressure



9

d. Density Measurement. The Coriolis Meter is able to continuously monitor the density of the flowing fluid. The interface can be detected by the observed or recorded change in density on a time scale.

25. MILITARY TRACKING OF THE INTERFACE 25.1. The two simplest methods that are applicable to military pipeline operations for tracking an interface are:

a. Approximate Timing. By calculating using time in relation to the known flow rate. b. Density Measurement. By observing the change in density at a sampling point or the

passage of the interface through the Coriolis Meter. 26. TIME FLOW RATE METHOD 26.1. A pumping program usually spans several hours and as such there is ample time to establish the flow rate even without a flow meter. Decreasing tank measurements in conjunction with time elapsed will provide an accurate method of calculating the flow rate, which is usually expressed in m3/h. Since the length and the diameter of the pipeline is known, it is possible to predict an interface arrival time at the final point of destination, or indeed asses its whereabouts after a given period of time. 26.2. Cubic Capacity of the Main Line. Let us assume that we have a pipeline of 60km length of 150mm diameter (6”) and that the flow rate is indicated at 115m3/h. Using this formula we can establish the cubic capacity of the entire pipeline: Q = L x π(d/2)2 where: Q = volume of the pipeline in m3 L = length of the pipeline in m d = diameter of the pipeline in m

π = 3.142 From the above: Q = 60,000 x 3.142 x (0.150/2)2 = 1060m3 There is 1060m3 of fuel in the line from the pump station to the take off point. 26.3. Calculation of Interface Travel Time. Since the total volume of the line is 1060m3 and the flow rate is 115m3/h, then using the formula below we can establish the time taken for the interface to travel from the entry point to the exit point: t = Q where: t = time in hours f Q = volume of the pipeline in m3 f = flow rate in m3/h From the above: t = 1060 115 = 9.217 or 9 hours 13 mins.

So we know that it will take 9 hours and 13 minutes until the interface arrives at the sample point.

26.4. Interface Arrival Time at Final Destination. Assuming that the time when the interface was inserted into the pipeline is recorded we can predict its scheduled arrival time at the exit. For example, assuming that the interface was inserted at 0955 hours then its arrival can be predicted as 1908 hours. 26.5. Graph Plotting the Movement of an Interface along a Pipeline. All of this information can be plotted onto a graph, which can be used to determine the whereabouts of the interface at any specific time, as shown in Figure 5 below.



10

60 1104

50 920

40 736

30 552

20 368

10 184

0 2 4 6 8 10 Leng

th o

f Lin

e (k

m)

Hours Elapsed

Cub

ic C

apac

ity o

f Lin

e (m

3 )

Figure 5 – Graph Plotting the Movement of an Interface Along a Pipeline

27. DENSITY MEASUREMENT 27.1. Each type of product has its own density range and these variations in product density can be used to identify different products and thereby the passage of an interface. Two methods are available to the military for identifying density changes, and these include:

a. Sampling Point with a Hydrometer, and

b. Densitometer (Coriolis Meter). 27.2. Density Plot of an Interface Passing a Sample Point. An example of the density plot of an interface passing a sample point is shown in Figure 6. This graphic plot illustrates the sampling log between 1907 and 1914 hours. DIESO INTERFACE ULP

0.8 0.8

0.7

0.7

0 1 2 3 4 5 6 7Time Elapsed in Minutes

Figure 6 – Density Plot of an Interface Passing a Sample Point

Passage of Interface moving at 115m3/h

Note: Samples taken at 30 second intervals.



11

27.3. Effect of Temperature. It will be necessary to correct the observed density readings of differing samples to standard temperature density readings, if temperature variations between differing samples are detected. The procedure for correcting the observed density is detailed in Part 5 of this publication. 28. THEORETICAL MODEL OF AN INTERFACE 28.1. Throughout the entire length of an interface there will be a varying mixture of two products. A theoretical model of an interface that can be used for planning purposes is shown at Figure 7.

Figure 7 – Theoretical Model of an Interface

28.2. The following deductions can be made from this diagram:

a. Product B is the leading product and the density of a sample taken at or before Y would indicate product B.

b. Conversely product A is the trailing product and the density of a sample taken at or after

X would indicate product A.

c. In theory the density of a sample taken at point Z, which is the mid-point of the interface, can be determined from the following equation:

Density at Z = Density X + Density Y

2

d. The mixture of products between X and Z will theoretically consist of 75% product A and 25% product B.

e. Conversely the product mixture between Z and Y will consist of 25% product A and 75%

product B.

f. Logically, the product mixture between X and Y will consist of 50% product A and B. 29. DETECTING INTERFACE ARRIVAL 29.1. The approximate timing method of calculating interface movement by time and flow rate has been described in paragraph 19.1. As such it is possible to anticipate the arrival time of the leading edge of an interface at or near the receipt point. However, since the interface will have grown in length and volume as it has traveled along the main line, it will be necessary to commence sampling well in advance of the anticipated arrival time. As an approximate guide, when operating Multi-Product BFIs next to a take off point, it is recommended that sampling commences at one minute intervals 30 minutes before the predicted arrival time of the interface. This is done via the Manual Detection Method. 29.2. Manual Detection Method. This method is based upon the Forward Edge Arrival Time (FEAT) and has the following steps:

a. FEAT - 30 minutes. Take line sample and temperature, correct ODs to ambient temperature every minute.

25% B

25% A

Flow

Product A Product B

X Z Y

75% A

75% B



12

b. FEAT - 5 minutes. Sample every 30 seconds.

c. OD Change. Cut as necessary.

d. Further OD Changes. Further cuts as required. 29.3. The purpose of sampling is to identify the leading and trailing edges of the interface by their density. This sampling must be carried out in conjunction with temperature readings. As the estimated arrival time of the interface approaches it will be necessary to increase the frequency of the sampling from 1 minute intervals to 30 second intervals. This can be achieved by using two sampling streams. It will be appropriate to maintain a log of all readings as shown in the table at Annex A. 30. ISOLATING THE INTERFACE 30.1. At first sight, the fact that the leading edge of the interface will have passed the sampling point before the controller can be fully aware that the interface has arrived seems alarming. However BFI control systems for receiving fuel from military pipelines into main tanks should contain a length of field pipeline between the sampling point and the slops tanks. Since it will take some time for the leading edge of the interface to travel from the sampling point to the slops-tanks area, the pipeline controller has time to think. This thinking time is dependent on two factors:

a. The diameter and length of the field pipeline between the sampling point and the slops-tanks manifold.

b. The velocity at which the interface is being pumped.

30.2. Field Pipeline Length. The length of the field pipeline between the sampling point and the slops-tanks depends upon the site of the BFI, which will vary depending upon the following situations:

a. Ship-to-Shore Storage Area. In this circumstance the distance between the sampling points and the slops-tanks can be approximately 2 km or less.

b. Ship Direct to Off-Station Storage. Alternatively products may be pumped from ship-to-

shore and then directly into the mainline en-route to the off-station storage. In this case the appropriate sampling point is up to 1 km from the slops-tanks manifold.

30.3. Velocity of the Interface. The velocity of the interface will depend upon:

a. the diameter of the pipeline, and

b. the flow rate. 30.4. The velocity of the interface can be calculated from the following formula:

4f V = πd2 x 60 x 60

where: V = velocity of the interface leading edge (m/s) f = flow rate (m3/h) d = field pipeline length (m) π = 3.142 31. COMBINED VELOCITY AND LENGTH 31.1. Once the velocity (in m/s) and the length of the field pipeline (between the sampling point and the slops-tanks manifold) has been determined, it is possible to calculate the time that it will take for the leading edge of the interface, to move from the sampling point to the slops-tank manifold. The following formula represents the ‘thinking time’ available to pipeline controllers:

L tm = V x 60

where: tm = time in minutes



13

L = length of the field pipeline (m) V = velocity of the interface (m/s) 32. TIME AND DISTANCE GRAPH 32.1. Since the field pipeline length and the velocity of interface will be subject to variation between one military system and another, Pipeline Controllers may consider it necessary to prepare a graph as illustrated Annex B. This graph will assist in establishing the approximate time for an interface to be pumped from the sampling point to the slops-tanks. 33. INTERCEPTING THE INTERFACE 33.1. On military pipeline systems it is essential that the interface be intercepted and isolated from the bulk stocks of product. 34. UTILISATION OF THE INTERFACE 34.1. The economic operation of a Multi-Product pipeline depends, among other things, on the best use of the interface. Generally it can be injected into clean fuel at the BFI at certain permissible rates. However if the interface accumulates at a rate greater than can be utilised by injection, then the surplus must be disposed of as waste. It is clear therefore that the clean product batches ought to be sufficient on average to absorb all the interface. This is a matter of proper management and depends upon the programming of successive batches, days and even weeks in advance. Nevertheless, batch length can be reduced to any expedient size for operational purposes, but this action may lead to a great over-accumulation of slop mixture. 34.2. In practice, a batch of clean product large enough to absorb the associated interface would be far in excess of any single reception tank at the BFI. In most cases the whole interface, on arrival at the BFI, is cut out of the line and discharged into the slops-tanks. From here it is injected by metered quantity, into pure product storage, tank by tank, at the permissible rates. 35. TYPES OF INTERFACE 35.1. There are two types of interface and these include:

a. Non-Critical. In the case of two compatible grades of fuel (such as AVTUR/FSII F-34 and DIESO), discharge of the interface to a slops-tank is seldom carried out. It is usual practice to cut the leading fuel (AVTUR/FSII F-34) ahead of the interface so that all the following fuel is diverted into the DIESO pure product tanks.

b. Critical. The interface is equally split between the two slops-tanks, and careful

consideration must be given to the percentage drowning figures. If using other fuels (such as DIESO and ULP), a bad mis-timing of the cut could lead to a serious loss of high grade fuel to bad contamination.

36. DISPOSAL OF AN INTERFACE IN MILITARY SYSTEMS 36.1. A sophisticated civil pipeline system is designed to provide sufficient information to facilitate the disposal of an interface as it arrives at its final destination. Military BFIs are unsophisticated and in consequence it will be a prudent practice to isolate the interface, while quality checks are carried out on the bulk products, before drowning out. Interfaces may be disposed of by one of the following methods:

a. Single Mid-Interface Cut. In the case of two similar fuels, a mid-point interface cut is generally made. The interface is equally split between the two batches and due to their similarity; the contamination effect can be regarded as of little or no significance.

b. Cut and Slop. The entire interface may be cut out and slopped to be subsequently re-

blended under control. Interfaces may be cut at several points and slopped into varying degrees of richness.



14

c. Cut and Destroy/Dispose. For certain interfaces, re-blending may be difficult or uneconomic. In this case the interface may be sold as waste or destroyed. This is likely to happen in the case of a water-plug separation.

37. DISPOSAL OF THE INTERFACE 37.1. Before attempting to introduce interface mixtures into bulk products the following factors will have to be considered:

a. The total volume of the interface contained in the slops-tanks.

b. The quantities of each separate product contained in each separate slops-tank.

c. That total volume of bulk products available, in which interface mixtures can be drowned.

d. The quality of the bulk products. 38. RE-CALCULATION OF THE INTERFACE VOLUME 38.1. It is evident that the total volume of the interface will have increased by the time it reaches the slops-tanks. It will be necessary to re-calculate the volume of the interface in order to make correct decisions with regards to its disposal. The volume is calculated using the following formula:

tm vi = Q x 60 where: vi = volume of the interface (m3) Q = flow rate (m3/h) tm = time for the interface to pass the sampling point (in minutes) 38.2. As an example, taking information from the table in Annex A, if the flow rate was 115 m3/h and the time taken for the entire interface to pass the sampling point was five minutes, then the equation is as follows:

5 vi = 115 x 60

vi = 9.58 m3

39. CONTENTS OF EACH SLOPS-TANK 39.1. Ideally the interface should be split at the mid-way point, however in practical terms this may not be achieved. The two following examples explain how to calculate the quantities of each separate product in each slops-tank in varying circumstances. 39.2. Calculation of Interface Volume – Method One. The calculation in para 32.1 indicated that the total volume of the interface amounted to 9.58 m3. Slops-tank A and B each contained 4.79 m3 per tank, then:

• From these figures it can be assumed that a mid-point cut of the interface was achieved (2 x 4.79 = 9.58).

• As such it can be reasoned that each slops-tank contains 75% of one product and 25% of

the alternate product.

75 4.79 ×

100 = 3.59 m3

and



15

25 4.79 x

100 = 1.20

m3

TANK Leading

Product (m3) Trailing

Product (m3) A 3.59 1.20 B 1.20 3.59

39.3. Calculation of Interface Volume – Method Two. Accepting that the total volume of the interface remains unchanged (9.58 m3), it is assumed that slops-tanks dips indicate that tanks A and B contain 6.03 m3 and 3.55 m3 respectively, then:

• It is evident that a mid-point cut of the interface was not achieved. You must then work out what percentage each tank holds of the interface.

• As such it can be reasoned that each slops-tank contains 75% of one product and 25% of

the alternate product.

6.03 9.58 x 100 = 63%

and

3.55 9.58 x 100 = 37%

• Calculating the percentages (and hence volume) of leading and trailing products in each

respective slops-tank is mathematically and involved procedure. The nomograph at Annex C is an aid to calculating the percentage of leading and trailing product in each respective slops-tank.

40. PERCENTAGE CONTENTS OF SLOPS-TANKS 40.1. By laying a ruler across the nomograph at Annex C, connecting 63% on the tank A scale and 37% on the tank B scale, it is possible to read that:

a. Tank A contains 68.5% leading product and 31.5% trailing product.

b. Tank B contains 18.5% leading product and 81.5% trailing product. 41. VOLUMETRIC CONTENT OF SLOPS-TANKS 41.1. It is now possible to calculate in volumetric terms what each tank contains, by applying the above percentages to the contents of the slops-tanks (6.03 m3 and 3.55 m3):

a. Tank A.

(1) Leading Product 6.03 x 68.5 = 4.13 m3 100

(2) Trailing Product 6.03 x 31.5 = 1.90 m3 100

b. Tank B.

(1) Leading Product 3.55 x 18.5 = 0.66 m3 100 (2) Trailing Product 3.55 x 81.5 = 2.89 m3 100



16

TANK Leading Product (m3)

Trailing Product (m3)

A 4.13 1.90 B 0.66 2.89

42. ACCEPTABLE MIX OF PRODUCTS 42.1. Research indicates that small quantities of one product can be blended with an alternative bulk source of fuel without unduly affecting the performance of that fuel. The permissible proportional mixes are reproduced at Annex D. It should however, be noted that it is essential to confirm the quality of the major fuel before attempting to mix an interface with it. These tests are carried out by Petroleum Operators using the MPL. 43. ULLAGE FOR INTERFACE PRODUCT 43.1. At the outset, as bulk products are received into a BFI, sufficient ullage should be left in all TFCs in order to accommodate subsequent injection of the interface product. 44. RE-INJECTION OF INTERFACE

44.1. Once it has been ascertained by MPL tests that the bulk products are resilient enough to accept additional deterioration, the re-injection of the interface mixtures into bulk stock can commence. The following points should be considered:

a. As a principle, drowning should degrade only the minimum quantity of bulk product. An example of this would be only using three out of four TFCs to drown interface product.

b. Except in war, and then only if there is no alternative, aviation fuels should not be

degraded by the inclusion of interface products.

c. After the interface has been injected into a TFC, the manifold should be re-organised and the TFC contents circulated to ensure that there is a homogeneous mixture.

d. Once the bulk products have been downgraded by drowning with interface product, the

TFC should be marked accordingly and the bulk product issued as first priority. ANNEXES:

A. Example Log – Time/Temperature/Density/Flow Rate Taken at Sampling Point B. Time and Distance Graph C. Nomograph for the Calculation of Product Contents in Two Slops Tanks D. Interface Drowning Tables



1

EXAMPLE LOG

TIME/TEMPERATURE/DENSITY/FLOW RATE TAKEN AT SAMPLING POINT

Time (hours)

Temperature (°C)

Sample Density

Corrected Density

Flow Rate (m3/h)

Time Elapsed

Since Interface Passed

Sampling P i

Remarks

(a) (b) (c) (d) (e) (f) (g) 1900 16.5 0.84 115 DIESO – Clear &

Bright 1901 16.5 0.84 115 1902 16.5 0.84 114.5 1916 16.5 0.84 114.5 1917 16.5 0.84 115 1918 16.5 0.84 0.8430 115 1919 17.5 0.841 0.8433 115 1920 18 0.841 0.8430 115 1921 18.5 0.841 0.8426 115 1922 19 0.842 0.8433 115 1923 19 0.842 0.8433 115

Temperature variation discounted after three consecutive consistent

readings

1924 19 0.842 0.8433 115 1926 19 0.842 115

1926.5 19 0.842 115 1927 19 0.842 115

ETA interface is 1931 therefore 30 second

sampling commences. 2 sample teams

employed 1927.5 19 0.842 115 1928 19 0.842 115

1928.5 19 0.842 115 1929 19 0.842 115

1929.5 19 0.842 115 1930 19 0.830 115 0.5

1930.5 19 0.818 115 1 Leading edge of interface identified

1931 19 0.806 115 1.5 1931.5 19 0.794 115 2 1932 19 0.782 115 2.5

1932.5 19 0.781 115 3 1933 19 0.761 115 3.5

1933.5 19 0.741 115 4 1934 19 0.721 115 4.5

1934.5 19 0.72 115 5 1935 19 0.72 115 5.5

Mid point interface at 2.5 mins or 1932 (by time) 0.842 + 0.72 = 0.781 2 (by density) Trailing edge of interface identified

1935.5 19 0.72 115 6 ULP – Clear & Bright 1936 19 0.72 115 6.5

Table A1 – Time/temperature/density/flow rate taken at sampling point

Notes:

1. Temperature Variation. The calculations involved in correcting densities for temperature

variation are described in Part 5, Section 2, Chapter 1, Annex C of this publication. In this example the temperature variation occurred it was well before the interface arrived and the temperature settled to a consistent reading of 19°C.

2. Sampling. It is not practicable for one sampling team to take 30 second samples. Therefore

when 5-minute sampling is instigated it is necessary to employ two sampling teams.



2

3. Leading Edge. The leading edge can only be identified after it has passed the sampling point. 4. Trailing Edge. The trailing edge of the interface can only be identified after consecutive and

consistent density readings have been recorded. 5. Mid-Point. Without prior knowledge of the densities of the two products, it is not possible to

identify the mid-point of the interface until the whereabouts of both the leading and trailing edges have been established. It should be noted that the calculated time and the calculated density mid-point of the interface will not necessarily coincide precisely. In that event the time calculated mid-point should be used for practical purposes.



1

TIME AND DISTANCE GRAPH

INTERFACE TRAVELLING ALONG A 150MM (6”) PIPELINE

1500

1250

1000

750

500

250

1 2 3 4 5 6 7 8

Leng

th o

f Pip

elin

e (d

iam

eter

153

mm

)

Time Elapsed in Minutes

Figure B1 – Time and distance graph

Notes: 1. When preparing a graph the Pipeline Controller will have to adjust the X and Y co-

ordinates to correspond to the particular system that he is controlling. 2. Ranges of plots for 70 – 150 m3/h have been illustrated on this graph, but a Pipeline

Controller need only plot those rates applicable to the system. 3. If 100mm (4”) soft-line is used as a field pipeline, then it will be necessary to plot an

alternative graph as velocity for a given flow rate will increase in a smaller diameter pipeline.

150 m3/h

110 m3/h

90 m3/h

70 m3/h



2

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1

NOMOGRAPH FOR THE CALCULATION OF PRODUCT CONTENTS IN TWO SLOPS-TANKS

Figure C1 – Nomograph for the calculation of product contents in two slops-tanks



2

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1

INTERFACE DROWNING TABLES

INTERFACE DROWNING RATIOS

PROPORTION OF MINOR PRODUCT IN MAJOR

Major Product ⇓

AVTUR

GASOLINE

DIESEL

AVTUR (F-34) - 1:28 (War only)

1:33 (War only)

GASOLINE 1:20 - 1:100

DIESEL 1:4 1:66 -

Table D1 – Interface drowning ratios

INTERFACE DROWNING TABLE FOR TFCS

136m3 TFC (filled to 90% capacity)

Quantity (in m3) of Minor Product Permitted in Main Product

Main Product ⇓

⇓ AVTUR

⇓ GASOLINE

⇓ DIESEL

N/A 4.22 (War Only)

3.6 (War Only)

AVTUR (F-34) ⇒

N/A

118.16

118.80

5.8 N/A 1.2

GASOLINE ⇒

116.60

N/A

121.20

24.5 1.8 (War Only)

N/A

DIESEL ⇒

97.9

120.60

N/A

45m3 TFC (filled to

90% capacity)

Quantity (in m3) of Minor Product Permitted in Main Product Main Product

⇓

⇓ AVTUR

⇓ GASOLINE

⇓ DIESEL N/A 1.35

(War Only)1.15

(War Only)

AVTUR (F-34) ⇒

N/A

39.15

39.35 1.9 N/A 0.4

GASOLINE ⇒

38.60

N/A

40.10

8.1 0.6 (War Only)

N/A

DIESEL ⇒

32.4

39.90

N/A

Table D2 – Interface drowning table for TFCS



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1


CHAPTER 3

STORAGE AND HANDLING OF PACKAGED POL 1. GENERAL 1.1. These precautions, additional to those detailed for hazardous areas in Part 1 of this publication, apply to packaged stocks held in static and field Defence depots and installations. 1.2. Packaged POL is defined as a petroleum product, generally a lubricant, oil, grease or specialty item, normally packaged by a manufacturer and subsequently stored, transported and issued in containers having a fill capacity of 205 litres or less. Containers that hold 205 litres or less include:

a. can gasoline military steel 20 litres (Jerry Cans);

b. oil and grease cans/tins/bottles; and

c. 20 litre to 205 litre drums. 2. STACK LAYOUT IN THE OPEN 2.1. Stack sizes will vary considerably with the size of the depot and other factors, but will be governed by the following principles:

a. Separate stacks should be formed for each product.

b. No stack should contain more than 200 tonnes.

c. Stacks of 50 tonnes or more should be divided into sections of 25 tonnes by means of lanes at least 2m wide. These lanes provide access for Mechanical Handling Equipment (MHE) and permit the inspection of stacks.

d. Stacks should not contain more than 25% of the stock of any one product.

e. Products should be segregated and dispersed so that all of one product cannot be lost.

2.2. Stack bases should be well drained and on level ground clear of vegetation and with good foundation. The finished level of the base should be a few inches above the general ground level to protect containers against damp, which leads to corrosion. The following materials are examples of what may be used for this purpose: concrete slabs, old rail sleepers, bricks, wooden dunnage and specific metal drum racks as shown in Figure 1. Materials producing dust or grit should be avoided if possible. 2.3. Bunding or trenching of stacks should not normally be necessary except where stacks are built on sloping ground or where, for operational reasons, safety distances have to be reduced. Provision should be made for gaining access to the top of the stacks in an emergency. Access to stacks for fire fighting shall be maintained at all times. 3. SEPARATION DISTANCES 3.1. The separation distances for packaged POL products from protected works are contained in Table 1. Where more than one class of liquid is kept in any one store, the distances shall be those for the class with the lowest flashpoint, but based on the aggregate quantity of all liquids stored. The separation distances for packaged POL products from boundaries and ignition sources are contained in Table 2.



2

MAXIMUM CAPACITY OF LIQUID STORAGE m3 (kL)

CLASS OF LIQUID STORED MINIMUM Flammable Combustible DISTANCE

PGІ and PGІІ PGІІІ C1 C2 m 0.1 0.5 2.5 5 Unrestricted 1 4 10 20 3 2 8 20 40 4 4 16 40 80 5 7 28 70 140 6 10 40 100 200 7 14 56 140 280 8 20 80 200 400 9 26 104 260 520 10 34 136 340 680 11 42 168 420 840 12 52 208 520 1040 13 64 256 640 1280 14 77 308 770 >1540 15

170 680 1700 20 310 1240 >3100 25 500 2000 30 750 >3000 35 1100 40 1500 45

>2000 50 Table 1 – Separation Distances for Packaged POL to Protected Works

MINIMUM DISTANCE (m) Separation from Boundaries and

Ignition sources to : Class of liquid stored

Flammable Combustible PG I, PG II, PG III C1 C2

Storage area for closed packages 3 2 1

Opened packages (decanting, mixing, Filling of packages). 8 2 1

Table 2 – Separation Distances For Boundaries and Ignition Sources

3.2. The distances applicable for any intermediate capacity may be obtained by linear interpolation. 3.3. Separation distances may be reduced by the use of firewalls and vapour barriers. Refer to Clause 3.3 of AS 1940. 4. SEGREGATION AND DISPERSION OF PRODUCTS 4.1. Where possible, different products should be segregated, however there is no incompatibility hazards associated with mixed stacks. Where stacks are mixed, safety considerations are to be based on the safety distances and practices applicable to the lowest flash point product within the stack. Hence mixing products within stacks can lead to uneconomic use of ground. 4.2. To avoid the danger of losing the entire depot stocks of one product, a minimum of two point dispersion is required, and desirably three point dispersion should be sought. 4.3. Within each section, separate stacking areas should be allotted to:

a. aviation fuels by type,



3

b. MT gasoline, and c. diesel fuels by type.

5. PROTECTION AGAINST WEATHER 5.1. Where it is necessary to use tarpaulins to protect stacks from the weather, an air gap must be maintained between the top of the stack and the tarpaulin. 5.2. Permanent covered storage accommodation should be constructed of non-combustible materials and be well ventilated at both roof and ground level. 6. CONTAINERS 6.1. All containers should be stacked so that any leaks are visible and easily detected. Stacks should not be so high that the weight of the material above causes damage to the lower tiers. For similar reasons, when constructing or breaking down stacks, personnel should avoid standing on the stack. 6.2. Stacks of containers should be inspected regularly for leaking containers, which on discovery, should be removed and decanted into clean and approved containers. If this action raises concerns regarding the cleanliness of the product, then it should be disposed of in the correct manner. The frequency of inspection will depend on the size and number of stacks in a depot, but should be at least weekly. 6.3. Containers should be stacked as follows:

a. 20 Litre Drums.

(1) Indoors. Stacked upright with each tier inset half a drum, up to a height of five tiers. Where, owing to the design of the chimbs on the drum, the inset method of stacking is not practicable, the drum should be stacked immediately on top of each other.

(2) Outdoors. Belly stacked in rows of two, butt to butt and up to five tiers high. Filler

caps should face outwards just below the liquid level in the drums(3 & 9 o’clock preferred). Bungs must be inspected before stacking. A lane 2m wide must be left between each double row.

(3) Large drums (200 litres and above). All filling drums should be stored on their

sides (belly stacked) with end bungs at the 3 o’clock and 9 o’clock positions so that the depth of liquid above the bungs/closures is as small as possible. When stored in this position the bungs will be completely covered with POL product, which will prevent the seals from drying out and prevent the drums breathing during temperature changes. Large quantities of drums can be stored in rows of two, butt to butt. Drums shall be stored one tier high but may be stored up to three tiers high with the use of correct Mechanical Handling Equipment (MHE). Refer Figure 3.15. It is important that drums are stacked on hard dry standings, otherwise their weight will cause them to sink and they will quickly rust



4

Figure 1 – Belly Stacking of 205 litre Drums

b. Jerricans. These should, wherever possible, be stacked upright as shown in Figure 2, to avoid leakages from closures. Jerricans can be stacked upright up to four tiers high but where space permits two tiers high provides for greater ease of working and simple extraction of leakers. On uneven ground belly stacking may prove necessary, as shown in Figure 3, and when this is done closures must face outwards. Jerricans can be belly stacked up to ten tiers high.

Figure 2 - Upright Stacking of Jerricans

Figure 3 - Belly Stacked Jerricans

c. Grease. Greases in loose tins should be stacked upright not more than five tiers high

and inset half a tin at each tier. Cases and cartons containing tins of grease should be in covered accommodation and raised from the ground on wooden or brick dunnage to avoid deterioration caused by damp.

d. Palletised Containers. The method of stacking will depend on the size of the pallet and

the containers. In general the height of stacking is limited by the mechanical handling devices available. Larger lanes should be left between stacks to allow the forklift trucks to manoeuvre, but in no circumstances may the safety distances between stacks be less than those specified in Para. 3 of this Chapter.



5

e. Demountable Fuel Tanks. Where in use for static storage or held empty, these should be treated as full and located in a designation hazardous area at least 15m from potential sources of ignition, preferably in the open. Layout should be in groups of nine, with 1m between rows and 3m between each group. The area so designated should be 5m from public highways or buildings.

7. EMPTY CONTAINERS 7.1. The openings of empty containers shall be closed and bungs replaced and screwed tight when not in use. 8. MECHANICAL HANDLING EQUIPMENT (MHE) 8.1. When MHE is to be operated it will be necessary to consider each case on its merit. Use of MHE will require consideration of:

a. The classification of any hazardous area in which the MHE will be required to operate.

b. Whether the MHE will operate in the open or in covered accommodation.

c. Wider lanes to permit fork lift trucks to manoeuvre.

9. HAZARDOUS AREAS 9.1. In areas where flammable liquids are stored, and the POL storage area can be classified as per the instructions in Part 1 of this publication, MHE is to comply with AS 2359.12. The following definitions should be noted in determining the hazardous nature of an area:

a. The ADG Code (Chapter 2.3 - 2.3.1.2) defines a Class 3 flammable liquid as liquids that give off a flammable vapour at temperatures of not more than 60.5°C (closed cup test) or not more than 65.6°C (open cup test), normally referred to as the flashpoint.

b. In accordance with the above definition, kerosene and white spirit are flammable liquids

whereas diesel fuel (distillate) is not.

NOTE Facilities that are dedicated to the storage of distillate fuels only are not considered to be hazardous areas in terms of MHE specific requirements as detailed in AS 2359.12.

9.2. MHE is not to be battery charged, jump started (by another vehicle) or refueled within a hazardous area. 10. MHE USE IN COVERED ACCOMMODATION 10.1. MHE required to operate in covered accommodation should meet the requirements appropriate to the classification of the hazardous zone as required by AS 1076. 11. CONTAINER WASHING, DECANTING AND FILLING OPERATIONS 11.1. The risks associated with washing, decanting and filling containers with PG I and PG II products are considerable. In addition to the precautions detailed in Part 1, Section 2, Chapter 2 of this publication, the following additional precautions should be observed.

a. A competent person is always to be appointed to supervise the operations.

b. These operations should only take place in locations set aside for the purpose and clearly marked as hazardous areas.

c. These operations should only take place in locations where any spillage of product can

be contained and prevented from entering drains, sumps or underground conduits. A



6

permanent site should be provided with an interceptor system, and hard standing to prevent seepage of product into the soil.

d. When these operations are being carried out under cover, particular attention should be

given to ensuring that ventilation arrangements are in place and functioning efficiently, and that pockets of vapour do not accumulate in or near the site. An indicator, combustible gas of an approved type should be in constant use during the operation.

e. Personnel engaged in the operation should wear protective clothing and correct PPE.

When clothing is contaminated with POL products, the clothing should be removed as soon as possible and then washed before reuse.

f. Care should be taken to ensure that correct clips and markings corresponding with the

contents are put on containers.



1


CHAPTER 4

STORAGE AND HANDLING OF POL IN UNIT LOCATIONS 1. GENERAL 1.1. Whenever POL is stored or handled, even in small quantities, hazardous conditions can arise. The precautions to be taken during the storage and handling of POL in units should therefore be read in conjunction with the general precautions specified in Part 1 of this publication. 2. HAZARDOUS AREAS 2.1. The extent of hazardous areas should be clearly indicated by appropriate warning notices visible from all approaches, such as the following:

"PETROLEUM SPIRIT - FLAMMABLE" "NO SMOKING - NO NAKED LIGHTS WITHIN 15 METRES"

(In certain cases it may be necessary to include in the notice "SWITCH OFF ENGINE").

2.2. Where an explosive vapor-air mixture exists or may exist in what is normally a safe area within the unit, immediate action should be taken to isolate the area and treat it as a hazardous area. 2.3. Buildings used for the storage of POL products are to be suitably constructed. Entrances are to be direct from the open air. A secondary means of escape with outward opening doors may be required by the Service fire adviser in certain cases. 2.4. All buildings containing POL products should have adequate high and low ventilation. 3. ELECTRICAL APPARATUS 3.1. Electrical apparatus and associated wiring within a hazardous area including portable lighting, shall comply with the requirements for the appropriate zone as defined in AS 1076. 3.2. Within the hazardous area, no overhead power cables should be permitted. 3.3. Telephones and associated communications circuits within the hazardous area should be either flameproof or intrinsically safe. 4. PERSONNEL 4.1. Care should be taken to ensure that all personnel are aware of the hazards within a hazardous area associated with:

a. The carrying of matches and lighters.

b. The wearing of footwear studded or tipped with ferrous metal.

c. The handling of packed products in such a manner as to create sparks by movement of either the containers or the ancillary equipment.

d. Fully understanding the precautions that should be taken, including the use of the fire

equipment provided. 5. MAINTENANCE 5.1. Leakage must be reported to a responsible person immediately. Such action as may be possible to reduce the leakage to a minimum should be taken at once, even though the repair may only be of a temporary nature, and a permanent repair effected as soon as possible.



2

5.2. Any spillage must be mopped up at once with sand, earth or approved absorbent, after which the contaminated material is to be removed to a place of safety without delay. After spillage within a building has been mopped up and the contaminated materials removed, the area of the spillage should be cleaned by the application of detergents. Contaminated materials should be stored in metal containers with metal lids and disposed of under an approved waste disposal contract. 5.3. Open fires, naked lights, smoking, oil heaters, open gas and electric heating elements, stoves and other sources of ignition are prohibited within the hazardous area. 5.4. No maintenance or repair work should take place within a hazardous area unless a Permit To Work has been issued and can be produced. This includes welding, cutting and any other work involving the use of a source of ignition or the emission of sparks. 6. STORAGE OF PACKAGED STOCKS 6.1. POL should always be stored under secure conditions. The storage and handling of a PG I or PG II product should be forbidden within 15m of any naked light, flame, stove, fire or other source of ignition that might cause a fire or an explosion. 6.2. POL should not be stored or handled within the prescribed safety distances for ammunition and other explosives or as determined in consultation with ammunition technical staff. 6.3. POL containers, full or empty, should not be stored or left on wooden floors nor should they be left in barrack rooms, tents, garages or other places unless specifically authorised for the storage of POL. 6.4. Stacks of containers should be inspected regularly for leaking containers, which on discovery should be removed and decanted into sound containers as soon as possible. The frequency of inspection should be at least weekly. 6.5. In addition, containers should be stored in accordance with Chapter 4 of this Section. 7. PACKAGED STOCK LESS THAN 5,000 LITRES 7.1. Packaged stock of PG I, PG II or PG III products which do not exceed a liquid capacity of 5,000 litres, shall be treated as being minor storage only as detailed in Section 2 of AS 1940. Subsequently they are to be at least 15m from public roads, dwelling houses, occupied premises, and railway lines where there is a risk of fire from locomotives or any other source of ignition. 8. PACKAGED STOCK IN EXCESS OF 5,000 LITRES 8.1. Packaged stock of PG I, PG II or PG III products in excess of a liquid capacity of 5,000 litres are subject to the safety distances prescribed in Chapter 4 of this Section and Section 4 of AS 1940. 9. EMPTY CONTAINERS 9.1. The openings of empty containers are to be closed, bungs replaced and screwed tight when not in use. Empty containers are to be accorded the same safety precautions applied to full containers. Empty containers that have been certified as gas free can however be exempted from the above safety precautions for the period of validity of the certificate. 10. TRANSPORTATION PARKS, VEHICLES SHEDS, GARAGES AND WORKSHOPS 10.1. No smoking or open fires are permitted in transport parks, vehicle sheds, garage or workshops. The use of welding equipment should be carefully controlled. 10.2. Vehicles and components shall not be cleaned with PG II products. 10.3. Vehicles should be parked so as to be able to have a quick and unobstructed egress in case of a fire. Spaces should be left between groups of vehicles to act as fire breaks.



3

10.4. BFTs and demountable fuel tanks, for parking and storage purposes should be treated as full. When parked, fire extinguishers should be placed on the ground nearby. There is no need for degassing. 10.5. Where a BFT or demountable fuel tank is observed to be leaking, immediate efforts should be made to empty it. A hazardous area of 45m radius around the equipment will exist until it has been emptied (such as a Zone 0 area). The distance may not always be available and a qualified person should make the decision whether to:

a. Evacuate the immediate vicinity until the leaking equipment has been emptied.

b. Move the leaking equipment to an already designated hazardous area. Once the leaking

equipment has been emptied, a qualified person may reduce the hazardous area to 15m. 10.6. The filling and draining of gasoline tanks inside garages or workshops shall be forbidden unless specifically authorised. These operations should normally be carried out in the open. 10.7. Tanks of vehicles should not be overfilled, and care should be taken to avoid spillage. Any spillage should be cleaned off or absorbed at once. 10.8. Vehicle sheds, inspection bays, ramps, garages and workshops should be kept as clean as possible. 10.9. Only authorised inspection lamps and flexible cables should be used, and kept as far as possible free from contact with water, oils and greases. They should be kept in good repair and inspected by a qualified person every 12 months. 10.10. Vessels such as containers, cans, drums, vehicle fuel tanks and so on that have contained POL products should not be welded or soldered or have heat applied, until they have been rendered gas free by an approved method. Part 3, Section 2, Chapter 3 of this publication details the requirements for hot work in hazardous areas. 11. KERBSIDE PRODUCTS 11.1. The extent of the hazardous area around a kerbside pump and any underground tank openings connected with the kerbside pump should be clearly indicated. 11.2. Vehicle engines should be kept switched off while fuelling is in progress. Tanks of vehicles should not be overfilled, and care should be taken to avoid spillages. Any spillage should be cleaned off or absorbed at once. Vehicles should not be started until the spillage has been mopped up and contaminated materials removed. 11.3. Radio/radar or electrical apparatus installed in vehicles is to be switched off before fuelling operations commence, and remain off during fuelling. 11.4. All mechanical or electrical defects in the installation itself are to be reported immediately to ensure quick repair. Where a fault is considered dangerous, the equipment should be taken out of service. Frequent inspections should be made of all equipment in accordance with the respective AS. 11.5. If underground tank covers are removed for any purpose, no issues or receipts are to take place until the covers are replaced. When replaced, they are to be bolted down tight with all bolts in position. Dip hole covers are to be replaced and screwed down hand tight immediately a dip has been taken. In no circumstances should a dip cap be left off. 11.6. Precautions should be taken to prevent access to the tanks, fittings and products by unauthorised personnel. 12. POL CONTAINER FILLING 12.1. The filling of POL containers (such as jerricans and drums) is a hazardous operation. Under normal conditions, container filling should only be carried out by specialist petroleum personnel, using specialist equipment under the supervision of a qualified person and in an installation designed and



4

set up for the purpose (including field installations). Such installations, normally within POL depots, are subject to the safety rules found in this publication. 12.2. There will be occasions on operations or exercises when POL containers have to be filled by units other than specialist petroleum units. When it is necessary, the general principles outlined in this publication should be followed as far as possible. Only equipment designed for the purpose should be used, kerbside pumps should only be used in exceptional circumstances. Personnel carrying out such filling must be qualified in the use of the equipment. 12.3. Care should be taken to ensure that containers have no leaks, are completely empty and clean before refilling. Containers should only be refilled with the same product and grade as that with which the container was previously filled, to ensure that no contamination occurs. Contamination could create a serious hazard, not only mechanically, but also because it could present a risk of fire or explosion. 12.4. Containers should only be filled to the correct level for that particular type of container. Overfilling can result in spillage, as the liquid may expand if the ambient temperature increases. Underfilling is equally dangerous because it increases the potential for an explosive air/vapour mixture to form. 12.5. Whilst a container is being filled, arrangements should be made to ensure electrical continuity, by metal to metal contact between the filling nozzle and the container. Where this cannot be achieved, it is advised that a length of braided copper tape be fixed to the nozzle and the container by crocodile clips. 12.6. Containers should be clearly marked with recognised Joint Service/NATO designations for the product and grade with which they have been filled, and the date on which they are filled IAW DEF(AUST)206 requirements. 12.7. Containers should only be filled in an area set aside solely for that purpose, for the duration of the filling operation at least. The area must be considered a dangerous area and all appropriate safety precautions for such an area must be taken. 12.8. The safety rules for container filling described here and elsewhere in this publication should be strictly applied unless a dispensation is given by a responsible and qualified person, normally after consultation with a petroleum qualified officer and/or the Service fire adviser. 13. ENGINE ROOMS 13.1. Fuel for engines rooms, heating plants and pump houses should be stored in tanks outside the engine room, heating plant, pump house and only a small feeder or service tank if necessary, should be sited inside the room or pump house. 13.2. Fuel tanks and feeder lines should be inspected for leaks daily when in use, and never less than weekly. Any leaks should be reported for repair immediately. The method for draining the pipeline and service tanks should be known to the operator.



1


CHAPTER 5

BULK FUEL TANKER VEHICLES AND MODULES 1. INTRODUCTION 1.1. The aim of this chapter is to provide guidance on the design requirements for Defence Bulk Fuel Tanker (BFT) vehicles as well as guidance on operating and maintenance requirements. BFT vehicles include trucks, hydrant dispenser units and fuel tank “modules” fitted to trucks such as the Army Tank Pump Assembly (TPA). Applicable maintenance instructions are captured in separate controlled documents which this chapter provides reference to. This chapter should be read in conjunction with Defence policy contained in Defence Road Transport Instructions, with attention given to Chapter 7, Annex G Carriage of Dangerous Goods, which addresses legislative requirements prescribed by the Road Transport Reform (Dangerous Goods) Act 1996. 1.2. References. There are a range of useful references that apply to BFT vehicle design and operations. See Table 1 for a list of applicable design standards.

2. INTEROPERABILITY DESIGN REQUIREMENTS 2.1. Air Standard 25/17. The International Air and Space Interoperability Council (ASIC) prescribes Air Standards that are ratified by member nations including Australia, through JFLA DSDE. Through ratification of ASIC Air Standard 25/17 Pressure Fuelling Replenishment Connection, Australia has agreed to the following interoperability requirements:

a. That when pressure refuelling connections are required to be fitted to the aircraft they shall conform to the dimensions shown in Figure 1, Annex A of Air Standard 25/27;

b. That a space envelope to accommodate the ground hose connection is to be provided in

accordance with Figure 2, Annex B of Air Standard 25/17;

c. That the ground hose unit assembly conform to the envelope dimensions of Figure 3, Annex C of Air Standard 25/17;

d. That each connection must be capable of accepting not less than 150 Imperial gallons

(682 litres/180 US gallons) of fuel per minute;

e. That the fuelling equipment be designed to provide a working pressure at the aircraft skin of 50 psi (345 kPa) plus or minus 5 psi (34 kPa) thereby meeting aircraft fuel system design limitations;

f. That where aircraft fuel system shut-off valves do not limit surge pressures to a maximum

of 75 psi (517 kPa), the fuelling equipment must limit the surge pressures to a minimum of 120 psi (827 kPa); and

g. That where suction equipment is required for defuelling, it shall be so designed that the

suction at the aircraft can be regulated so as not to exceed 5 psi (34 kPa) below atmospheric pressure.

3. DEFENCE BFT DESIGN REQUIREMENTS 3.1. Where possible, BFT vehicle design requirements shall comply with industry best practices through the prescription of Australian Standards and compliance with the requirements of the Australian Dangerous Goods Code. For interoperability purposes, the design requirements shall also comply with Air standard 25/17 Pressure Fuelling Replenishment Connection and the Fuel Quality Control (FQC) requirements of Air Standard 15/3 Minimum Quality Surveillance, Petroleum Products. A summary of applicable design standards is provided at Table 1 (but is not limited to this table).



2

Document (current issue) Title

Air Standard 25/17 Pressure Fuelling Replenishment Connection

ISO 45 Aircraft Pressure Refuelling Connections

Air standard 15/3 Minimum Quality Surveillance, Petroleum Products

AS 2809 Series Australian Standard for Road Tank Vehicles for Dangerous Goods - and related Guidance Notes including (but not limited to):

T104 Transport of Dangerous Goods, Personal Protective Equipment and Safety Equipment

T108 Dangerous Goods Shipping Documents

T113 Emergency Information Panels

ADG Code Australian Code for the Transport of Dangerous Goods by Road and Rail

API 1581 Specifications and Qualification Procedures for Aviation Jet Fuel Filter/Separators

API 1583 Specifications and Laboratory Tests for Aviation Fuel Filter Monitors with Absorbent Type Elements

DI(AF)AAP 7045.002-1 Aircraft Wiring and Bonding Manual

AS 1744 Standard alphabet for road signs

AS 1841.1 Portable Fire extinguishers - General requirements

AS 1841.4 Portable Fire Extinguishers - Specific Requirements for Foam Type Extinguishers

AS 1841.5 Portable Fire Extinguishers - Specific Requirements for Powder Type Extinguishers

AS 1940 Storage and handling of flammable and combustible liquids

AS 2865 Safe Working in a Confined Space

ADR The Australian Design Rules for Road Vehicles

AIP GL 7 Australian Institute of Petroleum Safe Load Pass

Defence Safety Manual Volume 1 and 2

TRAMM-L Technical Regulation of Army Materiel Manual – Land

AS/NZS 1210 Pressure Vessels

AS/NZS 3788 Pressure Equipment In-service Inspection

AS/NZS 3873 Pressure Equipment – Operation and Maintenance

Table 1 – Applicable Design Standards for Bulk Fuel Tankers and Operations 4. BFT OPERATIONS - SAFETY PRECAUTIONS 4.1. Defence Road Transport Instructions Chapter 7 Annex G Carriage of Dangerous Goods provides Defence policy on safety measures that shall apply when carrying Dangerous Goods. Additional to this, the requirements of AS1940 (storage and handling of flammable and combustible liquids) should be met. 4.2. Electrical Earthing and Bonding. The guidelines for all electrical earthing and bonding procedures for all operations are outlined in Part 4 of this publication.



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5. TRAINING OF PERSONNEL 5.1 All personnel that are responsible for the operation of BFT vehicles shall be properly trained and conversant with their duties to ensure that correct operating procedures are followed. 5.2 Aviation BFT. Personnel that operate aviation BFT vehicles shall be trained in aviation (annual re-qualification) Fuel Quality Control (FQC) as prescribed by Part 1 of this publication. 5.3 Non Aviation BFT. Personnel that operate non aviation BFT vehicles shall be trained in basic (3 yearly re-qualification) Fuel Quality Control (FQC) as prescribed by Part 1 of this publication. 6. FUEL QUALITY CONTROL 6.1. Fuel quality control activities, including recording of results for all Bulk Fuel Tankers (BFT) and Fuel Servicing Units that hold or dispense fuel shall be undertaken IAW Part 5 of this publication. 6.2. Where practical, refuelling vehicles shall not be parked overnight with their storage tanks empty or partially filled. The water present in the air above the fuel will condense with the overnight drop in temperature and contaminate the remaining fuel. After the last refuelling operation of the day, all refuelling vehicles are to be refilled to capacity if practicable 7. SWITCHING FUEL TYPE OR GRADE 7.1. When changing the type or grade of fuel carried by a refuelling vehicle, the procedures laid down in this chapter relevant to the type of change required, are to be followed. Care is to be taken to ensure that useable fuel is not wasted. Before commencing the changes, the existing fuel in the vehicle is to be returned to the appropriate bulk storage facility. A switch loading procedure guide is attached at Annex B.

NOTE

At the discretion of the Operator Petroleum ECN 269-3 or FQCO, aviation gasoline may be downgraded to MSP. Under no circumstances is any grade of AVGAS to be mixed with automotive ULP.

8. SWITCHING FROM AVGAS TO AVTUR, AVCAT OR DEISO 8.1. When switching the contents of a refuelling vehicle or other dispensing equipment from AVGAS to AVTUR, AVCAT or DEISO, extreme care is to be exercised to ensure delivery of clean fuel as kerosene fuels have a tendency to loosen rust, scale and lead residues. The loosening of previously accumulated material has been known to continue for several months and to such an extent that filter elements have become blocked. 8.2. Modern practice has reduced the problem of rust and scale by the use, wherever possible, of aluminium tanks and components. However, some of the older equipment in use is fitted with steel tanks, which have been sand blasted and treated internally with an epoxy coating. Where steel tanks are involved it is most important that the internal lining be inspected periodically to ensure that it has not been damaged or for signs of deterioration. 8.3. Unlined steel tanks are not, under any circumstances, to be used for the storage or dispensing of any type or grade of aviation fuel. 8.4. All filtering equipment is to be carefully maintained and special attention is to be paid to filter differential pressures during the transitory period. 8.5. When changing from AVGAS to AVTUR the procedure shall apply:

a. Drain tank, pump, filters, plumbing and hoses completely.

b. Fill the tank with AVTUR.



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c. Operate the pump and using all dispensing facilities, circulate the fuel within the tank and associated equipment.

d. Filter element need not be changed.

8.6. Kerosene fuels contaminated with AVGAS may be used in some turbine engines up to a maximum of five percent gasoline in kerosene. The use of fuel contaminated with gasoline is to be strictly in accordance with the limitations laid down in the relevant manual for the aircraft concerned. 9. SWITCHING FROM AVTUR, AVCAT OR DEISO TO AVGAS 9.1. Switching the contents of a refuelling vehicle from AVTUR, AVCAT or DEISO to AVGAS shall not be attempted in one stage, but is to be done as follows:

a. Completely drain the tank, plumbing, pump, filters and hoses. Replenish the tank with approximately 5,000 litres of ULP and flush the whole system by re-circulating the fuel using the pump and all dispensing circuits. Ethanol blended ULP (eg E10 ULP) is not to be used. If ULP cannot be obtained, AVGAS shall be used instead for this step.

b. After completing the above operations, again completely drain the whole unit. Change the

coalescer elements only. The separator elements are to be washed in AVGAS and refitted into the filter vessel. The tank is then to be filled with the required grade of AVGAS. Not less than 300 litres of AVGAS is to be delivered from each hose into a suitable container for subsequent disposal as waste fuel.

9.2. As the properties of AVGAS are seriously impaired by the introduction of even small quantities of AVTUR, the procedure detailed above is to be strictly adhered to when changing from AVTUR to AVGAS. JFLA 2007/1116807/1 (4) refers. 10. MARKING AND PLACARDING 10.1. Service vehicles that carry petroleum products are required to display symbols/signs that warn other road users of the dangerous cargo and to assist the emergency services in the event of a spillage/fire. Details of the legal requirements in this regard are to be found in the ADG Code. 10.2. Product Grade Signs. These signs are used to assist in the military identification of the product carried in BFT vehicles. Examples are provided in Annex C and are generally consistent with those used by the UK MOD as defined in JSP 317 Joint Service Safety Regulations for the Storage and Handling of Fuels & Lubricants and DEFSTAN 05-52 (Part 2) Markings for the Identification of Fuels, Lubricants and Associated Products. Product grade signs shall be either 375mm in diameter or a diamond shape that is 360 mm high and 510 mm wide. Product grade signs shall be positioned in a central position on each side of the tank body. 10.3. Aircraft refuellers. Further to the requirements above, aircraft refuellers shall position an additional product grade sign on the rear of the tank body. 10.4. Colour Coding. Colour coding is used as an aid to identifying products being carried on a vehicle and assists in avoiding possible contamination of products. All inlet and outlet orifices shall be colour coded with the fuel identification colour that is consistent with the colours in Annex B. Equipment requiring colour coding are as follows:

a. all nozzles and hose ends that connect the nozzles;

b. all valves (caps/covers are not to be painted as these can become detached and

interchanged);

c. top hatches; and

d. lay flat hoses (on the end fittings). 10.5. Units are to apply the colour coding with a degree of restraint i.e. a 25mm (1”) band around valves/hoses and the painting of top hatch handles in the appropriate colour code is sufficient. Should



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there be a requirement for the contents of a refuelling vehicle to be changed, the contents marking plates for the new type of fuel shall be fitted immediately. 10.6. Multi-National Operations. It should be noted that the colour coding used by other nations differs greatly from that used in the Australian Defence Force. As such, the colour coding of pipe work and facilities should not be taken as the only indicator of product grade and the NATO code for the product should always be checked before other nations POL products are received. 10.7. Emergency Information Panels. All BFTs shall display Emergency Information Panel (EIP) and Class Labels when carrying both Flammable and Combustible liquids. The format and content of these labels shall comply with the Australian Dangerous Goods Code (examples shown at annex C). All refuelling and fuel transport vehicles shall be marked as follows:

a. At the front with the Class Label/Subsidiary Risk label.

b. On each side and rear. 10.8. In the case of diesel fuel, EIP’s are to carry the details laid out in the example at Annex C. Diesel EIPs are not required by law, however, in the interests of safety Defence diesel tankers shall have affixed an EIP as shown. EIPs for Flammable Liquids are identified under the following NSN’s: in the example at Annex D.

a. Aviation Turbine Fuel, 1863 NSN 9905-66-131-8339.

b. Petroleum Fuel, 1270 NSN 9905-66-131-8340.

c. Aviation Gasoline, 1203 NSN 9905-66-131-8341. 13.9 Frequent fuel grade changes. For BFTs which frequently switch between two or more different grades of Aviation Turbine Fuel (eg F-34, F-35, F-44 etc), it is permissible to display signage representing the grade of fuel most often carried. In the case of a tanker displaying F-44 but carrying a lower flashpoint fuel, steps should be taken where possible to identify that a lower flashpoint fuel is being temporarily carried (for example, temporary signage fixed and displayed). 13.10 In all circumstances where signage is different to the product being carried, the BFT operator is responsible to ensure that paperwork is correct and ADF equipment is not refuelled with an incorrect grade of fuel. 13.11 For BFTs which switch between aviation turbine fuel and gasoline or diesel, correct signage must be displayed. 11. STERILISATION OF INTERNAL TANK SURFACES 11.1. The internal surfaces of mobile refuelling tankers are to be sterilised in accordance with Part 7 Section 1 Chapter 3 of this publication. This reference provides guidance on the ratios for blending bleach with water. 12. BFT MAINTENANCE REQUIREMENTS 12.1. Perform all maintenance IAW EMEIs or other approved ENGSPO instructions. For the purposes of FQC, ENGSPO shall ensure maintenance instructions include a requirement to inspect tanks of BFTs at an interval not exceeding 24 months, cleaned as necessary, and any defects in tank lining rectified (reference STANAG 3149). ANNEXES:

A. Colour Codes and Markings B. Switch Loading Procedure Guide C. Example Emergency Information Panels



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CONTENTS MARKING AND COLOUR CODING REQUIREMENTS Fuel Grade Marking Details

AVGAS 100LL

Height = 360 mm

With = 510 mm

Colours:

537 Signal Red

No 1 Blue

AVTUR/FSII (F-34)

Diameter = 360 mm

Colurs:

642 Night Black

White

AVCAT/FSII (F-44)

Diameter = 360 mm

Colours:

No 1 Blue

White

Figure A1 – Contents marking and colour coding requirements

F-34 AVTUR/FSII

F-44 AVCAT/FSII

AVGAS 100LL



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CONTENTS MARKING AND COLOUR CODING REQUIREMENTS

Fuel Grade Marking Details

Automotive Diesel Oil

Diameter = 375 mm

Pantone colour = 1235 (yellow)

Unleaded Petrol

Diameter = 375 mm

Pantone colour = 5777C (green)

Marine Diesel

Diameter = 375 mm

Pantone colour = 1235 (buff)

Figure A2 – Contents marking and colour coding requirements

DIESO

AUTO

ULP

DIESO

F-76



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SWITCH LOADING PROCEDURE GUIDE

D1. These are the minimum requirements for a change of grade of clean product in bulk storage tanks and BFTs. Refer also to the paragraphs describing the switch load procedure for specific products, in the parent chapter.

OLD PRODUCT NEW PRODUCT

⇓ MSP ULP DIESO AVTUR AVCAT AVGAS

MSP A C C C C C

ULP A A B B B A

DIESO B B A B B B

AVTUR B B A A B B

AVCAT B B A A A B

AVGAS A A B B B A

Table B1 – Switch loading procedure guide

D2. ln all cases, tank compartments and lines are to be drained to the fullest extent practicable. When draining tanks pay particular attention to sumps, filters, pumps, hoses and other components which are likely to trap quantities of liquid. D3. The actions below apply to the letters indicated in table B1:

A: No action required - fill with new product. B: Refer to applicable paragraph in parent chapter for procedure. C: Inspect for and remove sludge if found, in particular traces of lead and gum. Flush

sufficiently with the new product, drain and fill with the new product and circulate.



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EXAMPLE EMERGENCY INFORMATION PANELS

(a) UN No

(b) HAZCHEM

(c)

(e)

(d)

IN EMERGENCY DIAL 000, POLICE or

FIRE BRIGADE

SPECIALIST ADVICE

(f)

Figure C1 – Example emergency information panels

Legend: (a) The Correct Shipping Name of the dangerous goods being transported. (b) The UN Number for dangerous goods. (c) The HAZCHEM code for the dangerous goods. (d) The expression “IN EMERGENCY DIAL 000, POLICE or FIRE” should be displayed. (e) The Class label and Subsidiary Risk. (f) The Defence Establishment responsible for the vehicle and appropriate STD code and Unit

telephone number (24 hr contact number).



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AVIATION TURBINE FUEL

UN No 1863

HAZCHEM 3YE

IN EMERGENCY DIAL

000, POLICE or FIRE BRIGADE

SPECIALIST ADVICE

ROYAL AUSTRALIAN AIR FORCE

(02) 4587 3486

DIESEL FUEL UN No

HAZCHEM

IN EMERGENCY DIAL 000, POLICE or

FIRE BRIGADE

SPECIALIST ADVICE

ALTC DUTY ROOM

(02) 6055 2376

Figure C1 – Example emergency information panels (continued)


PAR

T 4



PART 4 – AIR OPERATIONS

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SECTION 1 Chapter 1 – Electrical earthing and bonding Chapter 2 – Aviation fuel deliveries Chapter 3 – Management of POL at air bases Chapter 4 – Management of aviation fuel drum stock Chapter 5 – Refuelling of aircraft Chapter 6 – Defuelling aviation turbine fuel from aircraft and GSE Chapter 7 – Army procedures for hot refuelling helicopters Chapter 8 – Fuel quarantining and testing procedures after an aircraft incident/accident SECTION 2 Chapter 1 – Aviation fuels Chapter 2 – Aviation hydraulic fluids

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PART FOUR SECTION ONE

CHAPTER 1

ELECTRICAL EARTHING AND BONDING 1. INTRODUCTION 1.1 The aim of this chapter is to specify the earthing and bonding procedures that are required to minimize the risk of static discharge when handling and distributing fuels to aircraft. This chapter applies to all aircraft operations carried out by Navy, Army and Air Force. JFLA DCMP 09/014 refers. 1.2 Background. Liquids become electrostatically charged when flowing through pipes or vessels, while impinging upon obstacles during jet mixing, during pumping and when released as a spray. Kerosene based liquids such as aviation turbine fuels are particularly prone to electrostatic charge build up due to the molecular structure of the fuel compounds, and these fuels will form flammable mixtures under normal conditions and are a constant source of danger. Filtering results in a particularly high rate of charging, some types of filters will significantly increase net static generation. 1.3 References. The following useful references apply to this chapter:

a. AAP7045.002 ADF Aircraft Wiring and Bonding Manual;

b. STANAG 3682 Electrostatic Safety Connection Procedures for Aviation Fuel Handling and Liquid Fuel Loading/Unloading Operations During Ground Transfer and Aircraft Fuelling/Defuelling;

c. STANAG 3632 Aircraft and Ground Support Equipment Electrical Connections for Static

Grounding; and

d. CRC Project No. CA-36-61 of August 1992 Aircraft and Refueller Bonding and Grounding Study.

2. DEFINITIONS 2.1 Bonding. The process of connecting two or more conducting objects together by means of a conductor (refer AS 1020). 2.2 Earthing (Grounding). A specific form of bonding by means of which one or more conducting objects are connected to earth by a conductor (refer AS 1020). 2.3 Earth Reference Point. Earth Reference Points, including Temporary Earth Reference Points, are the connection points between aircraft or GSE to the earth mass. Permanent and Temporary Earth Reference Points shall meet the specification requirements of AAP7045.002 ADF Aircraft Wiring and Bonding Manual. 2.4 Refuelling Vehicle. For the purpose of this chapter, ‘refuelling vehicle’ refers to either a Bulk Fuel Tanker (BFT) vehicle or Hydrant Dispenser vehicle. 2.5 Shipborne Earthing and Bonding Equipment. All earthing points on Navy ships shall comply with the requirements of DEF(AUST)5000 Vol 05 Pt 09, Earthing and Bonding arrangements in RAN Ships and Submarines. Resistance is not to exceed 0.1 ohms. 3. REQUIREMENTS 3.1 All equipment required for the aircraft earthing and bonding shall comply with the requirements in AAP 7045.002 ADF Aircraft Wiring and Bonding Manual. This includes equipment and earth reference points employed at both fixed Bulk Fuel Installations and field/temporary Bulk Fuel Installations. 3.2 AAP 7045.002 ADF Aircraft Wiring and Bonding Manual prescribes procedures for earthing and bonding aircraft (both fixed and rotary wing) and GSE in various situations, as listed below:

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a. Refuelling or Defuelling Aircraft with a Refuelling Vehicle,

b. Refuelling or Defuelling Aircraft with Drums or Containers,

c. Refuelling Aircraft from Hydrant Systems,

d. Refuelling or defuelling Ground Support Equipment, and

e. Refuelling at civilian airports.

3.3 The procedures prescribed in AAP 7045.002 for the situations listed above are applicable to all types of fuelling (including hot refueling) and shall be followed at all times by ADF operators. 3.4 It is understood that civil operators may adopt relaxed procedures for aircraft refueling, including not earthing the aircraft-to-ground and tanker-to-ground. For ADF operations, deviation to the requirements of AAP 7045.002 is not permitted. The publication sponsor (SCI-DGTA) has advised that given the potentially different operating roles and conditions for ADF aircraft (including the potential for explosive ordinance) and the proven safety record of current procedures, there is no compelling reason to alter existing ADF requirements. 3.5 AAP 7045.002 does not prescribe earthing and bonding procedures for the following situations:

a. Refuelling aircraft from field Installations,

b. BFT vehicles issuing or receiving fuel at Installations, and

c. Transferring fuel from tanker vehicle to tanker vehicle. 3.6 AAP 7045.002 will be amended to include the first situation listed above. Until then, the procedure prescribed below shall be followed. The second and third situations listed above are not relevant to AAP 7045.002, and the procedures prescribed below shall be followed at all times. 3.7 Refuelling Aircraft from Field Installations. Before fuelling operations begin, the following sequence of earthing and bonding is to be adhered to:

a. connect a safety interconnection lead from a serviceable temporary earth reference point to the

aircraft,

b. connect a safety interconnection lead between the pumping unit or tanker and the same earth reference point to which the aircraft is connected,

c. connect a safety interconnection lead between the filter unit and the same earth reference point

to which the aircraft is connected,

d. connect a safety interconnection lead between the pumping unit or tanker and the aircraft,

e. connect a safety interconnection lead between the pumping unit or tanker and the filter unit,

f. personnel involved in the fuelling operations are to touch an earthed conductor to themselves and their clothing to discharge any static electricity which they may have generated,

g. prior to opening the inlet of the aircraft replenishing point connect the hose connector plug or

clamp to an earth point adjacent to the fluid inlet, and

h. at the completion of the fuelling operation, disconnect the hose and the interconnection leads in the reverse sequence.

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3.8 BFT vehicles issuing or receiving fuel at Installations. Before fuelling operations begin, the sequence of attaching bonding connections for BFT vehicles that are issuing or receiving fuel at fuel installations is as follows:

a. connect a safety interconnection lead from the installation earth reel or ‘Scully’ earthing connector to the vehicle;

b. personnel involved in the fuelling operation are to touch an earthed conductor to themselves

and their clothing to discharge any static electricity, which they may have generated;

c. connect the hose bonding connector plug or clamp to a point adjacent to the inlet or outlet point (on the tanker) as applicable;

d. connect the fuel installation hose from the uplift/dispensing point to the outlet/inlet on the tanker;

and

e. at the completion of the fuelling operation, disconnect the hose and the interconnection leads in the reverse sequence.

3.9 Transferring from tanker vehicle to tanker vehicle. Under normal procedures transferring fuel from one BFT vehicle to another is not recommended unless there is an operational requirement. Before transfer operations begin, the sequence of attaching earthing and bonding connections is as follows:

a. connect a safety interconnection lead from a serviceable earth reference point to the supply tanker;

b. connect a safety interconnection lead from the same earthing point as the supply tanker above

to the receiving tanker;

c. bond the two tankers directly using a safety interconnection lead;

d. personnel involved in the fuelling operation are to touch an earthed conductor to themselves and their clothing to discharge any static electricity which they may have generated prior to commencing transfer;

e. before connecting the hose between the tankers, ensure the bonding leads on both ends of the

hose are connected to each tanker; and

f. at the completion of the transfer operation, disconnect the hose and the interconnection leads in the reverse sequence.

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CHAPTER 2

AVIATION FUEL DELIVERIES 1. INTRODUCTION 1.1 The aim of this section is to provide instructions for the receipt of aviation fuel delivered to Bulk Fuel Installations (BFI) or deployed locations. JFLA DCMP 09/014 refers. 2. REQUIREMENTS 2.1 The following requirements apply for aviation fuel deliveries to/within the ADO. 2.2 Contractor bulk fuel deliveries. For all contractor deliveries of aviation fuel, the following procedure shall occur before offloading fuel:

a. check that all manifolds and hatches are correctly sealed (where practical) and tagged. The delivery is to be rejected if any of the seals are not intact. Staff are not required to check hatches on the top of the tanker vehicle unless tampering is suspected;

b. check the product markings on the vehicle;

c. visually inspect the offload point fitting(s) on the delivery vehicle to check they appear

serviceable and able to deliver fuel without fuel spill;

d. check that the Aviation Release Note(s) (ARN) is for the correct product and that it has been correctly completed by the supplier as per documentation requirements of Part 1 of this publication. Place a copy of the ARN on file and log the Release Note number and fuel batch number in accordance with local procedures. For a semi-trailer/road train configuration, there shall be individual release notes for each trailer;

e. earth the vehicle IAW requirements of Part 4 and allow the fuel to settle for a minimum of 15

minutes, to allow for static charge relaxation/dissipation;

f. sample/test IAW the requirements of Part 5. DO NOT perform a water drain at any stage of the offload process.

g. if the fuel is of suitable quality, offload the fuel. If the fuel is to be rejected, follow the

requirements of Part 5 Section 2, relating to failed samples from contractor delivery tankers. 2.3 All fuel receipted to a BFI shall be transferred to a Quality Control Inspection (QCI) tank. Where no dedicated QCI tanks exist, a bulk storage tank shall be designated as a QCI. 2.4 Military bulk fuel deliveries. The fuel receipt procedures above for contractor delivery are to be applied to any Military BFT transporting aviation fuels between installations. The only difference is that the driver shall provide a Fuel Condition Statement (in lieu of an ARN) in accordance with the template format in Part 1 of this publication. Where practical, empty tankers are to be internally inspected for cleanliness prior to loading and the manifold is to be checked. 2.5 Drumstock fuel deliveries. On receipt of drum stock, carry out the following:

a. check the markings and labeling on the drums to ensure that they are the required fuel grade;

b. check the date of manufacture/filling date to ensure the fuel is within the retest date prescribed

in DEF(AUST)206, which is 12 months for all aviation turbine fuels and six months for AVGAS fuels;

c. inspect the seals to ensure that they are intact; and

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d. inspect external surfaces of the drum for evidence of dents and other damage. Smooth shallow

dents are acceptable. Drums suffering form large dents or creased/sharp edge dents or other major damage are to be rejected as the internal lining may be damaged as fuel contamination may have occurred; and

e. store the drums as prescribed in Section 1 Chapter 4. If the drumstock fuel is rejected, perform

the following:

(1) Replace the bung securely;

(2) Clearly mark the drum(s) with a black cross on the top of the drum; (3) Draw a black line diagonally through the NATO code number that appears on the drum

labeling; (4) Segregate the drum from other serviceable assets in a clearly marked quarantine area;

and (5) Advise the JFLA item manager, who will provide instructions for correct disposal or

collection action. 2.6 Note that IAW Part 5 of this publication, no sampling/testing is required on receipt for drumstock.

3. GUIDANCE

3.1 Visual inspection of delivery tanker offload point. The requirement to visually inspect the offload point fitting(s) on delivery vehicles has been introduced after a fuel spill incident which was caused by a worn cam lock fitting on the delivery vehicle. Whilst the responsibility to assure delivery vehicles are serviceable resides wholly with the contractor, the ADO also has a duty to reasonably assure fuel deliveries to ADO establishments are performed safely and without environmental impact (eg fuel spills). The reality is that any incident such as a fuel spill that occurs on delivery will need to be managed by ADO staff, not the contractor and as a result, the ADO has an interest to ensure such events do not occur. As a result, staff receipting fuel should perform a simple visual inspection of the offload point fittings to check serviceability. This very simple check may prevent future incidents from occurring. ADO staff are empowered, and have a duty of care, to reject a delivery tanker if they judge it may not be able to offload fuel safely/correctly, for any reason. In such cases, staff should seek advice from the BFQCM or BFQCO prior to rejection.

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CHAPTER 3

MANAGEMENT OF POL AT AIR BASES 1. INTRODUCTION 1.1 The aim of this section is to provide instructions for the management of POL at air bases, including remote/bare bases. Requirements in this chapter are derived from STANAG 3149 Ed 9, unless otherwise indicated. JFLA DCMP 09/014 refers. 1.2 Background. Formerly, JFLA made distinctions between the management of POL at remote/bare bases and all other bases. This distinction was based on the view that remote bases were likely to store fuel in a dormant state for long periods of time, climatic conditions (temperature, humidity, etc) were more severe than normal, and resupply was more difficult than normal. This distinction is not necessarily accurate as the same argument may be applied to other operating bases in some circumstances. As a result, this publication no longer makes this distinction. This chapter now prescribes additional management requirements that apply to aviation fuel which remains dormant, irrespective of location. 2. REQUIREMENTS 2.1 Australian Dangerous Goods (ADG) Code. Staff handling POL shall comply with applicable requirements of the ADG Code at all times. The Code may be accessed via the National Transport Commission website: www.ntc.gov.au 2.2 Bulk Fuel Installations (BFIs). BFIs, including hydrant line systems are defined as fixed infrastructure, and are owned by Defence Support Group (DSG). BFIs, hydrant lines and other infrastructure shall be maintained IAW the DSG Defence BFI Maintenance Instruction (BFIMI). 2.3 Periodical Inspection and Cleaning of Bulk Tanks. Bulk tanks shall be internally inspected and cleaned as prescribed by the DSG BFIMI. For the purposes of FQC, part of this maintenance program shall include a requirement to inspect tanks IAW STANAG 3609 (refer STANAG 3149). 2.4 For the purposes of FQC, a fuel soak test procedure after internal tank maintenance is prescribed in Part 3 of this publication. 2.5 Internal Coating of Tanks. All new and replacement tankage normally used for direct filling of refuelling vehicles or which directly serve hydrant refuelling points, other than those constructed of non-corrodible material shall be internally coated with an epoxy lining system approved by DSG. In addition, all tanks of this type which are in use and likely to remain in use should be internally coated as opportunity permits. 2.6 Use of Zinc and Copper Compounds in Contact with Fuel. The internal protection of pipelines, storage tanks and other equipment used for aviation fuels, with protective treatments containing zinc, is prohibited. Zinc chromate can be used as a primer provided that it is over-coated with an approved epoxy finish coat. The use of copper and copper alloys shall be avoided; select materials such as stainless steel or aluminium instead. Refer DSG fuel farm guidelines. 2.7 Hydrant lines. To ensure fuel technical integrity is maintained throughout the life of a hydrant system, commissioning and subsequent maintenance of hydrant systems should be followed by post testing maintenance specifically aimed to provide assurance that fuel technical integrity is not compromised. This is especially important for hydrostatic pressure testing. AS 2885 series, AS1441 series, API 1585 (Cleaning of airport hydrant systems) and API 1594 (Initial pressure strength testing of hydrant Systems) are recognised standards in this regard. API 1594 specifically applies to initial pressure strength testing of a new hydrant system or to the extension of existing systems only. Further information can be provided by JFLA on request. 2.8 POL vehicles and equipment. POL related equipment not classified as fixed infrastructure (eg tanker vehicles, hoses, etc) is owned by ENGSPO. Such equipment shall be maintained IAW ENGSPO EMEIs or

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other approved maintenance instructions. Further information on Bulk Fuel Tankers (BFTs) is contained in Part 3 Section 2 of this publication. 2.9 Quality Control and Inspection (QCI) tanks. A QCI tank shall be used to ensure fuel brought into the BFI (through a defuel, contractor tanker delivery, etc) is of acceptable quality, prior to dispensing fuel into operating (bulk) storage. A QCI tank may be either a dedicated tank for the purposes of QCI, or an operating (bulk) storage tank, identified and isolated as a QCI tank for that purpose, which cannot be used as an operating (bulk) storage tank until all fuel in the tank has passed the testing required by Part 5 of this publication. 2.10 Product settling on receipt. Stocks of aviation fuel (both gasoline and kerosene) received into bulk storage shall be allowed to settle in the bulk tank(s) for a minimum of two hours, and as long as practicable thereafter, before any issue or transfer occurs to permit settlement of water and solid matter. This period may be waived for installations fitted with filter water separators and continuous quality monitors. 2.11 Sampling and testing. Part 5 of this publication specifies sampling and testing for aviation fuels. 2.12 Equipment filtration. The filters fitted to refuelling and oil replenishment equipment are to be IAW the minimum standard laid down in Annex A. Filters of a suitable type are to be fitted as near as possible to the ends of all outgoing lines. Filters shall be inspected IAW the requirements of Part 5 of this publication, cleaned as necessary, and any defects remedied at once. Where aviation fuel filter separators are fitted they shall meet API 1581 (current issue) which aligns with STANAG 3967 as required by STANAG 3149. This is to ensure effective removal of undissolved water and particulates from the fuel and to ensure compatibility with military fuel additives. Filter and filter separators shall be fitted with pressure differential gauges conforming to STANAG 3583 or equivalent. 2.13 Pressure Differential Gauges (PDGs) fitted to filtration units shall be monitored during all fuel movement activities, IAW Part 5 of this publication. On-condition maintenance/filter element replacement is required if the corrected differential pressure reaches 15 psig, or if filter element failure is indicated by a corrected differential pressure of less than 1 psig, any sudden changes in differential pressure, or as directed by the BFQCO/BFQCM after undesirable trending of PDG readings. 2.14 PDG readings shall be recorded once daily (on days where fuel movement occurs through filtration units), IAW the requirements of Part 5 of this publication, to allow filter condition to be trended. 2.15 Fuel Delivery Nozzles. The strainers in refuelling nozzles and pressure refuelling couplings are to be 60 mesh (240 microns). The strainers fitted to the Nozzles on fuel servicing vehicles shall be inspected IAW AAP 7745.001-3M and applicable EMEIs. Nozzle dust caps shall only be removed during refuelling operations and shall be replaced immediately afterwards. 2.16 Identification and Product Marking of Vehicles and Equipment. All refuelling and oil replenishment vehicles and equipment are to be prominently marked with the NATO marking appropriate to the product they contain. Refer to Part 3 of this publication for marking requirements on vehicles. Refer to Part 7 of this publication for marking requirements on fixed plant and infrastructure. 2.17 Change of Product Procedure. The appropriate change of product procedure is to be carried out whenever the product to be dispensed is changed. Refer to the Part 3 of this publication for change of product procedures. 2.18 Re-Oiling Aircraft from Packed Stocks. Oil from packed stocks, e.g. drums and Jerri cans is to be filtered to the appropriate standard shown in annex A, before dispensing to aircraft tanks. Oil from small hermetically sealed containers need not be filtered before dispensing to aircraft tanks. Any oil remaining in opened containers after aircraft servicing will not be retained for future use but will be added to servicing equipment or disposed of as used oil. The container marking is to be checked to ensure that the correct product is being used. 2.19 Replenishment with Grease. The container marking is to be checked, to ensure that the correct product is being used. The most important considerations is to ensure cleanliness of the grease, the surfaces to which it is being applied and the equipment used on its application. The grease is to be taken from the original container and is not to be repackaged. The grease is to be applied as far as possible with a

2



grease gun or similar device, and not by hand application. The lids of all containers are to be replaced immediately after use. 2.20 Replenishment with Hydraulic Fluids. The most important consideration is to ensure cleanliness of the fluid and of the equipment used in its application. The container marking is to be checked, to ensure that the correct product is used. The different types of hydraulic fluids such as vegetable, petroleum and synthetic based, are to be kept segregated from each other. 2.21 Fluid from non-hermetically sealed containers is to be filtered to the appropriate standards shown in annex A, before dispensing. Fluid from small hermetically sealed containers need not be filtered before dispensing to aircraft tanks. Any fluid remaining in open containers after servicing will not be retained but will be added to servicing equipment or disposed of as used oil. 2.22 The fluid is to be taken from the original container and is not to be repackaged. All hydraulic fluids are to be supplied in containers, not exceeding 5 litres. 2.23 JP-8+100 / F-37 and other fuel grades. For storage and handling procedures related to these fuel grades, refer to Part 4, Section 1, Chapter 6. 2.24 Recirculation of dormant aviation turbine fuel. This information applies only to fixed BFIs at air bases. This information is not applicable to small deployed installations. If BFQC staff are unsure as to whether the following requirements apply to their installation, JFLA should be consulted. 2.25 There is potential for any grade of fuel to stratify into its constituent products if left dormant for a long period of time. As a result, but only for aviation turbine fuel, it is good practice to recirculate dormant fuel stocks periodically to prevent stratification and to ensure that any dormant equipment (such as pumps, valves, filters and pressure differential gauges) remain in good working condition. Excessive recirculation may cause the Static Dissipater Additive (SDA) required in kerosene based fuels to 'plate out' of solution, meaning conductivity levels may fall below specification limits. This increases the risk of excessive static charge build up and fire/explosion. 2.26 As required by Part 5 of this publication, where bulk stocks of aviation fuel have remained dormant (unused) for a period of 2 months, the fuel shall be recirculated for a period of 30 minutes per bulk tank. This activity shall be documented in the FQC log. 2.27 Recirculation of dormant aviation turbine fuel shall only occur at an interval more frequently than once every 2 months, if it is required by DSG and/or ENGSPO via maintenance policy, in order to maintain the serviceability/reliability of equipment and infrastructure. 2.28 This recirculation requirement does not apply to fuel grades other than aviation turbine fuel. Due to the different production requirements applicable, it is likely AVGAS will have an inherently low conductivity level and any excessive recirculation action may cause fire/explosion. Unnecessary movement of AVGAS, including recirculation, shall not occur. ANNEX: A. Minimum standards of filtration

3


DEF(AUS

T)5695B Part 4 Sect 1 Chap 3

4

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Minimum standards of filtration (1, 2)

Issues From All Installations

Serial No.

Product Deliveries to Airfield Receipt/Settling Tanks

To Rail Cars or Road Vehicles

To On-Base Operating Tanks

To Containers (Packed Stocks)

Into Refuelling Vehicles or Launches

Issues into Aircraft

1 Turbine Fuel, Aviation 150 microns Filter Water

Separator (3) Filter Water Separator (3)

Filter Water Separator (3) Filter Water Separator (3)

Filter Water Separator (3, 4)

2 Lubricating Oil Aircraft Piston, Engine

- 240 microns - 240 microns 240 microns 240 microns

3 Lubricating Oil, Aircraft Turbine

- 150 microns - 150 microns 150 microns From small hermetically sealed containers directly into aircraft - no filtration. Otherwise 10 microns

4 Hydraulic Fluids - - - Either 5 microns filtration (5) or specification control of particulate count and/or total weight of contaminants

- Small hermetically sealed containers direct into aircraft: no filtration. Otherwise See (6)

Note 1: Comparison between filter mesh and micron sizes: OPENING (MICRONS) MESH SIZE (MEASURES PER INCH) 50 270 80 180 100 140 150 100 200 70 240 60 Note 2: Filtration requirements are the responsibility of the receiving installation.

Note 3: Suitable filtration equipment shall be installed in order that filtered aviation turbine fuel contains not more than 1 mg/l solids and 30 ppm of water.

Note 4: These minimum quality requirements shall also apply to any other grade of fuel issued to aircraft powered by gas turbine engines.

Note 5: This shall be a filter capable of removing a minimum of 96% by weight of all solid particle contamination 5 microns [6 microns (c)] or larger (this equates to a minimum filter Beta ratio of 25).

1



2

Note 6: Aircraft hydraulic fluid dispensing and servicing equipment is to be capable of supplying fluid to one of the following cleanliness standard: For ISO 4406 reporting method (recommended): - / 15 / 12 For SAE AS 4059 reporting method: - / 6B / 6C For NAS 1638 class 6 (included for reference only): MICRON SIZE RANGE MAXIMUM PARTICULATE COUNT/100 ml SAMPLE (ACFTD calibrated) 5 - 15 16,000 >15 - 25 2,850 >25 - 50 506 >50 - 100 90 >100 16




CHAPTER 4

MANAGEMENT OF AVIATION FUEL DRUM STOCK 1. INTRODUCTION 1.1 The aim of this chapter is to specify the acceptance procedures and standards for the storage and dispensing of aviation fuels from drum stock. This is to ensure that fuel quality is not compromised particularly in remote locations where drum stock is likely to be used. Procedures apply to both AVTUR and AVGAS. JFLA DCMP 09/014 refers. 1.2 References. The following useful references apply to this chapter:

a. AS 2905 Fixed End and Removable End Steel Drums; and

b. AS 1940 The storage and handling of flammable and combustible liquids. 2. REQUIREMENTS 2.1 General. To support aircraft operations, particularly in remote areas, there may be a requirement for Defence to store aviation fuels using 205 litre drums. These drums shall comply with AS2905 Fixed End and Removable End Steel Drums, which shall be prescribed in contractual agreements with suppliers. The storage and dispensing procedures for drum stocks of aviation fuel, both AVGAS and AVTUR, are critical for maintaining fuel quality. Extreme care must be taken to guard against contamination particularly in wet or dusty conditions. 2.2 Positioning. When drum stock is required in support of an exercise or operation, the required quantity of drums (calculated at 175 useable litres per drum), are to be removed from storage and placed in a convenient location where decanting or fuel issue from the drums may be carried out without any further movement of the full drums. Refer to Part 5 of this publication for orientation of drums for sampling. 2.3 Settling period. Drumstock (all fuel grades) shall be allowed to settle for a minimum of 2 hours, prior to sampling and testing. This ensures particulates and water settle to the bottom of each drum. 2.4 Sampling and testing. After the required settling period, perform sampling and testing IAW Part 5 of this publication before fuel is decanted/issued. 2.5 Re-use of empty drums. Normally empty drums are not to be reused and are to be returned to the supplier when empty through the JFLA item manager. However, if drums are to be reused in an emergency, they must be internally inspected for rust and deterioration of the internal lining. The content of drums is to be clearly marked on the drum. 2.6 Storage of drumstock. Unless the fuel is to be used within 24 hours, all drums are to be ‘belly stacked’ on their sides with end bungs at the 3 o’clock and 9 o’clock positions so that the depth of liquid above the bungs/closures is as small as possible. When stored in this position the bungs will be completely covered with fuel product, which will prevent the seals from drying out and prevent the drums breathing during temperature changes. Large quantities of drums can be stored in rows of two, butt to butt. Drums shall be stored one tier high but may be stored up to three tiers high with the use of correct Mechanical Handling Equipment (MHE), refer figure 1. It is important that drums are stacked on hard dry standings, otherwise their weight will cause them to sink and they will quickly rust.

1



Figure 1 – Belly Stacking of 205 Litre Drums

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CHAPTER 5

REFUELLING OF AIRCRAFT 1. INTRODUCTION 1.1 The aim of this section is to provide JFLA policy for aircraft refueling operations and therefore applies to Navy, Army and Air Force. This section caters for fixed wing and rotary wing aircraft. JFLA DCMP 09/014 refers. 2. DEFINITIONS 2.1 The following definitions apply to this chapter:

a. 'Hot' Refuelling:

(1) Fixed Wing. The refuelling of fixed wing aircraft is considered ‘hot’ when at least one main propulsion unit is operating during refuelling operations.

(2) Rotary Wing. The refuelling of rotary wing aircraft is considered ‘hot’ when the APU

and/or rotors are running during refuelling operations.

b. 'Cold' Refuelling:

(1) Fixed Wing. The refuelling of fixed wing aircraft is considered ‘cold’ when the main propulsion units are not operating. APUs may operate during refuelling.

(2) Rotary Wing. The refuelling of rotary wing aircraft is considered ‘cold’ when both the APU

and rotors are shutdown during refuelling operations. 3. DEFENCE AIRCRAFT FUEL DATA 3.1 Aircraft refueling pressures and capacities. For the benefit of Bulk Fuel Tanker (BFT) vehicle operations and logistics planning, aircraft refuelling pressures and capacities are listed in Annex A. The source data for Annex A is the respective aircraft maintenance instructions which have been confirmed by the respective aircraft SPO SDE. 4. REQUIREMENTS 4.1 General safety risks. During refuelling there is an elevated risk of fire due to the large quantities of fuel vapor released to the atmosphere as the aircraft tank is vented. There is also a risk from static electricity either from any charge accumulated on the aircraft or generated by friction during pressurised refuelling. Care shall be taken to ensure that no fuel is spilt on the ground in the vicinity of an aircraft either during fuelling operations or as a result of fuel tank venting. Any spills shall be reported in accordance with Part 1 of this publication. 4.2 Australian Dangerous Goods Code. Staff handling POL shall comply with applicable requirements of the Australian Dangerous Goods (ADG) Code at all times. The Code may be accessed via the National Transport Commission website: www.ntc.gov.au 4.3 Refuelling hoses. Hoses on aircraft refueling equipment which have not been used for 7 days or more shall be flushed for not less than 1 minute prior to refuelling an aircraft (refer STANAG 3149). 4.4 Before using new or re-issued (from testing or store) hoses for fuelling on vehicles or at fixed installations, the hose shall be flushed with at least 2,000 litres of the fuel to be used. After flushing take a one-litre sample and examine fuel visually for excessive discoloration or solids. If the sample indicates contamination, internally soak the hose for three hours, flush with at least 2,000 litres of the fuel to be used;

1




2

after flushing take a sample and examine for contamination. Failure will require additional internal fuel soak until the sample is free of contamination (refer STANAG 3149). 4.5 All refueling hose maintenance shall be IAW applicable EMEIs or other ENGSPO approved instructions. 4.6 Fire extinguishers. The BFQCO is responsible to ensure that base procedures for the use of fire extinguishers on refuel and defuel are developed, based on local factors including (but not limited to) the type of aircraft to be refuelled at that base, and the infrastructure at that base (eg hydrant lines, refuel tankers, etc). These procedures should be developed using information contained in aircraft manuals and refuelling equipment, which may specify the type and location(s) of fire extinguishers required. Only personnel trained to use the applicable fire extinguishers should man them during a fuel/defuel. AAP7001.059 ADF AMMM Section 3 Chapter 12 (aircraft fuelling operations) provides additional guidance. 4.7 Spills. Any spillage or leakage detected shall be investigated and remedied immediately. In the event of a serious leak or spill, pumping and servicing operations shall be stopped. The refuelling vehicle and if possible the aircraft is to be pushed or towed from the affected area. All spilt fuel is to be managed and reported in accordance with Section 1 of this publication. 4.8 Drumstock refuelling. Aviation fuel must only be dispensed from drumstock into aircraft or refuelling vehicles via approved and serviceable equipment that is fitted with the necessary filtration equipment to ensure fuel quality. Minimum standards of filtration are specified at Part 4, Section 1, Chapter 3. Aircraft shall not be refueled from drum stock with the use of lightweight fuel pumping unit. 4.9 Immediately on completion of the refuelling operation, all nozzle caps, dust plugs and drum bungs are to be replaced to prevent the ingress of contaminants into the dispensing equipment or drums. 4.10 Because the suction stub on the dispensing equipment is inserted on the high side of the drum, each drum will deliver only approximately 175 litres of fuel. At the conclusion of refuelling operations where a number of drums have been used, one or more of the drums may be used to receive the residue fuel from the used drums (approximately 25 litres from each drum). These drums may then be settled, sampled IAW Part 5 and if satisfactory, used in subsequent refuelling operations. 4.11 Hot refueling. Hot refuelling is a potentially dangerous procedure that affords additional flexibility in the operation of aviation assets. Procedures for the hot refuelling of fixed and rotary wing aircraft are as follows:

a. Navy. In accordance with local unit/ship operating procedures. b. Army. HQ 16 Avn Bde SI/SOPs, in accordance with Part 4 Section 1 Chapter 7 of this

publication. c. Air Force. In accordance with local unit operating procedures.

ANNEX: A. Aircraft Refuel Pressures and Fuel Capacities



AIRCRAFT REFUEL PRESSURES AND FUEL CAPACITIES

Fuel Delivery Fuel Capacity

AI AIRCRAFT TYPE ENGINE TYPE FUEL MAX KPa MAX PSI LINE TYPE Internal

Capacity (L)External

Capacity (L)Total

Capacity (L)A9 AP-3C ORION T56 F-34 350 50 AH 34,830 NIL 34,830 A15 CH47 CHINOOK T55 F-34 450 65 AH & OPEN 4,140 NIL 4,140 A17 Bell 206B-1 KIOWA RR250 F-34 280 40 OPEN 450 NIL 450 A21 F/A-18 HORNET F404 F-34 350 50 AH 6,320 1,400 x 3 10,520 A22 AS350BA SQUIRREL Arriel 1B F-34 280 40 OPEN 370 NIL 370 A23 PC-9/A PT6A F-34 280 40 OPEN 720 310 X2 1,340

A97H C130H HERCULES T56 F-34 400 58 AH 31,730 5,190 36,920 A97J C130J-30 HERCULES AE2100 F-34 AH A25 S70 BLACKHAWK T700 F-34 350 50 AH 1,300 3,480 4,780 A27 HAWK Mk127 Adour Mk871 F-34 350 50 AH 3,690 TBC 3,690 A30 B737-700 AEW&C CFM56 F-34 A32 B200 KING AIR PT6A F-34 280 40 OPEN 2,690 NIL 2,690 A36 737-BBJ CFM56 F-35 AH A37 CL-604 CHALLENGER CF34 F-35 A38 ARH TIGER MTR 390 F-34 1020kg 525kg 1575kg A39 KC-30B MRTT CF6 F-34 AH A41 C-17 GLOBEMASTER F117 F-34 405 60 AH x 2 138,420 NIL 138,420 AXX MRH90 RTM 322 F-34 2036kg 1000kg 3036kg N16 SEA KING Gnome F-44 350 50 AH 5,000 NIL 5,000 N24 S70B-2 SEAHAWK T700 F-44 350 50 AH & OPEN 2,920 620 x 2 4,160 N/A C-141 STARLIFTER F-34 350 50 AH x 2 87,360 NIL 87,360 N/A C-5 GALAXY F-34 350 50 AH x 2 185,480 NIL 185,480

Notes: 1. AH = Avery Hardoll fitting 2. Jet A-1 (F-35) lacks Fuel System Icing Inhibitor and Lubricity Improver Additive. Check flight manuals for any restrictions if using Jet A-1.

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CHAPTER 6

DEFUELLING AVIATION TURBINE FUEL FROM AIRCRAFT AND GSE 1. INTRODUCTION 1.1 Defuelling is a procedure used to remove fuel from an aircraft or GSE for operational reasons, prior to maintenance, or if the fuel is suspected of being contaminated. The quality of aviation turbine fuel received into defuel vehicles from aircraft or GSE is to be verified before the fuel is transferred to another aircraft or returned to operational (bulk) storage facilities. Particular attention shall be given to aviation turbine fuel that has been:

a. stored in tanks for extended periods, as defined below;

b. received from an overseas or non-Defence installation; and/or c. held in foreign or civilian aircraft.

1.2 Aim. The aim of this chapter is to specify minimum requirements for defuelling aircraft operations and aircraft maintenance. Requirements of this chapter are derived from STANAG 3149 (Edition 9) unless otherwise specified. JFLA DCMP 09/009 also applies. 1.3 Applicability. Minimum requirements specified this chapter apply to all aviation turbine fuel used by the Australian Defence Force. This chapter does not apply to aviation gasoline (eg AVGAS 100LL), maritime fuel (eg F-76) or land fuel (eg ULP or automotive diesel). 2. REQUIREMENTS 2.1 VEHICLE PREPARATION FOR DEFUELS 2.1.1 Defuel vehicle hose(s) must be dedicated to defuel operations. The following method shall be used to

prepare defuel vehicle hoses for a defuel:

a. Remove nozzle strainer(s) from all hose(s) intended to be used for defuelling, and

b. Clearly mark these hose(s) with ‘DEFUEL ONLY’ signage to indicate that the hose is to be used for defuelling operations only.

2.1.2 The design of the defuelling vehicle must ensure defuel vehicle filters can not be used in reverse during a defuel. 2.1.3 All defueled fuel shall pass through at least one filter/separator before being returned to a storage facility or aircraft. When returning defuelled fuel to storage, it is permissible to bypass the defuelling vehicle filter/separator only if the defuelled fuel will pass through the storage facilities filter/separator prior to storage. 2.2 BEFORE AND DURING A DEFUEL 2.2.1 The following procedures and tests shall be undertaken for all defuel operations. Where fuel does not pass the specified test requirements listed below, follow on actions as specified by paragraph 2.5 shall be carried out:

a. Confirm that fuel in the aircraft/GSE to be defueled is of the same grade (ie F-34, Jet A-1 etc) as

that in the defuelling vehicle. Where fuel to be defueled is of a different grade, the requirements of paragraph 6 below shall be met.

b. Confirm that the fuel in the aircraft/GSE has not been stored without use for:

(1) 3 months for all areas between the Tropic of Capricorn and Tropic of Cancer, or

(2) 6 months for all other areas.

1



c. Conduct a visual inspection of a fuel sample from the aircraft/GSE, (suitable low point drain/water drain) IAW the procedures prescribed in Part 5 of this publication, checking for fuel colour, signs of water, visible particulate, and Microbiological Contamination (MBC).

d. Document the visual inspection results in the defuel vehicle log (SI 171 or equivalent).

e. If the defueled fuel passes the visual inspection, defuel the aircraft/GSE by the approved

method.

f. Repeat steps a. – e. as necessary for additional aircraft/GSE defuels. 2.3 AFTER A DEFUEL 2.3.1 The following procedures and tests shall be conducted for all fuel defueled. Where fuel does not pass the specified test requirements listed below, follow on actions as specified by paragraph 2.5 shall be carried out:

a. Where the defueled fuel is to be delivered directly to an aircraft: (1) Quarantine the vehicle pending results of the tests below. (2) Recirculate at least 500 litres of fuel within the refuelling vehicle. (3) Carry out continuous Millipore particulate sampling at the filter outlet or Avery Hardol

Millipore connection, whilst continuing to recirculate the defueled fuel at system pressure. (4) Test the Millipore sample for gravimetric particulate contamination IAW with the

procedures in Part 5 of this publication. (5) Conduct a ‘clear and bright’ visual test of a fuel sample from the defuel vehicle filter

outlet, IAW the procedures prescribed in Part 5 of this publication. (6) Conduct a shell water test of a fuel sample from the defuel vehicle filter outlet, IAW the

procedures prescribed in Part 5 of this publication. (7) Take a low point sample of one litre from the defuel vehicle filter outlet. (8) Test the one litre sample for FSII content, conductivity level, specific gravity and flash

point IAW the procedures prescribed in Part 5 of this publication. (9) Document the FQC test results in the FQC Centre log book. (10) If the fuel is declared serviceable by the BFQCM or equivalent, release the vehicle from

quarantine.

b. Where the defueled fuel is to be delivered to a QCI tank which contains contractor-delivered fuel that has not been tested as being within specification by the BFQCM:

(1) Quarantine the vehicle pending results of the tests below.

(2) Recirculate at least 500 litres of fuel within the refuelling vehicle. (3) Conduct a ‘clear and bright’ visual test of a fuel sample from the defuel vehicle filter


procedures prescribed in Part 5 of this publication. (5) Take a low point sample of one litre from the defuel vehicle filter outlet. (6) Test the one litre sample for FSII content, conductivity level, specific gravity and flash

point IAW the procedures prescribed in Part 5 of this publication.

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3

(7) Document the FQC test results in the FQC Centre log book. (8) If the fuel is declared serviceable by the BFQCM or equivalent, release the vehicle from

quarantine.

c. Where the defueled fuel is to be delivered to GSE, or to a QCI tank in a configuration other than that defined above:

(1) Recirculate at least 500 litres of fuel within the refuelling vehicle.

(2) Conduct a ‘clear and bright’ visual test of a fuel sample from the defuel vehicle filter


procedures prescribed in Part 5 of this publication. (4) If the defueled fuel passes the visual and shell water tests, no further testing required.

2.4 DELIVERY OF DEFUELLED FUEL TO AIRCRAFT/GSE OR STORAGE 2.4.1 Before a defuel vehicle hose is used as the means to deliver fuel, including delivery to storage or aircraft/GSE refuel operation, the following actions shall be conducted:

a. Refit the nozzle strainer(s) for the affected hose(s), and

b. Remove ‘DEFUEL ONLY’ markings from the affected hose(s). 2.4.2 If delivering fuel via another means, the above actions are not mandatory. Proceed IAW defuel vehicle operating instructions. 2.5 FUEL WHICH FAILS TEST REQUIREMENTS 2.5.1 Where fuel in the aircraft/GSE has been stored without use for 3 months or more (tropical or sub tropical areas), or 6 months or more for all other areas, the following shall be undertaken:

a. Advise the BFQCM,

b. BFQCM/BFQCO to quarantine the affected aircraft/GSE, and

c. Contact JFLA, requesting the fuel be tested and re-certified. 2.5.2 Where fuel does not pass the visual inspection or shell water detection tests, the following shall be undertaken:

a. Carry out actions IAW the visual inspection and/or shell water test exceedance limits, as specified in part 5 of this publication.

2.5.3 Where fuel sampled from the defuel vehicle does not pass the Millipore particulate, FSII content, conductivity level, specific gravity or flash point tests, the following shall be undertaken:

a. Carry out actions IAW the applicable test exceedance limits, as specified in part 5 of this publication.

2.6 FLOWCHART OF REQUIREMENTS 2.6.1 The flowchart below presents the requirements above graphically.



2.1 VEHICLE PREPARATION FOR A DEFUEL

2.2 BEFORE AND DURING A DEFUEL

Refer to paragraph 2.5

2.3 AFTER A DEFUEL

Select intended delivery point for defuelled fuel:

2.4 DELIVERY OF DEFUELLED FUEL

2.5 FUEL WHICH FAILS TEST REQUIREMENTS

YES

NO

YES

YES NO

FAILPASS

Is the fuel to be defuelled the same grade as that in the

defuel vehicle?

Proceed to paragraph 6

Has the fuel in the aircraft/GSE

been stored without usefor over 3 months (all

areas between the Tropics of Capricorn

and Cancer) or 6 months?

Conduct a visual inspection on fuel sample from aircraft/GSE. Document

results in SI 171 or equivalent

Is another defuel

required?Commence defuelling

NO

If using a defuel vehicle hose to deliver fuel:1. Refit nozzle strainers, and2. Remove “DEFUEL ONLY” markings

For all hoses to be used for defuelling:1. Remove the nozzle strainer(s) from the hose(s), and2. Clearly mark these hose(s) with “DEFUEL ONLY” signage

Confirm defuelling vehicle filters can not be used in reverse during a defuel

Confirm defuelled fuel will pass through at least one vehicle filter/separator before fuel is returned

to a storage facility or aircraft

Vehicle can not be used for defuel operations

YES NO

NO

YES

FAIL

PASSPASSPASS

FAILFAILQuarantine vehicle, recirculate fuel and test IAW

paragraph 2.3.1 a.

Para 2.3.1 a.Fuel to be delivered directly to an aircraft

Para 2.3.1. c.Fuel to be delivered to GSE, or a QCI

tank in a configuration other than defined by paragraph 2.3.1. b.

Para 2.3.1 b. Fuel to be delivered to a QCI tank which contains contractor-delivered fuel which

has not been tested as within specification by BFQCM

Quarantine vehicle, recirculate fuel and test IAW

paragraph 2.3.1 b

Recirculate fuel and test IAW paragraph 2.3.1 c.

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3. GUIDANCE 3.1 References. JFLA DCMP 09/010 provides justification for this instruction, including reference to source material. 3.2 Definition of QCI tank. Refer to Part 4, Section 1, Chapter 3 for a definition of “QCI tank”. 3.3 Storage without use limits. The intent of storage limits is to guard against fuel deterioration. Fuel which has not been used can deteriorate rapidly in aircraft tanks. More strict storage limits apply to tropical regions, where MBC may occur more readily. The stated requirement of “between the tropic of Capricorn and the Tropic of Cancer” has been given to meet the intent NATO standard 3149, which uses the term “tropical and sub-tropical areas”. It is understood that other regions may experience tropical weather (for example, RAAF Amberley), however specifying a limit as opposed to a range or other flexible measure has been justified as an acceptable and pragmatic solution. 3.4 Defuel vehicle. A defuel vehicle is any vehicle or equipment used to defuel aviation turbine fuel from an aircraft or GSE, such as a defuel tanker truck or defuel bladder. Previously, distinction was made between ‘dedicated’ and ‘non-dedicated’ defuelling vehicles. This distinction has been removed to simplify operations. A defuel tanker does not need to be labelled ‘DEFUEL ONLY’, however all hoses used for defuelling must be annotated as such. This instruction does not preclude the use of a dedicated defuel vehicle, if desired. 3.5 Recirculation of fuel within the defuel vehicle. At the completion of defuel operations, fuel pumped into the defuel vehicle’s tank(s) will have passed through a filter/coalescer unit. Provided this unit is functioning correctly, fuel in the vehicle’s tank(s) will be clean and dry. However, a small amount of defueled fuel will remain in the vehicle’s defuel hose and plumbing, upstream of the filter unit. This fuel may not be clean and dry and must be cleaned before any vehicle hose is used for refuel operations (including pumping to bulk storage). A recirculation is required even if a subsequent refuel operation will use a different hose to that used for defuelling, since in some vehicles some of the plumbing upstream of the filter/coalescer is common to all hoses. 3.6 To clean fuel in this plumbing/hose(s) and ensure no potentially contaminated fuel is delivered to aircraft/storage, 500 litres of fuel must be recirculated through the vehicle using the applicable defuel hose(s), to remove any potential contamination. This is a requirement even for small defueled fuel volumes. 3.7 Recirculation action also ensures the visual test and shell water test (see below) is conducted on a representative portion of defueled fuel. Considering both reasons together, the requirement for recirculation has been included in the ‘after a defuel’ stage, for consistency. 3.8 The 500 litre volume requirement was determined to be adequate to recirculate all fuel contained within the plumbing of a ‘typical tanker’, with an acceptable factor of safety. 3.9 Shell water test. The purpose of conducting a shell water test at the defuel vehicle filter/coalescer outlet, after recirculation has been completed, is primarily to confirm that the fuel remaining in the defuel vehicle’s plumbing is dry, and that the filter/coalescer unit is functioning correctly to remove water from the fuel. Whilst (for some tanker vehicles) the sample will only be of the fuel retained within the vehicle’s plumbing system (and not that of the vehicle’s tank), it will be representative of the entire fuel load assuming the filter/coalescer unit is functioning correctly. 3.10 If the fuel fails the shell water test at the filter/coalescer outlet, this may indicate that the defuel vehicle filter/coalescer unit is not functioning correctly. 3.11 The shell water test shall not be done at a point upstream of the filter/coalescer unit, or at the vehicle bottom drain, as this will not confirm the filter/coalescer unit is functioning. 3.12 The shell water test shall not be conducted before 500 litres of fuel is recirculated within the tanker vehicle. Not recirculating fuel would mean the test would be performed on fuel not representative of fuel dried by the filter/coalescer unit.

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3.13 The shell water test is not conducted on fuel directly from the aircraft/GSE (from the aircraft wing low point drain for example) as some entrained water may be expected from this location. It is also possible that aircraft low point drains may still ‘hide’ entrained water in the aircraft. From a FQC aspect, it is most important that the visual inspection detect the presence of free water (and remove it) before defuelling. It is less important to confirm entrained water levels of fuel in the aircraft. The shell water test is conducted at the filter outlet of the tanker vehicle to confirm water does not exist at this point. 3.14 Shell water test samples need not be retained if the defueled fuel passes the test. 3.15 Particulate (Millipore) test. Previous to this amendment, a Millipore particulate test was required for all defuel scenarios. This amendment requires a Millipore test to be conducted only where defueled fuel is to be delivered directly back to an aircraft. The test is required for this case because there is no other means to accurately confirm that the fuel recirculated in the tanker plumbing has been cleaned adequately and that the defuel vehicle filter/coalescer is operating correctly and has not degraded to a point where debris from the filter unit itself may contaminate fuel on the next refuel. The test may be considered an equivalent to current particulate tests required for fuel in operating storage (see paragraph below). 3.16 A particulate test is not required if defuelled fuel is being delivered to storage, since periodic particulate testing is required for fuel in storage IAW Part 5 of this publication. The fuel will also undergo additional filtration before it is returned to an aircraft, obviating the need for testing on defuel. 3.17 A particulate test is not required if defuelled fuel is being delivered directly to GSE, in recognition of the less significant consequences associated with GSE failure from contaminated fuel, when compared to an aircraft. 3.18 “Bench” testing. With reference to para 2.3.1, “bench” testing (for FSII content, conductivity level, specific gravity and flash point) is only required in the following cases:

a. Where the defueled fuel is to be delivered directly to an aircraft. Bench testing is required because there is no other means to determine the technical integrity of the fuel prior to aircraft flight. The bench tests are an equivalent to the testing that would be done IAW Part 5 of this publication, if the fuel was returned to storage.

b. Where fuel will be delivered to a QCI or storage tank which contains contractor-

delivered fuel that has not been tested previously. This situation is a possible eventuality, for a number of reasons, and bench testing is required because the Commonwealth wishes to retain the ability to seek warranty action against a contractor who delivers fuels out of specification. This can only be done if the Commonwealth can prove all other fuel delivered to the same holding is tested to be within specification. Even for multiple contractor deliveries, provided the fuel is supplied by the one contractor, the Commonwealth still has the ability to seek warranty action within a specified period.

3.19 “Bench” testing is not required in any other case. This is because in all other cases, subsequent testing of the QCI/storage tank, before the tank is cleared to ‘operating storage’ IAW Part 5 of this publication, will identify whether the fuel is out of specification. Fuel with FSII, conductivity, specific gravity and flash point levels outside specification limits is not contaminated fuel, and this (unlikely) situation may be rectified by redosing or blending the fuel, thus maintaining technical integrity. 4. DEFUELLING AIRCRAFT WITH ALTERNATE AVIATION TURBINE FUEL GRADES 4.1 During the course of operations (in particular overseas operations), it is possible for Defence aircraft fuel systems to contain fuel grades other than F-34, or a mixture of F-34 and other fuel types. Care shall be taken to minimise such mixing in order to protect the performance properties F-34 and to minimise the possibility of micro-biological contamination through lower than normal levels of FSII. 4.2 Jet A and Jet A-1/F-35. Commercial grade fuels such as Jet A-1 (F-35) and Jet A will become more prevalent in ADF use with the introduction of aircraft approved by OEMs and/or airworthiness

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authorities to use these fuels, such as C-17 and C-130J. Properties of Jet A and Jet A-1 are essentially the same, with the exception of a lower freeze point for Jet A. 4.3 Jet A or Jet A-1 may be defueled without restriction, where this fuel is to be reissued directly to the aircraft from which it came. Testing requirements are as laid out in this chapter, minus the requirement to test for FSII. 4.4 Jet A shall not be mixed with Jet A-1 or F-34 in ADF defuelling equipment or base storage facilities without approval from JFLA. 4.5 Jet A-1 may be mixed with F-34 in ADF defuelling equipment or base storage facilities in the ratios specified in table 1 below. The decision to blend rests with the BFQCM. FQC tests shall be undertaken to confirm the acceptability of the blended product as F-34. Where the blended product does not meet the F-34 specification, JFLA shall be contacted. 4.6 JP-5/F-44. F-44 is a high flashpoint (maritime environment) kerosene fuel, with several other minor variations to fuel properties. F-44 shall be segregated from other fuel types at the defuel stage (by tanker or tanker compartment). F-44 may be blended with F-34 in storage in the ratio defined in table 1 below. The decision to blend rests with the BFQCM. FQC tests shall be undertaken to confirm the acceptability of the blended product as F-34. Where the blended product does not meet the F-34 specification, JFLA shall be contacted. The blended product shall not be classified as F-44 without approval from JFLA.

Commercial/Military designation NATO designation Blend ratio with F-34 Jet A - Not allowed without JFLA approval

Jet A-1 F-35 1:4 JP-5 F-44 1:4

JP8+100 F-37 Not allowed without JFLA approval

Table 1 – aviation turbine fuel blend ratios with F-34 4.7 JP8+100/F-37. If an aircraft requires defuelling and is suspected of containing F–37 (JP–8+100), defuelling is not to be undertaken unless there is a compelling and justifiable operational requirement. 4.8 If, due to operational necessity, an aircraft suspected of containing F–37 is defuelled using Defence fuel equipment, the fuel can be reissued directly to the aircraft from which it came, provided no other contamination is suspected. If fuel cannot be reissued in this manner, the fuel is to be treated as a waste product and disposed of accordingly. 4.9 Care is to be taken to ensure that waste disposal personnel are made aware of the presence of the +100 additive and that the fuel is not issued to aircraft that are not approved to use F-37 fuel. JFLA CENGR shall maintain a register for all Defence aircraft that are approved to use F-37 fuel and shall be consulted where there is doubt. 4.10 Under no circumstances is F-37 fuel to be returned to any Defence Bulk Fuel Installation. The defuelling vehicle is to be quarantined, decontaminated and its filter/coalescer elements replaced. 4.11 For aircraft that are not approved to use F-37 grade fuel, the following measures shall be adopted to preserve the integrity of aviation fuel quality control: 4.11.1 F-37 shall not be issued to Defence aircraft without specific approval from the relevant System Program Office (SPO) and listing on the F-37 aircraft register maintained by JFLA CENGR. 4.11.2 If JP-8+100 is issued to a Defence aircraft, appropriate annotations shall be made in the aircraft’s log (ie. as a CFU), and the tanker drivers performing a defuel on aircraft with these outstanding CFUs shall be notified.

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4.11.3 Unapproved aircraft suspected of containing F-37 are considered free of the Thermal Stability Additive after having refuelled three times with a full useable internal fuel load which does not contain the additive. 4.11.4 Visiting/foreign aircraft containing JP-8+100 shall have this indicated in the aircraft’s log. ADF refuelling equipment can be used to supply JP-8 to these aircraft, but shall not be used to de-fuel aircraft containing JP-8+100. 4.11.5 If, due to operational necessity, ADF fuelling equipment is used to defuel aircraft suspected of containing +100, the fuel can be issued back to the same aircraft (or others approved to use JP-8+100), providing no other contamination is suspected. If the fuel cannot be re-issued in this manner, it is to be treated as waste product and disposed of accordingly. The fuel is not to be returned to ADF fuel installations. The refuelling vehicle is to be quarantined until all fuel has been drained from its tanks and hosing, and its filter/coalescer units have been replaced. 4.12 If there is any doubt as to the type of fuel being handled by ADF refuelling equipment, or supplied to ADF aircraft, the fuel is to be considered to contain the +100 additive and is to be treated accordingly. 4.13 If defuelling is required on an aircraft arriving from overseas that is suspected of containing JP8+100, carry out the following:

a. visually inspect a sample of fuel from the aircraft fuel system;

b. Defuel the aircraft into a refuelling tanker;

c. Carry out the FQC testing detailed in Part 5 before releasing the fuel; and

d. Notify JFLA with the FQC test results for further instructions. 5. WET WING DEFUELLING 5.1 Wet wing defuelling refers to the transferring of fuel from fixed wing aircraft fuel tanks to collapsible fabric tanks or tank semi trailers during field operations. This method of bulk fuel re-supply is able to supplement other bulk fuel delivery systems. Aircraft used in wet wing defuelling operations include the C-5A and C-130 cargo aircraft. Wet wing defuelling from the single point refuelling (SPR) port of these aircraft into Army collapsible fabric tanks or tank semi trailers can be done with an acceptable degree of risk using the correct procedures. Four aircrew members are required to perform the operation. 5.2 Field Equipment. It is the Army's responsibility to maintain and inspect the fuel transfer equipment to ensure that the system is free of leaks from the aircraft SPR port. The Army 1200 LPM pump shall not be used in wet wing defuelling because the excessive suction created could collapse the aircraft fuel manifold. Fuel booster pumps on board the aircraft shall be used to transfer fuel. The Army will provide the equipment described below to perform wet wing defuelling on Air Force cargo aircraft:

a. Hose. One 20m length of 50mm collapsible defuelling hose is required. The hose must be at least 20m in length to ensure that no cam-locking couplings are within the 50-foot safety cordon around the aircraft.

b. Nozzle. The wet wing defuelling operation requires one Avery Hardol nozzle.

WARNING

REMOVE THE DUST COVER AND INSPECT THE FACE SEAL AREA FOR OBVIOUS DAMAGE AND CLEANLINESS BEFORE EACH USE. THE NOZZLE LOCKING MECHANISM MUST BE VISUALLY INSPECTED BEFORE EACH FUELLING OPERATION TO DETERMINE THAT THE

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MECHANISM IS COMPLETE AND IS FUNCTIONING PROPERLY. NO LUBRICATION IS REQUIRED BETWEEN OVERHAULS.

6. WET WING DEFUELLING OF C-5A (GALAXY) AIRCRAFT 6.1 C-5A aircraft have an APU and two SPR ports on each side of the aircraft. The fuel flow rate is 2,268 LPM for each port. The fuel booster pumps can be operated using a GPU or the aircraft APUs. When an APU is used to power the pumps, it will be placed on the opposite side of the aircraft from the SPR port being used. 7. WET WING DEFUELLING OF C-130 (HERCULES) AIRCRAFT 7.1 The C-130H and C-130J-30 aircraft can sustain a fuel flow rate of about 300 - 400 LPM when using all 10 fuel booster pumps. Only four of the booster pumps can be used if fuel is not carried in the external tanks. The four booster pumps produce a flow rate of about 600 LPM. The onboard fuel booster pumps can be powered with a GPU or by number one and two engines. Both engines must be running to power the electrical buses. The APU cannot be used in this operation.

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CHAPTER 7

ARMY PROCEDURES FOR HOT REFUELLING HELICOPTERS 1. INTRODUCTION 1.1 The sponsor of Army procedures for hot refueling helicopters is Headquarters 16th Aviation Brigade, as the technical authority for Army hot refuelling. Procedures for the conduct of Hot Refuelling of Army Aircraft can be found in HQ 16th Aviation Brigade SI/SOPs. Hot refuelling procedures specifically applicable to Army PET OPs will be compliant with HQ 16th Aviation Brigade SI/SOPs, and can be found in LWP-CSS 4-1-1. For information regarding hot refuelling, contact Headquarters 16th Aviation Brigade S87 Branch Aircraft Support Senior Manager.

1.2 Hot refuelling is a force multiplier that affords additional flexibility in the operation of aviation assets. It can involve open or closed circuit refuelling equipment or systems and is conducted with rotors and/or engines running. It also introduces additional hazards of fuel spillage and fire ignition that could result in death/injury to personnel and loss/damage to major equipment. Hot refuelling therefore requires positive ground control of the aircraft movement, standardised refuelling equipment and coordination between aircraft crews and refuelling personnel.

1.3 Due to the nature of hot refuelling there is an increased risk associated with the conduct of this activity. Formal risk assessment utilising DI (AF) OPS 1-19, Army Aviation Risk processes and based on the unit’s needs shall be undertaken prior to the conduct of this activity.

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CHAPTER 8

FUEL QUARANTINING AND TESTING PROCEDURES AFTER AN AIRCRAFT INCIDENT/ACCIDENT

1. INTRODUCTION 1.1 This chapter provides instructions that shall be followed in the event of an aircraft incident/accident. These instructions apply to Navy, Army and Air Force aircraft operations and are necessary to determine whether fuel quality contributed to an aircraft accident/incident. 1.2 For ship borne operations, the responsibilities of the Senior Maintenance Manager (SMM) and Base Fuel Quality Control Officer (BFQCO) shall be assumed by the respective Marine Engineering Officer (MEO). 2. INITIAL RESPONSE 2.1 In the event of an aircraft incident/accident, the Senior Maintenance Manager (SMM) of the operational unit concerned is to contact the Base Fuel Quality Control Officer (BFQCO) and any other applicable personnel and request the following procedures be instigated:

a. Quarantine all refuelling vehicles/systems;

b. Quarantine the bulk fuel installation on-line supply tank or ship supply tank for ship borne operations; and

c. NOTAM all aircraft that have been issued fuel from the supply tank.

2.2 The BFQCO/MEO shall notify the JFLA Chief Engineer as soon as possible of the aircraft accident/incident by addressing a signal to DEFFUEL. Where possible/practicable, the BFQCO/MEO shall request a number of fuel samples be taken and tested in accordance with Part 5 of this publication. These samples are to be obtained by an independent qualified FQCCENTOP member, who is not involved in the regular testing of the base fuel/ships fuel. Sample requirements are as follows:

a. Quantity Two, 2 Litre samples (using Bottle NSN 8125-66-096-5604) are to be taken from the fuel farm supply tank/ships supply tank and identified with the source of sample;

b. For land operations, quantity Two, 2 Litre samples (using Bottle NSN 8125-66-096-5604)

are to be taken from the issuing refuelling vehicle and identified with the source of sample; and

c. Quantity Two, 2 Litre samples (using Bottle NSN 8125-66-096-5604) are to be taken from

the aircraft involved in the incident/accident if possible and identified with the source of sample.

2.3 Once the fuel samples are gathered, the BFQCO/MEO is to ensure that one of the 2 Litre samples from each source, be secured for testing by the Investigating team.

WARNING

DURING SAMPLING OF ANY POL PRODUCT, ENSURE THE CORRECT PPE IS WORN, IN ACCORDANCE WITH THE PRODUCT MANUFACTURER’S MATERIALS SAFETY DATA SHEET.

2.4 Once the fuel samples are gathered, they shall be secured and JFLA CENGR contacted to determine what testing requirements are necessary. All testing that is to be performed by Defence personnel shall be IAW Part 5 of this publication.

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PART FOUR SECTION TWO

CHAPTER 1

AVIATION FUELS 1. INTRODUCTION 1.1 The aim of this chapter is to provide an overview of aviation fuels and related military additive requirements. Approvals have been received from Shell, ExxonMobil and Chevron to reference general technical material published in documents available in the public domain. 1.2 References. The following useful references apply to this chapter:

a. Aviation Fuels Technical Review, 2005, ChevronTexaco;

b. Perry’s Chemical Engineers Handbook, Sixth Edition, 1988; c. The AeroShell Book, Edition 18, 2003; d. World Jet Fuel Specifications with AVGAS Supplement, 2005, ExxonMobil; e. Air Standard 15/06 Guide Specifications (Minimum Quality Standards) For Aviation Fuels:

NATO F-34, F-35, F-40 and F-44; f. ASTM D4054 Standard Practice for Evaluating the Compatibility of Additives with

Aviation-Turbine Fuels and Aircraft Fuel System Materials; and g. USAF T.O. 42B1-1-14 Fuels for USAF Aircraft.

2. DEFINITIONS 2.1 Alternative fuel. A fuel proposed for use in aircraft, but not currently permitted by existing fuel specifications. Changes in infrastructure, airframe and engines need to be considered and may be required. The Commercial Aviation Alternative Fuels Initiative (CAAFI) was formed by the US Federal Aviation Administration in 2006 to drive certification and qualification of a generic synthetic fuel approval of up to 50% based on the experiences of South African Coal, Oil and Gas Corporation (SASOL in Afrikaans) through DEFSTAN 91-91 (Jet A-1 specification) and USAF developments. 2.2 Conventional jet fuel. A fuel refined from crude oil (and tar sands/shale oils) meeting the requirements on existing jet fuel specifications such as DEFSTAN 91-91, ASTM 1655 and MIL-DTL-83133. Production techniques encompass polymerization and other techniques in current practice. Fuel is comprised solely of hydrocarbons and can contain approved additives. 3. AVIATION TURBINE FUELS 3.1 General performance requirements. Gas turbine engines require fuel with good combustion characteristics to protect the durability of components and a high energy content to produce sufficient power. Illuminating kerosene, produced for wick lamps, was used to fuel the first turbine engines in the 1930s. Since turbine engines were thought to be relatively insensitive to fuel properties, kerosene was chosen mainly because of availability. Fuel specifications have since evolved essentially based on trial and error. Since the primary function of aviation turbine fuel (jet fuel) is to power an aircraft, energy content and combustion quality are key fuel performance properties. Other significant performance properties are stability, lubricity, fluidity, volatility, non-corrosivity, and cleanliness. Besides providing a source of energy, fuel is also used as a hydraulic fluid in engine control systems, as a lubricant in fuel pumps and as a coolant for certain fuel system components. 3.2 Processing. Aviation turbine fuels come from the kerosene distillate ‘cut’ of crude oil. Jet fuel manufactured by fractional distillation is called ‘Straight Run’. Other, more complex forms of processing include Merox treating, Hydroprocessing and Hydrocracking. 3.3 Chemical composition. Kerosene jet fuel has evolved from the illuminating kerosene used in early gas turbine engines, having a carbon number distribution between approximately 8 and 16

1



carbon numbers. In comparison, a ‘wide-cut’ type fuel has a wider carbon number distribution between approximately 5 and 15 carbon numbers, and therefore includes denser diesel products and more volatile gasoline products. Wide-cut fuels are more difficult to handle due to higher flammability and are no longer in use for most regions of the world. Most of the hydrocarbons in jet fuel are members of the alkane (paraffin and iso-paraffin), napthene or aromatic (‘benzene ring’) classes with minor amounts of olefins. It is the mixture of these compounds that define the important properties of a jet fuel such as heat of combustion (energy produced per volume of fuel), density, viscosity, freeze point and flash point. 3.4 General limits. To benefit the environment, personnel health safety and gas turbine durability, stringent limits are applied to the levels of sulphur, aromatic hydrocarbons and naphthalene hydrocarbons that occur naturally in crude oil. Historically sulphur has provided a natural lubricant for aviation fuels, so hydro-processing to remove sulphur needs to be compensated for by the addition of lubricating additives that also act as corrosion inhibitors for fuel distribution systems. Whilst there has been a world-wide trend to significantly reduce sulphur levels in motor gasoline and diesel fuel to near-zero for some countries, jet fuel specifications continue to allow a maximum of 3000 ppm (0.3% mass), although worldwide average sulphur content in jet fuels is between 500 ppm and 1000 ppm. It is important that the sulphur levels in aviation fuels supplied in Australia are monitored to keep abreast of any future Government legislation on jet fuel properties. 3.5 Fuels with high aromatics content, and especially fuels with high napthalene content will form carbonaceous particles during the continuous combustion cycle in a gas turbine, generating harmful infrared radiation which can lead to accelerated thermal degradation of turbine and combustor components. Hence, maximum limits for aromatic content (25% v/v) and naphthalene content (3% v/v) are set to protect the gas turbine. It is important that the aromatic content in aviation fuels supplied in Australia are monitored to avoid ‘aromatic shock’ on fuel seal elastomers, when transitioning to a synthetic fuel blend which will dilute the aromatic content present in the crude oil derived potion of the blend. 3.6 Aromatic shock. Aromatic content in a fuel affects the swell characteristics of elastomer seals used in aircraft/engine fuel systems and therefore a minimum limit is required to prevent fuel seal leakage, particularly when changing fuel grades. Switching between fuel grades can expose elastomers and seals to different levels of aromatics, which can lead to variations in swell characteristics referred to as ‘aromatic shock’ that can cause fuel leaks in fuel systems. Fuel leaks due to aromatic shock occurred to Canadian Forces F404 engines when switching grade from ‘wide-cut’ F-40 (JP-4) to ‘straight-cut’ F-37 (JP8+100). This can also occur with Aviation Gasoline when switching from AVGAS 100LL (blue dyed) to AVGAS 100 (green dyed) as has been experience on ADF Caribou aircraft. At the time of writing, only DEFSTAN 91-91 (Jet A-1) and DEFSTAN 91-87 (F-35) prescribe a minimum content for aromatics (8% v/v) when using a 50:50 synthetic fuel blend. This minimum content is based on experience with the South African SASOL product that is specifically approved by the UK MoD Defence Fuels Group. 3.7 Commercial Grade Fuels. Military grade fuels can be derived from the addition of additives to the following commercial grade fuels:

a. Jet A-1. Jet A-1 is a ‘straight-cut’ kerosene grade of fuel suitable for most turbine engined

aircraft. It has a flash point minimum of 38 °C (100°F) and a freeze point maximum of –47ºC. It is widely available outside the USA. The main specifications for Jet A-1 grade are DEFSTAN 91-91 (Jet A-1) NATO Code F-35, (formerly DERD 2494) and the ASTM specification D1655 (Jet A-1). DEFSTAN 91-91 allows up to 50% blend with synthetically derived fuel using the Fischer-Tropsch process from SASOL South Africa, providing that a minimum total aromatic content of 8% volume is retained to avoid potential leaks from fuel wetted elastomers and sealants. The Joint Service Designation for Jet A-1 (F-35) is AVTUR (aviation turbine fuel).

b. Jet A. Jet A is a ‘straight-cut’ kerosene grade fuel, normally only available in the USA. It

has the same flash point as Jet A-1 but a higher freeze point maximum (-40°C). As a result, Jet A is slightly cheaper to produce and is used for almost all commercial operations within and originating in the USA. Its properties are prescribed by the ASTM D1655 (Jet A) specification.

c. Jet B. Jet B is a ‘wide-cut’ distillate covering the naphtha and kerosene fractions. It can

be used as an alternative to Jet A-1 but is more difficult to handle being more volatile and

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having a higher flammability compared with Jet A-1. Historically the demand came from very cold climates in Northern Canada where its better cold weather performance (such as viscosity at sub zero temperatures) is important. In Canada it was supplied against the Canadian Specification CAN/CGSB 3.22.

3.8 Grade F-34. JFLA prescribes specification requirements for F-34 in DEF(AUST)5240D. F-34 is a kerosene-type distillate with a minimum flashpoint of 38 °C and a maximum freeze point of -47ºC. In Australia, F-34 is manufactured using commercial grade Jet A-1 as the base stock, which it therefore gains most of its properties from. F-34 is required primarily for Army and Air Force aircraft and is not permitted on Navy vessels due to its flashpoint. The key difference between F-34 and commercial grade Jet A-1 is the mandatory inclusion of additives including Fuel System Icing Inhibitor (FSII), Lubricity Improver Additive (LIA) and Static Dissipater Additive (SDA). Refer to paragraph 5 for details on military fuel additives. The US designation for F-34 is JP-8 (refer MIL-DTL-83133), which was first introduced into service by the United States Air Force (USAF) in 1979. The desire to move towards a single fuel, coupled with JP-4 safety hazards, led the USAF to begin conversion of all its aircraft and fuel systems to JP-8 in 1993. USAF conversion to JP-8 was completed in 1995. Since the US manufacture JP-8 using Jet A as the base stock, JP-8 has a slightly different maximum freeze point of -40 °C. Because of its low flashpoint, F-34 is not approved for use on Navy vessels. F-34 grade fuel can be represented in a number of ways as follows:

F-34 = F-35 + FSII + LIA + SDA F-34 = F-35 + S-1745 + S-1747 + Stadis 450 F-34 ~ AVTUR + FSII F-34 ~ JP-8

3.9 Grade F-37. JFLA prescribes specification requirements for F-37 in DEF(AUST)5240D. F-37 is derived by adding an approved Thermal Stability Additive (TSA) NATO Code S-1749 to F-34 grade fuel. The TSA improves the thermal stability of the fuel by approximately 100 °F (60 °C) from approximately 325 °F to 425 °F. Approved TSAs are listed in MIL-DTL-83133. The US designation for F-37 is JP-8+100, which was developed as a cheaper alternative to other high thermal stability fuels such as JPTS (introduced in 1956) and JP-7 (introduced in 1960). F-37 shall only be issued to aircraft that have technical approval. An F-37 certification register shall be maintained by JFLA Chief Engineer to confirm which aircraft and engine types are permitted to use F-37 fuel and which bases have the adequate infrastructure to support it (ie additive injection equipment and operating procedures). To enable the management of multiple grades of fuel in bulk, F-37 shall not be stored in bulk and the additive S-1749 shall only be injected downstream of any bulk storage. Hence, the intent is not for F-37 to be delivered by commercial suppliers but for Defence to inject the additive down stream of bulk storage. Following the addition of S-1749 at the aircraft skin, F-34 shall be re-identified to F-37 on the respective aircraft servicing and maintenance release documentation. Procedures for defuelling aircraft known to or suspected of containing F-37 fuel are contained in Part 4 Section 2 of this publication. Because of its low flashpoint, F-37 is not approved for use on Navy vessels. F-37 grade fuel can be represented in a number of ways as follows:

F-37 = F-35 + FSII + LIA + SDA + TSA F-37 = F-35 + S-1745 + S-1747 + Stadis 450 + S-1749 F-37 ~ AVTUR + FSII + TSA F-37 = F-34 + S-1749 F-37 ~ JP-8 + 100

NOTE

F-37 shall not be stored in bulk and the approved S-1749 additive shall only be injected downstream of any bulk storage. F-37 is not approved for use on Navy vessels. F-37 shall only be issued to aircraft that are listed on the F-37 Certification Register maintained by JFLA Chief Engineer.

3.10 Grade F-44. JFLA prescribes specification requirements for F-44 in DEF(AUST)5240D. F-44 is a high flashpoint kerosene-type aviation turbine fuel with a minimum flashpoint of 61.5ºC (for Australia) and a maximum freeze point of -46 °C. Primarily required for Navy operations, F-44 is approximately F-43 (JSD AVCAT) plus approved additives. The higher flashpoint provides an additional degree of safety for handling fuel on ships and ensures that F-44 meets the Australian Dangerous Goods Code for Flammability Class C1 (flashpoint greater then 60.5ºC). The US designation is JP-5, which has a

3



flash point of 60 °C (refer MIL-DTL-5624) and was introduced into service in 1952. F-44 grade fuel can be represented in a number of ways as follows:

F-44 = F-43 + FSII + LIA + SDA F-44 = F-43 + S-1745 + S-1747 + Stadis 450 F-44 ~ AVCAT + FSII F-44 ~ JP-5

3.11 Procurement. Aviation turbine fuels for Defence aircraft shall be procured against DEF(AUST)5240D Aviation Turbine Fuel (Military Grades F-34, F-37 and F-44). Refer to Part 1 for details on Procurement and Acceptance requirements. 4. SYNTHETIC AVIATION TURBINE FUELS 4.1 Petroleum derived fuels. Jet fuel specifications have been developed based on experience with petroleum derived fuel and thus contain implicit assumptions about fuel properties and behavior. The feedstock for petroleum derived fuel is typically crude oil which contains different hydrocarbons and impurities such as sulphur, nitrogen and heavy metals. Traditionally, jet fuels have been derived by refining the crude oil feedstock into different hydrocarbons using fractional distillation, whilst removing impurities. Fractional distillation takes advantage of the fact that different hydrocarbons boil at different temperatures. The lightest fractions are liquefied petroleum gas (propane and butane) and the petrochemicals used to make plastics, fabrics and a wide range of consumer products. Next come gasoline, kerosene and diesel fuel. Heavier fractions make heating oils and fuel for ships and factories. Still heavier fractions are made into lubricants and waxes. The remains include bitumen. Heavy fractions can be converted into lighter fractions by further refinement using a ‘cracking’ process. 4.2 Synthetic fuel. Synthetic jet fuel is a hydrocarbon fuel derived from non-petroleum feedstock using Fischer-Tropsch (F-T) synthesis. The F-T process is an indirect liquefaction process that produces a liquid from hydrogen and carbon monoxide. The F-T synthesis differs from the direct-liquefaction process in that it involves catalytic reactions between mixtures of hydrogen and carbon monoxide, so-called synthesis gas (syn-gas), which can be made by steam-oxygen gasification of coal. The F-T process was invented in petroleum-poor but coal-rich Germany in the 1920s, to produce liquid fuels. More than 92 percent of Germany's aviation gasoline and half its total petroleum during World War II came from synthetic fuel plants. A general schematic for the F-T process is provided in Figure 1. The majority of the properties for synthetic fuel are identical to petroleum derived jet fuel.

Coal Oxygen

Steam

Gasification to carbon monoxide and hydrogen

Purification of synthesis gas

Liquefaction via catalytic synthesis

Product

Figure 1 – General schematic – Indirect Liquefaction

4.3 Suitable hydrocarbon feedstock for indirect liquefaction may include coal for Coal to Liquid (CTL) processing, natural gas for Gas to Liquid (GTL) processing or Biomass (such as algae) for Biomass to Liquid (BTL) processing. The catalytic F-T synthesis produces largely paraffinic (normal and iso) and olefinic hydrocarbons instead of predominantly aromatic hydrocarbons from direct coal liquefaction. The basic reactions in the F-T synthesis are as follows:

(2n + 1)H2 + nCO = CnH2n+2 + nH2O (1-1) 2nH2 + nCO = CnH2n + nH2O (1-2) (n + 1)H2 +2nCO = CnH2n+2 + nCO2 (1-3) nH2 + 2nCO = CnH2n + nCO2 (1-4) 2nH2 + nCO = CnH2n+1OH + (n-1)H2O (1-5)

4.4 An F-T process is provided at Figure 2. Refer Perry’s Chemical Engineers’ Handbook.

4



Figure 2 – Schematic - Fischer-Tropsch Process

4.5 Technical issues. The F-T synthesised product is more pure than 100% refined petroleum product in that there is no sulphur or aromatic content. The absence of sulphur impurities and aromatic content is good for the environment since it results in a fuel that produces significantly less particulate matter and soot emissions when compared to petroleum derived fuel. However, the absence of sulphur reduces the natural lubricity of the F-T product which is an important characteristic for fuels, particularly for older engine designs that rely on fuel as a lubricant in fuel pumps. The absence of aromatics will cause elastomer fuel seals to shrink if they have been previously exposed to aromatic content, which could be as high as 25% v/v, as prescribed in traditional jet fuel specifications. Hence, it is important that the F-T component be blended with petroleum derived fuel and that fuel specifications clearly articulate lubricity requirements and a minimum level of aromatic content of at least 8% v/v which has been shown to be effective for commercial aircraft operating in South Africa. 4.6 Certification process. The approval in the DFG specifications is to a particular product and not a blanket approval of any Fischer-Tropsch derived fuel. Both DEFSTAN 91-91 and DEFSTAN 91-87 provide certification guidance when considering testing and approval of a specific synthetic fuel blends which is applicable to Defence when considering aviation turbine fuel with a F-T component. The DFG recommends that approval testing may include but not be limited to evaluation of prototype blends to assess the impact of synthetic components on the following operational parameters:

a. Correlation between results achieved using referee and technically equivalent methods;

b. Compatibility with elastomeric materials;

c. Lubricity, including response to LIA;

d. Electrical properties (dielectric constant, conductivity and response to SDA);

e. Additive miscibility and compatibility;

f. Compatibility and miscibility with other fuels;

g. Combustion properties including impact on starting and relight performance and emissions;

h. Bulk physical properties including bulk modulus, specific heat, thermal conductivity, low

temperature/freezing point, viscosity, volatility characteristics, density/temperature characteristics and true vapour pressure;

i. Trace contaminants and controls thereof including dissolved metals, non-metals and

organic species and particulates;

j. Behavior under test rig and/or whole engine conditions;

k. Storage stability; and

Coal Prep.

Gasification Reactor High Temp and Moderate Pressure

Gas Cleanup

Fixed Bed Synthesis

Separator

Fluid Bed Synthesis

Separator

Liquid products

Liquid products

5



l. Thermal stability.

4.7 Identification. Unlike the requirement to progressively change the F-35 (Jet A-1) NATO Code to F-34 after the addition of FSII, LIA and SDA and then to F-37 after the addition of an approved TSA, there is currently no standardized NATO Code that applies to synthetic blended fuel. The only way that synthetic blended fuel can be identified is through inspection of the manufacturing batch certificate which should indicate the amount of synthetic fuel in the final blend as well as the aromatic content and maximum Wear Scar Diameter (lubricity) exhibited by the final blend using ASTM D5001. Since F-T fuel blends don’t change the NATO Code of the petroleum derived component, this places more emphasis on batch certification documents to indicate fuel composition and test results. Specification clauses are required to ensure that the correct documentation is provided by manufacturers and suppliers of F-T fuel blends. 5. MILITARY AVIATION TURBINE FUEL ADDITIVES 5.1 General. The use of additives is the principal difference between commercial grade and military grade aviation fuels. Additives are fuel-soluble chemicals added in small amounts to enhance or maintain properties important to fuel performance or fuel handling. Typically additives are derived from petroleum based raw materials and their function and chemistry are highly specialised. They produce the desired effect in the part per million (ppm) concentration range, which is equivalent to 0.0001 mass percent (or 1 gram per 1 kg). 5.2 Approval process. Only approved additives that are listed in respective fuel specifications are permitted for use. Before an additive can be approved for use in a fuel, it must undergo extensive testing to demonstrate that it is effective and that it does not harm any fuel properties whilst being compatible with engine materials, aircraft materials and fuel storage infrastructure. A useful reference when considering fuel additives for aviation turbine fuels is ASTM D4054 Standard Practice for Evaluating the Compatibility of Additives with Aviation-Turbine Fuels and Aircraft Fuel System Materials. Refer also to DI(G) 4-5-013 Evaluation of aftermarket additives and treatments for fuels and lubricants prior to use within the Australian Defence Organisation, which is sponsored by JFLA. 5.3 Military additives. Whilst commercial grade Jet A-1 contains a static dissipater additive (SDA) and may also have an anti-oxidant, military fuels require additional additives due to the design features on military aircraft and the range of operating environments they are required to serve in. Military fuels also require Anti-Oxidant (AO) additives due to the potential long-term storage requirements at remote locations. Table 1 provides a comparison for additive types between commercial and military grade aviation turbine fuels. The respective fuel specification documents specify the approved additives and product brand names. The following paragraphs provide specific information on each additive.

Additive Type NATO

Code

Jet A-1

DEFSTAN 91-91

JP-8

MIL-DTL-83133

F-34

DEF(AUST)5240

Antioxidant - Required Required Required

Metal Deactivator - Allowed Agreement Agreement

Static Dissipater - Required Required Required

Fuel System Icing Inhibitor

S-1745 Agreement Required Required

Lubricity Improver/

Corrosion Inhibitor

S-1747 Allowed Required Required

Thermal Stability S-1749 Not Allowed Agreement Agreement

Biocide - Agreement Not Allowed Not Allowed

Table 1 – Aviation Turbine Fuel Additive Requirements

6

http://defweb.cbr.defence.gov.au/home/documents/DATA/ADFPUBS/DIG/GL09_01.PDF



NOTE

Additives shall not be premixed with other additives before injection into aviation turbine fuels so as to prevent possible reactions among the concentrated forms of different additives.

5.4 Antioxidant. An antioxidant, or mixture of antioxidants from the list in DEF(AUST)5240 shall be added to all fuel(s) and feedstock(s) that have been hydroprocessed (ie. Fuel(s) and feedstock(s) that have been manufactured using a catalytic hydrogen process including hydrotreating, hydrofinishing, and hydrocracking) or contain components refined from shale oil. The antioxidant/antioxidant mixture shall be added to the fuel(s) and feedstock(s) immediately after hydroprocessing or synthesising and prior to the product being passed into storage. The addition of antioxidant shall prevent gum formation and peroxidation after manufacture. The total weight of active material(s) shall be not less than 17.0 nor more than 24.0 milligrams per litre of fuel. The cascade use of anti-oxidant during the processing of shale oil, and hence, its accumulation, shall be accounted for when documenting the amount of anti-oxidant used in the final product upon the batch quality certificate/test certificate and release note. 5.5 Fuel System Icing Inhibitor. Dissolved water in fuel can lead to ice formation in fuel tanks at very low temperatures encountered at high altitude and sea level in Arctic/Antarctic regions. Most commercial aircraft and large military transport aircraft have heaters on their main fuel filters to melt any ice formation. However, many military aircraft do not have fuel heaters and are susceptible to reduced fuel flow if ice crystals form. Fuel System Icing Inhibitor (FSII) was developed by the USAF in 1963 in response to a B-52 crash in 1957 that was attributed to fuel starvation caused by ice crystals. Initially the USAF approved the compound ethylene glycol monomethylether (EGME). Due to toxicity concerns, EGME was replaced by di-ethylene glycol monomthylether (DI-EGME) in 1993. EGME is still allowed in TS-1 fuel. FSII works by combining with any free water in the fuel and lowering the freeze point of the mixture to prevent the formation of ice crystals. FSII is a toxic chemical and is easily drawn out of solution when it comes into contact with any free water. To avoid contact with free water, FSII is not usually added to fuel at a refinery but at some point in the distribution system, such as final delivery to a Bulk Fuel Tanker. The approved FSII prescribed by DEF(AUST)5240D is DI-EGME that meets MIL-DTL-85470 Inhibitor, Icing, Fuel System, High Flash NATO Code Number S-1745 (Metric). DEF(AUST)5240D requires the additive to be single point injected by the fuel manufacturer to avoid Defence personnel from coming into contact with toxic FSII concentrate. Caution is required when performing low point drains to remove water from fuel tanks as the water solution could contain FSII. Manual pouring of FSII into the top of a tank should be avoided due to health risks and due to the poor miscibility of FSII when manually poured into a tank (as opposed to injection blending during distribution by the manufacturer). FSII also has a secondary function as a biocide to protect against microbial contamination that can occur through poor ‘husbandry’ (i.e. lack of daily water drains).

WARNING

FSII IS A TOXIC CHEMICAL AND IS EASILY DRAWN OUT OF SOLUTION WHEN IT COMES INTO CONTACT WITH ANY FREE WATER. CAUTION IS REQUIRED WHEN PERFORMING LOW POINT DRAINS TO REMOVE WATER FROM FUEL TANKS AS THE WATER SOLUTION COULD CONTAIN FSII.

5.6 Static Dissipater Additive. The use of Static Dissipater Additive (SDA) in fuels enhances safety during handling and flight. An approved SDA may be added to newly manufactured F-34 and F-44 fuel in order to meet specification electrical conductivity requirements. F-37 fuel shall contain SDA by virtue of F-34 being the base product. The approved SDA is Octel Stadis 450, which shall be added in a concentration not exceeding 3.0 milligrams per litre of fuel. The addition of Octel Stadis 450 during retreatment shall not to exceed a cumulative total of 5.0 milligrams per litre. 5.7 Lubricity Improver Additive. Aircraft/engine fuel system components and fuel control units rely on the fuel to lubricate their moving parts. The effectiveness of a jet fuel as a lubricant in such equipment is referred to as its ‘lubricity’. Differences in component design and materials result in varying degrees of equipment sensitivity to lubricity. Similarly jet fuels vary in their level of lubricity depending on the feedstock and the presence of naturally occurring compounds and elements such as lubricity. In-service problems experienced have ranged in severity from reductions in pump flow to

7



unexpected mechanical failure of an Exhaust Nozzle Control pump on a F-111 TF30 engine. To achieve the lubricity requirements in DEF(AUST)5240, a Lubricity Improver Additive (LIA) S-1747 will typically need to be added to the base fuel product. The LIA also contains a corrosion inhibitor for the benefit of fuel system components. Historically referred to as a corrosion inhibitor/lubricity improver, a LIA of a type and at a concentration detailed in DEF(AUST)5240 shall be added to F-34 and F-44 fuel. F-37 fuel shall contain LIA by virtue of F-34 being the base product. Refer DEF STAN 91-91/5 Annex B for further information on fuel lubricity. QPL25017 lists the approved qualified products for ADF use. 5.8 Metal Deactivator. Metal Deactivator (MDA) may be used in Defence aviation turbine fuels but will require written approval from the JFLA Airworthiness Standards Representative (Chief Engineer). An approved metal deactivator additive (MDA) may be added to the fuel to counteract the effects of metals known to be deleterious to thermal stability, such as copper, cadmium, iron, cobalt and zinc, provided that the nature of the contamination is reported to the JFLA. The MDA may be added in an amount not exceeding 2.0 milligrams per litre of fuel (not including the weight of the solvent) on initial fuel manufacture. At the discretion of the JFLA, higher initial concentrations may be allowed if metallic contamination is suspected to occur during distribution. During retreating, the cumulative concentration of metal deactivator is not to exceed 5.7 milligrams per litre of fuel (not including the weight of the solvent). Since the approved thermal stability additives at paragraph 5.6 contain a MDA, JFLA permission is required before adding MDA to F-37. The approved metal deactivator is N, N’-disalicylidene 1,2-propane diamine. 5.9 Thermal Stability Additive. Thermal Stability Additive (TSA) may be used in Defence aviation turbine fuels but will require written approval from the JFLA Airworthiness Standards Representative (Chief Engineer). A TSA was developed by the United States Air Force to increase the thermal stability of JP-8 (F-34) fuel by 100 degrees Fahrenheit due to the increasing heat sink demands of modern fighter aircraft designs. More than 220 aircraft materials were tested for compatibility with the additive by the USAF Research Laboratories (AFRL), which is thoroughly documented in AFL-PR-WP-TR-2000-2021 Fuel and Fuel System Materials Compatibility Test Program for a JP8+100 Fuel Additive (October 2001). TSA has a standardised NATO Code of S-1749. MIL-DTL-83133 approves the use of GE Betz SPEC AID 8Q462 and AeroShell Performance Additive 101 (APA101) but does not provide the concentration limit which is provided in DEF(AUST)5240D as 256 parts per million +/- 10%. 5.10 Where S-1749 is added to JP-8 (F-34) in approved quantities, the fuel is designated JP-8+100 (F-37). The US initially developed JP8+100 in the 1990s for the F/A-22 aircraft due to the relatively high heat sink demands of aircraft systems but have transitioned it to a range of other legacy aircraft types including C-130, F-15, F-16, T-37 And T-38. Some evidence suggests improved reliability and reduced maintenance costs due to cleaning properties of the additive, although more recent information suggests improvements may be negligible in some cases. Historically, there were concerns that TSA would behave as a surfactant and disarm traditional aviation fuel filter coalescer elements (pre API1581 5th Edition), preventing them from separating water from fuel. This has since been refuted by studies made by the USAF and Southwest Research Institute (SwRI). Refer SwRI Project Report No. 08-10844. Regardless of this, implementation across Defence requires modifications to Bulk Fuel Tanker vehicles to ensure that the additive is injected at the final point of delivery to the aircraft so that multiple grades of fuel can be managed in bulk volumes to service aircraft (local and visiting) that may not be approved to use F-37/JP8+100. Refer to DEF(AUST)5240D for further guidance on controlling certification of F-37 for particular aircraft platforms, and Part 4 Section 1 of this publication for storage and handling information. 6. ACCEPTABLE ALTERNATIVE TURBINE FUELS 6.1 There may be occasions particularly during a deployment away from Australia where a military grade aviation turbine fuel may not be available. In such cases, commercial grade aviation turbine fuels such as Jet A-1 (F-35) or TS-1 may need to be considered but may invoke operational restrictions and additional maintenance due to a lack of military additives and due to differences in the specific gravity of the fuel. Personnel should consult the aircraft Flight Manual, OEM maintenance instructions and the JFLA Chief Engineer before approving the use of alternative fuel grades. The following paragraphs summarises the issues that need to be considered when using alternative fuel grades. Acceptable alternative fuel grades (military) are also listed in the DEF(AUST)206 (current issue).

8



WARNING

CONSULT THE AIRCRAFT OEM MAINTENANCE INSTRUCTIONS BEFORE APPROVING THE USE OF ALTERNATIVE FUELS TO CONFIRM IF THERE WILL BE ANY OPERATIONAL RESTRICTIONS, CHANGES TO SETTINGS ON FUEL CONTROLS OR OPERATIONAL ALTITUDE LIMITATIONS.

6.2 Jet A and Jet A-1. The lubricity requirements for Jet A and Jet A-1 are not as stringent as the requirements prescribed by DEF(AUST)5240D. DEFSTAN 91-91 (Jet A-1) prescribes a maximum Wear Scar Diameter (WSD) of 0.85 mm using the Ball On Cylinder Lubricity Evaluator (BOCLE) test method ASTM D5001. DEF(AUST)5240D (F-34, F-37 and F-44) prescribes a maximum WSD of 0.65 mm to ensure that older mechanical systems on military aircraft receive adequate lubrication. Without the LIA, WSD will vary according to the natural properties of the Jet A-1 fuel, such as the presence of sulphur, which behaves as a natural lubricant. The reduced lubricating properties of Jet A-1 may therefore require additional maintenance to be carried out after a prescribed time period. The lack of FSII may increase the risk of entrapped water forming ice crystals at high altitude on smaller aircraft that lack fuel heaters. Since FSII also behaves as a biocide (prevents formation of microbiological contamination during storage), long-term storage of Jet A-1 fuel will require daily drains and close monitoring of fuel condition through regular testing. 6.3 Former Soviet Union and East European Jet Fuels. TS-1 is the main jet fuel grade available in Russian and Commonwealth of Independent States (CIS) and is prescribed in GOST 10227 (refer ExxonMobil World Jet Fuel Specifications). It is a kerosene type fuel with slightly higher volatility (flash point is minimum 28 °C) and lower freeze point (<-50 °C) compared to Jet A-1. RT fuel (written as PT in Russian script) is the superior grade (a hydrotreated product) but is not produced widely. TS-1 (regular grade) is considered to be equivalent to Jet A-1 and is approved by most aircraft manufacturers. Additional to the cautions outlined above for Jet A-1, high temperature thermal stability may be an issue for some engine types. DEF(AUST)5240D requires ASTM 3241 Jet Fuel Thermal Oxidation Test (JFTOT) to be carried out at 260 °C whilst GOST 10227 prescribes an alternative test to be carried out at 150 °C. Extra caution should be taken during handling due to the lower flashpoint when compared with other fuel types. 6.4 Chinese Jet Fuels. Five types of jet fuel are covered by current Chinese specifications. No 1 Jet Fuel and No 2 Jet Fuel are kerosene’s, which are similar to Soviet TS-1. They both have low flash point (minimum 28 °C). No 1 freeze point is -60 °C and No 2 is -50 °C. No 3 Jet Fuel is considered equivalent to Jet A-1 and is produced as an export grade. No 4 Jet Fuel is a wide-cut similar to Jet B and Soviet T-2. No 5 Jet Fuel is high flash point kerosene similar to F-44 for naval aircraft. Virtually all jet fuel produced in China is now RP-3 (renamed No 3 Jet Fuel). The same cautions outlined above for TS-1 apply when using Chinese jet fuels No 1, No 2 and No 3. 7. AVIATION GASOLINE FUELS 7.1 Gasoline fuels come from the light end products of crude oil and are made from molecules with carbon numbers ranging from about four (butane) to ten, with the most prevalent carbon number being eight. Gasoline fuels are used in Spark Ignition (SI) internal combustion engines in small cars, light piston engine aircraft and military piston engine aircraft. Aviation gasoline (AVGAS) is a high octane gasoline fuel for reciprocating piston engine aircraft. It is very volatile and is extremely flammable with a flashpoint of -34 °C. AVGAS is a mixture of many different hydrocarbon compounds. The carbon numbers range from four (butane) to ten, with the most prevalent being eight. Anti knock requirements limit the hydrocarbons predominantly to the iso-paraffin and aromatic classes. 7.2 Knock ratings. Two knock ratings are applied to AVGAS – the lean mixture rating and the rich mixture rating which results in a multiple numbering system eg AVGAS 100/130 indicating a lean mixture rating of 100 and a rich mixture rating of 130. 7.3 Additives. The most important AVGAS additive is Tetraethyl Lead (TEL) which is added as part of a mixture that also contains ethylene dibromide and dye. The ethylene dibromide acts as a scavenger to remove lead oxide deposits that result from combustion and can damage engine components. AVGAS grades are defined primarily by their octane rating. 7.4 Low Lead. AVGAS 100LL (low lead) is the low lead version of AVGAS 100 which was introduced for engines designed to be operated with lower lead content grades. There is still up to

9



0.56 g/litre of lead in AVGAS 100LL. AVGAS 100LL is dyed blue whilst AVGAS 100 is dyed green to allow for distinction between the two grades. Switching between grades exposes elastomers and seals to different levels of aromatics, which can lead to variations in swell characteristics referred to as ‘aromatic shock’ that can cause fuel leaks in fuel systems. 7.5 Specifications. There are two recognised commercial specifications for AVGAS being DEFSTAN 91-90 and ASTM D910. The DEF STAN 91-90 requirements for the most important properties for avgas such as knock ratings, distillation profile and vapour pressure are identical to ASTM D910. There are minor differences between the two specifications for some of their other properties and list of approved additives. 7.6 Procurement. AVGAS fuel for Defence aircraft shall be procured against the most current issue of DEFSTAN 91-90 (current issue) Gasoline, Aviation: Grades 80/87, 100/130 and 100/130 Low Lead, Joint Service Designation: AVGAS 80, AVGAS 100 and AVGAS 100LL. Refer to Part 1 Section 1 Chapter 3 for details on Procurement and Acceptance requirements.

10


DRAFT - DEF(AUST)5695B Part 4 Sect 2 Chap 2

PART FOUR SECTION TWO

CHAPTER 2

AVIATION HYDRAULIC FLUIDS 1. RESERVED

1



Blank page

2


PAR

T 5



PART 5 – POL SAMPLING AND TESTING REQUIREMENTS

1




SECTION 1

Chapter 1 – POL sampling and testing – introduction Chapter 2 – POL sampling and testing requirements – general Chapter 3 – Sampling and testing requirements – aviation turbine fuels Chapter 4 – Sampling and testing requirements – aviation gasoline fuels Chapter 5 – Sampling and testing requirements – F-76 and other maritime fuels Chapter 6 – Sampling and testing requirements – heavy fuel oil Chapter 7 – Sampling and testing requirements – ground fuels Chapter 8 – Additional sampling and testing requirements – compromised environments Chapter 9 – Sampling and testing requirements – lubricants and associated products Chapter 10 – Testing by ADF POL testing laboratory

SECTION 2 Chapter 1 – POL sampling and testing procedures Chapter 2 – Additional POL sampling and testing procedures – compromised operations SECTION 3 Chapter 1 – POL test limits

2



PART FIVE SECTION ONE

CHAPTER 1

POL SAMPLING AND TESTING – INTRODUCTION

1. INTRODUCTION 1.1 The purpose of Part 5 of DEF(AUST)5695 is to prescribe sampling and testing requirements necessary to maintain the technical integrity of ADF POL products. The requirements aim to ensure all POL used by the ADF is maintained within applicable specification limits, or to a JFLA-approved deviation to these limits. POL sampling and testing procedures defined in this Part are an essential component of the overall POL technical integrity management program defined by DEF(AUST)5695. 1.2 Many Australian Defence Organisation (ADO) and contractor personnel are required to perform sampling and testing activities IAW this publication. All personnel must be aware that strict adherence to procedures is required. Significant operational, logistics and dollar cost impacts can result from minor deviations to sample/test procedures, for example the failure to correctly perform simple but fundamentally important tasks such as water drains. 1.3 The basis for the requirements specified in this section is specified in each chapter. JFLA DCMP 09/014 also refers. 2. STRUCTURE OF PART 5 2.1 Part 5 is structured into three sections, which are intended to be read in order:

a. Section 1 prescribes sampling and testing requirements for POL products, by product type/grade. Section 1 defines what samples/tests need to be done, at what time, and at what point/location within the system.

b. Section 2 prescribes the sampling and test procedures necessary to carry out the

sampling and testing required from section 1. Section 2 defines how to perform the samples/tests.

c. Section 3 prescribes test limits for all tests prescribed by section 2. Section 3 defines

what limits a test must fall within to ensure the product is serviceable.

1



Blank page

2




CHAPTER 2

POL SAMPLING AND TESTING REQUIREMENTS – GENERAL 1. INTRODUCTION 1.1 The aim of this chapter is to outline general sampling and testing requirements that are common to all POL products. This chapter is derived from STANAG 3149 Minimum Quality Surveillance Petroleum Products Edition 9 (2 Feb 2006), and other standards deemed applicable by JFLA. JFLA DCMP 09/014 also refers. 2. REQUIREMENTS – POL SAMPLING AND TESTING ORGANISATIONS 2.1 ADF FQC Centres. FQC Centres have been established at many Defence establishments to perform sampling and testing of POL products (predominantly fuel). FQC Centres are either fixed installations or are deployable (for example, Army Mobile Petroleum Laboratories and HMA AOR vessels HMAS SUCCESS and SIRIUS). ADF FQC centres enable POL testing to be conducted rapidly and cost effectively. 2.2 Where possible, fuel samples shall be tested and analysed at ADF FQC Centres. 2.3 ADF POL Testing Laboratory. JFLA maintains a Standing Offer with a National Association of Testing Authorities (NATA) accredited testing laboratory, in order to provide a specialist POL testing capability. The Standing Offer meets the requirements of the Defence Procurement Policy Manual (DPPM) Section 3, Chapter 3.5, which states the Commonwealth shall use NATA accredited laboratories for Government testing to the maximum extent possible. JFLA has approved only one contractor laboratory for specialist POL testing. 2.4 Where it is not possible for ADF FQC centres to perform POL testing, platform SPOs shall ensure the JFLA approved POL Testing Laboratory is used, or shall seek written approval from JFLA Chief Engineer to use an alternative testing laboratory. 2.5 Where the POL testing laboratory is to be used, staff shall follow the procedures outlined in Part 5 Section 1 of this publication. 3. REQUIREMENTS – CONDITIONS OF USE OF NATO MARKINGS 3.1 The use of the NATO marking system for the identification of POL products is conditional upon the full application of POL technical integrity requirements specified in this publication. 3.2 If an in-service product becomes off-specification according to the limits of Part 5 of this publication, a line with a colour contrasting with the NATO marking and the background color of the container is to be drawn diagonally across and beyond the rectangle enclosing the NATO code number. The thickness of the line will be such that it is clearly visible and the NATO marking easily read. The NATO marking is then to be considered cancelled and the product considered as an emergency substitute for the original product – able to be used only on approval from JFLA. 4. REQUIREMENTS – SAMPLING 4.1 OH&S precautions. Personnel handling POL shall ensure OH&S requirements of Part 1 of this publication are met, including the use of appropriate Personnel Protective Equipment (PPE) detailed in this publication and manufacturer MSDSs. In addition, staff shall ensure they are aware of safety precautions relating to combustible goods (applicable to ADF) and dangerous goods (applicable to most other fuels) before handling these fuels. 4.2 Oil and hydraulic fluid samples may need to be taken whilst the fluid is still hot to keep wear metals in suspension so additional precautions are required when sampling from hot equipment and when handling hot fluid samples. Refer to the applicable maintenance instructions when taking fluid samples from platforms and equipment.

1



4.3 POL sample cleanliness. Cleanliness is paramount, for all POL samples. Staff shall take all precautions to prevent the accidental pickup or transfer of foreign matter that may lead to false results. Before taking samples, staff shall:

d. Ensure all sampling containers/bottles and apparatus are of the approved type and are clean and dry of any foreign matter. It is preferable to use new sample containers for super clean fluids such as hydraulic fluids and radar coolants;

e. Ensure the minimum number of containers/bottles are used for sampling and testing:

using one bottle to sample and then decanting that sample into another container/bottle for forwarding to test is not permitted unless it is unavoidable;

f. Prior to use, ‘swill out’ sample containers three times with a small amount of the same fuel

to be sampled, to remove any possible washing residue that may have adhered or absorbed on to the sample container walls (noting that in some cases, samples taken for a visual inspection aim to identify foreign matter in the first volume of fuel – in these cases, do not discard the fuel used to ‘swill out’ the sample container);

g. Ensure the area to take samples will not introduce foreign matter into the sample; h. Use only approved gloves for handling samples; i. To allow for expansion and contraction, never completely fill a sample bottle. The air

space above the liquid of the sample shall not to be less than 5% of the container’s capacity;

j. Stopper sample containers at all times when not in use to protect from evaporation; and k. Store samples where they cannot be exposed to natural light, which may degrade some

fuel properties and lead to erroneous test results. 4.4 Aviation fuel container requirements. Only sample containers/bottles approved for use by JFLA or another item/logistics manager shall be used for POL sampling. Jar, Spring Fastener Cap NSN 8125-66-111-9628 shall be used for fuel samples taken from low point drains or Contractor tankers. For samples which require submersion of the sample bottle, Bottle, Screw Cap, NSN 8125-66-096-5604 shall be used. The plastic cap is to be removed and retained for future use and replaced with a stopper manufactured from a material compatible with aviation fuels. The equipment required to carry out a bottle sample from storage tanks is shown at Annex A. 4.5 For drum stock fuel, the Sampling Probe (thief) approved for use is NSN 6695-66-151-8469. 4.6 Ground/maritime fuel containers requirements. Only sample containers/bottles approved for use by JFLA or another item/logistics manager shall be used for POL sampling. Whenever special sampling containers are built to satisfy a particular ground fuel requirement, care must be taken to ensure that seams of the containers are soldered on the external surfaces only. Only flux or resin in a suitable solvent, which is easily removed with gasoline shall be used. Sample containers shall not be constructed of galvanised materials or internally coated with zinc rich coatings as this with affect the fuel sample resulting in erroneous test results. 4.7 Lubricant container requirements. Oil sample bottle, screw cap NSN 8125-66-140-4784 is the approved bottle for lubricant sampling. For transport, it is placed in outer container NSN 8115-66-141-2044. Sampling suction pump NSN 4320-66-144-7880 and disposable tubing NSN 4720-66-141-1012 may be used to draw samples if required. 4.8 250 ml sterilised polythene sampling bottle NSN 8125–66–030–8567 is also approved for use if larger samples are necessary. 4.9 In an emergency and only if the approved bottles listed above are not available, any clean reusable bottle is acceptable. Medicinal bottles of 200 – 500 mL capacity are adequate. Non-approved bottles are to be washed in detergent and water and then rinsed successively with distilled water and filtered ethanol or isopropanol.

2



4.10 Types of samples. The aim of all sampling is to obtain a truly representative sample, ie a sample that accurately represents the total product being sampled. Several sample types are defined to achieve this aim. The paragraphs below describe these sample types, and the methods by which samples may be taken. Staff shall only use the methods defined in the tables below sample POL. 4.10.1 Bulk Fuel sampling. Table 1 details the types of samples which may be necessary for bulk fuel, and the methods by which these samples shall be obtained.

Sample Type

Description Sample Method

All Levels A sample drawn from all parts (levels) of fuel in a tank. See figure 1.

Using Bottle, Screw Cap, NSN 8125-66-096-5604, as configured at annex A to this chapter: a. Lower the weighted, stoppered bottle slowly until the weight

contacts the bottom of the tank. b. Pull out the stopper with a sharp jerk of the cord and raise the

bottle at such a speed that it is almost full as it emerges from the fuel. Stopper immediately.

Top, Upper, Middle and Lower

A sample from the top/upper/middle or lower component of the fuel in a tank. See figure 1.

Using Bottle, Screw Cap, NSN 8125-66-096-5604, as configured at annex A: a. Lower the weighted, stoppered bottle slowly to the appropriate

depth required, as illustrated in Figure 1. b. Pull out the stopper with a sharp jerk of the cord and allow the

bottle to fill. c. When full, raise the bottle and stopper immediately.

Bottom A sample from the bottom of a tank, usually drawn from the low point drain or sump drain.

A bottom sample is performed to either drain water and particulate from a fuel tank, or to collect a visual (‘clear and bright’) sample for analysis. Sample method is therefore IAW the requirements of Part 5, Section 2, Chapter 1 (bottom drain procedure or visual ‘clear and bright’ procedure).

Average A composite sample, made up by combining two or more sample types as described in this table (for example, upper, middle and lower samples).

Using appropriate sample bottles, prepare the average sample in an FQC centre by the following method: a. Mix proportionate parts of the upper, middle and lower samples as

specified in Table 2 to form one sample.

Continuous or drip

A sample obtained from a liquid carrying pipe line, as fuel passes through the line under pressure. Fuel is sampled continually until a specified volume is achieved.

Using Millipore monitor NSN 6640-00-764-5761, perform a sample IAW the requirements of Part 5, Section 2, Chapter 1 (Millipore monitor procedure).

Table 1 – Bulk Fuel Sample Types and Methods

3



Figure 1 – Bulk fuel samples

Table 2 – Average sample composition 4.10.2 Drum stock fuel sampling. Table 3 details the types of samples which may be necessary for drum stock, and the methods by which these samples shall be obtained.

4



Sample Type

Description Sample Method

All Levels A sample drawn from all parts (levels) of fuel in a drum. The probe is open ended (ie has no foot valve), allowing a sample from all levels of the drum to be obtained.

Using a clean, dry plain glass or metal tube of adequate dimensions to extract the sample: a. Stand the drum or container on its end, tilted

approximately 20° from the vertical (using a piece of wood or other suitable material), with the bung or cap uppermost as illustrated in annex B to this chapter.

b. Remove the large bung or cap and place it beside the

opening with the wetted side upwards. c. Lower the clean, dry sampling tube into the fuel until

it contacts the bottom of the drum or container. d. Close the upper end of the tube with your thumb. e. Remove the sampling probe. Transfer the contents to

a sampling container. f. Close the sampling container, replace and tighten the

bung or cap on the drum. Bottom A sample from the

bottom of a drum, using Sampling Probe (thief) NSN 6695-66-151-8469. The probe incorporates a foot valve which opens when the probe makes contact with the bottom of the drum. A sample of the liquid together with contaminants present flows into the tube and is retained by the closure of the valve when the sampling probe is lifted off the bottom of the container.

Using Sampling Probe (thief) NSN 6695-66-151-8469:

a. Stand the drum or container on its end, tilted approximately 20° from the vertical (using a piece of wood or other suitable material), with the bung or cap uppermost as illustrated in annex B to this chapter.

b. Remove the large bung or cap and place it beside the

opening with the wetted side upwards. c. Lower the clean sampling probe into the barrel or

drum until it strikes the bottom. d. When full, remove the sampling probe and transfer

the contents to a sampling container. e. Close the sampling container, replace and tighten the

bung or cap on the drum.

NOTE SAMPLING TUBES WITHOUT A FOOT VALVE SHALL NOT BE USED TO EXTRACT WATER OR OBTAIN A BOTTOM SAMPLE FROM DRUM STOCK. SOLID CONTAMINANTS AND FREE WATER CANNOT BE CONTAINED IN AN OPEN ENDED TUBE. BOTTOM SAMPLES EXTRACTED IN THIS WAY CAN BE MISLEADING.

Table 3 – Drum stock Fuel Sample Types and Methods

4.10.3 Packaged product sampling. When a product is contained in small containers (2.5kg or less for example), the entire container shall be the sample. When larger containers are to be sampled, the top layer should be removed to a depth of 50mm to 100mm. Samples are then withdrawn using a clean scoop or spatula and placed in a clean sampling can or jar. 4.10.4 Do not combine samples from different containers.

5



4.10.5 Sampling from equipment systems. When sampling from an equipment system (eg aircraft or ship hydraulic system), the product must be representative. All samples are to be taken from operating systems, or, immediately upon shutdown and before the oil temperature has dropped five degrees from the operating temperature. The sample should be drawn from a dedicated sampling valve if available. Where sampling valves are not available, sample should be drawn from areas of system flow and not from stagnant areas. When taking samples from forced lubrication systems, sufficient lubricant is to be run off to clear the dead leg to the sampling point before taking the sample, refer to the applicable equipment maintenance instructions. Samples are not to be taken from the tops of reservoirs or other locations where the contamination levels are normally low. 4.10.6 Rinse the sample container at least three times with fluid before taking the sample, and cap/seal the container immediately after. Unless otherwise specified, a minimum of one sample is to be taken for each system located wholly within one compartment. For systems extending into two or more compartments, a second sample is required. An exception to this requirement is submarine external hydraulic systems, which require only one sample. Original sampling points are to be labelled and the same points used each successive sampling period. 4.10.7 Where possible, sampling point locations should be located as follows:

a. Where a ready supply of representative fluid is available.

b. In a return line, as close as possible to the supply tank but upstream of any return line filter.

c. Upstream of any contaminant sensitive components.

d. Where a second sample is required, at a location as far as practical from the pump.

4.10.8 When performing ad-hoc investigations and where possible, used oil samples should be accompanied by a single representative quantity of unused oil of the same grade (preferably from the same container) as the sample oil. 4.11 Sample bottle labelling. BFQCMs shall ensure staff correctly label all samples to reflect applicable details of the sample taken. 4.12 For all lubricant samples, the minimum information required on each label is as follows:

a. Name of ship or establishment, and the system sampled,

b. Type of fluid,

c. Date sample taken,

d. System status at time of sampling (eg overhaul, new construction, operational),

e. Location in the system from which the sample was taken,

f. Tests required, and

g. Remarks as necessary and any information to assist in speedy analysis. 4.13 For all other samples, labelling requirements shall be determined by the BFQCM. 4.14 Washing sample containers. All sample bottles/containers and equipment shall be absolutely clean and free from water, dirt, lint, washing compounds, solvents soldering fluxes, acids, oils and corrosion. If any doubts exist as to container or equipment cleanliness, then wash with strong soap solution or detergent, rinse thoroughly with tap water and finally rinse with distilled water. Ensure the container is dry before sampling. Where possible, drying should be carried out by using a flow of clean, dry air or by placing the container in a dust free cabinet heated to 40°C. When dry, sampling bottles/containers should be capped or covered immediately and stored in a clean, dust free storage cabinet.

6



4.15 The use of some detergents is known to cause erroneous (high) conductivity indications. Use of these detergents shall be avoided. To confirm whether locally procured detergents are acceptable, BFQCMs are authorised to perform the following test, using a 1 litre fuel sample:

a. Measure and record the conductivity level of the fuel sample,

b. Add 1mL (approximately) of detergent to the fuel sample and mix/shake,

c. Measure and record the conductivity level of the sample mixture,

d. Allow the sample mixture to stand for 12 hours, and

e. Remeasure and record the conductivity level of the sample mixture. 4.16 If, using the above method, the conductivity level has increased substantially, the detergent is not suitable. 4.17 “Decon 90” detergent NSN 6850-99-756-0868 has been proven by DSTO as being suitable for use to clean sample bottles/containers, and JFLA recommends all units use this detergent. DSTO is able to test other detergents for suitability if necessary. Units should contact JFLA staff to prioritise this work. 5. REQUIREMENTS – TESTING 5.1 All samples shall be tested as soon as possible after sampling. 5.2 OH&S precautions. Personnel handling POL shall ensure OH&S requirements are met, including the use of appropriate Personnel Protective Equipment (PPE) detailed in this publication and manufacturer MSDSs. Part 1 of this publication specifies OH&S requirements. In addition, TM 181 023/09 lists safe working practises for F-44 and F-76 fuels. 5.3 Testing by the POL testing laboratory. Where the POL testing laboratory is to be used for sample testing, unit staff shall follow the procedures outlined in Part 5 Section 1 of this publication. 5.4 Recovering fuel samples. Every effort shall be made to return serviceable (passed) POL samples to operating storage. Where safe and practical, the fuel should be returned to a recovery tank or QCI tank which subsequently returns this fuel to bulk storage. POL samples shall not be considered waste product unless suspected or proven to be contaminated, unable to be returned to operating storage for practical/OH&S reasons, or as otherwise directed by this publication. ANNEXES: A. Bottle sampling B. Drum stock sampling

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BOTTLE SAMPLING

A1. Introduction A1.1 Figure A1 illustrates the equipment needed to perform bulk fuel samples with Bottle, Screw Cap, NSN 8125-66-096-5604. A locally manufactured bottle cradle shall be used to support bottle NSN 8125-66-096-5604 when lowering into the bulk storage tank. The cradle and retrieval equipment shall be constructed from materials that do not react with fuel or contaminate the fuel source in any way.

Figure A1 – Bottle sampling equipment

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2



DRUM STOCK SAMPLING

B1. Introduction B1.1 Figure B1 illustrates the setup of drum stock needed to perform sampling.

Figure B1 – Drum stock sampling setup

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CHAPTER 3

SAMPLING AND TESTING REQUIREMENTS – AVIATION TURBINE FUELS

1 INTRODUCTION 1.1 The aim of this chapter is to prescribe the sampling and testing requirements for aviation turbine fuels used by the ADF. This chapter is derived from STANAG 3149 Minimum Quality Surveillance Petroleum Products Edition 9 (2 Feb 2006), and other standards deemed applicable by JFLA. JFLA DCMP 09/014 also refers. 1.2 Applicability. This chapter specifies requirements for all aviation turbine fuels used by the ADF, such as F-34, F-35 and F-44. As a result, the requirements of this chapter are applicable to Army, Navy and Air Force installations including air bases, aviation-capable Naval vessels, Naval Fuel Installations and deployed aviation installations. 1.3 This chapter does not apply to AVGAS. Sample/test requirements for AVGAS are specified in a separate chapter. 2 REQUIREMENTS 2.1 Personnel. All sampling and testing shall be carried out by a BFQCM, or by appropriately qualified, trained and experienced staff under the supervision of a BFQCM. Part 1 of this publication defines qualification, training and experience requirements for FQC staff. 2.2 Sampling and testing. Aviation turbine fuel sampling and testing requirements are defined at annex A. Deviations to the testing requirements of annex A are not permissible without approval from JFLA. Any instructions developed to implement the sample/test requirements at a local level shall comply with the requirements of annex A. 2.3 Sample and test methods. Annex A specifies various samples and tests. Procedures for the conduct of these samples and tests can be found in Part 5, Section 2, Chapter 1. Deviations to these sample and test procedures are not permissible without approval from JFLA. Any instructions developed to implement sample/test procedures at a local level shall comply with the sample and test procedures defined in Part 5, Section 2 Chapter 1. 2.4 The general sampling and testing requirements of Part 5, Section 1, Chapter 2 of this publication shall also be followed. 2.5 Documentation. Sample/test results shall be recorded as follows:

a. For all filter units, results for aviation turbine fuel Pressure Differential Gauge (PDG) readings and visual ‘clear and bright’ tests required by annex A shall be recorded once daily, using the “Clear and bright and PDG reading Log” template at annex B, or an equivalent form developed locally, meeting the intent of annex B.

b. Results for entrained water (Shell Water Detector Kit) tests on ADF tanker vehicles

required by annex A shall be recorded in the defuel vehicle log (SI 171 or equivalent), in the same manner as daily FQC testing is currently recorded – eg with a line entry recording that entrained water testing has been carried out, and the result.

c. All other sampling/testing results required by annex A shall be recorded using the “Fuel

Sample and Test Log – Aviation Fuels” template at annex C. 2.6 Recovering fuel samples. Fuel samples which pass testing shall not be considered as waste fuel. Every effort shall be made to return passed samples to a recovery or QCI tank.

3 GUIDANCE 3.1 The following paragraphs provide guidance materiel for the requirements specified above.

1



3.2 ‘Daily’. Daily means every working day, at any time during that day. Daily does not include days where personnel are unavailable to perform the requirement due to holidays, etc. 3.3 ‘Before first fuel movement of the day’. This term means the requirement must be completed on days where fuel movements are intended to occur, and before the first fuel movement of that day. On days where no fuel movement occurs, no requirement exists. 3.4 ‘All fuel movements through filter unit’. Applicable to PDGs fitted to filtration units (including Filter Water Separators, Filter Monitors, Filter Coalescers, etc), this term means the gauge reading shall be monitored during all fuel movements through the filter, to check serviceability of the filter unit. On days where no fuel movement occurs, no requirement exists. The results of this monitoring shall be recorded once daily using annex B, to allow trending of filter unit condition to occur. 3.5 ‘Weekly’. Weekly means every seven days. 3.6 ‘Fortnightly’. Fortnightly means every 14 days. 3.7 ‘Monthly’. Monthly means every calendar month. 3.8 ‘Prior to discharge’ (contractor delivery tanker receipts). Prior to discharge means the applicable requirement shall be performed before fuel is accepted by the Commonwealth, ie before the tanker offloads fuel. Prior to offloading fuel, ensure the tanker acceptance procedures as required in Part 3 are followed. 3.9 ‘Dormant or storage’. Dormant or storage tests are required at specified intervals. Dormant stocks are stocks of products held in bulk, of which there have been either no receipts over the specified interval or where the addition of new stock is less than 50% of the initial volume held. 3.10 Testing on contractor delivery to all locations. For all delivery locations, visual (clear and bright) and density tests are required before fuel discharge. These tests are required because the visual test is an important indicator that the fuel receipted is acceptable for use, and the density test provides proof that the fuel is of the type required (eg the fuel is F-34, not another type such as AVGAS). Whilst it is true that based on historic evidence, it is extremely unlikely that fuel grade will differ from that indicated on the receipt certificate, the potential consequences of this scenario are significant and the relatively simple density check requirement provides important security against this scenario. The density test is also important as an indicative measure of many other fuel properties, meaning additional tests (such as distillation, etc) are not required to be performed. 3.11 Testing on contractor tanker delivery to deployed locations. In addition to visual and density tests, testing for the flashpoint, conductivity level and FSII level is required on contractor delivery to deployed locations. This is because remediation action (eg blending) at these locations may be difficult. At permanent bases, remediation of the fuel may be accomplished by blending with existing base stocks or subsequent contractor deliveries, hence testing on each delivery is not required. 3.12 Testing on receipt to naval vessel tanks. Flashpoint, conductivity and FSII testing on receipt is required for F-44 deliveries to naval vessels. This is because of the importance of flashpoint and conductivity (for safety) and FSII (as a MBC growth inhibitor) for F-44 fuel, and the potential difficulty in remediating out of specification fuel once it is on board a ship. For F-44 (and other fuel grades) delivered to shore installations, remediation action is simpler (through blending etc). 3.13 F-34 aboard naval vessels. Some aircraft embarking on navy vessels may contain F-34. Given the lower flashpoint of F-34 fuel, additional requirements for management of aircraft containing F-34 are prescribed in Part 2 of this publication, including dilution, etc. FQC sampling and testing requirements for F-34 aboard naval vessels shall be IAW annex A. 3.14 Bottom drain (stripping) frequency. Free water is drained from fuel storage systems primarily to prevent MBC from occurring. Where fuel contains FSII, several other important reasons exist for regular water draining. By its nature, FSII will preferentially dissolve in free water rather than fuel. This characteristic, desirable once fuel is on board an aircraft, must be minimised for fuel in storage, because:

2



a. Water/FSII mixtures have the solvency of paint remover and can damage filter separators, storage/aircraft tank linings and accelerate pipe and tank corrosion;

b. Water/FSII mixtures can dissolve the media contained in water absorbing elements,

forming a viscous material known in the aviation industry as “APPL” jelly contamination; and

c. The concentration of FSII in the fuel itself can be maintained during storage, up to the

point of delivery to an aircraft.

3.15 As a result of these factors, information in ASTM Manual 5 (Aviation fuel quality control procedures) suggests that water should be drained daily from bulk fuel containing FSII. It is for this reason, combined with a consideration for environmental factors such as tropical weather (temperature variations, high humidity and high rainfall) typical at some ADF aviation bases, a “daily” water drain frequency is stipulated in annex A, which is over and above the minimum “weekly” frequency stipulated by STANAG 3149. 3.16 Lubricity Inprover (LI) testing. Previously, periodic LI testing was required to ensure aviation turbine fuel at air bases had adequate lubricity. There is no longer a requirement to perform LI testing for aviation turbine fuel. 3.17 Aircraft water drains. The potential for water to build up and cause problems in aircraft fuel systems is related to the specific aircraft fuel system design and the operating environment. Individual fuel inspection requirements for each aircraft type should be specified in maintenance publications. 3.18 Where no water drain requirements exist in maintenance publications, unit personnel should contact the applicable SPO in the first instance. Aircraft SPOs should consider the requirement for daily water drains, before first flight of the day, as an appropriate default maintenance requirement. Where doubt exists, unit personnel should drain water from aircraft tanks daily. The drain procedure involves draining fuel from each fuel tank drain point until it can be confirmed that no free water remains in the tank. “A clear and bright” visual test is then conducted on the fuel IAW the requirements of Part 5 of this publication. 3.19 Mid level sampling. After evaluation of several factors including installation design and ease of sampling, JFLA has assessed that taking mid-level samples for aviation turbine fuels provides an adequately representative sample for testing. ANNEXES: A. Sampling and Testing Requirements: F-34, F-35 and F-44 Aviation Turbine Fuel B. ‘Clear and Bright’ and PDG Reading log C. Fuel Sample and Test Log – Aviation Fuels

3



4

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1

SAMPLING AND TESTING REQUIREMENTS: F-34, F-35 AND F-44 AVIATION TURBINE FUEL

TEST1

TEST SUBJECT

↓↓

Pressure Differential

gauge reading

[Part 4]

Bottom drain (stripping)

[P5 S2 C1 annex A]

Visual ‘clear and bright’

[P5 S2 C1 annex B]

Free water (water finding paste)

[P5 S2 C1 annex C]

Entrained water (Shell Water Detection)

[P5 S2 C1 annex D]

Density

[P5 S2 C1 annex E]

Flash point

[P5 S2 C1 annex F]

Conductivity

[P5 S2 C1 annex G]

FSII content2

[P5 S2 C1 annex H]

Particulate (Millipore)

[P5 S2 C1 annex I]

Particulate (AEL Mk III)

[P5 S2 C1 annex J]

Dormant or Storage

Delivery tanker vehicles

(contractor or ADF) - -

Prior to discharge (all compartment

valves)3- -


valves)4

Deployed locations only


valves)5

Deployed locations only


valves)6

Deployed locations only Prior to

discharge (all compartment

valves)7

- - -

Air base QCI tanks8 - Daily

(bottom drain) Daily

(bottom drain) - - Prior to release (middle sample)

Prior to release (middle sample)



Prior to release (tank outlet line Millipore point)

- -

Bulk Fuel Installation tanks

and field installation tanks9

- Daily (bottom drain)

Daily (bottom drain)

Daily, where no bottom drain is

fitted (dipstick/rod/tape)

- - - Fortnightly (middle sample)

Fortnightly (middle sample) - -

2 monthly, if dormant Recirculate IAW P4 S1 C3

Yearly, if unused. Refer DEF(AUST)206

All fuel movements

through filter unit. Record once daily (see Part 4)

Daily (stripping line, pump

discharge port or bottom drain)

On receipt (line sample)

After stripping

(line sample)

After stripping, in preference to visual

(dipstick/rod/tape)

Before first fuel movement of the

day to aircraft (filter outlet or nozzle)




Weekly

(middle sample)

- -

12 hours after receipt

(line sample)

Monthly (line sample)

Yearly, if unused. Refer DEF(AUST) 206

RAN vessel tanks

Every 3 months Draw a sample into a Millipore matched weight monitors or Millipore microbiological monitor for testing by the approved laboratory testing contractor - see note 10. If Millipore monitors are not available, take a 1 litre sample from the bottom drain (stripping) point, ensuring any water or

sediment present is captured in the sample (do not discard).

All filtration units

All fuel movements

through filter unit. Record once daily

(see Part 4)


day (filter sump)


day (filter outlet)

-


day (filter outlet)

- - - - 3 monthly (filter outlet) - -

Hydrant lines - Weekly (all low point drains)

Weekly (all low point drains) - - - - - - - - -

ADF tanker vehicles

All fuel movements

through filter unit. Record once daily

(See Part 4)


day (all compartment

valves)11



valves)12

-


day (filter outlet)

- -

Monthly if no fuel movement

(all compartment valves)13

Monthly if no fuel movement


3 monthly (all delivery hoses) - Yearly, if unused. Refer

DEF(AUST) 206

Hydrant dispenser and field

installation nozzles -


day (nozzle)


day (nozzle)

-


day (filter outlet)

- - - - - - -

ADF tanker vehicles, on defuel

During defuel (see defuel

procedure, Part 4)

- - - After defuel (see defuel

procedure, Part 4)

Possibly (see defuel

procedure, Part 4)


procedure, Part 4)


procedure, Part 4)


procedure, Part 4)


procedure, Part 4) - -

Engine Test Stand tanks - Weekly

(bottom drain) Weekly

(bottom drain) - - - - - - 6 monthly (tank outlet line) - 6 monthly, if unused.

Refer DEF(AUST) 206

Drum stock - - All drums before

use (thief probe)

-

All drums before use, if no filter water

separator (line sample)

- - - - - - Yearly, if unused. Refer DEF(AUST) 206

Multi Product Pumping (MPP) or

Logistics-Over-The-Shore (LOTS)

QCI tanks


Daily (bottom drain)

Daily, where no bottom drain is

fitted (dipstick/rod/tape)

- Prior to release (middle sample)




Prior to release (tank outlet line Millipore point)

- -


T)5695B Part 5 Sect 1 Chap 3 ANNEX A

2

NOTES

DEF(AUS

1 Sample and test procedures are specified in Part 5, Section 2, Chapter 1. 2 FSII content test is not required at any time for F-35. F-35 does not contain FSII. 3 Or common discharge manifold if fitted. 4 Or common discharge manifold if fitted. 5 Or common discharge manifold if fitted. 6 Or common discharge manifold if fitted. 7 Or common discharge manifold if fitted. 8 Where a base has no purpose built QCI tank, a bulk storage tank shall be identified to act as a dedicated QCI tank and shall apply the requirements of this column. 9 Includes Beach Storage Areas (BSA) and any other form of bulk fuel storage, whether deployed or fixed. 10 In addition to the samples and tests required to be performed by crews, this sample is to be submitted to the approved ADF contractor testing laboratory for MBC testing, IAW the requirements of Part 5, Section 1. 11 Or common discharge manifold if fitted. 12 Or common discharge manifold if fitted. 13 Or common discharge manifold if fitted. 14 Or common discharge manifold if fitted.



CLEAR AND BRIGHT AND PDG READING LOG

MONTH/YR /

Unit: Location: Vehicle Reg. No. / Tank ID:

Date Clear and bright

Test result1,2Comments3

PDG (psig)4

Flow rate (litres/m)

Other comments

Name and Signature

1 2 3 4 5 6 7 8 9

10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31

NOTES: 1. If the clear and bright fails due to visible water contamination, enter ‘FAIL-W’. 2. If the clear and bright fails due to visible particulate contamination, enter ‘FAIL-P’. 3. If the contamination clears with successive tests, enter ‘Cleared’ in the Comments field. 4. Maintenance is required if the PDG pressure reading reaches 15 psi, or filter element failure is

indicated by a differential pressure of less than 1 psi or any sudden changes in differential pressure.

1



2

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FUEL SAMPLE AND TEST LOG – AVIATION FUELS

Sample Details Analysis Details

Entry No

Date Sample Taken

Source Fuel Type

Bulk or Monitor

Quantity (L)

Date Sample Tested

SG @ 15oC

Conductivity (pS/m) and test

temp (oC) FSII Conc. @ 20oC (% v/v)

Flash Point (oC) Particle Cont. Name Signature

1


AUST)5695B Part 5 Sect 1 Chap 3 ANNEX C

2

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DEF(




CHAPTER 4

SAMPLING AND TESTING REQUIREMENTS – AVIATION GASOLINE FUELS

1 INTRODUCTION 1.1 The aim of this chapter is to prescribe the sampling and testing requirements for aviation gasoline fuels used by the ADF. This chapter is derived from STANAG 3149 Minimum Quality Surveillance Petroleum Products Edition 9 (2 Feb 2006), and other standards deemed applicable by JFLA. JFLA DCMP 09/014 also refers. 1.2 Applicability. This chapter specifies requirements for AVGAS 100/130 and AVGAS 100LL aviation gasoline fuels used by the ADF. The requirements of this chapter are applicable to Army, Navy and Air Force installations and deployed aviation installations. 1.3 This chapter does not apply to aviation turbine fuels. Sample/test requirements for aviation turbine fuels are specified in a separate chapter. 2 REQUIREMENTS 2.1 Personnel. All sampling and testing shall be carried out by a BFQCM, or by appropriately qualified, trained and experienced staff under the supervision of a BFQCM. Part 1 of this publication defines qualification, training and experience requirements for FQC staff. 2.2 Sampling and testing. Aviation gasoline fuel sampling and testing requirements are defined at annex A. Deviations to the testing requirements of annex A are not permissible without approval from JFLA. Any instructions developed to implement the sample/test requirements at a local level shall comply with the requirements of annex A. 2.3 Sample and test methods. Annex A specifies various samples and tests. Procedures for the conduct of these samples and tests can be found in Part 5, Section 2, Chapter 1. Deviations to these sample and test procedures are not permissible without approval from JFLA. Any instructions developed to implement sample/test procedures at a local level shall comply with the sample and test procedures defined in Part 5, Section 2 Chapter 1. 2.4 The general sampling and testing requirements of Part 5, Section 1, Chapter 2 of this publication shall also be followed. 2.5 Documentation. Results for aviation gasoline fuel Pressure Differential Gauge (PDG) reading and visual ‘clear and bright’ tests required by annex A shall be recorded using the “Clear and bright and PDG reading Log”, (refer annex B to Part 5, Section 1, Chapter 3) or an equivalent form developed locally, meeting the intent of the annex B log. 2.6 All other sampling/testing required by annex A shall be recorded using the “Fuel Sample and Test Log – Aviation Fuels” template at annex C to Part 5, Section 1, Chapter 3. 2.7 Recovering fuel samples. Fuel samples which pass testing shall not be considered as waste fuel. Every effort shall be made to return passed samples to a recovery or QCI tank. 3 GUIDANCE 3.1 The following paragraphs provide guidance materiel for the requirements specified above. 3.2 ‘Daily’. Daily means every working day, at any time during that day. Daily does not include days where personnel are unavailable to perform the requirement due to holidays, etc. 3.3 ‘Before first fuel movement of the day’. This term means the requirement must be completed on days where fuel movements are intended to occur, and before the first fuel movement of that day. On days where no fuel movement occurs, no requirement exists.

1



2

3.4 ‘All fuel movements through filter unit’. Applicable to PDGs fitted to filtration units (including Filter Water Separators, Filter Monitors, Filter Coalescers, etc), this term means the gauge reading shall be monitored during all fuel movements through the filter, to check serviceability of the filter unit. On days where no fuel movement occurs, no requirement exists. The results of this monitoring shall be recorded once daily using annex B, to allow trending of filter unit condition to occur. 3.5 ‘Weekly’. Weekly means every seven days. 3.6 ‘Monthly’. Monthly means every calendar month. 3.7 ‘Prior to discharge’ (contractor delivery tanker receipts). Prior to discharge means the applicable requirement shall be performed before fuel is accepted by the Commonwealth, ie before the tanker offloads fuel. Prior to offloading fuel, ensure the tanker acceptance procedures as required in Part 3 are followed. 3.8 ‘Dormant or storage’. Dormant or storage tests are required at specified intervals. Dormant stocks are stocks of products held in bulk, of which there have been either no receipts over the specified interval or where the addition of new stock is less than 50% of the initial volume held. 3.9 Testing on contractor delivery. For all delivery locations, visual (clear and bright) and density tests are required before fuel discharge. These tests are required because the visual test is an important indicator that the fuel receipted is acceptable for use, and the density test provides proof that the fuel is of the type required (eg the fuel is AVGAS, not another type such as F-35). Whilst it is true that based on historic evidence, it is extremely unlikely that fuel grade will differ from that indicated on the receipt certificate, the potential consequences of this scenario are significant and the (relatively simple) density check requirement provides important security against this scenario. The density test is also important as an indicative measure of many other fuel properties, meaning additional tests (such as distillation, etc) are not required to be performed. 3.10 Aircraft water drains. The potential for water to build up and cause problems in aircraft fuel systems is related to the specific aircraft fuel system design and the operating environment. Individual fuel inspection requirements for each aircraft type should be specified in maintenance publications. 3.11 Where no water drain requirements exist in maintenance publications, unit personnel should contact the applicable SPO in the first instance. Aircraft SPOs should consider the requirement for daily water drains, before first flight of the day, as an appropriate default maintenance requirement. Where doubt exists, unit personnel should drain water from aircraft tanks daily. The drain procedure involves draining fuel from each fuel tank drain point until it can be confirmed that no free water remains in the tank. “A clear and bright” visual test is then conducted on the fuel IAW the requirements of Part 5 of this publication. 3.12 Mid level sampling. After evaluation of several factors including installation design and ease of sampling, JFLA has assessed that taking mid-level samples for aviation gasoline fuels provides an adequately representative sample for testing. ANNEX: A. Sampling and Testing Requirements: AVGAS 100/130 and AVGAS 100LL Aviation Gasoline

Fuel



SAMPLING AND TESTING REQUIREMENTS: AVGAS 100/130 AND AVGAS 100LL AVIATION GASOLINE FUEL

TEST1

TEST SUBJECT

↓↓

Pressure Differential gauge reading

[Part 4]

Bottom drain

[P5 S2 C1 annex A]

Entrained water (Shell Water Detection)

[P5 S2 C1 annex D]


[P5 S2 C1 annex B]

Density

[P5 S2 C1 annex E]

Dormant or storage

Delivery tanker vehicles

(contractor or ADF) - -


valves)2


valves)3-

Bulk Fuel Installation tanks

and field installation tanks4


Daily, where no bottom drain is fitted

(dipstick/rod/tape) Daily

(bottom drain) Monthly

(mid level sample)

6 monthly, if unused. Refer

DEF(AUST) 206


All fuel movements through filter unit. Record once daily

(see Part 4)

Before first fuel movement of the day

(filter sump)


(filter sump) - -

ADF tanker vehicles

All fuel movements through filter unit. Record once daily

(see Part 4)


(bottom drain)


(bottom drain) -


DEF(AUST) 206

ADF tanker vehicles, on defuel

During defuel (see defuel procedure,

Part 4) - After defuel

(downstream of FWS) After defuel

(downstream of FWS) -

Drumstock - - All drums before use (thief probe) -


DEF(AUST) 206

Engine Test Stand tanks - Weekly

(bottom drain) Weekly (bottom drain) -


DEF(AUST) 206

NOTES: 1 Sample and test procedures are specified in Part 5, Section 2, Chapter 1. 2 Or common discharge port if fitted. 3 Or common discharge port if fitted. 4 Includes Beach Storage Areas (BSA) and any other form of bulk fuel storage, whether deployed or fixed. 1


AUST)5695B Part 5 Sect 1 Chap 4 ANNEX A

2

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DEF(




CHAPTER 5

SAMPLING AND TESTING REQUIREMENTS – F-76 AND OTHER MARITIME FUELS 1. INTRODUCTION 1.1 The aim of this chapter is to prescribe the sampling and testing requirements for diesel fuels used by RAN vessels. Deterioration of marine diesel fuels (particularly in prolonged storage) is of serious concern. The most common factors responsible for deterioration of these fuels in storage are chemical deterioration (oxidation) and Microbiological contamination. 1.2 This chapter is derived from STANAG 3149 Minimum Quality Surveillance Petroleum Products Edition 9 (2 Feb 2006), and other standards deemed applicable by JFLA. JFLA DCMP 09/014 also refers. 1.3 Applicability. This chapter specifies requirements for F-76 and other diesel fuels which may be used by RAN vessels, including Marine Gas Oil (MGO), Automotive Diesel Fuel (ADF), and Marine Diesel Oil (MDO). 1.4 This chapter does not apply to Heavy Fuel Oil (HFO), diesel fuels not used for maritime applications (eg ADF for ground operations), or F-44 (a navalised aviation turbine fuel). Requirements for these fuels are specified in separate chapters. 1.5 This chapter also does not apply to automotive gasoline used for maritime purposes. Refer to Chapter 7 (ground fuels) for requirements applicable to maritime gasoline (eg for outboard motors). 2. REQUIREMENTS 2.1 Personnel. All sampling and testing shall be carried out by a BFQCM, or by appropriately qualified, trained and experienced staff under the supervision of a BFQCM. Part 1 of this publication defines qualification, training and experience requirements for FQC staff. 2.2 Sampling and testing. Marine diesel fuel sampling and testing requirements are defined at annex A. Deviations to the testing requirements of annex A are not permissible without approval from JFLA. Any instructions developed to implement the sample/test requirements at a local level shall comply with the requirements of annex A. 2.3 Sample and test methods. Annex A specifies various samples and tests. Procedures for the conduct of these samples and tests can be found in Part 5, Section 2, Chapter 1. Deviations to these sample and test procedures are not permissible without approval from JFLA. Any instructions developed to implement sample/test procedures at a local level shall comply with the sample and test procedures defined in Part 5, Section 2 Chapter 1. 2.4 The general sampling and testing requirements of Part 5, Section 1, Chapter 2 of this publication shall also be followed. 2.5 Documentation. Results for maritime fuel sampling and testing required by annex A shall be recorded using the “Fuel Sample and Test Log – F-76 and other Maritime Fuels” template provided at annex B, or an equivalent form developed locally, meeting the intent of annex B. 2.6 Recovering fuel samples. Fuel samples which pass testing shall not be considered as waste fuel. Every effort shall be made to return passed samples to a recovery or QCI tank. 3. GUIDANCE 3.1 The following paragraphs provide guidance materiel for the requirements specified above. 3.2 ‘Daily’. Daily means every working day, at any time during that day. Daily does not include days where personnel are unavailable to perform the requirement due to holidays, etc.

1



2

3.3 Civilian tanker vessel sampling and testing. Annex A shows a number of samples are required to be taken on receipt, at the start, mid point and end of the transfer operation. In addition to these tests which are performed by Commonwealth staff, annex A shows that an additional (composite) sample, taken at the mid point of the transfer, is to be sent to the approved (NATA accredited) ADF contractor testing laboratory for testing. The main reasons for this additional level of sampling are:

a. Relatively large volumes (and hence large costs) are typically associated with fuel receipted from tanker vessels, as opposed to other deliveries (by road tanker for example),

b. The increased risk of fuel contamination/degradation where ‘third party transfer of

ownership’ occurs, which is the case for tanker vessel receipts, since transfer has occurred from the manufacturer (refinery) to the contractor vessel, before receipt by the ADF, and

c. Use of an independent, NATA accredited, authority to perform additional tests has

historically proven to assist the ADF resolve any cases of off-specification fuel delivered by civilian tanker vessel, thus minimising the risk that the ADF is forced to accept off-specification fuel as a result of failing to resolve any dispute.

3.4 Less comprehensive testing requirements are needed in other situations, where smaller volumes are receipted or where transfer of ownership occurs through means less likely to introduce contamination/degradation, such as fuel delivered to the ADF from a commercial terminal, linked to the manufacturer (refinery) by pipeline. 3.5 AOR QCI tank sampling and testing. Reserved. 3.6 Daily bottom drains (stripping) for naval vessel tanks. A rigorous requirement of daily drains of naval vessel tanks exists. This is due to the increased risk associated with free water and particulate in fuel aboard a RAN vessel. When compared to an air base:

a. Vessels operated by the RAN are more likely to experience extremes in temperature and humidity, which are drivers of water accumulation in tanks, meaning a naval vessel may have a greater chance of accumulating water in fuel tanks.

b. The means by which water and particulate is removed (stripped) from vessel tanks is at

times less effective, meaning the chance of water and particulate remaining in fuel after a bottom drain is greater.

c. Any free water and particulate accumulated in naval vessel tanks is more likely to be

mixed with fuel due to ship movement, meaning it is harder to remove and if MBC is present, it will be more likely to be mixed through the fuel as opposed to remaining at the fuel-water interface.

d. The consequences of contamination (particulate and MBC in particular) to rotary-wing

aircraft operating over water from a ship may be higher than for aircraft operating over land.

3.7 ‘Dormant or storage’. Dormant or storage tests are required at specified intervals. Dormant stocks are stocks of products held in bulk, of which there have been either no receipts over the specified interval or where the addition of new stock is less than 50% of the initial volume held. 3.8 Composite sampling. After evaluation of several factors including installation design and fuel stability, JFLA has assessed that taking composite samples for maritime fuels provides an adequately representative sample for testing. Whilst the (more simple) mid level sample is acceptable for aviation fuels, because maritime fuels are stored in larger tanks and are less stable, a mid level sample may not be representative of the bulk fuel stored, hence a composite sample is required. ANNEXES: A. Sampling and Testing Requirements: F-76 and other Maritime Fuels B. Fuel Sample and Test Log – F-76 and other Maritime Fuels



1

SAMPLING AND TESTING REQUIREMENTS: F-76 AND OTHER MARITIME FUELS

TEST1

TEST SUBJECT

⇓

Bottom Drain (stripping)

[P5 S2 C1 annex A]

Visual ‘clear & bright’

[P5 S2 C1 annex B]

Fee water (water finding

paste) [P5 S2 C1 annex C]

Density

[P5 S2 C1 annex E]

Flash Point

[P5 S2 C1 annex F]

Conductivity2

[P5 S2 C1 annex G]

Cloud Point

[P5 S2 C1 annex K]

Water Reaction

[P5 S2 C1 annex L]

FSII Content3

[P5 S2 C1 annex H]

Filter Blocking Tendency

[P5 S2 C1 annex M]

Particulate (AEL MKIII)

[P5 S2 C1 annex J]

Water and Sediment (BS&W)

[P5 S2 C1 annex N]

Storage

Prior to discharge (stripping line, pump


Prior to discharge (bottom drain or discharge port)

-

During Receipt, at start, mid and end points of transfer

(discharge port)

During receipt, at start, mid and end points of transfer

(discharge port)


(discharge port)


(discharge port)

During Receipt (composite sample)


(discharge port)


(discharge port)

During Receipt

(composite sample)

During Receipt

(composite sample)

- Civilian tanker vessel (fuel deliveries to

RAN) On receipt, at mid point of transfer

Take a sample from the discharge port for testing by the approved laboratory testing contractor - see note 4.

NFI QCI tanks Weekly (bottom drain)

Weekly (bottom drain)

After stripping, in preference to

visual (dipstick/rod/tape)

Prior to release (composite sample)


Prior to release (composite sample) -

Prior to release (composite

sample)


Prior to issue (composite sample)

Prior to release

(composite sample)

Prior to release

(composite sample)











At the discretion of the ship BFQCM5

(see guidance Part 2)

During Receipt (composite

sample) - -

Prior to release

(composite sample)

Prior to release

(composite sample)

Yearly, if unused. Refer DEF(AUST)206 AOR QCI

tanks Every 6 months

Draw a sample into a Millipore matched weight monitors or Millipore microbiological monitor for testing by the approved laboratory testing contractor - see note 6. If Millipore monitors are not available, take a 1 litre sample from the bottom drain (stripping) point, ensuring any water or sediment present is captured in the sample (do not discard).

NFI storage tanks


Prior to issue (bottom drain)


Prior to issue (bottom drain)




Weekly (composite sample)

Prior to issue

(composite sample)

Weekly (composite sample)

Prior to issue

(composite sample)

- Prior to issue

(composite sample)



Prior to issue

(composite sample)

- Yearly, if

unused. Refer DEF(AUST)206

RAN road tanker

vehicles



valves)7



- - - - - - - - - - -

Daily

(stripping line, pump discharge port or

bottom drain)

On receipt from non-NFI storage

(each deck fill connection)

Daily

(stripping line, pump discharge port or

bottom drain)





Monthly

(composite sample)



Monthly

(composite sample)



At the discretion of the ship BFQCM9




-



Weekly (composite

sample)

Monthly if equipment available

(composite sample)

Yearly, if unused. Refer DEF(AUST)206 RAN vessel

tanks

Every 6 months Draw a sample into a Millipore matched weight monitors or Millipore microbiological monitor for testing by the approved laboratory testing contractor - see note 10. If Millipore monitors are not available, take a 1 litre sample from the bottom drain (stripping) point, ensuring any water or sediment

present is captured in the sample (do not discard).

Centrifugal purifiers -

On receipt, 5 minutes after initiation and

then every 30 minutes until 3 hours after

receipt is completed (clean fuel discharge

line)

- - - - - - - - - - -


eg FWS, filter carts

Weekly (filter sump)

Weekly (filter outlet) - - - - - - - - 6 Monthly

(filter outlet) - -

Fuel delivery hoses - - - - - - - - - - 6 Monthly

(nozzle) - -



NOTES 1 Sample and test procedures are specified in Part 5, Section 2, Chapter 1. 2 F-76 only. 3 F-76 only. 4 In addition to the samples and tests required to be performed by Commonwealth staff on receipt, a sample from the mid point of the transfer is to be submitted to the approved ADF contractor testing laboratory for testing, IAW the requirements of Part 5, Section 1. 5 IAW Part 1 Section 1 of this publication, a naval vessel BFQCM may be the Marine Engineering Officer (MEO) or Liquid Fuels Officer (LFO). 6 In addition to the samples and tests required to be performed by crews, this sample is to be submitted to the approved ADF contractor testing laboratory for MBC and FSII testing, IAW the requirements of Part 5, Section 1. 7 Or common discharge manifold if fitted. 8 Or common discharge manifold if fitted. 9 IAW Part 1 Section 1 of this publication, a naval vessel BFQCM may be the Marine Engineering Officer (MEO) or Liquid Fuels Officer (LFO). 10 In addition to the samples and tests required to be performed by crews, this sample is to be submitted to the approved ADF contractor testing laboratory for MBC and FSII testing, IAW the requirements of Part 5, Section 1.

2



FUEL SAMPLE AND TEST LOG – F-76 AND OTHER MARITIME FUELS

SAMPLE DETAILS ANALYSIS DETAILS

Sample ID Date Sample Taken Source Fuel Type Quantity

(Litres)Date Sample

Tested Test and Test Result Signature

1



2

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CHAPTER 6

SAMPLING AND TESTING REQUIREMENTS – HEAVY FUEL OIL

1. INTRODUCTION 1.1 The aim of this chapter is to prescribe the sampling and testing requirements for Heavy Fuel Oil (HFO) used by the ADF. 1.2 This chapter is derived from STANAG 3149 Minimum Quality Surveillance Petroleum Products Edition 9 (2 Feb 2006), and other standards deemed applicable by JFLA. JFLA DCMP 09/014 also refers. 1.3 Applicability. This chapter specifies requirements for HFO used by HMAS SIRIUS. 2. REQUIREMENTS 2.1 Personnel. All sampling and testing shall be carried out by a BFQCM, or by appropriately qualified, trained and experienced staff under the supervision of a BFQCM. Part 1 of this publication defines qualification, training and experience requirements for FQC staff. 2.2 Sampling and testing. HFO sampling and testing requirements are yet to be defined. 2.3 Sample and test methods. Nil. 2.4 Documentation. N/A. 2.5 Recovering fuel samples. N/A. 3. GUIDANCE 3.1 Reserved. ANNEX: A. Sampling and Testing Requirements: Heavy Fuel Oil - RESERVED

1



2

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SAMPLING AND TESTING REQUIREMENTS: HEAVY FUEL OIL – RESERVED

1



2

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DEF(AUS




CHAPTER 7

SAMPLING AND TESTING REQUIREMENTS – GROUND FUELS 1. INTRODUCTION 1.1 The aim of this chapter is to prescribe the sampling and testing requirements for fuels used in the ADF ground operations, such as Automotive Diesel Fuel (ADF), F-76 diesel fuel and motor gasoline. 1.2 Deterioration of diesel fuels and motor gasoline (particularly in prolonged storage) is of concern, with the most common factors responsible for deterioration of these fuels in storage are chemical deterioration (oxidation) and Microbiological contamination. The reduced consequences of degraded/contaminated fuels in the ground environment however mean that less intensive FQC procedures are acceptable. 1.3 This chapter is derived from STANAG 3149 Minimum Quality Surveillance Petroleum Products Edition 9 (2 Feb 2006), and other standards deemed applicable by JFLA. JFLA DCMP 09/014 also refers. 1.4 Applicability. This chapter specifies requirements for Automotive Diesel Fuel (ADF), F-76 and motor gasoline when used as ground fuels in ADF operations. As a result, the requirements of this chapter are applicable to Army, Navy and Air Force facilities such as Kerbside Refuelling Points, deployed ground fuel dispensing facilities, outboard motors fitted to marine vessels, etc. 1.5 This chapter is not applicable to fuels used in the maritime environment, eg ADF and F-76 fuels used in Navy vessels – refer to the maritime diesel fuels chapter. 2. REQUIREMENTS 2.1 Personnel. Sampling and testing shall be carried out by staff who are responsible for the operation/maintenance of vehicles, equipment and storage facilities which use/store ADF or motor gasoline. No specialist training is required to perform the sampling and testing specified below (except cloud point testing, refer guidance in Part 3), however safety requirements of Part 5, Section 1, Chapter 2 of this publication shall be adhered to. 2.2 Sampling and testing. Ground fuels sampling and testing requirements are defined at annex A. Deviations to the testing requirements of annex A are not permissible without approval from JFLA. Any instructions developed to implement the sample/test requirements at a local level shall comply with the requirements of the annexes. 2.3 Sample and test methods. Annex A specifies various samples and tests. Procedures for the conduct of these samples and tests can be found in Part 5, Section 2, Chapter 1. Deviations to these sample and test procedures are not permissible without approval from JFLA. Any instructions developed to implement sample/test procedures at a local level shall comply with the sample and test procedures defined in Part 5, Section 2 Chapter 1. 2.4 The general sampling and testing requirements of Part 5, Section 1, Chapter 2 of this publication shall also be followed. 2.5 Documentation. Results for ground fuel sampling and testing required by annex A shall be recorded using locally generated documentation. Report all failed samples to JFLA for resolution. 2.6 Recovering fuel samples. Fuel samples which pass testing shall not be considered as waste fuel. Every effort shall be made to return passed samples to operating storage. 3. GUIDANCE 3.1 ‘Before first fuel movement of the day’. This term means the requirement must be completed on days where fuel movements are intended to occur, and before the first fuel movement of that day. On days where no fuel movement occurs, no requirement exists.

1



2

3.2 Storage tank sampling. Annex A shows two distinct requirements for tank sampling. 3.3 The purpose of the periodic bottom drain/free water tests is to determine whether free water is present at the bottom of the storage tank, and remove this water. These tests shall be carried out at the prescribed interval for tanks containing fuel irrespective of how often fuel is cycled through the tank over this period. 3.4 The purpose of the “Yearly, if unused” storage test is to confirm the quality of fuel which has remained dormant in a tank for 12 months. This test is only required if fuel has remained dormant in a tank for a period of 12 months. 3.5 These requirements apply to all bulk storage tanks, above or below ground, in any application, including tanker vehicles, Tanker Pump Assemblies (TPAs), and all deployed storage tanks. 3.6 Appointments. No BFQCO or BFQCM appointments are required for establishments which store/use ADF and motor gasoline exclusively. No specialist POL qualifications, training or experience is necessary for staff to perform fuel sampling and testing of ADF and motor gasoline, due to the simple sampling/testing requirements necessary to provide adequate assurance of fuel technical integrity, and relatively simple procedures to ensure OH&S is maintained. ANNEX: A. Sampling and Testing Requirements: Ground Fuels



SAMPLING AND TESTING REQUIREMENTS: GROUND FUELS

TEST1

TEST SUBJECT ↓↓

Bottom drain

[P5 S2 C1 annex A]

Visual (Clear & Bright)

[P5 S2 C1 annex B]


[P5 S2 C1 annex C]

Cloud Point

[P5 S2 C1 annex K]

Storage

Contractor delivery tankers - Prior to discharge

(all compartment valves)2 -

At the discretion of the BFQCM3


-

All packaged product (drum stock) -


(thief probe) -

At the discretion of the BFQCM



Fixed/permanent storage tanks

Monthly (Bottom drain if fitted,

otherwise, bottom sample)

Monthly (Bottom drain if fitted,


Monthly, where no bottom drain is fitted

(dipstick/rod/tape)




Mobile and deployed storage tanks (tanker vehicles, ISOtainers,

TPAs etc)

Weekly (Bottom drain if fitted,


Weekly (Bottom drain if fitted,


Weekly, where no bottom drain is fitted

(dipstick/rod/tape)




1 Sample and test procedures are specified in Part 5, Section 2, Chapter 1. 2 Or common discharge manifold if fitted. 3 Only necessary when operational requirements (eg cold weather) dictate.

1



2

NOTES

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DEF(AUS




CHAPTER 8

ADDITIONAL SAMPLING AND TESTING REQUIREMENTS – COMPROMISED ENVIRONMENTS

1 INTRODUCTION 1.1 The aim of this chapter is to prescribe additional sampling and testing requirements for all fuel grades used by the ADF, for use in situations where there is evidence to suggest that the list of tests prescribed in previous chapters may be inadequate to determine that fuel technical integrity is of an acceptable standard. Such situations, termed ‘compromised environments’ by NATO, would normally only occur on the battlefield and may include (but are not limited to):

a. Where fuel is captured and intended for use by ADF/coalition forces; b. Where delivery paperwork exists but is suspected of not being representative of the

applicable product intended for use by ADF/coalition forces;

c. Where delivery paperwork does not accompany the product intended for use by ADF/coalition forces.

1.2 In all situations, it must also be impractical/impossible (time, means, etc) to provide fuel samples to JFLA or a coalition laboratory for recertification testing. 1.3 This chapter is derived from advice from Army Operator Petroleum specialists, trained in compromised environment fuel testing. NATO intends to incorporate ‘compromised environment’ testing requirements in a future revision to STANAG 3149 Minimum Quality Surveillance Petroleum Products. JFLA DCMP 09/014 also refers. 1.4 Applicability. This chapter is applicable to Australian Army Operator Petroleum staff, appropriately trained and authorised to perform ‘compromised environment’ fuel testing. This chapter is not applicable to any other ADF staff without prior approval from JFLA. 1.5 This chapter is not applicable to non-battlefield operations. The list of tests prescribed by this chapter are field tests, and do not necessarily meet a test standard deemed acceptable to JFLA for non-battlefield situations. Furthermore, the list of tests prescribed by this chapter does not constitute all the tests required for fuel recertification. As a result, for non-battlefield environments, if fuel technical integrity cannot be determined by the combination of fuel delivery documentation (refer Part 1) and acceptance/in-service testing (refer other chapters of this Part), the fuel shall be considered unserviceable and not used without JFLA approval. 1.6 This does not preclude Operator Petroleum staff training on tests prescribed by this chapter (see requirements, below). 2 REQUIREMENTS 2.1 Personnel. All sampling and testing shall be carried out by appropriately trained and authorised Operator Petroleum staff. Staff shall have completed BFQCM fuel quality training prescribed by Part 1 of this publication, and all other training requirements defined by Army Operator Petroleum instructions. 2.2 Sampling and testing. Fuel sampling and testing requirements are defined at annex A. These requirements are additional to the ‘standard’ requirements specified in other chapters of Part 5 Section 1. The requirements of the applicable fuel grade chapter shall be performed in all battlefield situations. 2.3 Given the intent of this chapter is to determine the technical integrity of fuel products on the battlefield, this chapter serves to provide a set of JFLA-approved tests, however Operator Petroleum staff may deviate from these sample and test procedures at their own discretion – no approval from JFLA is necessary. 2.4 Sample and test methods. Annex A specifies various samples and tests. Procedures for the conduct of these samples and tests can be found in Part 5, Section 2, Chapter 2.

1



2.5 Given the intent of this chapter is to determine the technical integrity of fuel products on the battlefield, this chapter serves to provide a set of JFLA-approved tests, however Operator Petroleum staff may deviate from these sample and test procedures at their own discretion – no approval from JFLA is necessary. 2.6 Every attempt shall be made to follow the general sampling and testing requirements of Part 5, Section 1, Chapter 2 of this publication. 2.7 Documentation. Sample/test results shall be recorded using a form approved by Army Operator Petroleum instructions but include as a minimum, the tests undertaken, result, and name and signature of testing officer. 2.8 Training to maintain competency on tests prescribed by this chapter. Training, to any level deemed necessary to maintain competency, may occur IAW Army Operator Petroleum instructions. However, all such training shall be clearly identified as such and test results recorded in a manner which disallows results to be used as an authority to determine fuel technical integrity. Documentation shall be labelled “for training purposes only” in training situations. 2.9 Recovering fuel samples. Fuel samples which pass testing shall not be considered as waste fuel. Every effort shall be made to return passed samples to a recovery or QCI tank. 3 GUIDANCE 3.1 Reserved. ANNEX: A. Additional Sampling and Testing Requirements: Compromised Environments

2



ADDITIONAL SAMPLING AND TESTING REQUIREMENTS: COMPROMISED ENVIRONMENTS

TEST1

FUEL GRADE ↓↓

Cold Filter Plugging Point (CFPP)

[P5 S2 C2 annex A]

Distillation

[P5 S2 C2 annex B]

Existent Gum

[P5 S2 C2 annex C]

Density

[P5 S2 C2 annex D]

Aviation turbine fuels (F-34, F-35 and F-44)

At the discretion of the Operator Petroleum

BFQCM (middle sample)







Maritime fuels (F-76 and other maritime fuels)









Ground fuels (diesel fuels including

F-76, ADF)









MPP/LOTS operations At the discretion of the

Operator Petroleum BFQCM

(middle sample)







1 Sample and test procedures are specified in Part 5, Section 2, Chapter 2. Where a middle sample cannot be taken or is deemed unrepresentative, the BFQCM shall determine what sample will be the most representative.

1



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1




CHAPTER 9

SAMPLING AND TESTING REQUIREMENTS – LUBRICANTS AND ASSOCIATED PRODUCTS 1. INTRODUCTION 1.1 The aim of this chapter is to prescribe the sampling and testing requirements for lubricants and associated products used by the ADF. 1.2 This chapter is derived from STANAG 3149 Minimum Quality Surveillance Petroleum Products Edition 9 (2 Feb 2006), and other standards deemed applicable by JFLA. 1.3 Applicability. This chapter specifies requirements for lubricants and associated products in the following categories:

a. lubricating oils,

b. hydraulic fuels,

c. greases,

d. corrosion preventatives, and

e. specialty products.

1.4 As a result, the requirements of this chapter are applicable to Army, Navy and Air Force installations, Naval ships and deployed facilities. 2. REQUIREMENTS 2.1 Personnel. Sampling shall be carried out by appropriately qualified, trained and experienced staff IAW the requirements of Part 1 of this publication. 2.2 Sampling and testing – general. Lubricants and associated products shall be sampled and tested IAW the maintenance schedules for the particular application. Deviations to these requirements are not permissible without approval from the parent SPO. 2.3 Additional sampling and testing – maritime lubricants and associated products. At sea, oil samples may be tested using the Kittiwake test method, at intervals as prescribed by individual equipment maintenance instructions and ship maintenance plans. Test procedures are defined in Part 5, Section 2, Chapter 1 of this publication, if required. 2.4 General sampling and testing requirements for lubricants and associated products are specified in DEF(AUST)206 (latest issue). Deviations to these testing requirements are not permissible without approval from JFLA. Any instructions developed to implement the sample/test requirements at a local level shall comply with the requirements of DEF(AUST)206. 2.5 Additional sampling and testing – aviation lubricants and associated products. Sampling and testing requirements for lubricants and associated products are specified in DEF(AUST)206 (latest issue). Deviations to these testing requirements are not permissible without approval from JFLA. Any instructions developed to implement the sample/test requirements at a local level shall comply with the requirements of DEF(AUST)206. 2.6 Additional sampling and testing – ground lubricants and associated products. Sampling and testing requirements for lubricants and associated products are specified in DEF(AUST)206 (latest issue). Deviations to these testing requirements are not permissible without approval from JFLA. Any instructions developed to implement the sample/test requirements at a local level shall comply with the requirements of DEF(AUST)206.

1



2.7 Sample and test methods. The general sampling and testing requirements of Part 5, Section 1, Chapter 2 of this publication shall also be followed. Additional information is provided in DEF(AUST)206 (latest issue). 2.8 Where testing cannot be accomplished at an ADF test centre, samples are to be submitted to the Approved Testing Contractor for testing, IAW Part 5, Section 1 of this publication. 2.9 Documentation. Results for lubricant and associated product testing are provided by the approved testing laboratory. 2.10 Recovering samples. Samples taken from lubricant and associated products shall not be reused. The approved testing laboratory shall dispose of samples IAW approved procedures. 3. GUIDANCE 3.1 Reserved.

2




CHAPTER 10

TESTING BY ADF POL TESTING LABORATORY 1. INTRODUCTION 1.1 This chapter details the procedure to be used by ADF units to submit POL samples to the approved ADF POL testing laboratory for testing. Samples should be taken IAW the requirements of the applicable chapter(s) of Part 5, Section 1. 2. PROCEDURE FOR USING THE POL TESTING LABORATORY 2.1 For all established, routine Condition Monitoring (CM) testing activity, ADF units should liaise directly with the approved ADF POL testing laboratory IAW established procedures. 2.2 For all new CM testing activities, and all unscheduled (non-routine) testing requirements, the following procedure shall be followed by ADF units:

a. Raise Form SG 214 Request For Laboratory Examination (copy at annex A).

b. Obtain an authorisation reference number for the Form SG 214 from JFLA. Samples sent to the approved POL testing laboratory without approval from JFLA will not be tested.

c. Ensure samples to be tested comply with the size requirements described in the next

section. d. Ensure all samples of Petroleum products are correctly packaged IAW the requirements

of DEF(AUST)5492, IATA and DEF(AUST) 1000 (latest issues). The use of vermiculite (a packaging material of small fibrous particles) is prohibited when packaging POL samples as the material has proven to cause problems with particulate contamination testing.

e. Despatch the POL sample(s), with the authorised Form SG214, to the approved testing

laboratory, using the address as per Form SG214. 3. SIZE OF SAMPLES 3.1 The minimum sample sizes to be submitted to the POL testing laboratory are stipulated in DEF(AUST)206 (latest issue). 3.2 Packaged Items. Due to their small size, it is likely that multiple containers will make up a single batch for a packaged product. To achieve a truly representative sample, a statistically significant proportion of the entire batch must be sampled – from multiple containers. Sample sizes for packaged products using the ‘cube root’ methodology are given in DEF(AUST)206 (latest issue). Note that the test results for a ‘cube root’ sample will only be applicable to the amount of product stored in the same storage location, under the same storage conditions. If more than one location/set of conditions is to be tested, a representative sample from each location/set of conditions should be taken. 4. TEST TURNAROUND TIMES 4.1 In the absence of any specific agreement between the ADF unit, JFLA and the POL testing laboratory, the following turnaround times may be considered applicable for planning purposes, from sample receipt (and SG214 completed) at the contractor testing laboratory:

a. In-service equipment samples: 3 working days.

b. Quality surveillance of fuels: 5 working days.

c. Quality surveillance of lubricants and other products: as agreed with JFLA.

1



5. TEST RESULTS 5.1 When the examination has been completed, the contractor will advise the ADF unit directly. JFLA are sent a copy of the test results, for recording purposes. ANNEX: A. Request For Laboratory Examination SG 214

2



REQUEST FOR LABORATORY EXAMINATION SG 214

1



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2



1

PART FIVE SECTION TWO

CHAPTER 1

POL SAMPLING AND TESTING PROCEDURES 1. INTRODUCTION 1.1 This chapter provides the sampling and test procedures necessary to carry out the sampling and testing required from Part 5, Section 1. Procedures specified in this chapter are derived primarily from ASTM standards and any other standards deemed applicable by JFLA. Each procedure references its origin, and any amendments authorised by JFLA. JFLA DCMP 09/014 refers for each procedure, unless otherwise stated. 2. REQUIREMENTS 2.1 Procedures. Sampling and testing procedures are provided as annexes to this chapter. Deviations to the procedures defined for sampling and testing are not permissible without approval from JFLA. Any instructions developed to implement the sample/test procedures at a local level shall comply with the requirements of the annexes. 2.2 Test limits. Test limits for each prescribed test are consolidated by fuel type and presented in tabular format in Part 5 Section 3 of this publication. These test limits shall be used to determine the acceptability of POL products. 2.3 OH&S. Personnel involved in sampling and testing shall comply with OH&S requirements in Part 1 of this publication. Of particular note, hexane is used as a solvent in a number of the tests. Hexane is an extremely flammable liquid and the vapour may cause a flash fire. Hexane is harmful or fatal if swallowed, and may cause irritation or harm to the skin, eyes, respiratory tract and nervous system. Additional precautions as laid out in Part 1 are to be taken prior to using hexane. ANNEXES: A. Bottom Drain (Stripping) Procedure B. Visual (‘Clear and Bright’) Procedure C. Free Water Detection Test Procedure (Water Finding Paste) D. Entrained Water Detection Test Procedure (Shell Water Detection Test) E. Density (Specific Gravity) Test Procedure F. Flash Point Test Procedure G. Conductivity Test Procedure H. Fuel System Icing Inhibitor (FSII) Test Procedure I. Particulate Sample and Test Procedure (Millipore) J. Particulate Test Procedure (AEL Mk III) K. Cloud Point Test Procedure L. Water Reaction Test Procedure M. Filter Blocking Tendency Test Procedure N. Water and Particulate Contamination Test Procedure (BS&W and AEL MKIII Contaminated Fuel

Detector) O. Fuel Dilution Testing by Kittiwake Viscometer P. Testing of diesel engine lubrication oils using Kittiwake Portable Oil Test Centre



2

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1

BOTTOM DRAIN (STRIPPING) PROCEDURE 1. Purpose. Bottom draining (known as ‘stripping’ by Navy) aims to remove free water and other contamination (eg particulate/sediment) from the bottom of a storage tank. Typically, a visual ‘clear and bright’ test will follow a bottom drain to check all water and contamination has been removed. 2. Equipment required. The following equipment may be required to perform a bottom drain:

a. Pail, Utility (NSN 7240-66-091-3609). b. For Navy ships, equipment required to perform a tank strip.

3. Procedure. Perform a bottom drain (stripping) as follows:

NOTE

DO NOT perform bottom drains from filter outlets. Water present at the filter outlet should be detected by a visual (‘clear and bright’) test) as it may indicate filter degradation/failure. Performing a bottom drain at the filter outlet will remove such evidence.

WARNING

WHERE FUEL CONTAINS FSII, WATER FROM BOTTOM DRAINS MAY CONTAIN FSII. WATER/FSII MIXTURES HAVE THE SOLVENCY OF PAINT REMOVER AND CAN DAMAGE FILTER SEPARATORS, TANK LININGS AND ACCELERATE PIPE AND TANK CORROSION. FSII IS A HAZARDOUS SUBSTANCE AND MAY BE HARMFUL IN CONTACT WITH SKIN OR IF INHALED. AS A RESULT, CARE SHOULD BE TAKEN WHEN HANDLING WATER EXTRACTED FROM STORAGE SYSTEMS USING THIS PROCEDURE. ENSURE APPROPRIATE PPE IS WORN AND DISPOSE OF DRAINED WATER IAW APPROVED PROCEDURES.

a. For filters/tanks/lines which flush fuel directly to a waste drain:

(1) Flush the line for a short period (dependent upon system design) which is assessed as adequate to remove water and other contaminants from the system.

(2) If the system design allows for a clear and bright sample to be taken to confirm no

water/contamination is present, take a clear and bright sample to confirm water/contamination has been removed (refer annex B).

b. For filters/tanks/lines which flush the sample to a bucket:

(1) Earth the bucket and flush the sample point into the bucket for a short period (dependent upon system design) which is assessed as adequate to remove water and other contaminants from the system.

(2) Take a clear and bright sample to confirm water/contamination has been removed

(refer annex B).

c. For tanks on Naval vessels which require stripping:

(1) Perform a stripping procedure IAW local instructions. (2) Take a clear and bright sample (refer annex B), or perform a free water detection

test (water finding paste, refer annex C) to confirm water/contamination has been removed.



2

d. For hydrant lines:

(1) Flush all low points of the hydrant system at a high velocity, with the line under pressure, to ensure removal of any water or sediment, until a clear sample is obtained. Typically, the amount needed to be flushed will be a small amount more than the volume of the drain finger.

e. For drum stock:

(1) DO NOT perform a bottom drain unless the visual (clear and bright) test indicates free water is present. Remove free water using a thief sampling probe (refer Part 5 Section 1 Chapter 2).

4. Test limits. All water and particulate shall be drained from the drain point. No water is allowed. 5. Actions on failure. If an unusual amount of water or contamination is present in the system, cease any fuelling operation, quarantine affected equipment and notify the BFQCM/O. Retain the samples taken and investigate the source of the contamination. Contact JFLA for advice as required. 6. It is essential that unusual samples be retained for further investigation to determine the cause of the contamination. 7. Documentation. Nil required. 8. Origin of procedure. This procedure has been derived from STANAG 3149 Ed 9 and API/EI 1585 2nd Ed (for hydrant systems). Additional, specific direction not impacting technical content of the procedure has been provided, to cater for ADF facilities and infrastructure.



1

VISUAL (‘CLEAR AND BRIGHT’) PROCEDURE 1. Purpose. To identify visible water and particulate in a fuel sample, and/or to obtain a clear and bright fuel sample for subsequent testing. 2. Equipment required. The following equipment may be required to perform a ‘clear and bright’

sample and test:

a. Jar, Spring Fastener Cap (NSN 8125-66-111-9628), if no subsequent fuel testing is required.

b. Bottle, Screw Cap (NSN 8125-66-096-5604), if subsequent fuel testing is required. c. For aircraft samples: applicable sample container.

3. Procedure – bulk fuel. For bulk fuel stocks, perform a ‘clear and bright’ sample and test as follows:

NOTE

Unless specified by Part 5 Section 1 of this publication, DO NOT perform a bottom drain before taking a ‘clear and bright’ sample. Unless specified, a water drain is unnecessary as it wastes fuel and does not enhance safety. For filter coalescer units, performing a bottom drain may hide filter degradation.

a. If the sample is taken from fuel which has been recently transported (for example, a

contractor delivery tanker), allow at least 20 minutes settling time. b. Ensure the sampling point is free of loose solid contaminants. If rust or other loose

encrustations are present, remove with a cloth; then flush the sampling point prior to taking the actual sample.

c. Rinse the sample jar/bottle thoroughly with a small quantity of the fuel being sampled.

Dispose of this fuel appropriately.

d. Draw approximately 900mL of fuel into the jar/bottle as rapidly as possible. Use a full flush rather than permitting the fuel sample to trickle out.

e. Immediately upon drawing a sample, check visually for evidence of water or particulate

contamination. Hold the sample up to the light and visually examine for haze or lack of clarity. Swirl the sample to produce a vortex and examine the bottom of the vortex for particulate matter.

f. If the fuel sample passes the test limits below and where required, seal and retain the

sample for subsequent testing (IAW other annexes of Part 5 Section 2 Chapter 1). Where subsequent testing is not required, if the sample passes the test limits below it should be transferred to a QCI/recovery tank if practical. For failed samples or where it is impractical to recover, dispose of samples IAW approved procedures.

4. Procedure – drumstock fuel. For drumstock fuel, perform a ‘clear and bright’ sample and test by taking a bottom sample using a thief sampling probe, as detailed in Part 5, Section 1, Chapter 2. 5. Procedure – aircraft fuel tanks. For aircraft fuel tanks, perform a ‘clear and bright’ sample and test IAW aircraft maintenance instructions. 6. Test limits. The sample must be ‘clear’ and ‘bright’. ‘Clear’ means the total absence of visible particulate, sediment or emulsion. ‘Bright’ means a sparkling appearance, with no visible cloud or haze. Undissolved water appears in the form of a cloud, droplets and/or emulsions. Free water usually forms a separate layer at the bottom of the sample. Figures B1 and B2 provide examples of cloudy versus ‘clear and bright’ aviation fuel and diesel fuel respectively.



2

7. It is essential that unusual samples be retained for further investigation to determine the cause of the contamination. 8. For aviation turbine fuels:

a. The sample must contain no visible water (free or entrained) or particulate. b. The colour of the sample may range from water white to straw colour to an amber tint,

depending on processing or crude source. 9. For aviation gasoline fuels:

a. The sample must contain no visible water (free or entrained) or particulate. b. For AVGAS 100/130, the sample shall have a green tint. For AVGAS 100LL, the sample

shall have a blue tint. 10. For F-76:

a. The sample must contain no visible water (free or entrained), or particulate. b. The colour of the sample may range from water white to straw colour to a green tint,

depending on processing or crude source. 11. For diesel fuels other than F-76 (eg ADF and MGO) and motor gasoline:

a. The sample must contain no visible water (free or entrained), or particulate. b. The colour of the sample may vary.

Figure B1 – Cloudy versus ‘clear and bright’ aviation turbine fuel

(FAIL) (PASS)



3

Figure B2 – Cloudy versus ‘clear and bright’ diesel fuel 12. Actions on failure – all fuels. If a sample fails the procedure described above, the procedure may be repeated up to four more times – ie a total of 5 times – before the fuel is failed. This allowance is made to give the ‘benefit of the doubt’ to fuel in the system. 13. If the fuel sample fails the fifth test, cease any fuelling operation, quarantine affected equipment and notify the BFQCM/O. Retain the samples taken and investigate the source of the contamination. Contact JFLA for advice as required. 14. DO NOT perform a Millipore particulate test unless advised by the BFQCO, BFQCM or JFLA. A Millipore test is unnecessary and wasteful since any fuel failing a ‘clear and bright’ on the fifth retest should also be expected to fail a Millipore. Even if it does not, a Millipore test may add very little value to the investigation. 15. If the free water is present in bulk or aircraft fuel tanks, remove the water as soon as practicable via a bottom drain (strip). Once the bottom drain (strip) has been completed, perform another free water detection test to confirm the drain/strip was successful. 16. Additional actions on failure – aviation fuel contractor delivery tankers. In addition to the actions stated above, if aviation fuel from a contractor delivery tanker is rejected, carry out the following:

a. Complete a Reject Form (Web Forms SG267) and fax to JFLA with a copy of the applicable Aviation Release Note(s). The Reject Form shall include the name of the supplier, the product type, batch number, release note number, quantity of fuel concerned and reason for rejection.

PASS FAIL FAIL FAIL



4

b. Take 3 x 2 Litre samples. Seal the sample containers to prevent leakage and label them with the relevant details of the source of the sample. Distribute the containers as follows:

(1) One sample to the tanker driver, (2) One sample to the BFQCM for local testing, and (3) One sample to be held at the local FQC Centre, for testing by the POL Testing

Contractor if instructed to do so by JFLA. 17. Documentation. Record all results as per the requirements of the applicable chapter in Part 5, Section 1. 18. Origin of procedure. This procedure is IAW ASTM D4176-93.



1

FREE WATER DETECTION TEST PROCEDURE (WATER FINDING PASTE) 1. Purpose. To identify free water in fuel tanks where it is not possible or practical to confirm the

presence of water by drawing a drain sample. 2. Equipment required. The following equipment may be required to perform a water detection

test:

a. Water Finding Paste (NSN 6850-12-140-2212), and b. Dipstick, sounding rod or tape, suitable for the tank to be tested.

3. Test procedure. Perform a water detection test as follows:

a. Smear water finding paste onto the lower end of the dipstick, sounding rod or tape. b. Slowly lower the dipstick, sounding rod or tape into the tank until it strikes the bottom of

the tank.

c. Hold the dipstick, sounding rod or tape for the specified hold time as per manufacturer’s instructions. If no time is specified, the hold time shall be 2 minutes.

d. Withdraw the dipstick, sounding rod or tape and examine the water finding paste. If free

water is present, the water finding paste will change colour as per manufacturer’s instructions.

e. Water finding paste shall be used for one application only, irrespective of the results

obtained for a particular test. Do not reuse water finding paste in any circumstances. 4. Test limits. No free water is allowed. 5. Actions on failure. If the water finding paste identifies water is present in the tank by a colour

change, remove the water as soon as practicable via a bottom drain (strip), or any other approved method to remove water. Once this has been completed, perform another free water detection test to confirm the drain/strip was successful.

6. Documentation. Record all results as per the requirements of the applicable chapter in Part 5,

Section 1. 7. Origin of procedure. This is a generic procedure, referring to manufacturer operating

instructions (available to FQC staff as operating instructions for each paste).



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1

ENTRAINED WATER DETECTION PROCEDURE (SHELL WATER DETECTION TEST) 1. Purpose. To identify the level of entrained water in a fuel sample.

NOTE

The shell water detection test will also detect the presence of free water. Since the purpose is of the test is to detect entrained water only, free water must not be present in the sample as it may give erroneous results. The shell water detection test will not detect dissolved water.

2. Equipment required. The following equipment may be required to perform a Shell water detection sample and test:

a. Jar, Spring Fastener Cap (NSN 8125-66-111-9628). b. Detector Kit Water, Automotive – Aviation Fuels (NSN 6640-66-120-9313). c. Syringe Fuel Impurity Detector (NSN 6640-66-120-9314).

3. Test procedure. Perform a Shell water detection sample and test as follows:

a. Use fuel from the clear and bright sample previously taken, or otherwise obtain a 500mL

(approximately) ‘clear and bright’ sample using a clean sample jar. b. Visually confirm no free water is contained in the sample. No free water is allowed. c. Check the detector kit container to ensure the capsules have not passed their expiry date.

d. Remove a capsule from the tube. Handle carefully and do not touch or allow any moisture

onto the yellow paper of the capsule.

e. Close the tube to avoid contamination of other capsules at ambient humidity.

f. Check the paper in the capsule is uniformly yellow. If it is not, discard and use another capsule.

g. With the plunger of the syringe in the depressed position, fit the capsule to the syringe.

h. Immerse the capsule and approximately half of the syringe into the sample, using a

circular motion into the sample. i. Pull the plunger to draw 5mL of fuel from the sample into the syringe.

j. Withdraw the syringe from the sample and examine the capsule immediately for any

change of colour in the centre wetted area (approx 4mm in diameter) of the capsule.

k. Empty the contents of the syringe back into the sample container. If the sample passes the test limits below, it should be transferred to a recovery tank if practical. For failed samples or where impractical to recover, dispose of samples IAW approved procedures.

l. Dispose of capsule. Each capsule can only be used only once.

4. Test limits. Refer Part 5 Section 3 Chapter 1. 5. If the colour of the centre wetted area (approx 4mm diameter) of the capsule is a uniform, distinct green colour, the fuel in the system contains more than 30ppm of entrained water (approximately). See figure 1. 6. If a few green speckles or a slight change in colour from yellow to light green occurs, the sample contains some amount of entrained water below 30ppm. See figure D1.



2

7. If there is no colour change, no entrained water is present. See figure D1. 8. For filter/coalescer unit outlet samples. No water is allowed. Any entrained water present indicates that the filter/coalescer unit may not be functioning correctly. 9. All other samples. Entrained water up to 30ppm is allowed.

10. Actions on failure. Cease any fuelling operation, quarantine affected equipment and notify the BFQCM/O. If applicable, check the filter vessel sump for water contamination and service filter unit. 11. Entrained water levels in fuel may be reduced to acceptable levels by recirculation of fuel through filtration units. The BFQCM/O may authorise recirculation of fuel stocks which fail the entrained water test, provided filter units are serviceable and it is assessed that fuel may be recovered to within specification limits. Caution should be taken as moving fuel tends to lower conductivity levels. 12. Documentation. Record all results as per the requirements of the applicable chapter in Part 5, Section 1. 13. Storage. The shelf life for Shell Water Detector capsules is nine months from the time of manufacture. The expiry date month and year is marked on the bottom of each tube of capsules. To ensure that the test kits are kept in a satisfactory condition, the following storage practices shall be adopted:

a. Store water detector kits in a dry location away from damp walls or floors. Dry storage can be achieved in high humidity locations by using a cabinet warmed by a light globe.

b. Ensure the detector kit container cap is screwed on tightly, to prevent humidity from

affecting the capsules. c. Water detection kits with the least shelf life remaining are to be issued first. d. Life expired kits are to be discarded.

14. The BFQCM is responsible for demanding Shell Water Detector Kits and ensuring that sufficient quantities with adequate shelf life are held at all times. The BFQCM is to be the sole distributor of shell water detector kits and is to supply all relevant units and sections with the kits upon request. 15. Ordering. Shell water detection kits and syringes are obtained by contacting the logistics manager within the Naval Inventory Procurement Office (NIPO) Commons Equipage, Logistics Support Agency-Navy (LSA-N). Refer to contact details in SDSS. 16. Origin of procedure. This procedure is IAW the Shell Water Detection Test procedure, available from the Shell website and as instructions included in each test kit.

PASS PASS FAIL

Figure D1 – Pass / fail criteria



1

DENSITY (SPECIFIC GRAVITY) TEST PROCEDURE 1. Purpose. To determine the density of a product, to confirm it is the correct product/product expected. 2. Two test procedures are specified below. The first uses a hydrometer, the second uses a digital density meter. The BFQCM may select either test as desired. 3. Equipment required. The following equipment may be required to perform a density test:

a. Clean glass test cylinder (approximately 500mL volume). b. Thermometer. c. Hydrometer. d. Temperature gauge.

e. Anton-Paar Digital Density Meter (NSN 6635-66-109-5347).

4. Test procedure – test with hydrometer. Perform a density test with a hydrometer as follows:

a. Use fuel from the clear and bright sample previously taken, or otherwise obtain a 500mL (approximately) ‘clear and bright’ sample using an approved sample container.

b. Examine the thermometer to ensure:

(1) No gas bubbles are trapped in the mercury column or bulb,

(2) The mercury column is unbroken, and

(3) There are no mercury globules above the top level of the mercury column.

c. Examine the hydrometer to ensure

(1) The etched line on the hydrometer stem corresponds to the arrow (or line) at the

top of the paper scale (a fingernail can be used to detect the etched line position), (2) The bitumen weighting material has not flowed, which would cause the hydrometer

to float in a non-vertical plane, and (3) The glass is intact.

d. Transfer a sample of the fuel into a 500mL cylinder. Avoid the formation of air bubbles in

the fuel as these will cause erroneous results.

e. Lace the thermometer in the sample, ensuring it does not touch the sides or bottom of the cylinder. Once the thermometer temperature stabilises, record the temperature to the nearest 0.1°C and remove the thermometer.

f. Gently lower the hydrometer into the sample and depress it down about two scale

divisions into the fuel. As the hydrometer is released, gently rotate it ensuring that it floats clear of the cylinder walls. Do not drop the hydrometer into the sample.

g. Read the density/specific gravity of the fuel sample at the point on the hydrometer scale

where the principle fluid surface cuts the scale. Record the reading to the nearest one-fifth of a full scale division.

h. Using Table E1 (an extract from table 53B of ASTM D1250 – 1980), determine the

density corrected to the standard reference temperature of 15°C.

i. After this test, the fuel sample can be reused for other testing as required.



2

5. Test procedure – test with Digital Density Meter. Perform a density test with a digital density meter as follows:

a. Ensure the correct density meter (NSN 6635-66-109-5347) is used. This meter can be identified by its yellow frame colour. Do not use any other type of digital meter, as these are not approved for use with petroleum products.

b. Use fuel from the clear and bright sample previously taken, or otherwise obtain a small

quantity of ‘clear and bright’ fuel (approximately 100mL) using an approved sample container.

c. Perform a density test with a Digital Density Meter IAW the operating manual. d. After this test, the fuel sample can be reused for other testing as required.

6. Test limits. Refer Part 5 Section 3 Chapter 1. 7. Actions on failure. If a sample fails the test, perform a retest using a different fuel sample. If this sample also fails, inform the BFQCM/O. 8. Density can be found out of specification for several reasons, including:

a. The fuel is an alternate to that expected (e.g. the fuel is F-34 not F-44), b. Mixed product contamination, or

c. Deterioration to the point where light and heavy components have separated.

9. A flashpoint test should be conducted (where appropriate) as this may help to confirm any observations. In some circumstances, it may be possible to downgrade the fuel or blend the fuel with other stock. In such cases, JFLA shall be consulted. 10. Density of fuel stock may be recovered by blending fuel with other stocks. Unless mixed product contamination is suspected, the BFQCM/O may authorise blending for fuel stocks which fail the density test, provided it is assessed that the fuel may be recovered to within specification. Caution should be taken as moving fuel tends to lower conductivity levels. Where mixed product contamination is suspected, JFLA shall be consulted. If mixed product contamination is suspected, contact JFLA. 11. For fuel deliveries, the JFLA QAM shall be notified prior to any blending action, so that warranty/rejection action may be pursued as necessary. 12. Documentation. Record all results as per the requirements of the applicable chapter in Part 5, Section 1. 13. Other information. Hydrometers and thermometers must not be left in direct sunlight or near heating appliances. Hydrometers should be stored vertically. 14. Origin of procedure. This procedure is IAW ASTM D1298-99 (hydrometer method) or ISO15212-1:1999 (digital density meter method). Digital density meter NSN 6635-66-109-5347 does not conform to the requirements of ASTM D4052 or D5002. However, the meter does meet the requirements of ISO15212-1:1999 (oscillation-type density meters) with a maximum permissible error of 0.001 g/cm3. This is entirely adequate for the purposes of the density test, in confirming the correct product is present.



3

DENSITY AT OBSERVED TEMPERATURE

Table E1 – Density correction to 15 °C

.773 .775 .777 .779 .781 .783 .785 .787 .789 .791 .793 TEMP °C CORRESPONDING DENSITY AT 15 °C

-10.50 -10.25 -10.00 -9.75 -9.50

7507 7509 7511 7514 7516

7527 7530 7532 7534 7536

7548 7550 7552 7554 7557

7568 7570 7572 7575 7577

7588 7591 7593 7595 7597

7609 7611 7613 7615 7617

7629 7631 7633 7636 7638

7649 7652 7654 7656 7658

7670 7672 7674 7676 7678

7690 7692 7694 7696 7699

7712 7714 7717 7720 7722

-9.25 -9.00 -8.75 -8.50 -8.25

7518 7520 7522 7525 7527

7538 7541 7543 7545 7547

7559 7561 7563 7565 7567

7579 7581 7583 7586 7588

7599 7601 7604 7606 7608

7620 7622 7624 7626 7628

7640 7642 7644 7646 7648

7660 7662 7664 7667 7669

7680 7683 7685 7687 7689

7701 7703 7705 7708 7711

7725 7727 7730 7733 7735

-8.00 -7.75 -7.50 -7.25 -7.00

7529 7531 7533 7536 7538

7549 7552 7554 7556 7558

7570 7572 7574 7576 7578

7590 7592 7594 7596 7599

7610 7612 7615 7617 7619

7631 7633 7635 7637 7639

7651 7653 7655 7657 7659

7671 7673 7675 7678 7680

7691 7693 7696 7698 7700

7713 7716 7718 7721 7723

7738 7740 7743 7745 7747

-6.75 -6.50 -6.25 -6.00 -5.75

7540 7542 7544 7547 7549

7560 7563 7565 7567 7659

7581 7583 7585 7587 7589

7601 7603 7605 7607 7610

7621 7623 7625 7628 7630

7641 7644 7646 7648 7650

7662 7664 7666 7668 7670

7682 7684 7686 7688 7691

7702 7704 7707 7710 7712

7726 7728 7731 7734 7736

7750 7752 7755 7757 7760

-5.50 -5.25 -5.00 -4.75 -4.50

7551 7553 7555 7558 7560

7571 7573 7576 7578 7580

7592 7594 7596 7598 7600

7612 7614 7616 7618 7620

7632 7634 7636 7639 7641

7652 7654 7657 7659 7661

7672 7675 7677 7679 7681

7693 7695 7697 7699 7701

7715 7717 7720 7722 7725

7738 7741 7743 7746 7748

7762 7765 7767 7769 7772

-4.25 -4.00 -3.75 -3.50 -3.25

7562 7564 7566 7568 7571

7582 7584 7587 7589 7591

7602 7605 7607 7609 7611

7623 7625 7627 7629 7631

7643 7645 7647 7649 7652

7663 7665 7667 7670 7672

7683 7686 7688 7690 7692

7704 7706 7709 7711 7714

7727 7730 7732 7734 7737

7751 7753 7755 7758 7760

7774 7777 7779 7781 7784

-3.00 -2.75 -2.50 -2.25 -2.00

7573 7575 7577 7579 7582

7593 7595 7598 7600 7602

7613 7616 7618 7620 7622

7634 7636 7638 7640 7642

7654 7656 7658 7660 7662

7674 7676 7678 7681 7683

7694 7696 7699 7701 7703

7716 7719 7721 7723 7726

7739 7742 7744 7747 7749

7763 7765 7767 7770 7772

7786 7788 7790 7793 7795

-1.75 -1.50 -1.25 -1.00 -0.75

7584 7586 7588 7590 7593

7604 7606 7608 7611 7613

7624 7626 7629 7631 7633

7645 7647 7649 7651 7653

7665 7667 7669 7671 7673

7685 7687 7689 7691 7694

7705 7708 7710 7713 7715

7728 7731 7733 7736 7738

7751 7754 7756 7758 7761

7774 7777 7779 7781 7783

7797 7799 7802 7804 7806

-0.50 -0.25 0.00 0.25 0.50

7595 7597 7599 7601 7603

7615 7617 7619 7622 7624

7635 7637 7639 7642 7644

7655 7658 7660 7662 7664

7676 7678 7680 7682 7684

7696 7698 7700 7702 7704

7718 7720 7722 7725 7727

7740 7743 7745 7747 7750

7763 7765 7768 7770 7772

7786 7788 7790 7792 7795

7808 7811 7813 7815 7817

0.75 1.00 1.25 1.50 1.75

7606 7608 7610 7612 7614

7626 7628 7630 7632 7635

7646 7648 7650 7653 7655

7666 7668 7671 7673 7675

7686 7689 7691 7693 7695

7707 7709 7712 7714 7717

7729 7732 7734 7737 7739

7752 7754 7757 7759 7761

7774 7777 7779 7781 7784

7797 7799 7801 7803 7806

7819 7821 7824 7826 7828

2.00 2.25 2.50 2.75 3.00

7617 7619 7621 7623 7625

7637 7639 7641 7643 7646

7657 7659 7661 7664 7666

7677 7679 7681 7684 7686

7697 7700 7702 7704 7706

7719 7721 7724 7726 7728

7741 7744 7746 7748 7750

7763 7766 7768 7770 7772

7786 7788 7790 7792 7794

7808 7810 7812 7814 7816

7830 7832 7834 7836 7839

3.25 3.50 3.75 4.00 4.25

7628 7630 7632 7634 7636

7648 7650 7652 7654 7656

7668 7670 7672 7674 7677

7688 7690 7692 7695 7697

7709 7711 7713 7716 7718

7731 7733 7735 7738 7740

7753 7755 7757 7759 7762

7775 7777 7779 7781 7783

7797 7799 7801 7803 7805

7819 7821 7823 7825 7827

7841 7843 7845 7847 7849



4




4.50 4.75 5.00 5.25 5.50

7639 7641 7643 7645 7647

7659 7661 7663 7665 7667

7679 7681 7683 7685 7687

7699 7701 7703 7706 7708

7720 7723 7725 7727 7730

7742 7724 7747 7749 7751

7764 7766 7768 7770 7773

7786 7788 7790 7792 7794

7807 7809 7812 7814 7816

7829 7831 7833 7835 7837

7851 7853 7855 7857 7859

5.75 6.00 6.25 6.50 6.75

7649 7652 7654 7656 7658

7669 7672 7674 7676 7678

7690 7692 7694 7696 7698

7710 7713 7715 7717 7719

7732 7734 7736 7739 7741

7753 7756 7758 7760 7762

7775 7777 7779 7781 7784

7796 7799 7801 7803 7805

7818 7820 7822 7824 7826

7839 7841 7844 7846 7848

7861 7863 7865 7867 7869

7.00 7.25 7.50 7.50 8.00

7660 7663 7665 7667 7669

7680 7683 7685 7687 7689

7701 7703 7705 7707 7710

7722 7724 7726 7728 7731

7743 7745 7747 7750 7752

7764 7767 7769 7771 7773

7786 7788 7790 7792 7794

7807 7809 7811 7813 7815

7828 7830 7832 7834 7836

7850 7852 7854 7856 7858

7871 7873 7875 7877 7879

8.25 8.50 8.75 9.00 9.25

7671 7673 7676 7678 7680

7691 7694 7696 7698 7700

7712 7714 7716 7719 7721

7733 7735 7737 7740 7742

7754 7756 7758 7761 7763

7775 7777 7779 7782 7784

7796 7798 7800 7803 7805

7817 7819 7821 7823 7825

7838 7840 7842 7844 7846

7960 7862 7863 7865 7867

7880 7882 7884 7886 7888

9.50 9.75

10.00 10.25 10.50

7682 7684 7687 7689 7691

7702 7704 7707 7709 7711

7723 7725 7727 7730 7732

7744 7746 7748 7750 7753

7765 7767 7769 7771 7773

7786 7788 7790 7792 7794

7807 7809 7811 7813 7815

7828 7829 7832 7834 7835

7848 7850 7852 7854 7856

7869 7871 7873 7875 7877

7890 7892 7893 7895 7897

10.75 11.00 11.25 11.50 11.75

7693 7695 7697 7700 7702

7713 7716 7718 7720 7722

7734 7736 7738 7741 7743

7755 7757 7759 7761 7763

7775 7778 7780 7782 7784

7796 7798 7800 7802 7804

7817 7819 7821 7823 7825

7838 7839 7841 7843 7845

7858 7860 7862 7864 7866

7879 7881 7882 7884 7886

7899 7901 7903 7904 7906

12.00 12.25 12.50 12.75 13.00

7704 7706 7708 7711 7713

7724 7727 7729 7731 7733

7745 7747 7749 7751 7753

7765 7767 7770 7772 7774

7786 7788 7790 7792 7794

7806 7808 7810 7812 7814

7827 7829 7831 7833 7835

7847 7949 7851 7853 7855

7868 7870 7872 7873 7875

7888 7890 7892 7893 7895

7908 7910 7912 7914 7915

13.25 13.50 13.75 14.00 14.25

7715 7717 7719 7721 7724

7735 7737 7739 7742 7744

7755 7758 7760 7762 7764

7776 7778 7780 7782 7784

7796 7798 7800 7802 7804

7816 7818 7820 7822 7824

7837 7839 7840 7842 7844

7857 7859 7861 7863 7864

7877 7879 7881 7883 7884

7897 7899 7901 7903 7903

7917 7919 7921 7923 7924

14.50 14.75 15.00 15.25 15.50

7726 7728 7730 7732 7734

7746 7748 7750 7752 7754

7766 7768 7770 7772 7774

7786 7788 7790 7792 7794

7806 7808 7810 7812 7814

7826 7828 7830 7832 7834

7846 7848 7850 7852 7854

7866 7868 7870 7872 7874

7886 7888 7890 7892 7894

7906 7908 7910 7912 7914

7926 7928 7930 7932 7934

15.75 16.00 16.25 16.50 16.75

7736 7738 7741 7743 7745

7756 7758 7760 7762 7764

7776 7778 7780 7782 7784

7796 7798 7800 7802 7804

7816 7818 7820 7822 7824

7836 7838 7840 7841 7843

7856 7857 7859 7861 7863

7876 7877 7879 7881 7883

7896 7897 7899 7901 7903

7916 7917 7919 7921 7923

7936 7937 7939 7941 7943

17.00 17.25 17.50 17.75 18.00 18.25 18.50 18.75 19.00 19.25

7747 7749 7751 7753 7755 7757 7759 7761 7763 7765

7766 7768 7771 7772 7775 7776 7778 7780 7782 7784

7786 7788 7790 7792 7794 7796 7798 7800 7802 7804

7806 7808 7810 7812 7814 7815 7817 7819 7821 7823

7825 7827 7829 7831 7833 7835 7837 7839 7841 7842

7845 7847 7849 7851 7853 7854 7856 7858 7860 7862

7865 7867 7869 7870 7872 7874 7876 7878 7880 7881

7885 7887 7888 7890 7892 7894 7896 7898 7899 7901

7905 7907 7908 7910 7912 7914 7916 7917 7919 7921

7925 7926 7928 7930 7932 7934 7936 7937 7939 7941

7945 7946 7948 7950 7952 7954 7956 7957 7959 7961



5



19.50 19.75 20.00 20.25 20.50

7767 7769 7771 7773 7775

7786 7788 7790 7792 7794

7806 7807 7809 7811 7813

7825 7827 7829 7831 7832

7844 7846 7848 7850 7852

7864 7865 7867 7869 7871

7883 7885 7887 7889 7891

7903 7905 7907 7909 7910

7923 7925 7927 7928 7930

7943 7945 7947 7948 7950

7963 7965 7966 7968 7970

20.75 21.00 21.25 21.50 21.75

7777 7779 7781 7783 7785

7796 7798 7800 7802 7804

7815 7817 7819 7821 7823

7834 7836 7838 7840 7842

7853 7855 7857 7859 7861

7873 7874 7876 7878 7880

7892 7894 7896 7898 7900

7912 7914 7916 7918 7920

7932 7934 7936 7938 7939

7952 7954 7956 7957 7959

7972 7974 7976 7977 7979

22.00 22.25 22.50 22.75 23.00

7786 7788 7790 7792 7794

7805 7807 7809 7811 7813

7824 7826 7828 7830 7832

7843 7845 7847 7849 7851

7862 7864 7866 7868 7870

7882 7883 7885 7887 7889

7901 7903 7905 7907 7909

7921 7923 7925 7927 7929

7941 7943 7945 7947 7948

7961 7963 7965 7967 7968

7981 7983 7985 7986 7988

23.25 23.50 23.75 24.00 24.25

7796 7798 7800 7802 7803

7815 7817 7818 7820 7822

7834 7835 7837 7839 7841

7852 7854 7856 7858 7859

7871 7873 7875 7877 7878

7891 7893 7894 7896 7898

7911 7913 7914 7916 7918

7930 7932 7934 7936 7938

7950 7952 7954 7956 7958

7970 7972 7974 7976 7977

7990 7992 7994 7995 7997

24.50 24.75 25.00 25.25 25.50

7805 7807 7809 7811 7813

7824 7826 7828 7829 7831

7843 7844 7846 7848 7850

7861 7863 7865 7866 7868

7880 7882 7884 7886 7887

7900 7902 7904 7905 7907

7920 7922 7923 7925 7927

7940 7941 7943 7945 7947

7959 7961 7963 7965 7967

7979 7981 7983 7985 7986

7999 8001 8003 8004 8006

25.75 26.00 26.25 26.50 26.75

7815 7816 7818 7820 7822

7833 7835 7837 7838 7840

7852 7853 7855 7857 7858

7870 7872 7873 7875 7877

7889 7891 7893 7895 7897

7909 7911 7913 7915 7916

7929 7931 7932 7934 7936

7949 7951 7952 7954 7956

7968 7970 7972 7974 7976

7988 7990 7992 7994 7995

8008 8010 8012 8013 8015

27.00 27.25 27.50 27.75 28.00

7824 7825 7827 7829 7831

7842 7844 7845 7847 7849

7860 7862 7864 7865 7867

7879 7881 7882 7884 7886

7898 7900 7902 7904 7906

7918 7920 7922 7924 7925

7938 7940 7942 7943 7945

7958 7960 7961 7963 7965

7978 7979 7981 7983 7985

7997 7999 8001 8003 8005

8017 8019 8021 8022 8024

28.25 28.50 28.75 29.00 29.25

7832 7834 7836 7838 7839

7851 7852 7854 7856 7857

7869 7870 7872 7874 7875

7888 7890 7891 7893 7895

7908 7909 7911 7913 7915

7927 7929 7931 7933 7935

7947 7949 7951 7952 7954

7967 7969 7970 7972 7974

7987 7988 7990 7992 7994

8006 8008 8010 8012 8014

8026 8028 8030 8031 8033

29.50 29.75 30.00 30.25 30.50

7841 7843 7845 7846 7848

7959 7861 7862 7864 7866

7877 7879 7881 7883 7885

7897 7899 7901 7902 7904

7917 7918 7920 7922 7924

7936 7938 7940 7942 7944

7956 7958 7960 7962 7963

7976 7978 7979 7981 7983

7996 7997 7999 8001 8003

8015 8017 8019 8021 8022

8035 8037 8039 8040 8042

30.75 31.00 31.25 31.50 31.75

7850 7851 7853 7855 7856

7868 7869 7871 7872 7874

7886 7888 7890 7892 7894

7906 7908 7910 7912 7913

7926 7928 7929 7931 7933

7945 7947 7949 7951 7953

7965 7967 7969 7971 7972

7985 7987 7988 7990 7992

8005 8006 8008 8010 8012

8024 8026 8028 8030 8031

8044 8046 8048 8049 8051

32.00 32.25 32.50 32.75 33.00 33.25 33.50 33.75 34.00 34.25

7858 7860 7861 7863 7865 7866 7868 7870 7871 7873

7876 7878 7879 7881 7883 7885 7887 7889 7891 7892

7896 7897 7899 7901 7903 7905 7906 7908 7910 7912

7915 7917 7919 7921 7922 7924 7926 7928 7930 7932

7935 7937 7938 7940 7942 7944 7946 7948 7949 7951

7955 7956 7958 7960 7962 7964 7965 7967 7969 7971

7974 7976 7978 7980 7981 7983 7985 7987 7989 7990

7994 7996 7998 7999 7881 8003 8005 8007 8008 8010

8014 8015 8017 8019 8021 8023 8024 8026 8028 8030

8033 8035 8037 8039 8040 8042 8044 8046 8048 8049

8053 8055 8057 8058 8060 8062 8064 8065 8067 8069




6



34.50 34.75 35.00 35.25 35.50

7875 7876 7878 7880 7882

7894 7896 7898 7900 7901

7914 7916 7917 7919 7921

7933 7935 7937 7939 7941

7953 7955 7957 7958 7960

7973 7974 7976 7978 7980

7992 7994 7996 7998 7999

8012 8014 8015 8017 8019

8031 8033 8035 8037 8039

8051 8053 8055 8057 8058

8071 8073 8074 8076 8078

35.75 36.00 36.25 36.50 36.75

7884 7885 7887 7889 7891

7903 7905 7907 7909 7911

7923 7925 7926 7928 7930

7942 7944 7946 7948 7950

7962 7964 7966 7967 7969

7982 7983 7985 7987 7989

8001 8003 8005 8007 808

8021 8023 8024 8026 8028

8040 8042 8044 8046 8048

8060 8062 8064 8065 8067

8080 8081 8083 8085 8087

37.00 37.25 37.50 37.75 38.00

7893 7895 7896 7898 7900

7912 7914 7916 7918 7920

7932 7934 7936 7937 7939

7951 7953 7955 7957 7959

7971 7973 7975 7976 7978

7991 7992 7994 7996 7998

8010 8012 8014 8016 8017

8030 8032 8033 8035 8037

8049 8051 8053 8055 8056

8069 8071 8072 8074 8076

8089 8090 8092 8094 8096

38.25 38.50 38.75 39.00 39.25

7902 7904 7905 7907 7909

7921 7923 7925 7927 7929

7941 7943 7945 7946 7948

7961 7962 7964 7966 7968

7980 7982 7984 7985 7987

8000 8001 8003 8005 8007

8019 8021 8023 8025 8026

8039 8041 8042 8044 8046

8058 8060 8062 8064 8065

8078 8080 8081 8083 8085

8097 8099 8101 8103 8105

39.50 39.75 40.00 40.25 40.50

7911 7913 7915 7916 7918

7930 7932 7934 7936 7938

7950 7952 7954 7955 7957

7969 7971 7973 7975 7977

7989 7991 7993 7994 7996

8009 8010 8012 8014 8016

8028 8030 8032 8033 8035

8048 8049 8051 8053 8055

8067 8069 8071 8073 8074

8087 8088 8090 8092 8094

8106 8108 8110 8112 8113

40.75 41.00 41.25 41.50 41.75

7920 7922 7924 7925 7927

7939 7941 7943 7945 7947

7959 7961 7963 7964 7966

7978 7980 7982 7984 7986

7998 8000 8002 8003 8005

8018 8019 8021 8023 8025

8037 8039 8041 8042 8044

8057 8058 8060 8062 8064

8076 8078 8080 8081 8083

8096 8097 8099 8101 8103

8115 8117 8119 8120 8122

42.00 42.25 42.50 42.75 43.00

7929 7931 7933 7934 7936

7949 7950 7952 7954 7956

7968 7970 7972 7973 7975

7987 7989 7991 7993 7995

8007 7009 8010 8012 8014

8026 8028 8030 8032 8034

8046 8048 8049 8051 8053

8065 8067 8069 8071 8073

8085 8087 8088 8090 8092

8104 8106 8108 8110 8112

8124 8126 8127 8129 8131

43.25 43.50 43.75 44.00 44.25

7938 7940 7942 7943 7945

7957 7959 7961 7963 7965

7977 7979 7981 7982 7984

7996 7998 8800 8002 8004

8016 8018 8019 8021 8023

8035 8037 8039 8041 8042

8055 8057 8058 8060 8062

8074 8076 8078 8080 8081

8094 8096 8097 8099 8101

8113 8115 8117 8119 8120

8133 8135 8136 8138 8140

44.50 44.75 45.00 45.25 45.50

7947 7949 7951 7952 7954

7966 7968 7970 7972 7974

7986 7988 7990 7991 7993

8005 8007 8009 8011 8013

8025 8027 8028 8030 8032

8044 8046 8048 8050 8051

8064 8065 8067 8069 8071

8083 8085 8087 8088 8090

8103 8104 8106 8108 8110

8122 8124 8126 8127 8129

8142 8143 8145 8147 8149

45.75 46.00 46.25 46.50 46.75

7956 7958 7960 7961 7963

7975 7977 7979 7981 7983

7995 7997 7998 8000 8002

8014 8016 8018 8020 8021

8034 8036 8037 8039 8041

8053 8055 8057 8058 8060

8073 8074 8076 8078 8080

8092 8094 8096 8097 8099

8111 8113 8115 8117 8118

8131 8133 8134 8136 8138

8150 8152 8154 8156 8157

47.00 47.25 47.50 47.75 48.00 48.25 48.50 48.75 49.00 49.25

7965 7967 7969 7970 7972 7974 7976 7978 7979 7981

7984 7986 7988 7990 7992 7993 7995 7997 7999 8000

8004 8006 8007 8009 8011 8013 8014 8016 8018 8020

8023 8025 8027 8029 8030 8032 8034 8036 8037 8039

8043 8044 8046 8048 8050 8052 8053 8055 8057 8059

8062 8064 8066 8067 8069 8071 8073 8074 8076 8078

8081 8083 8085 8087 8088 8090 8092 8094 8096 8097

8101 8103 8104 8106 8108 8110 8111 8113 8115 8117

8120 8122 8124 8126 8127 8129 8131 8133 8134 8136

8140 8141 8143 8145 8147 8148 8150 8152 8154 8155

8159 8161 8163 8164 8166 8168 8170 8171 8173 8175




7



-10.50 -10.25 -10.00 -9.75 -9.50

7712 7714 7717 7720 7722

7737 7739 7742 7744 7747

7762 7764 7767 7769 7772

7786 7789 7791 7794 7796

7811 7814 7816 7818 7821

7836 7838 7841 7843 7845

7861 7863 7865 7867 7870

7884 7886 7887 7889 7891

7904 7906 7908 7910 7912

7925 7927 7929 7930 7932

7945 7947 7949 7951 7953

-9.25 -9.00 -8.75 -8.50 -8.25

7725 7727 7730 7733 7735

7749 7752 7754 7757 7759

7774 7776 7779 7781 7784

7798 7801 7803 7805 7808

7823 7825 7828 7830 7832

7847 7850 7852 7854 7857

7872 7874 7876 7878 7880

7893 7895 7897 7899 7900

7914 7915 7917 7919 7921

7934 7936 7838 7940 7941

7954 7956 7958 7960 7962

-8.00 -7.75 -7.50 -7.25 -7.00

7738 7740 7743 7745 7747

7762 7764 7767 7769 7772

7786 7789 7791 7793 7796

7810 7813 7815 7817 7820

7835 7837 7839 7841 7844

7859 7861 7863 7865 7868

7882 7884 7886 7887 7889

7902 7904 7906 7908 7910

7923 7925 7926 7928 7930

7943 7945 7947 7949 7951

7964 7966 7967 7969 7971

-6.75 -6.50 -6.25 -6.00 -5.75

7750 7752 7755 7757 7760

7774 7777 7779 7781 7784

7798 7800 7803 7805 7807

7822 7824 7826 7829 7831

7846 7848 7850 7853 7855

7870 7872 7874 7876 7878

7891 7893 7895 7897 7899

7912 7913 7915 7917 7919

7932 7934 7936 7937 7939

7952 7954 7956 7958 7960

7973 7975 7976 7978 7980

-5.50 -5.25 -5.00 -4.75 -4.50

7762 7765 7767 7769 7772

7786 7788 7791 7793 7795

7810 7812 7814 7816 7819

7833 7836 7838 7840 7842

7857 7859 7861 7864 7866

7880 7882 7884 7886 7887

7900 7902 7904 7906 7908

7921 7923 7924 7926 7928

7941 7943 7945 7947 7949

7962 7963 7965 7967 7969

7982 7984 7986 7987 7989

-4.25 -4.00 -3.75 -3.50 -3.25

7774 7777 7779 7781 7784

7798 7800 7802 7804 7807

7821 7823 7826 7828 7830

7844 7847 7849 7851 7853

7868 7870 7872 7874 7876

7889 7891 7893 7895 7897

7910 7912 7913 7915 7917

7930 7932 7934 7936 7937

7950 7952 7954 7956 7958

7971 7973 7974 7976 7978

7991 7993 7995 7997 7998

-3.00 -2.75 -2.50 -2.25 -2.00

7786 7788 7790 7793 7795

7809 7811 7813 7816 7818

7832 7834 7837 7839 7841

7855 7857 7860 7862 7864

7878 7880 7882 7884 7886

7899 7900 7902 7904 7906

7919 7921 7923 7924 7926

7939 7941 7943 7945 7947

7960 7961 7963 7965 7967

7980 7982 7984 7985 7987

8000 8002 8004 8006 8008

-1.75 -1.50 -1.25 -1.00 -0.75

7797 7799 7802 7804 7806

7820 7822 7824 7827 7829

7843 7845 7847 7850 7852

7866 7868 7870 7872 7874

7887 7889 7891 7893 7895

7908 7910 7911 7913 7915

7928 7930 7932 7934 7935

7948 7950 7952 7954 7956

7969 7971 7972 7974 7976

7989 7991 7993 7994 7996

8009 8011 8013 8015 8017

-0.50 -0.25 0.00 0.25 0.50

7808 7811 7813 7815 7817

7831 7833 7835 7837 7840

7854 7856 7858 7860 7862

7876 7878 7880 7882 7884

7897 7899 7900 7902 7904

7917 7919 7921 7922 7924

7937 7939 7941 7943 7945

7958 7959 7961 7963 7965

7978 7980 7982 7983 7985

7998 8000 8002 8004 8005

8018 8020 8022 8024 8026

0.75 1.00 1.25 1.50 1.75

7819 7821 7824 7826 7828

7842 7844 7846 7848 7850

7864 7866 7868 7870 7872

7886 7887 7889 7891 7893

7906 7908 7910 7911 7913

7926 7928 7930 7932 7933

7946 7948 7950 7952 7954

7967 7969 7970 7972 7974

7987 7989 7991 7992 7994

8007 8009 8011 8013 8014

8027 8029 8031 8033 8035

2.00 2.25 2.50 2.75 3.00

7830 7832 7834 7836 7839

7852 7854 7856 7858 7861

7875 7876 7878 7880 7882

7895 7897 7899 7900 7902

7915 7917 7919 7921 7922

7935 7937 7939 7941 7943

7956 7957 7959 7961 7963

7976 7978 7979 7981 7983

7996 7998 8000 8002 8003

8016 8018 8020 8022 8024

8037 8038 8040 8042 8044

3.25 3.50 3.75 4.00 4.25

7841 7843 7845 7847 7849

7862 7865 7867 7869 7871

7884 7886 7887 7889 7891

7904 7906 7908 7910 7911

7924 7926 7928 7930 7932

7944 7946 7948 7950 7952

7965 7967 7968 7970 7972

7985 7987 7989 7990 7992

8005 8007 8009 8011 8012

8025 8027 8029 8031 8033

8046 8047 8049 8051 8053




8



4.50 4.75 5.00 5.25 5.50

7851 7853 7855 7857 7859

7873 7875 7877 7878 7880

7893 7895 7897 7899 7900

7913 7915 7917 7919 7921

7933 7935 7937 7939 7941

7954 7956 7957 7959 7961

7974 7976 7977 7979 7981

7994 7996 7998 8000 8001

8014 8016 8016 8020 8022

8034 8036 8038 8040 8042

8055 8056 8058 8060 8062

5.75 6.00 6.25 6.50 6.75

7861 7863 7865 7867 7869

7882 7884 7886 7888 7889

7902 7904 7906 7908 7910

7922 7924 7926 7928 7930

7943 7944 7946 7948 7950

7963 7965 7966 7968 7970

7983 7985 7987 7988 7990

8003 8005 8007 8009 8010

8023 8025 8027 8029 8031

8043 8045 8047 8049 8051

8064 8066 8067 8069 8071

7.00 7.25 7.50 7.50 8.00

7871 7873 7875 7877 7879

7891 7893 7895 7897 7899

7912 7913 7915 7917 7919

7932 7933 7935 7937 7939

7952 7954 7955 7957 7959

7972 7974 7976 7977 7979

7992 7994 7996 7998 7999

8012 8014 8016 8018 8020

8032 8034 8036 8038 8040

8053 8054 8056 8058 8060

8073 8074 8076 8078 8080

8.25 8.50 8.75 9.00 9.25

7880 7882 7884 7886 7888

7901 7902 7904 7906 7908

7921 7923 7924 7926 7928

7941 7943 7944 7946 7948

7961 7963 7965 7966 7968

7981 7983 7985 7987 7988

8001 8003 8005 8007 8008

8021 8023 8025 8027 8029

8041 8043 8045 8047 8049

8062 8063 8065 8067 8069

8082 8083 8085 8087 8089

9.50 9.75

10.00 10.25 10.50

7890 7892 7893 7895 7897

7910 7912 7913 7915 7917

7930 7932 7933 7935 7937

7950 7952 7954 7955 7957

7970 7972 7974 7976 7977

7990 7992 7994 7996 7997

8010 8012 8014 8016 8017

8030 8032 8034 8036 8038

8050 8052 8054 8056 8058

8071 8072 8074 8076 8078

8091 8092 8094 8096 8098

10.75 11.00 11.25 11.50 11.75

7899 7901 7903 7904 7906

7919 7921 7923 7924 7926

7939 7941 7943 7944 7946

7959 7961 7963 7965 7966

7979 7981 7983 7985 7986

7999 8001 8003 8005 8006

8019 8021 8023 8025 8027

8039 8041 8043 8045 8047

8059 8061 8063 8065 8067

8080 8081 8083 8085 8087

8100 8101 8103 8105 8107

12.00 12.25 12.50 12.75 13.00

7908 7910 7912 7914 7915

7928 7930 7932 7934 7935

7948 7950 7952 7954 7955

7968 7970 7972 7974 7976

7988 7990 7992 7994 7996

8008 8010 8012 8014 8016

8028 8030 8032 8034 8036

8048 8050 8052 8054 8056

8069 8070 8072 8074 8076

8089 8090 8092 8094 8096

8109 8110 8112 8114 8116

13.25 13.50 13.75 14.00 14.25

7917 7919 7921 7923 7924

7937 7939 7941 7943 7944

7957 7959 7961 7963 7965

7977 7979 7981 7983 7985

7997 7999 8001 8003 8005

8017 8019 8021 8023 8025

8037 8039 8041 8043 8045

8057 8059 8061 8063 8065

8077 8079 8081 8083 8085

8097 8099 8101 8103 8105

8117 8119 8121 8123 8125

14.50 14.75 15.00 15.25 15.50

7926 7928 7930 7932 7934

7946 7948 7950 7952 7954

7966 7968 7970 7972 7974

7986 7988 7990 7992 7994

8006 8008 8010 8012 8014

8026 8028 8030 8032 8034

8046 8048 8050 8052 8054

8066 8068 8070 8072 8074

8086 8088 8090 8092 8094

8106 8108 8110 8112 8114

8126 8128 8130 8132 8134

15.75 16.00 16.25 16.50 16.75

7936 7937 7939 7941 7943

7956 7957 7959 7961 7963

7975 7977 7979 7981 7983

7995 7997 7999 8001 8003

8015 8017 8019 8021 8023

8035 8037 8039 8041 8043

8055 8057 8059 8061 8063

8075 8077 8079 8081 8083

8095 8097 8099 8101 8103

8115 8117 8119 8121 8123

8135 8137 8139 8141 8142

17.00 17.25 17.50 17.75 18.00

7945 7946 7948 7950 7952

7965 7966 7968 7970 7972

7984 7986 7988 7990 7992

8004 8006 8008 8010 8012

8024 8026 8028 8030 8032

8044 8046 8048 8050 8052

8064 8066 8068 8070 8072

8084 8086 8088 8090 8091

8104 8106 8108 8110 8111

8124 8126 8128 8130 8131

8144 8146 8148 8150 8151

18.25 18.50 18.75 19.00 19.25

7954 7956 7957 7959 7961

7974 7976 7977 7979 7981

7994 7995 7997 7999 8001

8014 8015 8017 8019 8021

8033 8035 8037 8039 8041

8053 8055 8057 8059 8061

8073 8075 8077 8079 8081

8093 8095 8097 8099 8100

8113 8115 8117 8119 8120

8133 8135 8137 8139 8140

8153 8155 8157 8158 8160




9



19.50 19.75 20.00 20.25 20.50

7963 7965 7966 7968 7970

7983 7985 7986 7988 7990

8003 8004 8006 8008 8010

8023 8024 8026 8028 8030

8043 8044 8046 8048 8050

8062 8064 8066 8068 8070

8082 8084 8086 8088 8089

7102 8104 8106 8108 8109

8122 8124 8126 8127 8129

8142 8144 8146 8147 8149

8162 8164 8166 8167 8169

20.75 21.00 21.25 21.50 21.75

7972 7974 7976 7977 7979

7992 7994 7995 7997 7999

8012 8013 8015 8017 8019

8032 8033 8035 8037 8039

8051 8053 8055 8057 8059

8071 8073 8075 8077 8078

8091 8093 8095 8097 8098

8111 8113 8115 8116 8118

8131 8133 8135 8136 8138

8151 8153 8154 8156 8158

8171 8173 8174 8176 8178

22.00 22.25 22.50 22.75 23.00

7981 7983 7985 7986 7988

8001 8003 8004 8006 8008

8021 8023 8024 8026 8028

8041 8042 8044 8046 8048

8060 8062 8064 8066 8068

8080 8082 8084 8086 8087

8100 8102 8104 8106 8107

8120 8122 8124 8125 8127

8140 8142 8143 8145 8147

8160 8162 8163 8165 8167

8180 8181 8183 8185 8187

23.25 23.50 23.75 24.00 24.25

7990 7992 7994 7995 7997

8010 8012 8013 8015 8017

8030 8031 8033 8035 8037

8050 8051 8053 8055 8057

8069 8071 8073 8075 8077

8089 8091 8093 8095 8096

8109 8111 8113 8114 8116

8129 8131 8133 8134 8136

8149 8151 8152 8154 8156

8169 8170 8172 8174 8176

8188 8190 8192 8194 8196

24.50 24.75 25.00 25.25 25.50

7999 8001 8003 8004 8006

8019 8021 8023 8024 8026

8039 8040 8042 8044 8046

8058 8060 8062 8064 8066

8078 8080 8082 8084 8085

8098 8100 8102 8104 8105

8118 8120 8122 8123 8125

8138 8140 8141 8143 8145

8158 8159 8161 8163 8165

8177 8179 8181 8183 8184

8197 8199 8201 8203 8204

25.75 26.00 26.25 26.50 26.75

8008 8010 8012 8013 8015

8028 8030 8031 8033 8035

8048 8049 8051 8053 8055

8067 8069 8071 8073 8075

8087 8089 8091 8093 8094

8107 8109 8111 8112 8114

8127 8129 8130 8132 8134

8147 8148 8150 8152 8154

8166 8168 8170 8172 8174

8186 8188 8190 8192 8193

8206 8208 8210 8211 8213

27.00 27.25 27.50 27.75 28.00

8017 8019 8021 8022 8024

8037 8039 8040 8042 8044

8057 8058 8060 8062 8064

8076 8078 8080 8082 8084

8096 8098 8100 8101 8103

8116 8118 8120 8121 8123

8136 8137 8139 8141 8143

8155 8157 8159 8161 8163

8175 8177 8179 8181 8182

8195 8197 8199 8200 8202

8215 8217 8218 8220 8222

28.25 28.50 28.75 29.00 29.25

8026 8028 8030 8031 8033

8046 8048 8049 8051 8053

8066 8067 8069 8071 8073

8085 8087 8089 8091 8092

8105 8107 8109 8110 8112

8125 8127 8128 8130 8132

8145 8146 8148 8150 8152

8164 8166 8168 8170 8171

8184 8186 8188 8189 8191

8204 8206 8207 8209 8211

8224 8225 8227 8229 8231

29.50 29.75 30.00 30.25 30.50

8035 8037 8039 8040 8042

8055 8057 8058 8060 8062

8074 8076 8078 8080 8082

8094 8096 8098 8100 8101

8114 8116 8118 8119 8121

8134 8135 8137 8139 8141

8153 8155 8157 8159 8160

8173 8175 8177 8178 8180

8193 8195 8196 8198 8200

8213 8214 8216 8218 8220

8232 8234 8236 8238 8239

30.75 31.00 31.25 31.50 31.75

8044 8046 8048 8049 8051

8064 8065 8067 8069 8071

8083 8085 8087 8089 8091

8103 8105 8107 8108 8110

8123 8125 8126 8128 8130

8143 8144 8146 8148 8150

8162 8164 8166 8168 8169

8182 8184 8185 8187 8189

8202 8203 8205 8207 8209

8221 8223 8225 8227 8228

8241 8243 8245 8246 8248

32.00 32.25 32.50 32.75 33.00

8053 8055 8057 8058 8060

8073 8074 8076 8078 8080

8092 8094 8096 8098 8099

8112 8114 8115 8117 8119

8132 8135 8135 8137 8139

8151 8153 8155 8157 8158

8171 8173 8175 8176 8178

8191 8193 8194 8196 8198

8210 8212 8214 8216 8217

8230 8232 8234 8235 8237

8250 8252 8253 8255 8257

33.25 33.50 33.75 34.00 34.25

8062 8064 8065 8067 8069

8082 8083 8085 8087 8089

8101 8103 8105 8107 8108

8121 8123 8124 8126 8128

8141 8142 8144 8146 8148

8160 8162 8164 8165 8167

8180 8182 8183 8185 8187

8200 8201 8203 8205 8207

8219 8221 8223 8224 8226

8239 8241 8242 8244 8246

8259 8260 8262 8264 8265




10



34.50 34.75 35.00 35.25 35.50

8071 8073 8074 8076 8078

8090 8092 8094 8096 8098

8110 8112 8114 8115 8117

8130 8131 8133 8135 8137

8149 8151 8153 8155 8156

8169 8171 8172 8174 8176

8189 8190 8192 8194 8196

8208 8210 8212 8214 8215

8228 8230 8231 8233 8235

8248 8249 8251 8253 8255

8267 8269 8271 8272 8274

35.75 36.00 36.25 36.50 36.75

8080 8081 8083 8085 8087

8099 8101 8103 8105 8106

8119 8121 8122 8124 8126

8139 8140 8142 8144 8146

8158 8160 8162 8163 8165

8178 8180 8181 8183 8185

8197 8199 8201 8203 8204

8217 8219 8221 8222 8224

8237 8238 8240 8242 8244

8256 8258 8260 8261 8263

8276 8278 8279 8281 8283

37.00 37.25 37.50 37.75 38.00

8089 8090 8092 8094 8096

8108 8110 8112 8113 8115

8128 8129 8131 8133 8135

8147 8149 8151 8153 8154

8167 8169 8170 8172 8174

8187 8188 8190 8192 8194

8206 8208 8210 8211 8213

8226 8228 8229 8231 8233

8245 8247 8249 8251 8252

8265 8267 8268 8270 8272

8285 8286 8288 8290 8291

38.25 38.50 38.75 39.00 39.25

8097 8099 8101 8103 8105

8117 8119 8121 8122 8124

8137 8138 8140 8142 8144

8156 8158 8160 8161 8163

8176 8177 8179 8181 8183

8195 8197 8199 8201 8202

8215 8217 8218 8220 8222

8234 8236 8238 8240 8241

8254 8256 8258 8259 8261

8274 8275 8277 8279 8281

8293 8295 8297 8298 8300

39.50 39.75 40.00 40.25 40.50

8106 8108 8110 8112 8113

8126 8128 8129 8131 8133

8145 8147 8149 8151 8152

8165 8167 8168 8170 8172

8184 8186 8188 8190 8191

8204 8206 8208 8209 8211

8224 8225 8227 8229 8231

8243 8245 8247 8248 8250

8263 8264 8266 8268 8270

8282 8284 8286 8287 8289

8302 8304 8305 8307 8309

40.75 41.00 41.25 41.50 41.75

8115 8117 8119 8120 8122

8135 8136 8138 8140 8142

8154 8156 8158 8159 8161

8174 8175 8177 8179 8181

9193 8195 8197 8198 8200

8213 8215 8216 8218 8220

8232 8234 8236 8238 8239

8252 8254 8255 8257 8259

8271 8273 8275 8277 8278

8291 8293 8294 8296 8298

8310 8312 8314 8316 8317

42.00 42.25 42.50 42.75 43.00

8124 8126 8127 8129 8131

8143 8145 8147 8149 8151

8163 8165 8166 8168 8170

8182 8184 8186 8188 8189

8202 8204 8205 8207 8209

8221 8223 8225 8227 8227

8241 8243 8244 8246 8248

8261 8262 8264 8266 8267

8280 8282 8284 8285 8287

8300 8301 8303 8305 8306

8319 8321 8322 8324 8326

43.25 43.50 43.75 44.00 44.25

8133 8135 8136 8138 8140

8152 8154 8156 8158 8159

8172 8173 8175 8177 8179

8191 8193 8195 8196 8198

8211 8212 8214 8216 8218

8230 8232 8234 8235 8237

8250 8251 8253 8255 8257

8269 8271 8273 8274 8276

8289 8290 8292 8294 8296

8308 8310 8312 8313 8315

8328 8329 8331 8333 8335

44.50 44.75 45.00 45.25 45.50

8142 8143 8145 8147 8149

8161 8163 8165 8166 8168

8180 8182 8184 8186 8187

8200 8202 8203 8205 8207

8219 8221 8223 8225 8226

8239 8241 8242 8244 8246

8258 8260 8262 8264 8265

8278 8279 8281 8283 8285

8297 8299 8301 8302 8304

8317 8318 8320 8322 8324

8336 8338 8340 8341 8343

45.75 46.00 46.25 46.50 46.75

8150 8152 8154 8156 8157

8170 8172 8173 8175 8177

8189 8191 8193 8194 8196

8209 8210 8212 8214 8216

8228 8230 8232 8233 8235

8248 8249 8251 8253 8254

8267 8269 8270 8272 8274

8286 8288 8290 8292 8293

8306 8308 8309 8311 8313

8325 8327 8329 8331 8332

8345 8346 8348 8350 8352

47.00 47.25 47.50 47.75 48.00

8159 8161 8163 8164 8166

8178 8180 8182 8184 8185

8198 8200 8201 8203 8205

8217 8219 8221 8223 8224

8237 8238 8240 8242 8244

8256 8258 8260 8261 8263

8276 8277 8279 8281 8283

8295 8297 8298 8300 8302

8314 8316 8318 8320 8321

8334 8336 8337 8339 8341

8353 8355 8357 8358 8360

48.25 48.50 48.75 49.00 49.25

8168 8170 8171 8173 8175

8187 8189 8191 8192 8194

8207 8208 8210 8212 8214

8226 8228 8229 8231 8233

8245 8247 8249 8251 8252

8265 8267 8268 8270 8272

8284 8286 8288 8289 8291

8304 8305 8307 8309 8311

8323 8325 8326 8328 8330

8342 8344 8346 8348 8349

8362 8364 8365 8367 8369




11



-10.50 -10.25 -10.00 -9.75 -9.50

7945 7947 7949 7951 7953

7966 7968 7969 7971 7973

7986 7988 7990 7992 7994

8007 8009 8010 8012 8014

8027 8029 8031 8033 8035

8048 8050 8051 8053 8055

8068 8070 8072 8074 8076

8089 8091 8092 8094 8096

8109 8111 8113 8115 8116

8130 8131 8133 8135 8137

8150 8152 8154 8155 8157

-9.25 -9.00 -8.75 -8.50 -8.25

7954 7956 7958 7960 7962

7975 7977 7979 7980 7982

7995 7997 7999 8001 8003

8016 8018 8020 8021 8023

8036 8038 8040 8042 8044

8057 8059 8060 8062 8064

8077 8079 8081 8083 8084

8098 8100 8101 8103 8105

8118 8120 8122 8124 8125

8139 8140 8142 8144 8146

8159 8161 8163 8164 8166

-8.00 -7.75 -7.50 -7.25 -7.00

7964 7966 7967 7969 7971

7984 7986 7988 7990 7991

8005 8006 8008 8010 8012

8025 8027 8029 8030 8032

8045 8047 8049 8051 8053

8066 8068 8070 8071 8073

8086 8088 8090 8092 8094

8107 8108 8110 8112 8114

8127 8129 8131 8133 8134

8148 8149 8151 8153 8155

8168 8170 8172 8173 8175

-6.75 -6.50 -6.25 -6.00 -5.75

7973 7975 7976 7978 7980

7993 7995 7997 7999 8001

8014 8016 8017 8019 8021

8034 8036 8038 8040 8041

8054 8056 8058 8060 8062

8075 8077 8078 8080 8082

8095 8097 8099 8101 8103

8116 8117 8119 8121 8123

8136 8138 8140 8141 8143

8157 8158 8160 8162 8164

8177 8179 8180 8182 8184

-5.50 -5.25 -5.00 -4.75 -4.50

7982 7984 7986 7987 7989

8002 8004 8006 8008 8010

8023 8025 8026 8028 8030

8043 8045 8047 8049 8050

8064 8065 8067 8069 8071

8084 8086 8088 8089 8091

8104 8106 8108 8110 8111

8125 8126 8128 8130 8132

8145 8147 8149 8150 8152

8165 8167 8169 8171 8173

8186 8188 8189 8191 8193

-4.25 -4.00 -3.75 -3.50 -3.25

7991 7993 7995 7997 7998

8011 8013 8015 8017 8019

8032 8034 8036 8037 8039

8052 8054 8056 8058 8059

8073 8074 8076 8078 8080

8093 8095 8097 8098 8100

8113 8115 8117 8119 8120

8134 8135 8137 8139 8141

8154 8056 8158 8159 8161

8174 8176 8178 8180 8181

8195 8197 8198 8200 8202

-3.00 -2.75 -2.50 -2.25 -2.00

8000 8002 8004 8006 8008

8021 8022 8024 8026 8028

8041 8043 8045 8046 8048

8061 8063 8065 8067 8069

8082 8083 8085 8087 8089

8102 8104 8106 8107 8109

8122 8124 8126 8128 8129

8143 8144 8146 8148 8150

8163 8165 8167 8168 8170

8183 8185 8187 8189 8190

8204 8205 8207 8209 8211

-1.75 -1.50 -1.25 -1.00 -0.75

8009 8011 8013 8015 8017

8030 8031 8033 8035 8037

8050 8052 8054 8055 8057

8070 8072 8074 8076 8077

8091 8092 8094 8096 8098

8111 8113 8114 8116 8118

8131 8133 8135 8137 8138

8152 8153 8155 8157 8159

8172 8174 8175 8177 8179

8192 8194 8196 8197 8199

8212 8214 8216 8218 8220

-0.50 -0.25 0.00 0.25 0.50

8018 8020 8022 8024 8026

8039 8041 8042 8044 8046

8059 8061 8063 8064 8066

8079 8081 8083 8085 8087

8100 8101 8103 8105 8107

8120 8122 8123 8125 8127

8140 8142 8144 8146 8147

8160 8162 8164 8166 8168

8181 8183 8184 8186 8188

8201 8203 8205 8206 8208

8221 8223 8225 8227 8228

0.75 1.00 1.25 1.50 1.75

8027 8029 8031 8033 8035

8048 8050 8051 8053 8055

8068 8070 8072 8073 8075

8088 8090 8092 8094 8096

8109 8110 8112 8114 8116

8129 8131 8132 8134 8136

8149 8151 8153 8154 8156

8169 8171 8173 8175 8176

8190 8191 8193 8195 8197

8210 8212 8213 8215 8217

8230 8232 8234 8235 8237

2.00 2.25 2.50 2.75 3.00

8037 8038 8040 8042 8044

8057 8059 8060 8062 8064

8077 8079 8081 8082 8084

8097 8099 8101 8103 8104

8118 8119 8121 8123 8125

8138 8140 8141 8143 8145

8158 8160 8162 8163 8165

8178 8180 8182 8184 8185

8199 8200 8202 8204 8206

8219 8221 8222 8224

8226+

8239 8241 8243 8244 8246

3.25 3.50 3.75 4.00 4.25

8046 8047 8049 8051 8053

8066 8068 8069 8071 8072

8086 8088 8090 8091 8093

8106 8108 8110 8112 8113

8127 8128 8130 8132 8134

8147 8149 8150 8152 8154

8167 8169 8170 8172 8174

8187 8189 8191 8193 8194

8207 8209 8211 8213 8214

8228 8229 8231 8233 8235

8248 8250 8251 8253 8255




12



4.50 4.75 5.00 5.25 5.50

8055 8056 8058 8060 8062

8075 8077 8079 8080 8082

8095 8097 8099 8100 8102

8115 8117 8119 8121 8122

8135 8137 8139 8141 8143

8156 8157 8159 8161 8163

8176 8178 8179 8181 8183

8196 8198 8200 8201 8203

8216 8218 8220 8221 8223

8236 8238 8240 8242 8243

8257 8258 8260 8262 8264

5.75 6.00 6.25 6.50 6.75

8064 8066 8067 8069 8071

8084 8086 8087 8089 8091

8104 8106 8108 8109 8111

8124 8126 8128 8130 8131

8144 8146 8148 8150 8151

8165 8166 8168 8170 8172

8185 8187 8188 8190 8192

8205 8207 8208 8210 8212

8225 8227 8229 8230 8232

8245 8247 8249 8250 8252

8265 8267 8269 8271 8272

7.00 7.25 7.50 7.50 8.00

8073 8074 8076 8078 8080

8093 8095 8096 8098 8100

8113 8115 8117 8118 8120

8133 8135 8137 8139 8140

8153 8155 8157 8159 8160

8173 8175 8177 8179 8181

8194 8195 8197 8199 8201

8214 8216 8217 8219 8221

8234 8236 8237 8239 8241

8254 8256 8258 8259 8261

8274 8276 8278 8279 8281

8.25 8.50 8.75 9.00 9.25

8082 8083 8085 8087 8089

8102 8104 8105 8107 8109

8122 8124 8126 8127 8129

8142 8144 8146 8147 8149

8162 8164 8166 8167 8169

8182 8184 8186 8188 8189

8202 8204 8206 8208 8210

8223 8224 8226 8228 8230

8243 8244 8246 8248 8250

8263 8265 8266 8268 8270

8283 8285 8286 8288 8290

9.50 9.75

10.00 10.25 10.50

8091 8092 8094 8096 8098

8111 8113 8114 8116 8118

8131 8133 8134 8136 8138

8151 8153 8154 8156 8158

8171 8173 8175 8176 8178

8191 8193 8195 8196 8198

8211 8213 8215 8217 8218

8231 8233 8235 8237 8238

8251 8253 8255 8257 8259

8272 8273 8275 8277 8279

8292 8293 8295 8297 8299

10.75 11.00 11.25 11.50 11.75

8100 8101 8103 8105 8107

8120 8121 8123 8125 8127

8140 8142 8143 8145 8147

8160 8162 8163 8165 8167

8180 8182 8183 8185 8187

8200 8202 8204 8205 8207

8220 8222 8224 8225 8227

8240 8242 8244 8245 8247

8260 8262 8264 8266 8267

8280 8282 8284 8286 8287

8300 8302 8304 8306 8307

12.00 12.25 12.50 12.75 13.00

8109 8110 8112 8114 8116

8129 8130 8132 8134 8136

8149 8150 8152 8154 8156

8169 8171 8172 8174 8176

8189 8191 8192 8194 8196

8209 8211 8212 8214 8216

8229 8231 8232 8234 8236

8249 8251 8253 8254 8256

8269 8271 8273 8274 8276

8289 8291 8293 8294 8296

8309 8311 8313 8314 8316

13.25 13.50 13.75 14.00 14.25

8117 8119 8121 8123 8125

8138 8139 8141 8143 8145

8158 8159 8161 8163 8165

8178 8179 8181 8183 8185

8198 8199 8201 8203 8205

8218 8219 8221 8223 8225

8238 8239 8241 8243 8245

8258 8260 8261 8263 8265

8278 8280 8281 8283 8285

8298 8300 8301 8303 8305

8318 8320 8321 8323 8325

14.50 14.75 15.00 15.25 15.50

8126 8128 8130 8132 8134

8146 8148 8150 8152 8154

8166 8168 8170 8172 8174

8186 8188 8190 8192 8194

8206 8208 8210 8212 8214

8226 8228 8230 8232 8234

8246 8248 8250 8252 8253

8267 8268 8270 8272 8273

8287 8288 8290 8292 8293

8307 8308 8310 8312 8313

8327 8328 8330 8332 8333

15.75 16.00 16.25 16.50 16.75

8135 8137 8139 8141 8142

8155 8157 8159 8161 8162

8175 8177 8179 8181 8182

8195 8197 8199 8201 8202

8215 8217 8219 8221 8222

8235 8237 8239 8241 8242

8255 8257 8259 8260 8262

8275 8277 8279 8280 8282

8295 8297 8299 8300 8302

8315 8317 8319 8320 8322

8335 8337 8339 8340 8342

17.00 17.25 17.50 17.75 18.00

8144 8146 8148 8150 8151

8164 8166 8168 8170 8171

8184 8186 8188 8189 8191

8204 8206 8208 8209 8211

8224 8226 8228 8229 8231

8244 8246 8248 8249 8251

8264 8266 8267 8269 8271

8284 8286 8287 8289 8291

8304 8306 8307 8309 8311

8324 8326 8327 8329 8331

8344 8346 8347 8349 8351

18.25 18.50 18.75 19.00

8153 8155 8157 8158

8173 8175 8177 8178

8193 8195 8197 8198

8213 8215 8216 8218

8233 8235 8236 8238

8253 8255 8256 8258

8273 8274 8276 8278

8293 8294 8296 8298

8313 8314 8316 8318

8333 8334 8336 8338

8353 8354 8356 8358




13



19.50 19.75 20.00 20.25 20.50

8162 8164 8166 8167 8169

8182 8184 8185 8187 8189

8202 8204 8205 8207 8209

8222 8223 8225 8227 8229

8242 8243 8245 8247 8249

8262 8263 8265 8267 8269

8281 8283 8285 8287 8289

8301 8303 8305 8307 8308

8321 8323 8325 8327 8328

8341 8343 8345 8346 8348

8361 8363 8365 8366 8368

20.75 21.00 21.25 21.50 21.75

8171 8173 8174 8176 8178

8191 8193 8194 8196 8198

8211 8212 8214 8216 8218

8230 8232 8234 8236 8238

8250 8252 8254 8256 8257

8270 8272 8274 8276 8277

8290 8292 8294 8295 8297

8310 8312 8314 8315 8317

8330 8332 8333 8335 8337

8350 8352 8353 8355 8357

8370 8371 8373 8375 8377

22.00 22.25 22.50 22.75 23.00

8180 8181 8183 8185 8187

8200 8201 8203 8205 8207

8219 8221 8223 8225 8226

8239 8241 8243 8245 8246

8259 8261 8263 8264 8266

8279 8281 8283 8284 8286

8299 8301 8302 8304 8346

8319 8321 8322 8324 8326

8339 8340 8342 8344 8346

8359 8360 8362 8364 8365

8378 8380 8382 8384 8386

23.25 23.50 23.75 24.00 24.25

8188 8190 8192 8194 8196

8208 8210 8212 8214 8215

8228 8230 8232 8233 8235

8248 8250 8251 8253 8255

8268 8270 8271 8273 8275

8288 8289 8291 8293 8295

8308 8309 8311 8313 8314

8327 8329 8331 8333 8334

8347 8349 8351 8353 8354

8367 8369 8371 8372 8374

8387 8389 8390 8392 8394

24.50 24.75 25.00 25.25 25.50

8197 8199 8201 8203 8204

8217 8219 8221 8222 8224

8237 8239 8240 8242 8244

8257 8258 8260 8262 8264

8277 8278 8280 8282 8284

8296 8298 8300 8302 8303

8316 8318 8320 8321 8323

8336 8338 8340 8341 8343

8356 8358 8359 8361 8363

8376 8377 8379 8381 8383

8396 8397 8399 8401 8403

25.75 26.00 26.25 26.50 26.75

8206 8208 8210 8211 8213

8226 8228 8229 8231 8233

8246 8247 8249 8251 8253

8266 8267 8269 8271 8273

8285 8287 8289 8291 8292

8305 8307 8309 8310 8312

8325 8327 8328 8330 8332

8345 8346 8348 8350 8352

8365 8366 8368 8370 8371

8384 8385 8387 8389 8391

8404 8406 8408 8410 8411

27.00 27.25 27.50 27.75 28.00

8215 8217 8218 8220 8222

8235 8236 8238 8240 8242

8254 8256 8258 8260 8261

8274 8276 8278 8279 8281

8294 8296 8297 8299 8301

8314 8316 8317 8319 8321

8334 8335 8337 8339 8340

8353 8355 8357 8358 8360

8373 8375 8377 8378 8380

8393 8395 8396 8398 8400

8413 8415 8416 8418 8420

28.25 28.50 28.75 29.00 29.25

8224 8225 8227 8229 8231

8243 8245 8247 8249 8250

8263 8265 8267 8268 8270

8283 8285 8286 8288 8290

8303 8304 8306 8308 8310

8322 8324 8326 8328 8329

8342 8344 8346 8347 8349

8362 8364 8365 8367 8369

8382 8383 8385 8387 8389

8402 8403 8405 8407 8409

8422 8423 8425 8427 8428

29.50 29.75 30.00 30.25 30.50

8232 8234 8236 8238 8239

8252 8254 8256 8257 8259

8272 8274 8275 8277 8279

8292 8293 8295 8297 8298

8311 8313 8315 8317 8318

8331 8333 8335 8336 8338

8351 8353 8354 8356 8358

8371 8372 8374 8376 8377

8390 8392 8394 8396 8397

8410 8412 8414 8415 8417

8430 8432 8434 8435 8437

30.75 31.00 31.25 31.50 31.75

8241 8243 8245 8246 8248

8261 8263 8264 8266 8268

8281 8282 8284 8286 8287

8300 8302 8304 8305 8307

8320 8322 8323 8325 8327

8340 8341 8343 8345 8347

8359 8361 8363 8365 8366

8379 8381 8383 8384 8386

8399 8401 8403 8404 8406

8419 8421 8422 8424 8426

8439 8441 8442 8444 8446

32.00 32.25 32.50 32.75 33.00

8250 8252 8253 8255 8257

8270 8271 8273 8275 8276

8289 8291 8293 8294 8296

8309 8311 8312 8314 8316

8329 8330 8332 8334 8335

8348 8350 8352 8353 8355

8368 8370 8371 8373 8375

8337 8338 8391 8393 8395

8408 8409 8411 8413 8415

8428 8429 8431 8433 8434

8447 8449 8451 8453 8454

33.25 33.50 33.75 34.00

8259 8260 8262 8264

8278 8280 8282 8283

8298 8300 9301 8303

8318 8319 8321 8323

8337 8339 8341 8342

8357 8359 8360 8362

8377 8378 8380

8382

8396 8398 8400 8402

8416 8418 8420 8421

8436 8438 8440 8441

8456 8458 8460 8461




14



34.50 34.75 35.00 35.25 35.50

8267 8269 8271 8272 8274

8287 8289 8290 8292 8294

8307 8308 8310 8312 8313

8326 8328 8330 8331 8333

8346 8348 8349 8351 8353

8365 8367 8369 8371 8372

8388 8389 8390 8391 8392

8405 8407 8409 8410 8412

8425 8427 8428 8430 8432

8445 8447 8448 8450 8452

8465 8467 8468 8470 8472

35.75 36.00 36.25 36.50 36.75

8276 8278 8279 8281 8283

8295 8297 8299 8301 8302

8315 8317 8319 8320 8322

8335 8337 8338 8340 8342

8354 8356 8358 8360 8361

8374 8376 8378 8379 8381

8394 8396 8397 8399 8401

8414 8415 8417 8419 8421

8434 8435 8437 8439 8441

8454 8455 8457 8459 8460

8473 8475 8477 8479 8480

37.00 37.25 37.50 37.75 38.00

8285 8286 8288 8290 8291

8304 8306 8308 8309 8311

8324 8325 8327 8329 8331

8343 8345 8347 8349 8350

8363 8365 8366 8368 8370

8383 8384 8386 8388 8390

8402 8404 8406 8408 8409

8422 8424 8426 8428 8429

8442 8444 8446 8447 8449

8462 8464 8466 8467 8469

8482 8484 8485 8487 8489

38.25 38.50 38.75 39.00 39.25

8293 8295 8297 8298 8300

8313 8315 8316 8318 8320

8332 8334 8336 8338 8339

8352 8354 8355 8357 8359

8372 8373 8375 8377 8378

8391 8393 8395 8397 8398

8411 8413 8415 8416 8418

8431 8433 8434 8436 8438

8451 8453 8454 8456 8458

8471 8472 8474 8476 8478

8491 8492 8494 8496 8498

39.50 39.75 40.00 40.25 40.50

8302 8304 8305 8307 8309

8321 8323 8325 8327 8328

8341 8343 8344 8346 8348

8361 8362 8364 8366 8367

8380 8382 8384 8386 8388

8400 8402 8403 8405 8407

8420 8422 8423 8425 8427

8440 8441 8443 8445 8447

8459 8461 8463 8465 8466

8479 8481 8483 8485 8486

8499 8501 8503 8504 8506

40.75 41.00 41.25 41.50 41.75

8310 8312 8314 8316 8317

8330 8332 8334 8335 8337

8350 8351 8353 8355 8356

8369 8371 8373 8374 8376

8389 8391 8392 8394 8396

8409 8410 8412 8414 8416

8428 8430 8432 8434 8435

8448 8450 8452 8453 8455

8468 8470 8472 8473 8475

8488 8490 8491 8493 8495

8508 8510 8511 8513 8515

42.00 42.25 42.50 42.75 43.00

8319 8321 8322 8324 8326

8339 8340 8342 8344 8345

8358 8360 8362 8363 8365

8378 8379 8381 8383 8384

8397 8399 8401 8403 8404

8417 8419 8421 8422 8424

8437 8439 8441 8442 8444

8457 8459 8460 8462 8464

8477 8479 8480 8482 8484

8497 8498 8500 8502 8504

8516 8518 8520 8522 8523

43.25 43.50 43.75 44.00 44.25

8328 8329 8331 8333 8335

8347 8349 8351 8352 8354

8367 8368 8370 8372 8374

8307 8308 8309 8391 8393

8406 8408 8410 8411 8413

8426 8428 8429 8431 8433

8446 8448 8449 8451 8453

8466 8467 8469 8471 8472

8485 8487 8489 8491 8492

8505 8507 8509 8510 8512

8525 8527 8529 8530 8532

44.50 44.75 45.00 45.25 45.50

8336 8338 8340 8341 8343

8356 8357 8539 8361 8363

8375 8377 8379 8380 8382

8395 8397 8398 8400 8402

8415 8416 8418 8420 8422

8435 8436 8438 8440 8442

8454 8456 8458 8460 8461

8474 8476 8478 8479 8481

8494 8496 8497 8499 8501

8514 8516 8517 8519 8521

8534 8535 8537 8539 8541

45.75 46.00 46.25 46.50 46.75

8345 8346 8348 8350 8352

8364 8366 8368 8369 8371

8384 8386 8387 8389 3891

8404 8405 8407 8409 8411

8423 8425 8427 8429 8430

8443 8445 8447 8448 8450

8463 8465 8466 8468 8470

8483 8485 8486 8488 8490

8503 8504 8506 8508 8510

8523 8524 8526 8528 8529

8542 8544 8546 8548 8549

47.00 47.25 47.50 47.75 48.00

8353 8355 8357 8358 8360

8373 8375 8376 8378 8380

8392 8394 8396 8398 8399

8412 8414 8416 8417 8419

8432 8434 8436 8437 8439

8452 8454 8455 8457 8459

8472 8473 8475 8477 8479

8491 8493 8495 8497 8498

8511 8513 8515 8517 8518

8531 8533 8535 8536 8538

8551 8553 8554 8556 8558

48.25 48.50 48.75 49.00 49.25

8362 8364 8365 8367 8369

8381 8383 8385 8387 8388

8401 8403 8405 8406 8408

8421 8423 8424 8426 8428

8441 8442 8444 8446 8448

8460 8462 8464 8466 8467

8480 8482 8484 8486 8487

8500 8502 8504 8505 8507

8520 8522 8523 8525 8527

8540 8541 8543 8545 8547

8560 8561 8563 8565 8566




15



12.00 12.25 12.50 12.75 13.00

8309 8311 8313 8314 8316

8329 8331 8333 8334 8336

8349 8351 8353 8354 8356

8369 8371 8373 8374 8376

8389 8391 8393 8394 8396

8409 8411 8413 8414 8416

8429 8431 8433 8434 8436

8449 8451 8453 8454 8456

8469 8471 8473 8475 8476

8489 8491 8493 8495 8496

8509 8511 8513 8515 8516

13.25 13.50 13.75 14.00 14.25

8318 8320 8321 8323 8325

8338 8340 8341 8343 8345

8358 8360 8361 8363 8365

8378 8380 8381 8383 8385

8398 8400 8401 8403 8405

8418 8420 8421 8423 8425

8438 8440 8441 8443 8445

8458 8460 8461 8463 8465

8478 8480 8481 8483 8485

8498 8500 8501 8503 8505

8518 8520 8521 8523 8525

14.50 14.75 15.00 15.25 15.50

8327 8328 8330 8332 8333

8347 8348 8350 8352 8353

8367 8368 8370 8372 8373

8387 8388 8390 8392 8393

8407 8408 8410 8412 8413

8427 8428 8430 8432 8433

8447 8448 8450 8452 8453

8467 8468 8470 8472 8473

8487 8488 8490 8492 8493

8507 8508 8510 8512 8513

8527 8528 8530 8532 8533

15.75 16.00 16.25 16.50 16.75

8335 8337 8339 8340 8342

8355 8357 8359 8360 8362

8375 8377 8379 8380 8382

8395 8397 7399 8400 8402

8415 8417 8419 8420 8422

8435 8437 8439 8440 8442

8455 8457 8459 8460 8462

8475 8477 8479 8480 8482

8465 8497 8499 8500 8502

8515 8517 8519 8520 8522

8535 8537 8539 8540 8542

17.00 17.25 17.50 17.75 18.00

8344 8346 8347 8349 8351

8364 8366 8367 8369 8371

8384 8386 8387 8389 8391

8404 8406 8407 8409 8411

8424 8426 8427 8429 8431

8444 8446 8447 8449 8451

8464 8466 8467 8469 8471

8484 8486 8487 8489 8491

8504 8505 8507 8509 8511

8524 8525 8257 8529 8531

8544 8545 8547 8549 8551

18.25 18.50 18.75 19.00 19.25

8353 8354 8356 8358 8359

8372 8374 8376 8378 8379

8392 8394 8396 8398 8399

8412 8414 8416 8418 8419

8432 8434 8436 8438 8439

8452 8454 8456 8458 8459

8472 8474 8476 8477 8479

8492 8494 8496 8497 8499

8512 8514 8516 8517 8519

8532 8534 8536 8537 8539

8552 8554 8556 8557 8559

19.50 19.75 20.00 20.25 20.50

8361 8363 8365 8366 8368

8381 8383 8384 8386 8388

8410 8411 8413 8415 8417

8421 8423 8424 8426 8428

8441 8443 8444 8446 8448

8461 8463 8464 8466 8468

8481 8483 8484 8486 8488

8501 8503 8504 8506 8508

8521 8523 8524 8526 8528

8541 8543 8544 8546 8548

8561 8563 8564 8566 8568

20.75 21.00 21.25 21.50 21.75

8370 8371 8373 8375 8377

8390 8391 8393 8395 8397

8410 8411 8413 8415 8417

8430 8431 8433 8435 8437

8450 8451 8453 8455 8457

8470 8471 8473 8475 8476

8490 8491 8493 8495 8496

8510 8511 8513 8515 8516

8530 8531 8533 8535 8536

8549 8551 8553 8555 8556

8569 8571 8573 8575 8576

22.00 22.25 22.50 22.75 23.00

8378 8380 8382 8384 8386

8398 8400 8402 8404 8405

8418 8420 8422 8423 8425

8438 8440 8442 8443 8445

8458 8460 8462 8463 8465

8478 8480 8482 8483 8485

8498 8500 8502 8503 8505

8518 8520 8522 8523 8525

8538 8540 8541 8543 8545

8558 8560 8561 8563 8565

8578 8580 8581 8583 8585

23.25 23.50 23.75 24.00 24.25

8387 8389 8390 8392 8394

8407 8409 8410 8412 8414

8427 8429 8430 8432 8434

8447 8449 8450 8452 8454

8467 8469 8470 8472 8474

8487 8488 8490 8492 8494

8507 8508 8510 8512 8514

8527 8528 8530 8532 8534

8547 8548 8550 8552 8554

8567 8568 8570 8572 8573

8587 8588 8590 8592 8593

24.50 24.75 25.00 25.25 25.50

8396 8397 8399 8401 8403

8416 8417 8419 8421 8423

8436 8437 8439 8441 8442

8456 8457 8459 8461 8462

8475 8477 8479 8481 8482

8495 8497 8499 8501 8502

8515 8517 8519 8521 8522

8535 8537 8539 8540 8542

8555 8557 8559 8560 8562

8575 8577 8579 8580 8582

8595 8597 8599 8600 8602

25.75 26.00 26.25 26.50 26.75

8404 8406 8408 8410 8411

8424 8426 8428 8429 8431

8444 8446 8448 8449 8451

8464 8466 8468 8469 8471

8484 8486 8487 8489 8491

8504 8506 8507 8509 8511

8524 8526 8527 8529 8531

8544 8546 8547 8549 8551

8564 8566 8567 8569 8571

8584 8585 8587 8589 8591

8604 8605 8607 8609 8611




16



27.00 27.25 27.50 27.75 28.00

8413 8415 8416 8418 8420

8433 8435 8436 8438 8440

8453 8455 8456 8458 8460

8473 8474 8476 8478 8480

8493 8494 8496 8498 8500

8513 8514 8516 8518 8520

8532 8534 8536 8538 8539

8552 8554 8556 8558 8559

8572 8574 8576 8578 8579

8592 8594 8596 8597 8599

8612 8614 8616 8617 8619

28.25 28.50 28.75 29.00 29.25

8422 8423 8425 8427 8428

8441 8443 8445 8447 8448

8461 8463 8465 8467 8468

8481 8483 8485 8487 8488

8501 8503 8505 8506 8508

8521 8523 8525 8526 8528

8541 8543 8545 8546 8548

8561 8563 8564 8566 8568

8581 8583 8584 8586 8588

8601 8603 8604 8606 8608

8621 8623 8624 8626 8628

29.50 29.75 30.00 30.25 30.50

8430 8432 8434 8435 8437

8450 8452 8454 8455 8457

8470 8472 8474 8475 8477

8490 8492 8493 8495 8497

8510 8512 8513 8515 8517

8530 8532 8533 8535 8537

8550 8551 8553 8555 8557

8570 8571 8573 8575 8576

8590 8591 8593 8595 8596

8609 8611 8613 8615 8616

8629 8631 8633 8635 8636

30.75 31.00 31.25 31.50 31.75

8439 8441 8442 8444 8446

8459 8460 8462 8464 8466

8479 8480 8482 8484 8486

8499 8500 8502 8504 8505

8518 8520 8522 8524 8525

8538 8540 8542 8544 8545

8558 8560 8562 8563 8565

8578 8580 8582 8583 8585

8598 8600 8602 8603 8605

8618 8620 8621 8623 8625

8638 8640 8641 8643 8645

32.00 32.25 32.50 32.75 33.00

8447 8449 8451 8453 8454

8467 8469 8471 8473 8474

8487 8489 8491 8492 8494

8507 8509 8511 8512 8514

8527 8529 8531 8532 8534

8547 8549 8550 8552 8554

8567 8569 8570 8572 8574

8587 8589 8590 8592 8594

8607 8608 8610 8612 8614

8627 8628 8630 8632 8633

8646 8648 8650 8652 8653

33.25 33.50 33.75 34.00 34.25

8456 8458 8460 8461 8463

8476 8478 8479 8481 8483

8496 8498 8499 8501 8503

8516 8518 8519 8521 8523

8536 8537 8539 8541 8543

8556 8557 8559 8561 8562

8575 8577 8579 8581 8582

8595 8597 8599 8600 8602

8615 8617 8619 8620 8622

8635 8637 8639 8640 8642

8655 8657 8659 8660 8662

34.50 34.75 35.00 35.25 35.50

8465 8467 8468 8470 8472

8485 8486 8488 8490 8492

8505 8506 8508 8510 8511

8524 8526 8528 8530 8531

8544 8546 8548 8549 8551

8564 8566 8568 8569 8571

8584 8586 8587 8589 8591

8604 8606 8607 8609 8611

8624 8626 8627 8629 8631

8644 8645 8647 8649 8651

8664 8665 8667 8669 8670

35.75 36.00 36.25 36.50 36.75

8473 8475 8477 8479 8480

8493 8495 8497 8498 8500

8513 8515 8517 8518 8520

8533 8535 8536 8538 8540

8553 8555 8556 8558 8560

8573 8575 8576 8578 8580

8593 8594 8596 8598 8600

8613 8614 8616 8618 8619

8632 8634 8636 8638 8639

8652 8654 8656 8657 8659

8672 8674 8676 8677 8679

37.00 37.25 37.50 37.75 38.00

8482 8484 8485 8487 8489

8502 8504 8505 8507 8509

8522 8523 8525 8527 8529

8542 8543 8545 8547 8549

8562 8563 8565 8567 8568

8581 8583 8585 8587 8588

8601 8603 8605 8606 8608

8621 8623 8625 8626 8628

8641 8643 8644 8646 8648

8661 8663 8664 8666 8668

8681 8683 8684 8686 8688

38.25 38.50 38.75 39.00 39.25

8491 8492 8494 8496 8498

8510 8512 8514 8516 8517

8530 8532 8534 8536 8537

8550 8552 8554 8555 8557

8570 8572 8574 8575 8577

8590 8592 8593 8595 8597

8610 8611 8613 8615 8617

8630 8631 8633 8635 8637

8650 8651 8653 8655 8656

8669 8671 8673 8635 8676

8689 8691 8693 8694 8696

39.50 39.75 40.00 40.25 40.50

8499 8501 8503 8504 8506

8519 8521 8523 8524 8526

8539 8541 8542 8544 8546

8559 8561 8562 8564 8566

8579 8580 8582 8584 8586

8598 8600 8602 8604 8605

8618 8620 8622 8624 8625

8638 8640 8642 8643 8645

8658 8660 8662 8663 8665

8648 8680 8681 8683 8685

8698 8700 8701 8703 8705

40.75 41.00 41.25 41.50 41.75

8508 8510 8511 8513 8515

8528 8529 8531 8533 8535

8548 8549 8551 8553 8554

8567 8569 8571 8573 8574

8587 8589 8591 8592 8594

8607 8609 8611 8612 8614

8627 8629 8630 8632 8634

8647 8649 8650 8652 8654

8667 8668 8670 8672 8674

8686 8688 8690 8692 8693

8706 8708 8710 8712 8713




17



12.00 12.25 12.50 12.75 13.00

8509 8511 8513 8515 8516

8529 8531 8533 8535 8536

8549 8551 8553 8555 8556

8569 8571 8573 8575 8576

8590 8591 8593 8595 8596

8610 8611 8613 8615 8616

8630 8631 8633 8635 8636

8650 8651 8653 8655 8656

8670 8671 8673 8675 8676

8690 8691 8693 8695 8696

8710 8711 8713 8715 8716

13.25 13.50 13.75 14.00 14.25

8518 8520 8521 8523 8525

8538 8540 8541 8543 8545

8558 8560 8561 8563 8565

8578 8580 8581 8583 8585

8598 8600 8601 8603 8605

8618 8620 8621 8623 8625

8638 8640 8641 8643 8645

8658 8660 8661 8663 8665

8678 8680 8682 8683 8685

8698 8700 8702 8703 8705

8718 8720 8722 8723 8725

14.50 14.75 15.00 15.25 15.50

8527 8528 8530 8532 8533

8547 8548 8550 8552 8553

8567 8568 8570 8572 8573

8587 8588 8590 8592 8593

8607 8608 8610 8612 8613

8627 8628 8630 8632 8633

8647 8648 8650 8652 8653

8667 8668 8670 8672 8673

8687 8688 8690 8692 8693

8707 8708 8710 8712 8713

8727 8728 8730 8732 8733

15.75 16.00 16.25 16.50 16.75

8535 8537 8539 8540 8542

8555 8557 8559 8560 8562

8575 8577 8579 8580 8582

8595 8597 8599 8600 8602

8615 8617 8619 8620 8622

8635 8637 8639 8640 8642

8655 8657 8659 8660 8662

8675 8677 8679 8680 8682

8695 8697 8699 8700 8702

8715 8717 8718 8720 8722

8735 8737 8738 8740 8742

17.00 17.25 17.50 17.75 18.00

8544 8545 8547 8549 8551

8564 8565 8567 8569 8571

8584 8585 8587 8589 8591

8604 8605 8607 8609 8611

8624 8625 8627 8629 8631

8644 8645 8647 8649 8650

8664 8665 8667 8669 8670

8684 8685 8687 8689 8690

8704 8705 8707 8709 8710

8724 8725 8727 8729 8730

8744 8745 8747 8749 8750

18.25 18.50 18.75 19.00 19.25

8552 8554 8556 8557 8559

8572 8574 8576 8577 8579

8592 8594 8596 8597 8599

8612 8614 8616 8617 8619

8632 8634 8636 8637 8639

8652 8654 8656 8657 8659

8672 8674 8676 8677 8679

8692 8694 8696 8697 8699

8712 8714 8716 8717 8719

8732 8734 8735 8737 8739

8752 8754 8755 8757 8759

19.50 19.75 20.00 20.25 20.50

8561 8563 8564 8566 8568

8581 8583 8584 8586 8588

8601 8603 8604 8606 8608

8621 8623 8624 8626 8628

8641 8643 8644 8646 8648

8661 8662 8664 8666 8668

8681 8682 8684 8686 8688

8701 8702 8704 8706 8708

8721 8722 8724 8726 8727

8741 8742 8744 8746 8747

8761 8762 8764 8766 8767

20.75 21.00 21.25 21.50 21.75

8569 8571 8573 8575 8576

8589 8591 8593 8595 8596

8609 8611 8613 8614 8616

8629 8631 8633 8634 8636

8649 8651 8653 8654 8656

8669 8671 8673 8674 8676

8689 8691 8693 8694 8696

8709 8711 8713 8714 7816

8719 8731 8733 8734 8736

8749 8751 8752 8754 8756

8769 8771 8772 8774 8776

22.00 22.25 22.50 22.75 23.00

8578 8580 8581 8583 8585

8598 8600 8601 8603 8605

8618 8620 8621 8623 8625

8638 8640 8641 8643 8645

8658 8660 8661 8663 8665

8678 8680 8681 8683 8685

8698 8699 8701 8703 8705

8718 8719 8721 8723 8725

8738 8739 8741 8743 8745

8758 8759 8761 8763 8764

8778 8779 8781 8783 8784

23.25 23.50 23.75 24.00 24.25

8587 8588 8590 8592 8593

8607 8608 8610 8612 8613

8627 8628 8630 8632 8633

8646 8648 8650 8652 8653

8666 8668 8670 8671 8673

8686 8688 8690 8691 8693

8706 8708 8710 8711 8713

8726 8728 8730 8731 8733

8746 8748 8750 8751 8753

8766 8768 8770 8771 8773

8786 8788 8789 8791 8793

24.50 24.75 25.00 25.25 25.50

8595 8597 8599 8600 8602

8615 8617 8618 8620 8622

8635 8637 8638 8640 8642

8655 8657 8658 8660 8662

8675 8677 8678 8680 8682

8695 8697 8698 8700 8702

8715 8716 8718 8720 8722

8735 8736 8738 8740 8742

8755 8756 8758 8760 8762

8775 8776 8778 8780 8781

8795 8796 8798 8800 8801

25.75 26.00 26.25 26.50 26.75

8604 8605 8607 8609 8611

8624 8625 8627 8629 8631

8644 8645 8647 8649 8650

8664 8665 8667 8669 8670

8684 8685 8687 8689 8690

8703 8705 8707 8709 8710

8723 8725 8727 8728 8730

8743 8745 8747 8748 8750

8763 8765 8767 8768 8770

8783 8785 8787 8788 8790

8803 8805 8806 8808 8801




18



27.00 27.25 27.50 27.75 28.00

8612 8614 8616 8617 8619

8632 8634 8636 8637 8639

8652 8654 8656 8657 8659

8672 8674 8675 8677 8679

8692 8694 8695 8697 8699

8712 8714 8715 8717 8719

8732 8734 8735 8737 8739

8752 8753 8755 8757 8759

8772 8773 8775 8777 8779

8792 8793 8795 8797 8799

8812 8813 8815 8817 8818

28.25 28.50 28.75 29.00 29.25

8621 8623 8624 8626 8628

8641 8642 8644 8646 8648

8661 8662 8664 8666 8668

8681 8682 8684 8686 8687

8700 8702 8704 8706 8707

8720 8722 8724 8726 8727

8740 8742 8744 8746 8747

8760 8762 8764 8765 8767

8780 8782 8784 8785 8787

8800 8802 8804 8805 8807

8820 8822 8823 8825 8827

29.50 29.75 30.00 30.25 30.50

8629 8631 8633 8635 8636

8649 8651 8653 8654 8656

8669 8671 8673 8674 8676

8689 8691 8693 8694 8696

8709 8711 8712 8714 8716

8729 8731 8732 8734 8736

8749 8751 8752 8754 8756

8769 8771 8772 8774 8776

8789 8790 8792 8794 8796

8809 8810 8812 8814 8816

8829 8830 8832 8834 8835

30.75 31.00 31.25 31.50 31.75

8638 8640 8641 8643 8645

8658 8660 8661 8663 8665

8678 8679 8681 8683 8685

8698 8699 8701 8703 8704

8718 8719 8721 8723 8724

8737 8739 8741 8743 8744

8757 8759 8761 8763 8764

8777 8779 8781 8782 8784

8797 8799 8801 8802 8804

8817 8819 8821 8822 8824

8837 8839 8840 8842 8844

32.00 32.25 32.50 32.75 33.00

8646 8648 8650 8652 8653

8666 8668 8670 8672 8673

8686 8688 8690 8691 8693

8706 8708 8710 8711 8713

8726 8728 8730 8731 8733

8746 8748 8749 8751 8753

8766 8768 8769 8771 8773

8786 8788 8789 8791 8793

8806 8807 8809 8811 8813

8826 8827 8829 8831 8832

8846 8847 8849 8851 8852

33.25 33.50 33.75 34.00 34.25

8655 8657 8659 8660 8662

8675 8677 8678 8680 8682

8695 8697 8698 8700 8702

8715 8716 8718 8720 8722

8735 8736 8738 8740 8741

8755 8756 8758 8760 8761

8774 8776 8778 8780 8781

8794 8796 8798 8799 8801

8814 8816 8818 8819 8821

8834 8836 8838 8839 8841

8854 8856 8857 8859 8861

34.50 34.75 35.00 35.25 35.50

8664 8665 8667 8669 8670

8684 8685 8687 8689 8690

8703 8705 8707 8709 8710

8723 8725 8727 8728 8730

8743 8745 8747 8748 8750

8763 8765 8767 8768 8770

8783 8785 8786 8788 8790

8803 8805 8806 8808 8810

8823 8825 8826 8828 8830

8843 8844 8846 8848 8849

8863 8864 8866 8868 8869

35.75 36.00 36.25 36.50 36.75

8672 8674 8676 8677 8679

8692 8694 8695 8697 8699

8712 8714 8715 8717 8719

8732 8734 8735 8737 8739

8752 8753 8755 8757 8759

8772 8773 8775 8777 8778

8792 8793 8795 8797 8798

8811 8813 8815 8816 8818

8831 8833 8835 8836 8838

8851 8853 8855 8856 8858

8871 8873 8875 8876 8878

37.00 37.25 37.50 37.75 38.00

8681 8683 8684 8686 8688

8701 8702 8704 8706 8707

8721 8722 8724 8726 8727

8740 8742 8744 8745 8747

8760 8762 8764 8765 8767

8780 8782 8784 8785 8787

8800 8802 8803 8805 8807

8820 8822 8823 8825 8827

8840 8842 8843 8845 8847

8860 8861 8863 8865 8866

8880 8881 8883 8885 8886

38.25 38.50 38.75 39.00 39.25

8689 8691 8693 8694 8696

8709 8711 8713 8714 8716

8729 8731 8732 8734 8736

8749 8751 8752 8754 8756

8769 8771 8772 8774 8776

8789 8790 8792 8794 8795

8809 8810 8812 8814 8815

8828 8830 8832 8834 8835

8848 8850 8852 8853 8855

8868 8870 8872 8873 8875

8888 8890 8891 8893 8895

40.75 41.00 41.25 41.50 41.75

8698 8700 8701 8703 8705

8718 8719 8721 8723 8725

8738 8739 8741 8743 8744

8758 8759 8761 8763 8764

8777 8779 8781 8782 8784

8797 8799 8801 8802 8804

8817 8819 8820 8822 8824

8837 8839 8840 8842 8844

8857 8858 8860 8862 8864

8877 8878 8880 8882 8883

8897 8898 8900 8902 8903




1

FLASH POINT TEST PROCEDURE 1. Purpose. To determine the flash point of a product. Variations to flash point may indicate aging fuel or mixed product contamination. 2. Due to its extremely low flash point (well below room temperature), this test is not applicable to aviation gasoline. The test may be performed safely on aviation turbine fuels suspected of AVGAS contamination, due to the small quantity of test fuel involved. 3. Equipment required. The following equipment is required to perform a flash point test:

a. Grabner Miniflash flash point tester, (NSN 6630-66-147-0757, figure F1).

Figure F1 – Grabner Miniflash tester 4. Test procedure. Perform a flash point test as follows:

a. Use fuel from the clear and bright sample previously taken, or otherwise obtain a small quantity of ‘clear and bright’ fuel (approximately 100mL) using an approved sample container.

b. The temperature of the fuel sample must be at least 16 °C below the expected flash point

for that fuel type. For F-34 or F-35, samples must be 22°C or less. For F-44 or F-76, samples must be 45oC or less. In some warmer areas, samples may need to be cooled before test commencement.

c. The test should be carried out in a draught free area to minimize dispersal of the test

vapors.

d. Before commencing the flash point test, ensure all apparatus components are thoroughly clean and dry.

e. Operate the Grabner Miniflash tester IAW procedures defined in the manufacturer’s

manual to determine fuel flash point.

f. Record the temperature at which the flash occurred in the FQC analysis log.

g. Dispose of the fuel sample. The fuel sample is not to be used in other tests. 5. Test limits. Refer Part 5 Section 3 Chapter 1. 6. Actions on failure. If a sample fails the test, perform a retest using a different fuel sample. If this sample also fails, inform the BFQCM/O. 7. Flash point can be found out of specification for several reasons, including:



2

a. The fuel is an alternate to that expected (e.g. the fuel is F-34 not F-44),

b. Mixed product contamination, or

c. Product deterioration. 8. Contamination of AVGAS in AVTUR can be extremely dangerous for aircraft operations. Concentrations of as little as 5% AVGAS in AVTUR can greatly reduce the flashpoint of the fuel, increasing the risk of fire/explosion in aircraft operations. If such contamination is expected, the BFQCO shall be informed and appropriate actions taken to ensure aircraft operators are informed. Suspension of flying operations may be necessary. 9. Degradation of flash point for navy use fuel (eg F-34 and F-76) must also be identified since high flashpoints are necessary in these fuels to minimise the risk of fire on board. 10. Flash point level of fuel may be recovered to acceptable levels by blending. The BFQCM/O may authorise a fuel blend, provided it is assessed that the fuel may be recovered to within specification. Caution should be taken as moving fuel tends to lower conductivity levels. 11. If the reason for the flash point being out of specification cannot be established, JFLA shall be contacted for further advice prior to any blending action. For fuel deliveries, the JFLA QAM shall be notified prior to any blending action, so that warranty/rejection action may be pursued as necessary. 12. Documentation. Record all results as per the requirements of the applicable chapter in Part 5, Section 1. 13. Other information. Previously, two other flash point testers were approved for use in the ADF: Pensky-Martins flash point tester NIIN 66-034-8217, and Seta-Flash flash point tester NIIN 66-124-9844. These testers are no longer authorised for use. Units holding these testers shall cease use/dispose of the units IAW approved procedures. 14. Origin of procedure. Origin of Grabner Miniflash test is TBD, however the procedure has been transferred from DEF(AUST)5695A with no technical changes, hence the procedure has been previously approved by JFLA.



1

CONDUCTIVITY TEST PROCEDURE

1. Purpose. To determine the conductivity level of a product. 2. Fuel is a relatively poor conductor of electricity, meaning that static charges can build up in fuel, especially where it is moved through non-dynamic systems such as filters or piping. Static Dissipater Additive (SDA) is added to aviation turbine fuels and F-76 to allow the static charge built up to dissipate more rapidly, thereby decreasing the potential for fire or explosion. 3. The presence of SDA in a fuel does not reduce the amount of static charge accumulated by the fuel. As a result, bonding remains essential when transferring fuel through delivery systems, and during sampling and testing. 4. Equipment required. The following equipment may be required to perform a conductivity test:

a. EMCEE Conductivity Meter P/N 1152 (NSN 6630-01-115-2398); b. A sample one litre bottle/container, preferably amber colour to aid in shielding fuel from

sunlight or strong lighting, cleaned using isopropyl alcohol (preferably) or methylated spirits and air dried;

c. Clean glass vessel, e.g. 500mL cylindrical beaker or tube, wide enough to ensure

adequate clearance between the vessel walls and the conductivity meter probe;

d. Isopropyl Alcohol or methylated spirits; and

e. Thermometer. 5. Test procedure. Perform a conductivity test as follows:

a. Use fuel from the clear and bright sample previously taken (but ensure that the sample container was cleaned using isopropyl alcohol (preferably) or methylated spirits and air dried), or otherwise obtain a ‘clear and bright’ sample of approximately 500mL.

b. Ensure that:

(1) The test is carried as soon as possible after sampling: conductivity of fuels

containing SDA is affected by sunlight and other strong light sources. Samples in clear glass containers may experience significant conductivity loss within 5 min of sunlight exposure.

(2) The conductivity test is performed at the sampling point if possible. Measurements

made on location are preferable as shipment or movement of the fuel may result in changes to the conductivity level.

(3) The sample is appropriately shielded from sunlight or strong lighting, as this can

affect the conductivity level, even after a relatively short exposure.

c. Transfer a volume of fuel from the sample to a clean glass vessel, adequate to ensure the top hole of the conductivity meter probe can be immersed in fuel.

d. Allow two minutes for the charges in the fuel to dissipate.

NOTE

The EMCEE Conductivity Meter should be stored at approximately 2 to 5 degrees Celsius above ambient room temperature. This decreases the likelihood of condensation build up on the test equipment. If the conductivity meter probe has been exposed to water, an immediate off scale reading will be obtained. The probe should be rinsed with isopropyl alcohol (preferably) or methylated spirits and air dried.



2

e. Follow the test procedure defined in the EMCEE Conductivity Meter manufacturer’s manual, to obtain a conductivity level of the fuel. Do not allow the meter probe to come into contact with the walls of the glass vessel.

f. Using a thermometer, record the temperature of the fuel sample after the conductivity

reading is obtained.

NOTE Fuel conductivity decreases as temperature decreases (literature suggests around 2-3 Conductivity Units per degree of temperature for aviation fuels, although this may vary - refer other information section below). This means a fuel’s ability to dissipate static charge decreases as temperature decreases. The limits prescribed by this publication take into account this relationship in general terms only.

6. Test limits. Refer Part 5 Section 3 Chapter 1. 7. Actions on failure. If a sample fails the test, perform a retest using a different fuel sample. If this sample also fails, inform the BFQCM/O. 8. Conductivity level in fuel can be found out of specification for several reasons, including:

a. Insufficient SDA added to the fuel prior to delivery, b. The 'Plating out' of SDA additive in pipelines,

c. Contamination of sampling bottles with residual bottle washing liquid,

d. Incorrect storage of the sample, e.g. in a clear bottle exposed to sunlight (sunlight rapidly

lowers SDA levels in fuel), and

e. Change in temperature of the fuel. 9. Conductivity levels of fuel may be recovered to acceptable levels by blending or redosing. The BFQCM/O may authorise a blend provided it is assessed the fuel may be recovered to within specification. Caution should be taken as moving fuel tends to lower conductivity level. 10. BFQCM/Os do not have the authority to approve redosing of fuel with SDA. Strict limits apply to the amount of SDA able to be added, and the measured response of fuel after additional SDA is added can vary. JFLA shall be contacted if units wish to recover fuel via redosing. 11. For fuel deliveries, the JFLA QAM shall be notified prior to any blending action, so that warranty/rejection action may be pursued as necessary. 12. Documentation. Record all results as per the requirements of the applicable chapter in Part 5, Section 1. 13. Other information. EMCEE conductivity meter P/N 1152 operators manual allows on-site calibration of the EMCEE 1152 meter using a screwdriver. If a meter is identified as out of calibration and cannot be returned within calibration by cleaning, the operator is encouraged to recalibrate the meter using the procedure defined in the manual, rather than returning the unit to the ADF calibration contractor. Performing this on-site calibration does not negate the calibration requirements specified in EMEI MISC EQUIP P928-3. EMCEE 1152 meters must be calibrated periodically IAW this EMEI unless otherwise advised by ENGSPO. 14. Conductivity has a semi-log relationship with temperature, with some restrictions, and variation differs for various types of aviation and distillate fuels. Refer ASTM2624 for more information. DEF STAN 91-87 states that the static hazard in aviation turbine fuel is mitigated once conductivity is above 20pS/m. Conductivity limits for aviation fuels defined in Part 5 Section 3 represent a cautious factor of safety above this limit, given the range of temperatures that exist in ADF operations.



3

15. Origin of procedure. The origin of this procedure is ASTM D2624-09, with the following JFLA approved variations:

a. ASTM D2624-09 states that a one litre sample of fuel shall be used for all phases of this test, including the point where the conductivity reading is being taken. DSTO has determined (reference LIFELINE JFLA 00228/2010) that a sample volume that immerses the conductivity probe above the top holes is sufficient.

b. DSTO has advised that methylated spirits can be used as a substitute agent to isopropyl

alcohol for the cleaning of sampling equipment within the test procedure. (reference LIFELINE JFLA 00228/2010).

c. ASTM D2624-09 permits the use of metallic containers in which to perform conductivity

testing. Conductivity measurements are highly sensitive to container type and to ensure test consistency across the ADF, JFLA has chosen to permit only clean glass vessels for use as conductivity test containers. ASTM4306-01 (Fuel sample containers for tests affected by trace contamination) supports this decision by not recommending aluminium containers as suitable for conductivity testing, and not explicitly identifying stainless steel as suitable for conductivity testing.



4

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1

FUEL SYSTEM ICING INHIBITOR (FSII) TEST PROCEDURE 1. Purpose. To determine the FSII content of a product. 2. FSII is primarily used in F-34 to lower the freeze point of water in the fuel. A secondary effect is its ability to control the growth of MBC. FSII is used in F-76 primarily for its ability to control MBC. 3. Two procedures are approved for determining FSII content in a fuel product. The BFQCM may select either procedure as desired:

a. Procedure one. This procedure requires the use of a hypodermic syringe for extraction of a small amount of water/FSII mixture from a serum bottle. FSII concentration is determined the refractive index reading of the water/FSII mixture.

b. Procedure two. This procedure requires the use of a an extraction vessel with a bottom

tap/valve for isolating and extracting a small amount of water/FSII mixture, thereby eliminating the need for a hypodermic syringe. FSII concentration is also determined by the refractive index reading of the extracted water/FSII mixture.

4. Test procedure – procedure one. Perform a FSII test as follows:

a. Test equipment. The following equipment may be required to perform a FSII test: (1) Oven (without fan assisted air circulation), controlling to 90 ± 5°C. (2) Solvent, Acetone or Ethyl Alcohol (ethanol), depending on the model of

refractometer used. (3) Optical Tissues. (4) Distilled water. (5) Refractometer. (6) Pipette or burette capable of drawing and dispensing 1.0 +/- 0.1mL. An example

pipette is shown at figure H1. (7) Hypodermic syringe 2mL capacity, glass body, (8) Measuring cylinder glass, 100 mL marked in 1 mL graduations. (9) Serum bottle, 100 mL capacity, complete with gum rubber and screw cap. (10) Thermometer.

Figure H1 – pipette (any pipette or burette meeting the dispensing requirement of 1.0mL +/- 0.1mL is acceptable)



2

b. Preparation for test. Prepare for the test as follows:

(1) Allow the refractometer, serum bottle and fuel sample to reach ambient (room) temperature. Water may condense in serum bottle once fuel is added, if the temperature of the bottle or fuel sample is different from ambient, which may cause erroneous FSII readings. The extraction, calibration, and measurement steps should all be done at ambient (room) temperature. Avoid placing the refractometer on hot or cold surfaces or other locations that could change the temperature of the instrument from ambient. When setting zero or making a measurement, take care not to heat or cool the refractometer from ambient

c. Test procedure. Perform the test as follows:

(1) Use fuel from the clear and bright sample previously taken, or otherwise obtain a

‘clear and bright’ sample of approximately 100mL. (2) Measure 80mL of the fuel sample into the 100mL measuring cylinder. (3) Transfer the 80mL of fuel in the measuring cylinder to the serum bottle. (4) Using the pipette or burette, inject 1mL of distilled water into the serum bottle. (5) Cap the bottle using a gum rubber cap. (6) Shake the bottle vigorously for two minutes to ensure FSII from the fuel is drawn

into the water. (7) Invert the bottle and gently swirl, to assist the water/FSII mixture to settle onto the

gum rubber cap. (8) Allow the bottle to stand inverted at ambient temperature for 3 to 5 minutes, to

allow complete settling of the water/FSII mixture onto the gum rubber cap. (9) Thoroughly clean the prism faces with solvent. Using the optical tissues, remove all

traces of solvent from the face of the prism. Solvent will cause erroneous readings if left on the prism face. Do NOT use acetone to clean refractometers with perspex light windows.

(10) Using the pipette or burette, place a drop of distilled water onto the face of the

prism and close the prism. (11) Set the scale to a Refractive Index (RI) reading of 1.3330 by turning the scale

adjusting control (electric refractometers will need to be switched on). (12) Without disturbing the adjusting control, clean the prism faces with solvent and an

optical tissue in preparation for the FSII concentration test. (13) Ensuring the serum bottle remains inverted, carefully pierce the gum rubber cap

with the hypodermic syringe and extract several drops of the water/FSII mixture, ensuring no fuel is extracted. Keep serum bottle inverted for another test if required.

(14) Inject a few drops of the water/FSII mixture onto the refractometer prism face and

slowly close the upper prism. (15) Switch on the refractometer (if applicable) and record the RI indicated and

temperature that the sample was tested. (16) Using table H1 below, determine the RI correction to be applied, based on the

temperature at which the RI is determined. (17) Using the corrected RI figure, read the FSII concentration level from table H2

below, to the nearest 0.005%.



3

Correction to be applied to observed reading to

convert to RI at 20°C

Additive level in fuel

Temperature at which

RI determined, °C 0 to 0.10% 0.10% to 0.20%

5 -0.0015 -0.0023 10 -0.0010 -0.0015 15 -0.0005 -0.0008 18 -0.0002 -0.0003 19 -0.0001 -0.0002 20 NIL NIL 21 +0.0001 +0.0002 22 +0.0002 +0.0003 25 +0.0005 +0.0008 30 +0.0010 +0.0015 35 +0.0015 +0.0026

Table H1 - Refractive Index Correction

Refractive Index % DiEGME Refractive

Index % DiEGME

1.3330 0.000 1.3363 0.045 31 0.000 64 0.050 32 0.000 65 0.050 33 0.005 66 0.050 34 0.005 67 0.055 35 0.005 68 0.055 36 0.010 69 0.055 37 0.010 1.3370 0.055 38 0.010 71 0.060 39 0.015 72 0.060

1.3340 0.015 73 0.060 41 0.015 74 0.065 42 0.015 75 0.065 43 0.020 76 0.065 44 0.020 77 0.065 45 0.020 78 0.070 46 0.025 79 0.070 47 0.025 1.3380 0.070 48 0.025 81 0.075 49 0.025 82 0.075

1.3350 0.030 83 0.075 51 0.030 84 0.075 52 0.030 85 0.080 53 0.035 86 0.080 54 0.035 87 0.080 55 0.035 88 0.085 56 0.035 89 0.085 57 0.040 1.3390 0.085 58 0.040 91 0.085 59 0.040 92 0.090

1.3360 0.045 93 0.090 61 0.045 94 0.090 62 0.045 95 0.095

Table H2 – Corrected RI to % FSII in F-34 & F-44



4

Refractive Index % DIEGME Refractive

Index % DIEGME

1.3396 0.095 1.3428 0.140 97 0.095 29 0.140 98 0.095 1.3430 0.145 99 0.100 31 0.145

1.3400 0.100 32 0.145 01 0.100 33 0.145 02 0.105 34 0.150 03 0.105 35 0.150 04 0.105 36 0.150 05 0.105 37 0.155 06 0.110 38 0.155 07 0.110 39 0.155 08 0.110 1.3440 0.155 09 0.115 41 0.160

1.3410 0.115 42 0.160 11 0.115 43 0.160 12 0.115 44 0.165 13 0.120 45 0.165 14 0.120 46 0.165 15 0.120 47 0.165 16 0.125 48 0.170 17 0.125 49 0.170 18 0.125 1.3450 0.170 19 0.125 51 0.175

1.3420 0.130 52 0.175 21 0.130 53 0.175 22 0.130 54 0.175 23 0.135 55 0.180 24 0.135 56 0.180 25 0.135 57 0.180 26 0.135 58 0.185 27 0.140 59 0.185

Table H2 (Continued) – Corrected RI to % FSII in F-34 & F-44

(18) Thoroughly clean the refractometer prism face with solvent and wipe dry with

optical tissue. (19) Ensure serum bottles are washed with a detergent solution, rinsed in clean tap

water and then rinse again in distilled water. Thoroughly dry the bottles in the oven set at 90°C.

5. Test procedure – procedure two. Perform a FSII test as follows:

a. Test equipment. The following equipment may be required to perform a FSII test: (1) Solvent, Acetone or Ethyl Alcohol (ethanol), depending on the model of

refractometer used. (2) Optical Tissues. (3) Distilled water. (4) Refractometer. (5) Pipette or burette capable of drawing and dispensing 1.0 +/- 0.1mL. An example

pipette is shown at figure H1.



5

(6) Extraction vessel 100mL capacity, marked in 1 mL graduations, capable of isolating a small column of water/FSII mixture from the bottom via a tap/valve. The vessel must also be able to be capped in some manner, with a cap which does not react with fuel. An example extraction vessel is shown at figure H2.

.

Figure H2 – Calibrated extraction vessel (7) Thermometer.

b. Preparation for test. Prepare for the test as follows:

(1) Allow the refractometer, serum bottle and fuel sample to reach ambient (room)

temperature. Water may condense in serum bottle once fuel is added, if the temperature of the bottle or fuel sample is different from ambient, which may cause erroneous FSII readings. The extraction, calibration, and measurement steps should all be done at ambient (room) temperature. Avoid placing the refractometer on hot or cold surfaces or other locations that could change the temperature of the instrument from ambient. When setting zero or making a measurement, take care not to heat or cool the refractometer from ambient

c. Test procedure. Perform the test as follows:

(1) Use fuel from the clear and bright sample previously taken, or otherwise obtain a

‘clear and bright’ sample of approximately 100mL.

(2) Transfer 80mL of the fuel sample to the graduated extraction vessel. (3) Using the pipette or burette, inject 1mL of distilled water into the extraction vessel. (4) Cap the extraction vessel. (5) Invert the extraction vessel (to ensure fluid is not retained in the isolating column)

and shake vigorously for two minutes to ensure FSII from the fuel is drawn into the water.

(6) Set the extraction vessel isolating column down and gently swirl, to assist the

water/FSII mixture to settle onto the gum rubber cap. (7) Allow the isolating vessel to stand (isolating column down) at ambient temperature

for 3 to 5 minutes, to allow complete settling of the water/FSII mixture onto the gum rubber cap.

(8) Thoroughly clean the prism faces with solvent. Using the optical tissues, remove all

traces of solvent from the face of the prism. Solvent will cause erroneous readings if left on the prism face. Do NOT use acetone to clean refractometers with perspex light windows.

(9) Using the pipette or burette, place a drop of distilled water onto the face of the

prism and close the prism.



6

(10) Set the scale to a Refractive Index (RI) reading of 1.3330 by turning the scale adjusting control (electric refractometers will need to be switched on).

(11) Without disturbing the adjusting control, clean the prism faces with solvent and an

optical tissue in preparation for the FSII concentration test. (12) Using the tap on the extraction vessel, carefully allow a few drops of the water/FSII

to drop onto the refractometer prism face and slowly close the upper prism. (13) Switch on the refractometer (if applicable) and record the RI indicated and

temperature that the sample was tested. (14) Using table H1 above, determine the RI correction to be applied, based on the

temperature at which the RI is determined. (15) Using the corrected RI figure, read the FSII concentration level from table H2

above, to the nearest 0.005%. (16) Thoroughly clean the refractometer prism face with solvent and wipe dry with

optical tissue. (17) Ensure serum bottles are washed with a detergent solution, rinsed in clean tap

water and then rinse again in distilled water. Thoroughly dry the bottles in the oven set at 90°C.

6. Test limits. Refer Part 5 Section 3 Chapter 1. 7. Actions on failure. If a sample fails the test, perform a retest using a different fuel sample. If this sample also fails, inform the BFQCM/O. 8. FSII level in fuel can be found out of specification for several reasons, including:

a. Insufficient product added into the fuel by the contractor, b. Leaching of the product out of the fuel with the presence of water, and

c. Incorrect use of the syringe or extraction vessel, in that some fuel is extracted with the

water/FSII mixture, thus providing an erroneous reading. 9. FSII level in fuel may be recovered to acceptable levels by blending or redosing. The BFQCM/O may authorise a fuel blend, provided it is assessed that the fuel may be recovered to within specification. Caution should be taken as moving fuel tends to lower conductivity levels. 10. BFQCM/Os do not have the authority to approve redosing of fuel with FSII. Strict limits apply to the amount of SDA able to be added, and whilst the small quantities in F-34 make handling the fuel safe, FSII as a product is highly toxic. JFLA shall be contacted if units wish to recover fuel via redosing. 11. For fuel deliveries, the JFLA QAM shall be notified prior to any blending action, so that warranty/rejection action may be pursued as necessary. 12. Documentation. Record all results as per the requirements of the applicable chapter in Part 5, Section 1. 13. Origin of procedure. The following information is relevant:

a. Procedure one. Procedure one is an interpretation of ASTM D5006-03, substituting an extraction vessel with a serum bottle and hypodermic syringe. This is acceptable provided the equipment is clean and used IAW the procedure defined above. This procedure has been retained from DEF(AUST)5695A, with no technical changes.

b. Procedure two. Procedure two is IAW ASTM D5006-03.



7

14. The following JFLA approved variations have been made to the originating procedures defined above. Variations are applicable to both procedures:

a. DSTO has advised (reference LIFELINE JFLA 00228/2010) that shaking the extraction vessel vigorously for 2 minutes whilst it contains the water/fuel mixture is adequate in the absence of a mechanical shaker. This is a reduction from the ASTM D5006-03 recommendation of 5 minute shaking time.

b. DSTO has advised (reference LIFELINE JFLA 00228/2010) that a settling time for the

water fuel mixture should extend to 3-5 minutes. This is an increase from the settling time of 2 minutes stated in ASTM D5006-03.

c. The ADF does not currently use the type of refractometers prescribed by ASTM 5006 (HB

or Brix). The refractometers used by the ADF are not compatible with the FSII measurement strategy prescribed by ASTM 5006-03, and use instead a Refractive Index measurement strategy through tables H1 and H2 – the origin of which are unknown. Nevertheless, DSTO have validated via experimentation (reference LIFELINE JFLA 00228/2010) that tables H1 and H2 are accurate and meet the intent of ASTM 5006-03.



8

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DEF(AUST)5695B Part 5 Sect 2 Chap 1 ANNEX I

1

PARTICULATE SAMPLE AND TEST PROCEDURE (MILLIPORE) 1. Purpose. To identify the level of suspended particulate matter (first two procedures) and all particulate matter (third procedure) in a sample of fuel. 2. Test procedures defined by this annex are applicable to Aviation Turbine Fuel only. Millipore particulate testing of Aviation Gasoline and ULP shall not be undertaken using the test methods defined below due to the potential for static build-up and discharge, and combustion/explosion of the sample. Millipore particulate testing of maritime and land diesel fuels shall not be undertaken by the test methods defined below, as the originating test procedures apply to aviation fuels only. 3. Two procedures are approved for determining the level of suspended particulate. A summary of the two approved procedures is provided below. Testing for both procedures is performed at an FQC Centre, however the method used to obtain a fuel sample differs.

a. Procedure one. A volume of fuel (between 3.8 to 5.0 litres) from a sample point is passed through a Millipore monitor in the field. The Millipore monitor is subsequently taken to an FQC Centre for testing. As this procedure passes a larger volume of fuel through the Millipore monitor than procedure two, it is the most accurate in determining the level of particulate and shall be used wherever possible.

b. Procedure two. A fuel sample (1.0 litres minimum) is taken from a sample point and

subsequently delivered to an FQC Centre where the sample is passed through a Millipore monitor. The Millipore monitor is then tested in the FQC Centre.

4. Procedure one is the most accurate and shall be used wherever possible. Procedure two may be used in the event that a Millipore sampling kit is not available in the field to take fuel samples. 5. One additional procedure is defined for use in investigating contamination levels from sources such as aircraft fuel tanks. The BFQCM may be required to carry out this procedure as a result of aircraft-specific maintenance requirements, or on request from a unit wishing to investigate a particular ad-hoc issue. Because particulate from such sources may be both suspended and non-suspended (eg may include gross contamination), a Millipore monitor is not used, since large particulate matter may lodge in the stainless steel funnel and not pass into the monitor.

a. Procedure three. A fuel sample (any volume, as determined by aircraft-specific maintenance requirements) is taken from an aircraft operating unit or other source and delivered to an FQC Centre for evaluation. The sample is passed through a set of 47mm Millipore papers in order to collect the contaminants for investigation. The weight of particulate is measured if required by the requesting unit, noting that pass/fail criteria are set by aircraft-specific maintenance publications or requesting unit: particulate contamination limits specified by Part 5 Section 3 of this publication do not apply. The BFQCM will report results to the unit and assist in any further investigation as required.

6. Test procedure – procedure one. Perform a Millipore test as follows:

a. Sampling equipment. The following items are required for the taking the sample:

(1) Stainless steel bucket marked at 5.0 litres.

(2) Serviceable bonding and earth leads.

(3) Cotton lint free cloth.

(4) Sampling jar.

(5) Millipore kit (NSN 6665-00-496-9623) and monitor (NSN 6640-00-764-5761) containing two pre-weighed 0.8 micrometer (μm) membrane filters.

b. Test equipment. The following items are required for conducting the test:

(1) Fume Cupboard.



2

(2) Oven (without fan assisted air circulation), controlling to 90 ± 5°C.

(3) Vacuum Pump. (4) Solvent Filtering Dispenser (fitted with 0.45 micrometer (μm) membrane filter). (5) Stainless Steel Funnel. (6) Petri Dishes, approximately 125 mm diameter. (7) Forceps, flat bladed, unserrated, non-pointed tips. (8) Scriber. (9) Dowel, brass (approx 4mm diameter). (10) Static Electricity Control Wrist Strap and static mat.

(11) Analytical Balance (NSN 6670-66-150-9537 is recommended). (12) Microscope.

(13) Distilled water.

(14) Solvent (Hexane).

(15) Detergent (Comprox, Washall, Decon 90 etc).

c. Sampling procedure. Take a sample as follows:

WARNING

STATIC CHARGES MAY BUILD UP AS FUEL IS PASSED THROUGH A MILLIPORE MONITOR. THE OPERATOR SHALL ENSURE THAT ALL SAMPLING EQUIPMENT IS BONDED AND GROUNDED TO EARTH. THIS TEST PROCEDURE IS APPLICABLE TO AVIATION TURBINE FUEL ONLY.

NOTE

A suitable sampling point must be selected prior to taking a sample. Examples include sampling points where a stainless steel ball or plug type valve internal design is adopted. The likelihood of trapping or generating solid contaminants internally can be significantly reduced if these types of sampling points are used.

(1) If the sample is to be taken from a low point drain or other location where

water/sediment is likely to collect, perform a visual ‘clear and bright’ test IAW Annex B prior to taking a Millipore sample. If the sample fails, refer to the annex B actions on failure before proceeding.

(2) If the sample is to be taken from another location (such as a dedicated Millipore

sample point), flush the line to ensure any debris from the point is removed. A clear and bright test is not required.

(3) Check to ensure that pressure at Millipore point does not exceed 100 psi (700kpa).

Damage to the Millipore sample kit may occur if pressure is above 100 psi (700 kpa).

(4) Assemble the Millipore sampling kit IAW manufacture’s directions, making sure of

the following key points:



3

i. Ensure fuel transfer tube has a bonding lead passing through it, and that all

earthing/bonding leads are serviceable; ii. Clean the sampler top and bottom with a clean lint free rag; iii. Remove bungs from the monitor and place the monitor into the sampling kit

holder/body, spoke side down (inlet side up); iv. Ensure that the tap to the sampler body is in the OFF position; v. Ensure bypass tube is fitted to the sampler body;

(5) Clean sampler fitting and sample point with a clean lint free rag.

(6) Connect the Millipore sampling kit to the sample point and position the stainless

steel bucket. Ensure all earthing and bonding leads are fitted correctly to ensure the Millipore sampling kit is bonded to the stainless steel bucket, and the bucket is earthed to a serviceable earth point.

(7) Begin pumping/product movement such that a representative fuel sample is

obtained in the steps below.

(8) Open the tap on the assembly to the BYPASS position and allow approximately 100-200mL to pass through the sampling kit into the stainless steel bucket, to flush both the sampling point and kit. Once flushing is complete which is evidenced by ‘clear and bright’ fuel passing into the bucket, turn the tap to the OFF position and dispose of the flushed fuel as waste, IAW approved procedures.

(9) Turn the Millipore sampling kit tap to the OPEN position. Allow fuel to pass through

hose until between 3.8 to 5.0 litres of fuel has passed into the bucket before turning the tap to the OFF position.

(10) Remove Millipore sampling kit from the sampling point and reattach sampling point

cap/cover. (11) Holding the Millipore sampling kit upright and turning the tap to the BYPASS

position, allow the fuel to drain out of the Millipore sampling kit before disassembly. When all fuel has drained out, turn tap to OFF position.

(12) Unscrew top of Millipore sampling kit and place back into its case. (13) Place bung in Millipore monitor inlet and remove. (14) Place bung in opposite side of Millipore monitor and label the monitor with the

amount of fuel passed through the Millipore monitor, and any other relevant information (date of test, sample location, etc).

(15) Clean the Millipore sampling kit and return it to its case. (16) Dispatch the Millipore monitor to test facility.

(17) If possible, return the 3.8 to 5.0 litres of fuel to QCI. Otherwise, dispose of fuel IAW

approved procedures.

d. Preparation for test. Prepare for the test as follows:

(1) Obtain the applicable Millipore monitor delivered from the field. (2) Switch on the oven and allow it to stabilize at 90°C. (3) Wash the petri dishes, stainless steel funnel, and all other equipment to be used

for hexane flushing with warm water containing detergent.



4

(4) Rinse the petri dishes, stainless steel funnel, and all other equipment to be used

for hexane flushing with warm water, and then with distilled water.

(5) Drain the petri dishes, stainless steel funnel, and all other equipment to be used for hexane flushing, and then air or oven dry.

e. Test Procedure. Perform the test as follows:

NOTE

This procedure is intended to identify even very small amounts of particulate contamination (fractions of a milligram per litre of fuel). To avoid erroneous results, all equipment used in the test must be scrupulously clean. (1) Perform visual inspection on test equipment to ensure no contamination was

introduced in the cleaning and rinsing processes, or during equipment storage. Repeat the preparation for test procedures if necessary. Handle equipment with care to ensure contamination is not introduced in the testing process.

(2) Prepare one petri dish for each sample tested. Use a spirit felt pen to mark the

sample number on each dish to avoid a mix-up of test results.

(3) Assemble the apparatus as shown at Figure I1 in the fume cupboard.

WARNING

STATIC CHARGE GENERATION WILL OCCUR WHILST CARRYING OUT MILLIPORE TESTING. THE OPERATOR SHALL ENSURE THAT ALL SAMPLING AND TEST EQUIPMENT IS APPROPRIATELY BONDED AND GROUNDED TO REDUCE THE LIKELIHOOD OF A STATIC DISCHARGE. ENSURE THAT THE STATIC CONTROL WRIST STRAP IS ATTACHED FIRMLY AND IN CONTACT WITH THE SKIN. THE BODY WILL NOT BE GROUNDED IF THE WRIST STRAP IS EITHER LOOSE OR IN CONTACT WITH CLOTHING.

(4) Earth/bond the assembled apparatus shown in Figure I1 by connecting a wire from

both the stainless steel funnel and the receiving flask stainless steel tube, to a laboratory ground. Also connect an earth/bond wire from the inside of the receiving flask (and safety flask if used) to the same laboratory ground.

(5) Record the quantity of fuel passed through the Millipore monitor in the FQC

Analysis Log. (6) Connect the vacuum supply to the flask.

WARNING

HEXANE IS HARMFUL IF SPLASHED INTO THE EYES. PPE INCLUDING EYE PROTECTION, SAFETY GLASSES OR FACE SHIELD IS TO BE WORN AT ALL TIMES WHEN USING THIS SOLVENT. (7) Pour approximately 250mL of hexane solvent from the solvent filtering dispenser or

intermediary container (eg beaker) into the funnel, and allow the fluid to pass through the monitor into the vacuum flask.

(8) Remove the funnel from the top of the monitor. If any particulate is visible in the top

half of the monitor, flush gently with hexane to ensure all particulate is washed onto the filter membrane.



5

Figure I1 – Millipore (Matched Weight) and Flask

(9) Slowly release the vacuum once the monitor appears dry. (10) Remove the monitor from the flask and carefully dismantle it while holding it in the

uptight position. (11) Gently push the membranes out of the monitor, by passing the brass dowel

through the outlet orifice onto the membrane support pad. Ensure that both membranes are removed from the monitor. To avoid dislodging any contaminants when handling the membranes, do not flick the membranes, but keep them horizontal ensuring the contaminants remain uppermost.

(12) Mark the petri dish top and bottom with details of the control and contaminated

membranes, to ensure each membrane can be identified. (13) Using the scriber and forceps, carefully separate the two membranes and place

them side by side in the petri dish. (14) Place the petri dish (lid slightly ajar) in the oven for 30 minutes at 90°C ± 5°C to dry

the membranes.



6

(15) Remove the petri dish from the oven and allow to rest for 30 minutes with the lid slightly ajar, but still covering the membranes. This allows the membranes to normalize with ambient temperature and humidity.

NOTE

Use forceps to handle the filter membranes, gripping the edge of the membrane only. Hold membranes horizontally and with care to ensure contaminants are not lost. When weighing the membranes, ensure the balance window is closed and the balance is not bumped. If scales used measure in units other than milligrams, ensure membrane weight is converted to milligrams before applying the equation below.

(16) Using the analytical balance, weigh the membrane that contains the contaminants,

and record its weight in milligrams as W1. Return the membrane to the petri dish after weighing.

(17) Weigh the control membrane and record its weight as W2. Return the membrane

to the petri dish after weighing.

(18) Calculate the particulate contamination in mg/L, using the following formula:

( )sample of litres21 ion Contaminat eParticulat

WW −=

(19) Record the results to the nearest 0.01 mg/L in the FQC Analysis Log.

7. Test procedure – procedure two. Procedure two may be used only where a Millipore kit is not

available to take fuel samples in the field. Perform a Millipore test as follows:

a. Sampling Equipment. The following items are required for taking the sample:

(1) Sampling Container (minimum 1 litre).


(1) Fume Cupboard. (2) Oven (without fan assisted air circulation), controlling to 90 ± 5°C.

(3) Vacuum Pump. (4) Solvent Filtering Dispenser (fitted with 0.45 micrometer (μm) membrane filter). (5) Stainless Steel Funnel. (6) Petri Dishes, approximately 125 mm diameter. (7) Forceps, flat bladed, unserrated non-pointed tips. (8) Scriber. (9) Dowel, brass (approx 4mm diameter). (10) Static Electricity Control Wrist Strap and static mat. (11) Millipore monitor (NSN 6640-00-764-5761) containing two pre-weighed 0.8

micrometer (μm) membrane filters.



7

(12) Analytical Balance (NSN 6670-66-150-9537 is recommended). (13) Microscope. (14) Distilled water. (15) Solvent (hexane). (16) Detergent (Comprox, Washall, Decon 90 etc.).

c. Sampling Procedure. Take a sample as follows:

(1) Where possible, take the fuel sample in a container that will also be used for delivery to the FQC centre, to avoid the need for transfer the sample from one container to another.

NOTE

A suitable sampling point must be selected prior to taking a sample. Examples include sampling points where a stainless steel ball or plug type valve internal design is adopted. The likelihood of trapping or generating solid contaminants internally can be significantly reduced if these types of sampling points are used.

(2) If the sample is to be taken from a low point drain or other location where

water/sediment is likely to collect, perform a visual ‘clear and bright’ test IAW Annex B prior to taking a Millipore sample. If the sample fails, refer to the annex B actions on failure before proceeding.

(3) If the sample is to be taken from another location (such as a dedicated Millipore

sample point), flush the line to ensure any debris from the point is removed. A clear and bright test is not required.

(4) Using a clean sample container, obtain a fuel sample of at least 1.0 litre. (5) Carefully seal the container and label with relevant information (date of test,

sample location, etc). (6) Dispatch to FQC test centre for testing.


(1) Obtain the applicable Millipore sample (1 litre minimum) delivered from the field. (2) Perform a ‘clear and bright’ test on the sample IAW annex B to check for large

particulate contamination, which may not pass through the stainless steel funnel tube into the filter monitor. If large particulate contamination exists, discontinue the test as the sample should fail the test limits prescribed by Part 5 Section 3. Carry out test procedure three below, to collect and analyse the contamination.

(3) Switch on the oven and allow it to stabilize at 90°C.

(4) Wash the petri dishes, stainless steel funnel, and all other equipment to be used

for hexane flushing with warm water containing detergent.

(5) Rinse the petri dishes, stainless steel funnel, and all other equipment to be used for hexane flushing with warm water, and then with distilled water.

(6) Drain the petri dishes, stainless steel funnel, and all other equipment to be used for

hexane flushing, and then air or oven dry.



8


NOTE



(2) Prepare one petri dish for each sample tested. Use a spirit felt pen to mark the

sample number on each dish to avoid a mix-up of test results. (3) Assemble the apparatus as shown at Figure I1 in the fume cupboard.

WARNING

STATIC CHARGE GENERATION WILL OCCUR WHILST CARRYING OUT MILLIPORE TESTING. THE OPERATOR SHALL ENSURE THAT ALL SAMPLING AND TEST EQUIPMENT IS APPROPRIATELY BONDED AND GROUNDED TO REDUCE THE LIKELIHOOD OF A STATIC DISCHARGE. ENSURE THAT THE STATIC CONTROL WRIST STRAP IS ATTACHED FIRMLY AND IN CONTACT WITH THE SKIN. THE BODY WILL NOT BE GROUNDED IF THE WRIST STRAP IS EITHER LOOSE OR IN CONTACT WITH CLOTHING. (4) Earth/bond the assembled apparatus shown in Figure I1 by connecting a wire from

both the stainless steel funnel and the receiving flask stainless steel tube, to a laboratory ground. Also connect an earth/bond wire from the inside of the receiving flask (and overflow flask if used) to the same laboratory ground.

(5) Record the quantity of sampled fuel to be tested in the FQC Analysis Log. (6) Connect the vacuum supply to the flask.

(7) Shake the sample of fuel to dislodge contaminants and then pour the sample into

the funnel, and allow the fluid to pass through the monitor into the vacuum flask.

(8) Visually inspect the sample container for any remaining particulate. If particulate remains, pour a quantity of hexane into the sample container, swill/shake and pour into the funnel. Repeat this step until all visible particulate is removed from sample container.

WARNING

HEXANE IS HARMFUL IF SPLASHED INTO THE EYES. PPE INCLUDING EYE PROTECTION, SAFETY GLASSES OR FACE SHIELD IS TO BE WORN AT ALL TIMES WHEN USING THIS SOLVENT. (9) Pour approximately 250mL of hexane solvent from the solvent filtering dispenser or


(10) Remove the funnel from the top of the monitor. If any particulate is visible in the top

half of the monitor, flush gently with hexane to ensure all particulate is washed onto the filter membrane.



9

(11) Slowly release the vacuum once the monitor appears dry. (12) Remove the monitor from the flask and carefully dismantle it while holding it in the

upright position. (13) Gently push the membranes out of the monitor by passing the brass dowel through

the outlet orifice onto the membrane support pad. Ensure that both membranes are removed from the monitor. To avoid dislodging any contaminants when handling the membranes, do not flick the membranes, but keep them horizontal ensuring the contaminants remain uppermost.

(14) Mark the petri dish top and bottom with details of the control and contaminated

membranes, to ensure each membrane can be identified. (15) Using the scriber and forceps, carefully separate the two membranes and place

them side by side in the petri dish. (16) Place the petri dish (with lid ajar) in the oven for 30 minutes at 90°C ± 5°C to dry

the membranes.


NOTE








WW −=

(21) Record the results to the nearest 0.01 mg/L in the FQC Analysis Log.

8. Test procedure – procedure three. Perform the test as follows:

a. Sampling equipment. The following items are required for the taking the sample:

(1) Nil. Sample is supplied by requesting unit.


(1) Fume Cupboard. (2) Oven (without fan assisted air circulation), controlling to 90 ± 5°C.



10

(3) Vacuum Pump. (4) Solvent Filtering Dispenser (fitted with 0.45 micrometer (μm) membrane filter). (5) Glass or stainless steel Filter Funnel. (6) Petri Dishes, approximately 125 mm diameter. (7) Forceps, flat bladed, unserrated non-pointed tips. (8) Scriber. (9) Static Electricity Control Wrist Strap and static mat. (10) Millipore matched weight control membrane filters, 47mm diameter, 0.8 micrometer

(μm) pore size (NSN 6640-00-159-2438).

(11) Analytical Balance (NSN 6670-66-150-9537 is recommended). (12) Microscope. (13) Distilled water. (14) Solvent (hexane). (15) Detergent (Comprox, Washall, Decon 90 etc.).

c. Sampling procedure. N/A. The sample will be provided to the FQC centre by the

requesting unit. FQC staff may assist in the sampling process as desired. If it is believed the sample has not been taken in a manner which will yield representative results, the BFQCM may request another sample be taken.


(1) Obtain the fuel sample delivered from the unit/field. (2) Switch on the oven and allow it to stabilize at 90°C.

(3) Wash the petri dishes, funnel, and all other equipment to be used for hexane

flushing with warm water containing detergent.

(4) Rinse the petri dishes, funnel, and all other equipment to be used for hexane flushing with warm water, and then with distilled water.

(5) Drain the petri dishes, funnel, and all other equipment to be used for hexane

flushing, and then air or oven dry.


NOTE





11

(2) Prepare one petri dish for each sample tested. Use a spirit felt pen to mark the sample number on each dish to avoid a mix-up of test results.

(3) Assemble the apparatus as shown at Figure I2 in the fume cupboard.

Figure I2 – 47mm Membrane Filters and Flask

WARNING

STATIC CHARGE GENERATION MAY OCCUR WHILST CARRYING OUT TESTING. THE OPERATOR SHALL ENSURE THAT ALL TEST EQUIPMENT IS APPROPRIATELY BONDED AND GROUNDED TO REDUCE THE LIKELIHOOD OF A STATIC DISCHARGE. ENSURE THAT THE STATIC CONTROL WRIST STRAP IS ATTACHED FIRMLY AND IN CONTACT WITH THE SKIN. THE BODY WILL NOT BE GROUNDED IF THE WRIST STRAP IS EITHER LOOSE OR IN CONTACT WITH CLOTHING. (4) Earth the assembled apparatus shown in Figure I2 by connecting a wire from the

clamps holding the filtration assembly together to a laboratory ground. Also connect an earth/bond wire from the inside of the receiving flask (and overflow flask if used) to the same laboratory ground.



12

(5) Record the quantity of sampled fuel to be tested in the FQC Analysis Log.

(6) Connect the vacuum supply to the flask. (7) Shake the sample of fuel to dislodge contaminants and then pour the sample into

the funnel, and allow the fluid to pass through the monitor into the vacuum flask. (8) Visually inspect the sample container for any remaining particulate. If particulate

remains, pour a quantity of hexane into the sample container, swill/shake and pour into the funnel. Repeat this step until all visible particulate is removed from sample container.

WARNING

HEXANE IS HARMFUL IF SPLASHED INTO THE EYES. PPE INCLUDING EYE PROTECTION, SAFETY GLASSES OR FACE SHIELD IS TO BE WORN AT ALL TIMES WHEN USING THIS SOLVENT.

(9) Pour approximately 250mL of hexane solvent from the solvent filtering dispenser or


(10) Wash down the inside of the funnel with hexane solvent to remove any remaining

particulate.

(11) Mark the petri dish top and bottom with details of the control and contaminated membranes, to ensure each membrane can be identified.

(12) Once the membranes are dry, remove the vacuum and use the scriber and forceps

to remove the membranes from the filter base and place them side by side in the petri dish.

(13) Place the petri dish (lid slightly ajar) in the oven for 30 minutes at 90°C ± 5°C to dry

the membranes.


NOTE









13


WW −=

(18) Record the results to the nearest 0.01 mg/L on the FQC log and provide to the

requesting unit if required. (19) If required by operating unit, use a microscope to attempt to identify the

contamination. Record any findings in the remarks column of the FQC log. 9. Test limits. For procedures one and two, the following limits apply:

a. For failure limits, refer Part 5 Section 3 Chapter 1. b. For contamination in excess of 0.5 mg/L but below the failure limit, follow the actions

as per the ‘actions for particulate > 0.5 mg/L’ section, below. 10. For procedure three, limits are as per equipment maintenance instructions. Report findings to

the operating/requesting unit and assist as required. 11. Actions for particulate > 0.5 mg/L. Where fuel particulate levels are found to be below the

failure limit (Part 5 Section 3) but above 0.5 mg/L, action is required to investigate the source of the contamination. However, the fuel is serviceable and may continue to be used – the fuel should not be quarantined from use. Use a microscope to attempt to identify the contamination. Record any findings in the remarks column of the FQC log.

12. If the contamination is identified or no unusual factors exist, the BFQCM/O may authorise fuel

recirculation through filtration equipment to clean the fuel. Retest to ensure particulate levels have decreased below the ‘take action’ level. Caution should be exercised as the concentration of SDA in fuel is known to decrease with fuel movement.

13. JFLA shall be consulted if the contamination is unusual, or if other factors exist which place in

doubt the likelihood of recirculating the fuel successfully. 14. Actions on failure. If a sample fails the test, perform a retest using a different fuel sample. If

this sample also fails, use the microscope to identify the contamination and inform the BFQCM/O. Retain the samples taken and investigate the source of the contamination. Contact JFLA for advice as required.

15. If the contamination is identified and no unusual factors exist, the BFQCM/O may authorise fuel

recirculation through filtration equipment to clean the fuel. Retest to ensure fuel is within particulate limits. Caution should be exercised as the concentration of SDA in fuel is known to decrease with fuel movement.

16. JFLA shall be consulted if the contamination cannot be positively identified. JFLA may engage

the resources of DSTO Aircraft Forensic Engineering (AFE) and/or Fuel sections, to identify the source of contamination.

17. Documentation. Record all results as per the requirements of the applicable chapter in Part 5,

Section 1. 18. Origin of procedures. The following information is relevant:

a. Procedure one. Sampling and testing is carried out IAW ASTM D2276-00. b. Procedure two. Sampling and testing is carried out IAW ASTM D5452-00.

c. Procedure three. Sampling is taken IAW approved aircraft maintenance procedures, and

tested IAW a simplified version of ASTM D5452-00.



14

19. The following JFLA approved variations have been made to the procedures defined above:

a. For all procedures, colour rating procedures defined in ASTM D2276-00 and D5452-00 are not included in the test, since this process has no direct correlation to gravimetric testing.

b. For all procedures, isopropyl alcohol, hexane and reagents are not used in cleaning

preparation for testing equipment. In their place, a visual inspection of the equipment is introduced. This has been assessed as an adequate substitute by DSTO (reference LIFELINE JFLA 00228/2010).

c. For all procedures, removable glass supports are not used with petri dishes as required

by ASTM D2276 and D5452, as these are only required to simplify the handling of filter membranes.

d. For all procedures, a continuity test of the equipment is not performed as required by

ASTM D2276 and D5452. Reliance is placed on the BFQCM to ensure equipment is serviceable and connected correctly, and appropriate warnings are defined in all three procedures in this regard.

e. For all procedures, the Millipore monitor kit and 47mm filter membranes specified are

match-weighed, hence the preparation requirements for the filter membranes specified in ASTM D2276 and D5452 are not necessary.

f. For procedure one, a stainless steel funnel is placed on top of the Millipore monitor, to

simplify the hexane addition process. The funnel is cleaned IAW procedures defined for other equipment in ASTM D2276.

g. For procedures one and two, Millipore test kits are prepared and assembled IAW

manufacturers instructions. This is necessary since ASTM D2276 and D5452 do not refer specifically to Millipore monitors, only generic membrane filters.

h. For procedures one and two, a ‘take action’ range is specified. The purpose of this range

is to ensure appropriate actions are taken at ‘elevated’ (but acceptable) particulate levels, so that fuel may continue to be used whilst any issues are investigated, which may otherwise lead in future to the fuel becoming unserviceable.

i. For procedure two, a sample of 1.0 litre is used, whereas ASTM D5452-00 recommends

3.8 – 5.0 litres. DSTO has determined that 1.0 litre is adequate for this test procedure (reference TBD).

j. For procedure two, 37mm Millipore monitors are substituted for the 47mm matched

weight membrane filters prescribed by ASTM D5452-00. This substitution, done to standardise testing procedures with procedure one for simplicity, is permitted by ASTM RR:D02-1012.

k. For procedure two and three, simplified methods of assembly are used to that prescribed

by ASTM D5452, not influencing the accuracy of the results.

l. For procedure two and three, ASTM D5452 stipulates 4 consecutive 50mL flushes of hexane through the funnel are required to wash particulate through the filter membranes. DSTO has determined that a single flush of 250mL of hexane – as permitted by an equivalent step in ASTM D2276 – is acceptable (reference TBA).

m. For procedure three, minor simplifications are made to some elements (eg sample size is

not specified, and a simplified sample container rinsing method is used), given the altered intent of procedure three, meaning a highly accurate gravimetric analysis is not required.


DEF(AUST)5695B Part 5 Sect 2 Chap 1 ANNEX J

1

PARTICULATE TEST PROCEDURE – AEL MK III

1. Reserved. Refer to annex N for current procedures.


DEF(AUST)5695B Part 5 Sect 2 Chap 1 ANNEX J

2

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DEF(AUST)5695B Part 5 Sect 2 Chap 1 ANNEX K

1

CLOUD POINT TEST PROCEDURE 1. Purpose. To determine cloud point of a petroleum product. Cloud point is a measure of the lowest temperature at which a petroleum product may be used, as below this temperature, wax crystals begin to form in the product which may block fuel system components. Cloud point is most important for fuels expected to be operated at low temperatures. Failure on test may therefore not be related to out of specification fuel, simply that a fuel may not perform satisfactorily in certain environments. 2. Equipment required. The following equipment may be required to perform a cloud point test (see figure K1):

a. A large glass beaker to function as a cooling bath; b. A cylindrical test jar, made from clear glass, with a flat bottom, 33.2 to 34.8 mm outside

diameter and 115 and 125 mm height. The inside diameter of the jar may range from 30 to 32.4 mm within the constraint that the wall thickness be no greater than 1.6 mm. The jar should be marked with a line to indicate sample height 54 ± 3 mm above the inside bottom;

c. Two thermometers;

d. A cork, to fit the test jar, bored centrally for the test thermometer;

e. A cylindrical, watertight jacket, made from metal or glass, with a flat bottom, about 115

mm in depth, with an inside diameter of 44.2 to 45.8 mm;

f. A disk, made from cork or felt, 6 mm thick to fit loosely inside the jacket; and

g. A ring form gasket, about 5 mm in thickness, to fit snugly around the outside of the test jar and loosely inside the jacket, to prevent the test jar from touching the jacket. The gasket may be made of rubber, leather, or any other material elastic enough to cling to the test jar and hard enough to hold its shape.

3. Test procedure. Perform a cloud point test as follows:

a. Use fuel from the clear and bright sample previously taken, or otherwise obtain a ‘clear

and bright’ sample of sufficient quantity for the conduct of this test. b. Make an ice/salt bath in the glass beaker by pouring about 25mm of salt in the beaker

and about half the beaker capacity of crushed ice and a little water. The temperature of the mixture must be lowered to –12°C. Ensure that ice is always present in the mixture during the test.

c. Place the disk and jacket in the cooling medium and leave for 10 minutes. d. Bring the fuel sample to a temperature at least 14°C above the specification cloud point.

Remove any moisture by filtration through dry lint free filter paper, while ensuring that the fuel temperature remains at least 14°C above the specification cloud point.

e. Pour the fuel sample into the test jar to the level mark.

f. Close the test jar tightly by the cork carrying the test thermometer. Adjust the position of

the cork and the thermometer so that the cork fits tightly, the thermometer and the jar are coaxial, and the thermometer bulb is resting on the bottom of the jar.

g. Ensure that the disk, gasket and the inside of the jacket are clean and dry.

h. Support the jacket in the glass beaker so that it is free of excessive vibration and firmly in

a vertical position, and so that not more than 25 mm of the jacket projects out of the cooling liquid in the glass beaker.

i. Place the disk in the bottom of the jacket.



2

j. Place the gasket around the test jar, approximately 25 mm from the bottom. Insert the

test jar into the jacket. Do not place the jar directly into the cooling liquid.

k. Check and maintain the temperature of the cooling beaker mixture at –12 ± 1.5 °C.

l. For each multiple of 1°C on test thermometer, perform the following within 3 seconds:

(1) Remove the test jar from the jacket without disturbing the fuel, (2) Inspect for cloud, and (3) Replace the test jar in the jacket.

m. When such inspection first reveals any distinct cloud or haze at the bottom of the test jar,

record the temperature to the nearest 1°C. This is the cloud point. n. If a cloud point cannot be identified, record the lowest reading indicated by the

thermometer, to the nearest 1°C.

Figure K1 – Equipment for cloud point test (dimensions in mm) 4. Test limits. Refer Part 5 Section 3 Chapter 1. 5. Actions on failure. If a sample fails the test, perform a retest using a different fuel sample. If this sample also fails, inform the BFQCM/O. 6. Special consideration of the environmental operating conditions should be made to decide if fuel, which does not conform to the specification for cloud point of –1°C, can be accepted or blended with F–44. JFLA shall be contacted for advice if uncertainty exists.



3

7. Documentation. Record all results as per the requirements of the applicable chapter in Part 5, Section 1. 8. Origin of procedure. This procedure is IAW ASTM D2500-09 with the following approved JFLA deviations.

a. A cooling beaker mixture at –12 ± 1.5 °C is used for this test. ASTM D2500-09 requires a temperature of –18 ± 1.5 °C. DSTO has determined that this is acceptable (ref TBD).



4

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DEF(AUST)5695B Part 5 Sect 2 Chap 1 ANNEX L

1

WATER REACTION TEST PROCEDURE 1. Purpose. To determine the effect of any surface-active contaminants on the water separating properties (demulsibility) of the fuel. 2. Equipment required. The equipment required is as follows:

a. A glass cylinder, graduated to 100mL in 1mL graduations provided with a stopper. The cylinder should be long enough to allow 50 – 60mm clearance between the top of the cylinder and the top graduation;

b. A thermometer with range 0 – 50°C graduated in 1°C steps; and

c. Distilled water.

3. Test procedure. Perform a water reaction test as follows:

a. Use fuel from the clear and bright sample previously taken, or otherwise obtain a small (100mL approx) ‘clear and bright’ sample for the conduct of this test.

b. Place 20mL of the distilled water and 80mL of the fuel sample at 20°C +/– 5°C in the

cylinder, insert stopper, observe and record the actual volume of water to the nearest 0.5mL.

c. Shake the cylinder, avoiding any swirling motion, for exactly two minutes at a rate of two

to three strokes per second and with stroke length of 150 – 250mm.

d. Immediately after shaking, place the cylinder on a vibration free surface in diffused light and allow to stand undisturbed for 10 minutes.

e. Without moving the cylinder, view (example results are highlighted in figure L1) in

diffused light and record the following:

(1) The change in volume of the aqueous layer to the nearest 0.5mL.

(2) The condition of the interface in accordance with Table L1.

(3) The degree of separation of the two phases in accordance with Table L2.

f. Calculate the change in volume of the water layer.

RATING APPEARANCE 1 Clear and Clean

1b Clear bubbles covering not more than an estimated 50% of the interface and no shreds, lace or film at the interface.

2 Shred, lace, or film or scum at the interface

Table L1 – Interface Conditions

RATING APPEARANCE

1 Complete absence of all emulsions and/or precipitates within either layer or upon the fuel layer.

2 Same as (1), except small air bubbles or small water droplets in the fuel layer.

3 Emulsions and/or precipitates within either layer or upon the fuel layer, and/or droplets in the water layer or adhering to the cylinder walls, excluding the walls above the fuel layer.

Table L2 – Separation


DEF(AUST)5695B Part 5 Sect 2 Chap 1 ANNEX L

2

4. Test limits. Refer Part 5 Section 3 Chapter 1. 5. Actions on failure. If a sample fails the test, perform a retest using a different fuel sample. If this sample also fails, inform the BFQCM/O. 6. Documentation. Record all results as per the requirements of the applicable chapter in Part 5, Section 1. 7. Origin of procedure. This procedure is IAW ASTM D1094-00 with the following JFLA approved deviations:

a. ASTM D1094-00 prescribes the use of phosphate buffer solution instead of distilled water in step (b) of this test procedure. Origin of this deviation is yet to be determined, however the procedure has been transferred from DEF(AUST)5695A with no technical changes, hence the procedure has been previously approved by JFLA.

Figure L1 – Water Reaction Tests: F-76


DEF(AUST)5695B Part 5 Sect 2 Chap 1 ANNEX M

1

FILTER BLOCKING TENDENCY TEST PROCEDURE 1. Purpose. To determine the filter blocking tendency of distillate fuel oils where a high degree of cleanliness is desired. The test method defined below is applicable to fuels within the viscosity range of 1.50 to 6.00 mm2/s (cSt) at 40°C. 2. This test method cannot be applied to fuel grades which are not ‘clear and bright’, because water interferes with the measurement of filter plugging. 3. Equipment required. The following equipment may be required to perform a filterability test:

a. A Diesel Fuel Filterability Kit (DFFK), comprising the following equipment (see also figure M1):

(1) A piston pump, incorporating a pulse damper, capable of delivering a constant

volume rate of 20 ± 1 mL/min; (2) A calibrated pressure gauge, graduated 0 to 200 kPa (2 kPa graduations,

minimum);

(3) A stainless steel filter unit, 13mm diameter;

(4) Batch selected Whatman glass fibre filters, grade GF/A, 13mm diameter, with nominal pore size 1.6 µm;

(5) Two graduated 400 mL glass beakers, to be used as the reservoir and collector;

(6) One thermometer;

(7) Stopwatch or other timing device; and

(8) Spade ended forceps.

4. Test procedure. Perform a filterability test as follows:

a. Use fuel from the clear and bright sample previously taken, or otherwise obtain a ‘clear and bright’ sample of sufficient quantity for the conduct of this test.

b. Assemble the apparatus as illustrated by figure M1, without the filter unit connected. c. To ensure the pump and pipework are clean and to calibrate the pump, fill the fuel

reservoir with fuel that has been previously filtered through a glass fibre medium. Measure the delivery rate of the pump by timing the extraction of 200mL from the reservoir. If the extraction time is not 10 minutes ± 30 seconds, adjust the pump and repeat this step.

d. Assemble the filter unit as illustrated by figure 1, using a new glass fibre filter medium

handled with forceps, taking care not to damage the medium. The filter medium is placed into the holder with the grid pattern uppermost. Do not fit the assembled filter to the system assembly at this stage.

e. Shake the fuel sample container vigorously for 2 minutes ± 5 seconds, and allow to stand

for five minutes. f. Transfer 320mL ± 5mL of the fuel sample into the reservoir. Examine for free water. If

free water is present, stop the test and obtain another fuel sample. g. Take the temperature of the sample and if necessary, adjust so that it is in the range

15°C to 25°C. Record the final fuel sample temperature. h. Place the pump suction pipe into the reservoir and run the pump until fuel flows from the

filter attachment fitting. Stop the pump and empty the collection beaker back into the reservoir.



2

i. Attach the assembled filter unit to the filter fitting, restart the pump, and start the

stopwatch. j. Check to ensure no leakage is evident from the filter unit. Leakage will yield erroneous

results. If leakage occurs, stop the test, reassemble the filter unit, and begin a new test. k. After 20 seconds, record the pressure gauge reading. If the reading is not in the range of

7 to 21 kPa, stop the pump and check the apparatus for faults. Fuels having an extremely high filter blocking tendency can cause the initial pressure to rise so rapidly that the initial pressure requirement is not met. If this is found to be the case after checking the assembly for faults, the test may be continued. Record the initial pressure reading as “high initial pressure”.

l. As pumping continues, observe the pressure gauge reading and volume of fuel

transferred to the collection beaker. Stop the pump and stopwatch immediately at the point where either:

(1) The pressure gauge reading rises to 105 kPa, or (2) When 300mL of fuel has been transferred to the collection beaker

m. Record the pressure gauge reading and the volume of fuel collected in the collection

beaker, to the nearest 10mL. n. Retain the fuel transferred to the collection beaker in a suitable, airtight container for the

next test, in order to perform the pump calibration. Store in a secure location, hidden from natural light.

5. Test limits. Receipt FBT for Australian F-76 must be less than 1.1. In-service limits are as per the table M1 below. 6. Actions on failure. If a sample fails the test, perform a retest using a different fuel sample. If this sample also fails, inform the BFQCM/O. Retain the samples taken and investigate the source of the contamination. Contact JFLA for advice as required. 7. Documentation. Record all results as per the requirements of the applicable chapter in Part 5, Section 1. 8. Origin of procedure. This procedure is IAW ASTM D2068-97 with the following JFLA approved deviations:

a. DSTO has advised (reference TBD) that the calibration requirement specified by ASTM D2068 is not required to be performed by the ADF, provided batch selected Whatman glass fibre filters are specified for use.

b. DSTO has advised (reference TBD) that fuel which causes a pressure rise over 105 kPa is unsuitable, and may only be considered for use in an emergency, such as an instance where there is an urgent operational requirement – fuel to be embarked is the minimum to meet this requirement (refer Table M1).



3

Figure M1 – Diesel Filterability Test Kit (DFTK)

FILTER UNIT



4

Volume of

Fuel Passed in

mLs

Pressure in kPa

Filter Blocking

Tendency as a Number

Notes

300 0 1

300 10 1

300 20 1.02

300 30 1.04

300 40 1.07 Mar

ine

Gas

Oil

300 50 1.11 300 60 1.15 300 70 1.2

300 80 1.26

300 90 1.32

Aus

tral

ian

F-76

Aus

tral

ian

Aut

omot

ive

Die

sel R

ange

300 100 1.38

Accept Fuel: No special precautions needed

290 105 1.44 270 105 1.49

UK

, Can

ada,

NZ

F-76

Ran

ge

250 105 1.56 230 105 1.64

US

F-76

Inte

rnat

iona

l Ran

ge o

f Die

sel F

uels

210 105 1.74

Some increase in filter usage can be expected

though polishing the fuel by centrifuging should be an improvement. If less than 250mLs consider

taking minimum quantity

190 105 1.87 170 105 2.03 150 105 2.24 130 105 2.52

110 105 2.9

Reject fuel if operationally possible. High increase in filter element use can be

expected. Polishing of fuel by centrifuging may give an improvement. If problems

occur during usage, consider debunkering at

next base port.

90 105 3.48

Mar

ine

Die

sel F

uels

70 105 4.4

50 105 6.08

Reject fuel unless operationally unavoidable. Use as emergency stock if embarked. Very high usage

rate of filters can be expected. Consider

debunkering at next base t

Table M1 – FBT limits


DEF(AUST)5695B Part 5 Sect 2 Chap 1 ANNEX N

1

WATER AND PARTICULATE CONTAMINATION TEST PROCEDURE (BS&W AND AEL MKIII CONTAMINATED FUEL DETECTOR)

BOTTOM SEDIMENT AND WATER TEST (BS&W)

1. SCOPE 1.1 The Bottom Sediment and Water test (BS&W), also known as the Water and Sediment test (ASTM 2709). This test method covers the determination of free water and sediment in diesel and other distillate fuels, as a pass – fail indication of product quality. Test results are not intended for use in calculating quantity. 2. OUTLINE OF TEST 2.1 Test Equipment. The Bottom Sediment and Water test is carried out using a centrifuge (NSN 6640–01–119–7870 or similar approved for ASTM 2709 testing). 3. TEST PROCEDURE 3.1 The following procedure is carried out for a BS&W test:


b. Fill the centrifuge tubes to the 100mL mark and firmly stopper.

NOTE

As the centrifuge can be run only if the head is balanced, more than one sample will be required. Identify each tube by labelling stopper or tube.

c. Mount the tubes in the holders ensuring that all are free to swing to the horizontal position. Close the lid and operate for 10 minutes at between 1500 and 2000 rpm.

d. When stationary, remove each tube and record the volume of water and sediment for

each.

NOTE The lowest part of the fuel layer should be used for all readings. The

lowest graduation on the tube is 0.05mL or 0.05% for a 100mL sample. Readings less than half this value should be recorded as NIL if no sediment or water is visible, or TRACE if a slight smear of sediment or small amount of water is visible.

e. Repeat until successive readings do not differ, or until the bottom sediment and water is

greater than 0.1%.

f. Record the final reading as BS & W (%). 4. ACTION TO TAKE AFTER TESTING 4.1 The following action is to be taken consequent to obtaining BS&W results:

a. Fuel exceeding 0.1% BS & W is not to be loaded unless no other supply is available.

b. If fuel with higher BS & W has to be accepted, the minimum quantity is to be loaded and strict procedures for tank stripping, centrifuging and filtering, as appropriate, must be followed.



2

NOTE

Fuel with high sediment content may cause rapid filter blockage.

5. Origin of procedure. The origin of this procedure is unknown. This procedure has been transferred from DEF(AUST)5695A with no technical changes, so the procedure has been approved previously by JFLA. AEL MKIII CONTAMINATED FUEL DETECTOR

6. SCOPE 6.1 The AEL MKIII instrument is designed to measure contamination levels in aviation turbine fuels and the results with F-76 may not be numerically accurate. The following procedure, as indicated for use with F-76, will provide a general indication of satisfactory or unsatisfactory fuel. When using with F-44, direct readings (in conjunction with the calibration chart) can be used. 7. OUTLINE OF TEST 7.1 Test Equipment. The instrument at figure N1 (NSN 6630-66-124-9950), consists of a fuel sample container, a fuel filtration system and a light transmission system for determining the quantity of solid contaminant on the filter membrane. 8. TEST PROCEDURE 8.1 The following initial procedure is carried out when using the AEL MKIII to test both F-76 and F-44:


b. Empty and flush the fuel flask.

c. Close the drain cock. Remove the filter holder from the bottle receiver by turning the

centre-locking ring anti-clockwise. The section with the rubber stopper is the filter holder, and should be inserted in the opening of the fuel flask.

d. Using forceps, place two millipore filters right side in the filter holder, ensuring that thee

filters are centred.

NOTE

The filters should only be handled with forceps. The filters are supplied in a plastic box and are stacked with the topside uppermost. Discard the coloured waxed paper separators.

e. Reassemble the filter holder and bottle receiver assembly by placing the bottle receiver

component on top of the filter holder component and turning the locking ring clockwise. Be careful to rotate the locking ring only, otherwise the filter papers may be torn.

8.2 Remove the filter holder and bottle receiver assembly from the fuel flask and place the bottle receiver end over the top of the polyethylene bottle to the marks indicated by Table N1 below, ensuring that all the threaded part of the bottle top is inserted into the bottle receiver:

Fuel Type Mark F-76 200mL F-44 800mL

Table N1 – Fuel type marks



3

NOTE

The sample container should be thoroughly shaken immediately before pouring the fuel into the polyethylene bottle.

8.3 The following steps are then undertaken for both fuel types:

a. The earth wire attached to the filter holder and bottle receiver assembly should be inserted into the opening adjacent to the drain arm. Turn the pump on.

b. Take the entire assembly (filter holder, bottle receiver and fuel sample bottle) invert and

insert (filter holder end) into the fuel flask. When all the fuel has been drained from the bottle, remove the bottle.

c. After all the fuel has passed through the filters, remove the bottle receiver component

exposing the filters. Stop the pump and drain the fuel from the flask.

d. Measure the light transmission as follows:

(1) Turn on the Right switch and allow warming up for at least two minutes. (This can be done while the fuel is filtering)

(2) With no filter in the receptacle, swing the photocell into the measuring position and

adjust the variable resistor until a reading of 600 micro-amps is obtained. (3) Using forceps, pick up the top filter and wet with clear fuel that has passed through

the filter and collected in the small polyethylene bottle. The filter should be uniformly translucent without any obvious dry patches.

(4) Lift the photocell and using the forceps, place the wet filter in the receptacle.

Record the reading of the milli-amp meter. (5) Remove the filter and repeat steps (3) and (4) with the bottom filter. (6) Subtract the top filter reading from the bottom filter reading.

e. From the contamination chart, obtain the contamination level.

9. RESULTS 9.1 The following interpretation is to be made and action to be taken following the F-76 test:

a. Record a reading of less than 5mg/L as PASS. A reading of 5mg/L or greater as FAIL. b. Fuel which fails the test should be used in the gas turbine engines only if no alternative

supply is available. More extensive than normal fuel purification procedures may be needed. Fuel which fails the test may be supplied to other (not gas turbine) ships, but any failure of the test indicates an unsatisfactory fuel supply system and the cause of the failure should be determined and reported.

9.2 The following interpretation is to be made and action to be taken following the F-44 test:

a. Record a reading of less than 0.5mg/L as PASS. A reading greater than 0.5mg/L but less than 1.0 mg/L as ACTION REQUIRED.

b. Refer to Part 2, Section 1, Chapter 5, paragraph 9.6 of this publication for contamination

limits and required procedures. 10. Origin of procedure. The origin of this procedure is unknown. This procedure has been transferred from DEF(AUST)5695A with no technical changes, so the procedure has been approved previously by JFLA.



4

FIGURE N1 – AEL MKIII CONTAMINATED FUEL DETECTOR


DEF(AUST)5695B Part 5 Sect 2 Chap 1 ANNEX O

1

FUEL DILUTION TESTING USING KITTIWAKE VISCOMETER 1. Scope. This publication specifies a method for the determination of lube fuel oil dilution percentages using the Kittiwake Viscometer which measures the viscosity of the test sample. A direct comparison of test results from the used oil sample against the viscosity values for new oil will indicate whether engine crankcase oil has been diluted by fuel leakage. 2. Engine oil viscosity is the most important property of any oil. Oil of the correct viscosity will provide optimum film strength resulting in reducing friction and leakage in rotating and reciprocating engine components. The viscosity of oil will be reduced by the presence of fuel in the oil. This is known as fuel dilution. Fuel dilution of engine crankcase oils may lead to premature failure of rotating and reciprocating engine components due to wear and may increase the likelihood of crankcase explosions. It is important that fuel dilution remain below 5%

NOTE

To reduce the likelihood of premature failure of rotating and reciprocating engine components and the likelihood of crankcase explosion, fuel dilution must remain below 5%

3. This publication is applicable to RAN vessels and shall be read in conjunction with Kittiwake user manual which is included with each test kit. 4. Outline of test. The Kittiwake viscosity test as used in the RAN utilises the Kittiwake Viscometer tilt ball test apparatus where a steel ball is caused to slide down a tube containing the oil under test. The time taken for the ball to travel from one end of the tube to the other is proportional to the viscosity of the oil. The Kittiwake Viscometer provides a viscosity value in centistokes (cSt) corrected to a standard 40ºC. This value can then be compared using the Fuel Dilution Approximation Percentage Chart (Figure O1) against the viscosity of new oil to determine fuel dilution value. 5. Refer to the Kittiwake test manual for further information pertaining to operating the Kittiwake test centre 6. Test limits. Where the Fuel Dilution Approximation Percentage Chart (Figure O1) indicates that fuel dilution for the sample under test is 5% or greater the crankcase lube oil should be considered unsuitable for use and replaced with crankcase lube oil of the correct viscosity. 7. Reporting. Fuel dilution values shall be taken daily on ships running engines and weekly on ships stationary engines. These values shall be recorded in the following

a. Diesel Engine Life History Log (RAN Form TI019);

b. Ships Maintenance Planning System and;.

c. Kittiwake Database (if utilised) 8. Origin of procedure. The origin of this procedure is Navy maintenance instructions. This procedure is not called out by Part 5 Section 1 of this publication and has been inserted as a placemarker, for future amendments to DEF(AUST)5695B.


DEF(AUST)5695B Part 5 Sect 2 Chap 1 ANNEX O

2

90 100 110 120 130 140 150

Viscosity of new oil cSt@40 deg C

Figure O1 – Fuel Dilution of Diesel Lubricating Oil


DEF(AUST)5695B Part 5 Sect 2 Chap 1 ANNEX P

1

TESTING OF DIESEL ENGINE LUBRICATION OILS USING KITTIWAKE PORTABLE OIL TEST CENTRE

1. Scope. This publication specifies the methods for the determination of the following test parameters for diesel engine lubricating oils predominantly used in the maritime environment. These tests are as follows:

a. Insoluble Content. Are a build up of combustion related debris and oxidation products within the oil such as

(1) Carbon from incomplete combustion. (2) Organic compounds from oxidation and thermal cycling of oils.

(3) Sulphates from combustion of sulphur and reaction with TBN additives

High insoluble content will cause an increase oil viscosity, wear on bearing and

running surfaces, blockage of oil galleries and filters and fouling around piston ring packs. Regular monitoring of insoluble content helps prevent lacquer formation on hot surfaces, sticking of piston rings and wear of cylinder liners and bearing surfaces. Kittiwake recommends that oil be changed out when insoluble content exceeds 2%

b. Water Content. Water can enter oil from many sources including condensation, leakage,

top ups and malfunction of oil treatment and cooling systems. Excessive water content that exceeds engine manufactures limits can:

(1) Corrode unprotected metal surfaces. (2) Attack and degrade bearing surfaces

(3) Cause instability of chemical additives in oil

(4) Cause the formation of emulsions

The water content of an engine oil shall not exceed the manufactures maximum content. Kittiwake recommends that oil be changed out when water content exceeds 0.2%

c. Total Base Number. This test is only relevant to diesel engine lubricants and is not

relevant to gear or hydraulic oils. Alkaline additives are present in engine oils to neutralise acids derived both from combustion and oxidation caused from ageing. TBN is a measurement of the alkaline reserves of the oil and its ability to neutralise these acids. Low alkalinity reserves provides insufficient neutralisation capacity which can lead to corrosion of engine components particularly around piston ring areas and top end bearings. Kittiwake recommends that oil be changed out when TBN has dropped by at least 50% of new oil.

d. Total Acid Number: This test is only relevant to gearbox, hydraulic and gas turbine oils. TAN is a measure of both the weak and strong acids present in the oil. A rise in the TAN value of a used oil is generally associated with oxidation due to ageing and/or operating temperatures. High TAN values can cause

(1) Gum and lacquer formation on metal surfaces. (2) Increase in viscosity.

(3) Increase in rate of TAN values.


DEF(AUST)5695B Part 5 Sect 2 Chap 1 ANNEX P

2

(4) System corrosion. Some oils are supplied with an initial high TAN value which can drop as the additives are depleted with use and then slowly rise again as the effects of oil ageing become apparent. It is therefore important to monitor TAN values by trend rather than a single test result. Kittiwake recommends that oil be changed out when TAN exceeds manufacturer’s limits.

2. This publication is applicable to RAN vessels and shall be read in conjunction with Kittiwake user manual which is included with each test kit. 3. Test limits. As prescribed by engine oils manufacturer’s specifications and Kittiwake recommendations 4. Reporting. Report the results of tests as follows:

a. Diesel Engine Life History Log (RAN Form TI019);

b. Ships Maintenance Planning System and;

c. Kittiwake Database (if utilised) 5. Origin of procedure. This procedure is IAW Kittiwake user manual which is included with each test kit. This procedure is not called out by Part 5 Section 1 of this publication and has been inserted as a placemarker, for future amendments to DEF(AUST)5695B.



1

PART FIVE SECTION TWO

CHAPTER 2

ADDITIONAL POL SAMPLING AND TESTING PROCEDURES – COMPROMISED ENVIRONMENTS 1. INTRODUCTION 1.1 This chapter provides the sampling and test procedures necessary to carry out additional sampling and testing requirements from Part 5, Section 1, for compromised environments. Procedures specified in this chapter are derived primarily from ASTM standards and any other standards deemed applicable by JFLA. Each procedure references its origin, and any amendments authorised by JFLA. JFLA DCMP 09/014 refers for each procedure, unless otherwise stated. 1.2 This chapter is applicable to appropriately qualified Army Operator Petroleum staff only. 2. REQUIREMENTS 2.1 Procedures. Sampling and testing procedures are provided as annexes to this chapter. Deviations to the procedures defined for sampling and testing are not permissible without approval from JFLA. Any instructions developed to implement the sample/test procedures at a local level shall comply with the requirements of the annexes. 2.2 Test limits. Test limits for each prescribed test are consolidated by fuel type and presented in tabular format in Part 5 Section 3 of this publication. These test limits shall be used to determine the acceptability of POL products. 2.3 OH&S. Personnel involved in sampling and testing shall comply with OH&S requirements in Part 1 of this publication. Of particular note, hexane is used as a solvent in a number of the tests. Hexane is an extremely flammable liquid and the vapour may cause a flash fire. Hexane is harmful or fatal if swallowed, and may cause irritation or harm to the skin, eyes, respiratory tract and nervous system. Additional precautions as laid out in Part 1 are to be taken prior to using hexane. ANNEXES: A. Cold Filter Plugging Point (CFPP) Test procedure B. Distillation Test Procedure C. Existent Gum Test Procedure D. Density Test Procedure



2

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1

COLD FILTER PLUGGING POINT (CFPP) TEST PROCEDURE 1. Perform a CFPP test IAW ASTM D6371 (current edition).



2

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1

DISTILLATION TEST PROCEDURE 1. Perform a distillation test IAW ASTM D86 (current edition).



2

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1

EXISTENT GUM TEST PROCEDURE 1. Perform an existent gum test IAW ASTM D381 (current edition).



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1

DENSITY TEST PROCEDURE 1. Procedure. Perform a density test IAW the procedure defined in Part 5 Section 2 Chapter 1 of this publication.



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PART FIVE SECTION THREE

CHAPTER 1

POL TEST LIMITS 1. INTRODUCTION 1.1 Annexes to this chapter provide test limits for all tests prescribed by Part 5, Section 2 of this publication. Adherence to these test limits is mandatory. 1.2 Non conformance to limits. Where testing indicates that fuel does not conform to the limits specified in the applicable annex, the fuel shall be considered unserviceable. Actions required as per each test procedure in Part 5 Section 2 shall be followed. 1.3 Origin of testing limits. Test limits specified in this chapter are derived from applicable DEF(AUST) fuel specifications (referenced in each annex) and STANAG 1110 Ed 9 “Allowable deterioration limits for NATO armed forces fuels, lubricants and associated products”. JFLA DCMP 09/014 also refers. ANNEXES: A. Test Limits for Aviation Turbine Fuels B. Test Limits for Aviation Gasoline Fuels C. Test Limits for F-76 and other Maritime Fuels D. Test Limits for Heavy Fuel Oil E. Test Limits for Ground Fuels F. Additional Test Limits for Compromised Situations G. Test Limits for Lubricants and Associated Products

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TEST LIMITS FOR AVIATION TURBINE FUELS 1. REQUIREMENTS 1.1 Test limits. ‘Receipt’ and ‘use’ limits for aviation turbine fuels are provided in table A1. Adherence to these test limits is mandatory. Deviations to test limits specified in these annexes are not permissible without approval from JFLA. Any instructions developed to implement test limits at a local level shall comply with the limits prescribed in this chapter. 1.2 Non conformance to limits. Where testing indicates that fuel does not conform to the limits specified in table A1, the fuel shall be considered unserviceable. Actions required as per each test procedure in Part 5 Section 2 shall be followed. 1.3 Use limits shall not be used for procurement or product receipt/acceptance.

F-34 F-35 F-44 Test requirement Units

Receipt limit Use limit Receipt limit Use limit Receipt limit Use limit


Nil No water allowed No water allowed No water allowed


Nil Clear and bright

(refer definitions in test procedure, Part 5 Section 2)

Clear and bright (refer definitions in test

procedure, Part 5 Section 2)

Clear and bright (refer definitions in test

procedure, Part 5 Section 2)


Nil N/A N/A No free water allowed

30 (max)

Filter/coalescer unit outlets: nil

All other: 30

(max)

30 (max)


All other: 30

(max)

30 (max)


All other: 30

(max)

Entrained water (shell

water detection)

ppm

Refer guidance in test procedure, Part 5 Section 2



Density at 15 °C

kg/m3 775.0 - 840.0 775.0 - 840.0 788.0 - 845.0

Flash point °C 38.0 (min) 38.0 (min) 61.5 (min)

Conductivity pS/m 100 - 600 50 - 700 50 - 600 100 - 600

FSII %v/v 0.10- 0.15 0.07 – 0.2 N/A 0.12 – 0.20 0.07 – 0.2


mg/L

1.0 (max)

(investigate cause above 0.5, refer test procedure, Part 5

Section 2)

1.0 (max)


Section 2)

1.0 (max)


Section 2)

Storage N/A Refer DEF(AUST) 206 Refer DEF(AUST) 206 Refer DEF(AUST) 206

Table A1 – Aviation turbine fuel test limits 2. GUIDANCE 2.1 Test limits are separated into ‘receipt limits’ and ‘use limits’. 2.2 ‘Receipt’ limit. A receipt limit applies to fuel delivered to the Commonwealth by a contractor. These limits are required to be met by contract and shall be enforced on all procurements/deliveries of product to the Commonwealth.

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2.3 ‘Use’ limit. A use limit (also known as a deterioration limit) applies to fuel which has been already accepted by the Commonwealth and is now in bulk storage, ready for use. Use limits are prescribed in recognition that in general, the purchase/supply of a product is not immediately followed by its use. During this intervening period, the physical and chemical properties of a product may change. As a result, use limits define the extent to which these changes are acceptable, allowing the product to still be used for its intended purpose. Products which meet use limits shall be considered as within specification, and are fit for use. The JSD/NATO code for the product remains applicable. 2.4 Where no use limit is specified, no deterioration in properties is acceptable and the receipt limit applies. 2.5 For the purposes of data collection, JFLA POLENG(AIR) shall be notified whenever fuel properties fall below the receipt limits specified. 2.6 Conductivity use limit. The lower limit for conductivity (often as low as 50 pS/m) is established because generally, and provided the material is handled in a grounded conductive container, liquids with conductivity greater than 50 pS/m tend to dissipate charge as fast as it is generated, ie the liquid will not tend to accumulate a static charge [reference: “Protection Against Ignitions Arising Out of Static, Lightning, and Stray Currents”, API recommended practise 2003, 7th Ed, Jan 2008]. DEFSTAN 91-87 (F-34) acknowledges that investigations by industry to date have shown that static hazards were mitigated once conductivity was above 20 pS/m, and that current limits represent cautious factors of safety above this level. 2.7 FSII use limit. The FSII range allowable in service is established because an increasing body of knowledge recognises that ice formation remains inhibited at very low FSII concentrations. Above the upper limit, FSII may act as a surfactant. 2.8 Origin of table. Limits are derived from DEF(AUST)5240D (F-34 and F-44) and the AFQRJOS checklist Issue 24 (F-35). STANAG 1110 Ed 9 specifies use (‘deterioration’) limits. Table A1 defines only a subset of the set of limits which are prescribed in a product specification. Table A1 shall not be used in lieu of the applicable product specification.

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TEST LIMITS FOR AVIATION GASOLINE FUELS 1. REQUIREMENTS 1.1 Test limits. Test limits for aviation gasoline fuels are provided in table B1. Adherence to these test limits is mandatory. Deviations to test limits specified in these annexes are not permissible without approval from JFLA. Any instructions developed to implement test limits at a local level shall comply with the limits prescribed in this chapter. 1.2 Non conformance to limits. Where testing indicates that fuel does not conform to the limits specified in table B1, the fuel shall be considered unserviceable. Actions required as per each test procedure in Part 5 Section 2 shall be followed.

Test requirement Units AVGAS 100/130 limit AVGAS 100LL limit

Bottom drain Nil No water allowed No water allowed



Refer definitions in test procedure, Part 5 Section 2

Clear and bright Refer definitions in test

procedure, Part 5 Section 2

Density at 15 °C kg/m3 No limits – report only No limits – report only

Storage N/A Refer DEF(AUST) 206 Refer DEF(AUST) 206

Table B1 – Aviation gasoline fuel test limits 2. GUIDANCE 2.1 Origin of table. Limits are derived from DEFSTAN 91-90 Issue 1. Table B1 defines only a subset of the set of limits which are prescribed in a product specification. Table B1 shall not be used in lieu of the applicable product specification.

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TEST LIMITS FOR F-76 AND OTHER MARITIME FUELS 1. REQUIREMENTS 1.1 Test limits. ‘Receipt’ and ‘use’ limits for F-76 and other maritime fuels are provided in table C1. Adherence to these test limits is mandatory. Deviations to test limits specified in these annexes are not permissible without approval from JFLA. Any instructions developed to implement test limits at a local level shall comply with the limits prescribed in this chapter. 1.2 Non conformance to limits. Where testing indicates that fuel does not conform to the limits specified in table C1, the fuel shall be considered unserviceable. Actions required as per each test procedure in Part 5 Section 2 shall be followed. 1.3 Use limits shall not be used for procurement or product receipt/acceptance.

Australian F-76 Automotive Diesel Fuel Test requirement Units

Receipt limit Use limit Receipt limit Use limit


Nil No water allowed No water allowed




Clear and bright Refer definitions in test procedure,

Part 5 Section 2

Free water (water finding

paste) Nil No water allowed No water allowed

Density at 15 °C kg/m3 820.0 - 860.0 820.0 - 860.0

Flash point °C 61.5 (minimum) 61.5 (minimum)

Conductivity pS/m 50 – 300 No limits – report only

Confirm (via receipt

documents) the point of

manufacture limit of 50 (min)

– report only

No limits – report only

Colour N/A 3 (max) 4 (max) 2 max No limit – report

only

Cloud point ºC -1 (max) No limit

Water reaction 2 (max) No limit

FSII % v/v 0.10 - 0.15 No limit

Filter blocking tendency

N/A 1.1 (max)

Refer test procedure, Part

5 Section 2

2.0 (max) receipt

Refer test procedure, Part

5 Section 2


mg/L 10.0 (max) No limit No limit No limit

Water and sediment (AEL

Mk III or BS&W) % v/v No limit 0.1 (max) No limit No limit

Storage N/A Refer DEF(AUST) 206 Refer DEF(AUST) 206

Table C1 – F-76 and other maritime fuel test limits

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2. GUIDANCE 2.1 Test limits are separated into ‘receipt limits’ and ‘use limits’. 2.2 ‘Receipt’ limit. A receipt limit applies to fuel delivered to the Commonwealth by a contractor. These limits are required to be met by contract and shall be enforced on all procurements/deliveries of product to the Commonwealth. 2.3 ‘Use’ limit. A use limit (also known as a deterioration limit) applies to fuel which has been already accepted by the Commonwealth and is now in bulk storage, ready for use. Use limits are prescribed in recognition that in general, the purchase/supply of a product is not immediately followed by its use. During this intervening period, the physical and chemical properties of a product may change. As a result, use limits define the extent to which these changes are acceptable, allowing the product to still be used for its intended purpose. Products which meet use limits shall be considered as within specification, and are fit for use. The JSD/NATO code for the product remains applicable. 2.4 Where no use limit is specified, no deterioration in properties is acceptable and the receipt limit applies. 2.5 For the purposes of data collection, JFLA POLENG(SEA) shall be notified whenever fuel properties fall below the receipt limits specified. 2.6 Origin of table. Limits are derived from DEF(AUST)5213A, except for BS&W test limits, which are applied IAW JFLA DCMP 09-014. STANAG 1110 Ed 9 specifies use (‘deterioration’) limits. Table C1 defines only a subset of the set of limits which are prescribed in a product specification. Table C1 shall not be used in lieu of the applicable product specification.

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TEST LIMITS FOR HEAVY FUEL OIL

1. REQUIREMENTS 1.1 At AL0 to this publication, Part 5 Section 1 does not specify sample and test requirements for HFO. Also, Part 5 Section 2 does not specify test procedures for the tests implied by table D1. As a result, this table cannot be complied with and is inserted in preparation for future updates to Part 5 Sections 1 and 2. 1.2 Test limits. Test limits for Heavy Fuel Oil are provided in table D1. Adherence to these test limits is mandatory. Deviations to test limits specified in these annexes are not permissible without approval from JFLA. Any instructions developed to implement test limits at a local level shall comply with the limits prescribed in this chapter. 1.3 Non conformance to limits. Where testing indicates that fuel does not conform to the limits specified in table D1, the fuel shall be considered unserviceable. Actions required as per each test procedure in Part 5 Section 2 shall be followed.

Test requirement Units

Heavy Fuel Oil limit

(RME 180 / RMG 380)

Density at 15 °C kg/m3 991 (max) / 991 (max)

Flash Point ºC 60 (min) / 60 (min)

Pour Point ºC 30 (max) / 30 (max)

Viscosity cSt 180 (max) / 380 (max)

Table D1 – Heavy fuel oil test limits 2. GUIDANCE 2.1 Origin of table. Limits are derived from ISO 8217 Ed 3 (2005) Petroleum Products Fuels (Class F) Specifications of marine fuels. Table D1 defines only a subset of the set of limits which are prescribed in a product specification. Table D1 shall not be used in lieu of the applicable product specification.

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TEST LIMITS FOR GROUND FUELS

1. REQUIREMENTS 1.1 Test limits. Test limits for ground fuels are provided in table E1. Adherence to these test limits is mandatory. Deviations to test limits specified in these annexes are not permissible without approval from JFLA. Any instructions developed to implement test limits at a local level shall comply with the limits prescribed in this chapter. 1.2 Non conformance to limits. Where testing indicates that fuel does not conform to the limits specified in table E1, the fuel shall be considered unserviceable. Actions required as per each test procedure in Part 5 Section 2 shall be followed.

Test requirement Units ADF limit F-76 limit Motor Gasoline limit


Nil No water allowed No water allowed No water allowed








Free water (water finding

paste) Nil No water allowed No water allowed No water allowed

Cloud Point ºC

A value suitable for operations

Refer guidance, Part 5 Section 1





Storage N/A Refer DEF(AUST) 206 Refer DEF(AUST) 206 Refer DEF(AUST) 206

Table E1 – Land fuel test limits

2. GUIDANCE 2.1 Origin of table. Limits are derived from the following standards:

a. Diesel – Fuel Standard (Diesel) Determination 2001.

b. Motor Gasoline – Fuel Standard (Petrol) Determination 2001. 2.2 Table E1 defines only a subset of the set of limits which are prescribed in a product specification. Table E1 shall not be used in lieu of the applicable product specifications listed above.

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ADDITIONAL TEST LIMITS FOR COMPROMISED ENVIRONMENTS

1. REQUIREMENTS 1.1 Test limits. Test limits for various fuels are provided in table F1. Any instructions developed to implement test limits at a local level shall comply with the limits prescribed in this chapter. 1.2 Non conformance to limits. Where testing indicates that fuel does not conform to the limits specified in table A1, the fuel shall be considered unserviceable unless operational circumstances necessitate fuel use. Actions required as per each test procedure in Part 5 Section 2 should be followed, where possible.

Test requirement Units Aviation turbine fuel limit

Maritime diesel fuel limit

Ground diesel fuel limit

Ground gasoline fuel limit

Cold Filter Plugging Point (CFPP)

TBA TBA TBA TBA TBA

Distillation

Initial Boiling Point

10% recovered

50 % recovered

90% recovered

End point

Residue

loss

ºC

ºC

ºC

ºC

ºC

% v/v

% v/v

No limit – report only

205.0 (max)



300.0 (max)

1.5 (max)

1.5 (max)




360 (max)

388 (max)

Residue + loss:

3.0 (max)




360 (max)

380 (max)

TBA

TBA

TBA

TBA

TBA

TBA

TBA

TBA

TBA

Existent Gum mg/100ml 14 (max) N/A N/A TBA

Flash Point ºC Refer annex A Refer annex C 55 (min) TBA

Density at 15 °C kg/m3 Refer annex A Refer annex C Refer annex E Refer annex E

Table F1 – Additional test limits for compromised environments 2. GUIDANCE 2.1 Origin of table. Limits are derived from DEF(AUST)5240D (F-34 and F-44), the AFQRJOS checklist Issue 24 (F-35), DEF(AUST)5213A (F-76), Fuel Standard (Diesel) Determination 2001, and Fuel Standard (Petrol) Determination 2001. Where STANAG 1110 Ed 9 specifies ‘deterioration’ limits for fuels, these are applied in preference. Table A1 defines only a subset of the set of limits which are prescribed in a product specification. Table F1 shall not be used in lieu of the applicable product specification. 2.2 CFPP. CFPP is not a test specified by fuel standards or STANAG 1110. JFLA will develop limits for a future amendment to this publication. 2.3 Flash Point. Whilst not specified as necessary in Part 5 Section 2 Chapter 2 of this publication, a test limit is specified for ground diesel fuel as it is identified in STANAG 1110, and may assist in the compromised environment. 2.4 “N/A”. Reference to “N/A” in the table above means the particular test requirement is not specified by the originating standard – ie no limit is applicable.

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TEST LIMITS FOR LUBRICANTS AND ASSOCIATED PRODUCTS

1. REQUIREMENTS 1.1 Test limits. Test limits for lubricants and associated products are as stipulated by the applicable product specification (latest issue). Adherence to these test limits is mandatory. Deviations to test limits specified in these annexes are not permissible without approval from JFLA. Any instructions developed to implement test limits at a local level shall comply with the limits prescribed in this chapter.

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PAR

T 6



PART 6– LIQUEFIED PETROLEUM GAS

1




SECTION 1 Chapter 1 – Liquefied petroleum gas – general aspects Chapter 2 – Classification of LPG installations and fire protection requirements Chapter 3 – Fixed LPG installations Chapter 4 – Storage and handling of LPG cylinders (including barracks, in-field and at sea) Chapter 5 – Cylinder filling requirements Chapter 6 – Inspection and maintenance requirements

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DEF(AUST)5695B Part 6 Section 1 Chapter 1

PART SIX SECTION ONE

CHAPTER 1

LIQUEFIED PETROLEUM GAS – GENERAL ASPECTS 1. INTRODUCTION

1.1 The aim of this chapter is to provide a guide for managing Liquid Petroleum Gas (LPG). This chapter should be treated as a guide only as the sponsor of this Standard does not have technical authority for LPG equipment and related infrastructure. The reader should consult applicable Australian Standards for advice on managing and maintaining LPG equipment and should obtain an applicable Material Safety Data Sheet (MSDS) for the safe management and use of LPG.

1.2 References. There are a range of Australian Standards (AS) and the Australian Dangerous Goods Code (ADG) which shall be complied with, considering the design of facilities, storage, transportation and use of LPG services. The following useful references apply to Part 6, Section 1 of DEF(AUST)5695B:

a. AS/NZS 1596:2008 The storage and handling of LP Gas.

b. AS/NZS 2229:2004 Fuel dispensing equipment for explosive atmospheres.

c. AS 4332-2004 The storage and handling of gases in cylinders.

d. Australian Dangerous Goods Code

2. NATURE AND CHARACTERISTICS OF LPG

2.1 Liquefied Petroleum Gas (LPG) is a generic term used to describe liquefiable gases consisting of propane, propylene, butanes and butenes. These gases will liquefy under moderate pressure at normal ambient temperatures. LPG is colourless and although naturally odourless, normally has odorants added to permit detection by smell at low concentrations. In some cases where the odorant may be harmful to a particular application, odorisation may be omitted; tanks or cylinders containing unodorised LPG are marked to this effect.

2.2 Flammable Explosive Range. LPG forms a highly ignitable mixture with air when the LPG vapour is between 2% and 10% of the mix. LPG vapour mixed with air in this range is a hazard if an ignition source is present.

2.3 Small leakage of LPG can give rise to large amounts of vapour (1 volume of liquid becomes 270 volumes of gas), which being heavier than air can travel over relatively long distances and collect in depressions and pockets. In still air, vapour that has accumulated may take some time to disperse.

2.4 As LPG evaporates into a gaseous form, the temperature of the surrounding environment decreases sharply, causing water vapour in the air to freeze. This characteristic explains the presence of ice formation on transfer fittings.

3. EFFECTS OF PRESSURE AND TEMPERATURE

3.1 When compressed sufficiently, LPG will transform from a gas to a liquid. Similarly, if the gas is cooled below its boiling point it will liquefy. This means that at most normal atmospheric temperatures there will always be LPG vapour pressure in the cylinder. As the temperature increases the pressure in the cylinder also increases. To allow room for expansion, LPG cylinders are not filled above 80% of their capacity. 3.2 As vapour is drawn from the cylinder, the lowering of pressure causes the remaining liquid to give off more vapour to restore the pressure. This fact is used, for example, to supply gas from a LPG

1



cylinder to domestic appliances. LPG cylinders are equipped with pressure relief valves to prevent the build up of pressure to dangerous proportions during periods of rising temperature. 4. HAZARDS 4.1 In addition to the hazards present with other POL products, users shall obtain, read and fully understand the contents of a Material Safety Data Sheet. Hazards associated with LPG include:.

a. LPG can cause severe frost burns if contact with skin or other tissue occurs, b. the degree of hazard through the formation of explosive air/vapour mixtures is much

more acute, c. LPG vapour is slightly anaesthetic and in sufficient concentration may cause

asphyxiation, and d. empty cylinders left with valves open may suffer ingress of air in sufficient quantities to

form an explosive air/vapour mixture.

5. RESTRICTIONS ON IGNITION SOURCES 5.1 Throughout this DEF(AUST), reference is made to hazardous areas as specified in the relevant parts of AS/NZS 2430. Unless specifically stated otherwise in this DEF(AUST), sources of ignition are not permitted within hazardous areas, including with the hazardous zones surrounding LPG (defined in table 6.1).

Personal communications equipment, e.g. pagers and cellular phones, shall not be used in a hazardous area unless they satisfy the requirements of AS 2380.1 and AS/NZS 2381.1.

6. USES OF LPG IN DEFENCE 6.1 LPG is used throughout Defence serving a variety of applications as follows:

a. cooking facilities, both fixed and portable,

b. climatic heating facilities, both fixed and portable,

c. hot water services,

d. workshop applications where heat is required for repairs/manufacture, and

e. in storage facilities for decanting purposes.

7. APPROVAL FOR USE OF LPG 7.1 Approval for use of LPG fuelled equipment must be authorised by either the unit or HMA ship’s Commanding Officer, the SPO responsible for the equipment which requires the use of LPG, and the relevant Technical Regulatory authority. In all cases, a risk assessment must be undertaken to identify all or any potential safety hazards prior to use of LPG. 8. PROCUREMENT 8.1 Procurement of filling permanent-fixed storage tanks, replacement of decant bottles and exchange of smaller storage bottles are to be funded at unit level using Direct Unit Funding (DUF). 9. TRANSPORTATION 9.1 LPG is classified a Class 2 goods, specifically a Class 2.1 Flammable gas. The Australian Code for the Transport of Dangerous Goods by Road and Rail (Latest Edition) shall be referred to in all matters regarding transportation of LPG.

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10. SPECIFIC LPG OPERATIONS – HAZARDOUS AREAS 10.1 Table 6.1 shows the hazards classification of specific operations dealing with LPG.

TABLE 6.1 SPECIFIC LPG OPERATIONS – HAZARDOUS AREAS

SERIAL OPERATION ZONE DIMENSIONS/REMARKS

1 LPG dispensing devices conforming to Type 1 in accordance with AS/NZS 2229:2004 and AS 2340.3.9

1 a. The area within 0.5m in all directions from the dispenser cabinet.

Refer to AS 2430.3.9 for Zone classification of hazardous areas.

2 b. The area outside Zone 1 but within 1.5m in all directions from the dispenser

cabinet.

2 c. The area outside Zone 1 but within the space 1.2m above ground level and extending to 8m from the cabinet or 3m laterally from the hose nozzle at maximum lateral extension of the hose whichever is the greater.

1 a. The area within 3m in all directions 2 Other LPG dispensing devices. from the hose nozzle. 2 The area outside Zone 1 but within the

space 3m above ground level and extending 6m laterally from the hose nozzle at maximum lateral extension of the hose.

a. Filling by decanting outdoors. 3 LPG Cylinder Filling. 1 Within 3m in all directions from decanting arm or hose.

b. Filling shed or covered platform. 1 Within 4m in all directions from filling equipment.

c. Entire building except for Zone 1 area.

2

d. Exterior within 7m laterally from any opening below roof level, and to a height of 3m above ground level.

2

e. Filling point for cylinders, outdoors: 1

Within 3m in all directions from fill point.

Outside Zone 1 but with space to 3m above and 7m laterally from fill point.

f. In-situ filling of fixed cylinders by road tankers, outdoors:

2

As required by serial 6 of this table.

3



Table 6.1 (Continued)

Specific LPG Operations – Hazardous Areas

SERIAL OPERATION ZONE DIMENSIONS/REMARKS

4 Cylinders installed for use indoors (excluding portable cylinders less than 5kg gas capacity, and disposal containers stored in well ventilated locations which are not regarded as hazardous).

2 Within space 1m above and laterally from cylinder.

5 Cylinder Storage Shed or Building. 2 Entire shed or building.

2 Exterior distance shown in serial 6 b-f of this table, measured laterally from any opening below roof level and to a height of 1m above cylinders.

Aggregate capacity of cylinders: 6 Cylinder outdoors whether in storage or in use.

a. Not exceeding 300kg gas: 2 Within space to 1m above any cylinder and 1m laterally from cylinder.

b. 301kg 500kg gas: 2 Within space to 1m above and 1.5m laterally.

c. 501kg to 2,500kg gas: 2 Within space 1m above and 3m laterally.

d. 2,501kg to 5,000kg gas: 2 Within space to 1m above and 3m laterally.

e. 5,001kg to 50,000kg gas: 2 Within space to 1m above and 5m laterally.

f. Over 50,000kg gas: 2 Within space to 1m above and 8m laterally.

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CHAPTER 2

CLASSIFICATION OF LPG INSTALLATIONS AND FIRE PROTECTION REQUIREMENTS 1. CLASSIFICATION OF LPG INSTALLATIONS 1.1 LPG installations are classified in terms of quantity and distance from protected works or public places, to determine the levels of fire protection necessary. The following classifications apply:

a. Class A Installation. One at which the distance from any tank or group of cylinders to a protected works or public place is equal to or less than A, where:

3(1) A = 25m (for a quantity (Q) greater than 16m ).

3(2) A = 4.4Q – 45 (for a quantity (Q) between 16m and 125m3).

3(3) A = 500m (for a quantity (Q) greater than 125m ).

(4) The quantity is the aggregate capacity in cubic metres of the tanks installed on the site.

b. Class B Installations. Any other installation.

2. FIRE PROTECTION 2.1 Use of Existing Facilities. Where fire protection facilities would have been required on the site irrespective of the presence of LPG, the facilities needed to cater for the various independent needs may be integrated to avoid duplication, provided that specific approval has been obtained from an ADF Services Fire Adviser. 2.2 System Compatibility. Fire protection equipment such as hoses, connectors, booster connections, foam compound and the like should be compatible with that of the local Fire Brigade. 2.3 Location. Fire protection equipment shall be located so as to be reasonably adjacent to the risk protected and accessible in an emergency. 2.4 Portable Fire Extinguishers. Where the term “extinguisher” is used without any other qualification it shall mean a portable powder type fire extinguisher having a rating of at least 2A 60B(E). Fire extinguishers shall comply with AS/NZS 1841.1, AS/NZS 1841.5 or AS/NZS 1841.6 and with AS 1850, as appropriate. Maintenance shall be in accordance with AS 1851.1/NZS 4503. 2.5 Hydrant Systems. A hydrant system shall comply with AS 2419.1 and the following requirements:

a. Hydrants shall be located so that each area requiring protection is within 30m, of but not less than 10m from a hydrant under any conditions of fire and wind, and the cooling effect is optimised.

b. For each hydrant, at least one hose and hose fitting, plus one combination jet/ spray hose nozzle, shall be provided.

c. Hoses and fire hydrants shall be maintained in accordance with AS 1851.4 and the requirements of the ADF Service Fire Adviser.

2.6 Water Supply. The water supply system for fire protection shall comply with the following requirements:

a. The water pressure, flow rate and the water reserves shall be adequate for the needs of the installation and for any possible simultaneous needs of nearby buildings or facilities for fire fighting water.

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b. Town mains shall provide the required water wherever practicable. Where the mains cannot provide the available pressure and flow rate, provision shall be made for boosting. Where the supply conditions are inadequate or a town mains supply is unavailable, a static water supply and pump shall be provided on the premises.

c. A static water supply and pump shall be capable of providing not less than two hours of running time for the whole system as determined under sub-para (a), or 15 minutes if supplying only a hose reel system.

Notes:

1. Return water channelled back to a reservoir from a cooling system may be taken into account in calculation of the durability of a static water supply system.

2. An existing dam, river or lake, or the sea, may be taken into consideration as static storage if sufficiently convenient. However the possible effects of short-term or long-term water level variations should be kept in mind.

2.7 Supplementary Protection Equipment. Any supplementary protection equipment required shall consist of either a fixed water spray system or fixed water monitors, able to apply cooling water to the tanks at a rate not less than 10L/min per square metre of total surface area of the tank to be cooled. 2.8 The system shall be adequate to supply the three largest tanks of a multiple tank installation, unless heat or flame impingement from one tank cannot effect the others. 2.9 In addition, the supplementary protection equipment shall comply with the following:

a. The supports of a water spray system shall be effectively cooled by themselves being the water carriers, or by being covered by water spray cooling, or they shall be effectively insulated.

b. A spray that is automatically operated shall include provision for manual operation, and the means of manual operation shall be accessible under all fire conditions.

c. Automatic systems operated by vapour pressure are not recommended and shall not be installed with multi-tank installations that have a common vapour line.

d. An automatic system shall be designed to fail safe with the water supply on. Control of water shall be possible from outside any danger area.

e. A pumping and supplementary fire protection system shall be tested at intervals of not longer than one week, and a record of tests shall be kept.

f. The installation shall be such that return water from cooling system does not endanger foundations by scouring.

2.10 Use of Insulation. Insulation may be used to provide part of the supplementary heat protection where required for a tank, and the insulating effect may be credited in order to reduce the cooling water required, provided that:

a. The cooler water supplied to the tanks is not less than 2 L/min per square metre of total surface area of the tank,

b. The insulation, if of a type which is susceptible to deterioration by water logging, water erosion, or general weathering, is protected, and

c. The insulation is of a type specifically designed for the purpose.

2.11 Regular checks of the tank surface and the insulation must be conducted to ensure that corrosion has not occurred under the insulation, and to establish the integrity of the insulation.

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3. CYLINDER STORAGE AND INSTALLATIONS 3.1 Storage Capacity Above 1,000L. Where storage of cylinders may exceed 1,000L total capacity, not less than one garden hose of adequate length permanently connected to the water supply, and ready for immediate use, shall be provided where the water supply is adequate. Alternatively, at least one fire extinguisher shall be provided. 3.2 Storage Capacity Above 10,000L. Where storage of cylinders may exceed 10,000L total capacity, a system of fire hydrants shall be provided. 3.3 Installed Cylinders. Fire protection shall be provided for installed cylinders, and shall comply according to capacity. 4. TANK STORAGE AND INSTALLATIONS 4.1 Above Ground Tanks. An installation of uninsulated above ground LPG tanks shall be equipped in accordance with Table 6.2. 4.2 Underground Tanks. An installation of underground tanks of 8m3 or less total capacity should be provided with a garden hose, permanently attached, and within reach of the filling connection. Where the storage capacity exceeds 8m3, a hose or at least one fire extinguisher shall be provided. 4.3 Partly Buried Tanks. A partly buried tank shall be equipped as for an above ground tank. 4.4 Tanker Transfer Area. An area in which a tanker may stand while either loading or unloading LPG to or from a tank storage in excess of 125m3 capacity shall be provided with a hydrant system, or with fixed sprinklers or monitors capable of covering the entire standard area. 4.5 Service Stations. Each motor vehicle dispensing station shall be provided with at least one fire extinguisher, in addition to the fire protection required for the appropriate storage capacity elsewhere in this Section. 4.6 Decanting Installations. A location at which cylinders are filled by decanting shall be provided with at least one hose permanently connected to the water supply, or one fire extinguisher.

Table 6.2 Fire Protection Facilities For Cylinder Storage

AGGREGATE CAPACITY Requirements (L)

≤ 1,000

No specific requirements > minor storage, outdoors 1At least one hose reel or one extinguisher > minor storage, indoors

At least one hose reel or one extinguisher > 1,000 ≤ 12,000

At least one hose reel and one extinguisher, or two hose reels

> 12,000 ≤ 60,000

At least two extinguishers and two hose reels with one one-site hydrant system, or monitors, or a sprinkler system

> 60,000

Note:

1. This requirement does not apply to domestic portable cylinders used in a residential situation.

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CHAPTER 3

FIXED LPG INSTALLATIONS

1. DESIGN REQUIREMENTS 1.1 The design requirements for tanks and tank system components are to be as detailed in AS/NZS 1596:2008 The storage and handling of LP Gas. 2. TANK SPACING AND SEPARATION DISTANCES 2.1 General Location and Spacing. Above ground storage tanks, irrespective of whether they are spherical or cylindrical, shall be located in accordance with the distances shown in Annex A and Annex B, with the following qualifications:

a. Where this site is used primarily for LPG storage and handling, or where the LPG facility is included in a petroleum terminal, the separation distance to buildings on the same site as the LPG storage may with approval of an ADF Service Fire Adviser be halved, provided that in no case shall a tank having a total capacity exceeding 2.5m3 be located closer than 3 m to such a building,

b. A tank exceeding 0.5 kL capacity shall be not less than 1 m from a boundary, and

c. Where a tank under 0.5 kL capacity is permitted with zero distance to public places and protected works, the space in the opposite direction shall be clear for a minimum distance of 3m. No more than five such tanks shall be installed in a group with 1.5m to a public place and zero to a protected place.

2.2 Tanks in Groups. Tanks may be arranged in groups of up to six tanks separated in accordance with Annex A, Column 2. In addition:

a. The distance from one such group to another tank or group shall not be less than 15m. Where no tank in either group exceeds 2m diameter, the distance may be reduced to 10m,

b. Tanks shall not be stacked one above another, and

c. The longitudinal axis of tanks in a group should be parallel and should be directed away from nearby storage of hazardous, flammable or combustible liquids or gases. Where another arrangements is unavoidable, whereby a tank may be in line with the axis of another tank shall be not less than 3m or twice the diameter of the larger tank, whichever is the greater.

2.3 Overhead Transmission Lines. The placing of storage tanks within 1.5m measured horizontally from the vertical plane of overhead transmission lines shall be avoided, unless a suitable overhead earthing screen is provided extending 1.5m beyond the tank plan area. 2.4 Gas Storage Other than LPG. The separation between an LPG tank and a storage of a gas other than LPG shall be as follows:

a. Compressed oxygen in cylinders 6m.

b. Combustible gases in cylinders other than LPG, as for LPG.

c. Other compressed gases in cylinders 6m.

d. Gases other than LPG or oxygen in tanks, specific approval for each installation.

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2.5 Flammable Liquid Storage. Tanks for LPG shall not be located within the compounds of flammable liquid storage, and shall be not less than 3m from the centre line of a bund wall enclosing such a compound. Diversion kerbs, grading, compounds or the equivalent shall be provided to prevent the accumulation of flammable liquid under an LPG tank. 2.6 Ignition Source. A storage tank shall be located so that a fixed ignition source does not fall within a Zone 0, Zone 1, or Zone 2 area except that the horizontal distance between an ignition source and a filling or discharge connection shall be not less than 10 m. 2.7 Use of Vapour Barriers and Fire Walls. Separation distances may be measured in a horizontal plane around the end of any intervening vapour barrier that complies with paragraph 4.1, provided that:

a. the top of the vapour barrier shall be at least than 0.5m above the level of the tank shell or the highest fitting or pipe joint, whichever is higher, the safety valve(s) and associated connections excepted,

b. the clearance between the vapour barrier and the tank shall be in accordance with paragraph 3.2, and

c. where the separation distance under consideration involves a protected works or an occupied building on the same site:

(1) the vapour barrier shall also be a fire wall (see paragraph 4.2).

(2) specific approval of an ADF Service Fire Adviser shall be obtained for the use of a fire wall in relation to the particular surroundings.

3. TANK SITE CONDITIONS 3.1 Ground conditions. A tank shall not be installed in or above a ground depression, nor should the area under the tank be filled with aggregate having a high percentage of voids. This shall not be taken to prohibit the bunding of butane tanks. Any such bund shall permit spillage to flow away from the immediate vicinity of the tank. 3.2 Ventilation and Access. The installation site for aboveground storage shall comply with the following requirements for ventilation and access:

a. Above ground storage tanks shall be in the open air outside buildings.

b. Nearby constructions, fences, walls, vapour barriers or the like shall permit free access around and cross-ventilation for the tank.

c. The clearance distances illustrated in Annex B shall be observed as appropriate except that where the adjacent structure has a visual screening function only, is open to permit air passage through at least 30 percent of its area, and is completely open on at least one side except for any necessary security fencing, the minimum clearance in any direction shall be the diameter of the tank.

d. A construction that is not higher than the bottom of the tank shall not be treated as being a ventilation obstruction.

4. CONSTRUCTION OF FIRE WALLS AND VAPOUR BARRIERS 4.1 Vapour Barriers. A vapour barrier shall be made of non-combustible material and be constructed so as to be impervious to vapour over its entire area around which any separation distance is measured. 4.2 Fire Walls. A fire wall shall comply with the requirements for vapour barriers and in addition shall have a fire-resistance rating of not less than 4 hours in accordance with AS 1530, Part 4.

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4.3 Use of Existing Construction. Existing building walls or fences may be used as vapour barriers or fire walls provided that they comply with the appropriate requirements. 5. FOUNDATIONS AND SUPPORTS 5.1 Foundations and Supports. The foundation, footings, and supporting structure shall be designed in accordance with AS 1210 and the following requirements:

a. The design load shall be the total mass when the tank is full of water.

b. A tank that is likely to be subject to flooding shall be anchored to prevent floating.

5.2 Fire Resistance of Supports. Permanent tank supports shall be non-combustible. The length of a metallic support that is non fire-protected shall not exceed 300mm, unless it can be shown that a longer unprotected support is capable of supporting the design load in fire conditions. The fire protection which is provided shall have a fire-resistance rating of not less than 2 hours, in accordance with AS 1530, Part 4. 5.3 Expansion Provision. The supports for an above ground tank shall allow for expansion. 6. TANK FILLING AND TANKER LOADING CONNECTIONS 6.1 Filling Connection, Above Ground Tanks. The filling connection for an aboveground tank of more than 16m3 capacity shall be a remote connection. A filling connection may be mounted directly on a tank of 16m3 capacity or less provided that:

a. The inlet connection of a tank larger than 8m3 is provided with either a single steel internal non-return valve with an external emergency shut-off valve, or an internal safety control valve with an external non-return valve, and

b. The filling hose and coupling are of a type that prevents the escape of more than 0.1L of liquid during disconnection.

6.2 Filling Connection, Underground Tanks. The filling connection for an underground tank may be mounted directly on the tank irrespective of tank capacity, or may be a remote connection, provided that:

a. An underground tank, and the filling hose and coupling are of a type which prevents the escape of more than 0.1L of liquid during disconnection.

6.3 Remote Connection. Remote connections with provision for liquid, vapour, or vapour return service for either filling or withdrawal, shall comply with the following requirements:

a. The appropriate valve system as specified in AS/NZS 1596:2008, Clause 3.3 shall be provided at the tank.

b. An anchorage shall be provided for the remote connection, of sufficient strength to ensure that the piping and valves between the anchorage and the tank will not be damaged before the shear point provision fails or releases.

c. A shear point, or the equivalent, designed in conjunction with the support to ensure that if the tanker is driven away with disconnecting, break-away can be relied on to occur at that shear point before valves or piping are damaged. The shear point provision shall be provided between the point of connection and the anchorage, as close as possible to the anchorage.

d. A manual shut-off valve shall be installed in the pipework, as close as practicable to the installation side of the anchorage.

e. A non-return and manual shut-off function shall be provided, between the tank and the anchorage, and as close as possible to the anchorage, except that where a non-return function is not possible because of outward flow, excess flow protection shall be used in conjunction with an emergency shut-down system.

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6.4 Location. A filling connection shall be located in accordance with the following requirements and so that the requirements of Chapter 7, paragraph 2.8 of this section can be met:

a. To above ground tanks – a remote filling connection shall be not closer to the nearest above-ground tank than:

3(1) For a tank not larger than 25m capacity 3 m.

(2) For a tank larger than 25m3 3 capacity but not larger than 125m capacity 6m.

3(3) For a tank larger than 125m capacity 9 m.

Notes:

1. For a group of tanks having more than 16m total capacity, the distances specified above apply to the location of the nearest tank and for the aggregate capacity of the tanks.

2. A group of tanks is considered for this purpose to consist of any tanks having a space of less than 8m between them.

a. To public places and protected works – a filling connection shall be located so that separation distances are not less than as follows:

(1) To a public place, boundary, or protected works, in accordance with Annex A, column 3 or 4 as appropriate, provided that the distance is that for the size of the largest tank served by the connection, and that the distance need not exceed 15m.

(2) To an opening into a building that is at a lower level than the filling connection – 1m horizontally.

b. To an ignition source in accordance with paragraph 2.6.

c. In accordance with Annex A, column 3, the distance being that for the largest tank served by the connection, with a minimum of 1m and a maximum of 15m, unless the drain entrance incorporates a gas flow barrier.

Note: If the filling equipment and procedures are such as to ensure that no more than 0.1L of liquid is released to atmosphere during disconnection, the distances above may be reduced by the Service fire adviser.

6.5 Emergency Shutdown System. Where an emergency shutdown system is required (Refer AS/NZS 1596:2008, Clause 3.3 and Table 3.2) it shall incorporate a shut-off valve that can be shut off by manual action, and will shut off automatically in the event of fire, and shall comply to AS/NZS 1596:2008, Clauses 4.8.2 to 4.8.4 inclusive. 6.6 Tanker Loading Point. A tanker loading connection shall be located in accordance with the following requirements:

a. The separation distances shown in Annex A, column 3 and column 4, shall apply to the loading connection as appropriate, the distance being that for the largest vessel connected to the loading connection.

b. The separation distances shown in Annex A, column 3 shall apply for any LPG storage tank, the distance being that for the largest tank involved, except that the distance need not exceed 15m.

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7. PIPING 7.1 Interconnected Tanks. When two or more LPG tanks are interconnected either by vapour or liquid lines, the following requirements shall apply:

a. The start-to-discharge pressure of all safety valves shall be the same.

b. The tops of all tanks shall be on the same horizontal plan except that a number of tanks on differing levels may be filled off a common filling pipe provided that the arrangement of valves, together with the associated operating procedures, will ensure that uncontrolled levelling cannot cause overfilling of any one tank.

c. Where liquid return is provided for multiple tanks having a common withdrawal pipe, the system shall be capable of preventing the return of liquid to any tank or tanks other than from which liquid is being drawn.

d. Where tanks are connected by a common liquid line, a vapour-balancing line interconnecting the vapour space of all tanks shall be provided.

e. Where two or more tanks are direct-filled, the arrangement of pipework and auxiliary equipment shall be such that quick access and exit is not hindered.

7.2 Interconnected Withdrawal Pipe. Where a common liquid withdrawal pipe interconnects two or more tanks but have independent filling connections mounted directly on each tank:

a. A vapour-balancing pipe shall interconnect the vapour spaces of all tanks, and

b. The aggregate tank capacity shall not exceed 16m unless the ADF Service Fire Adviser specifically approves it.

7.3 Hydrostatic Safety Valves on Liquid Lines. A safety valve shall be installed between each pair of shut-off valves on a liquid LPG pipe so as to relieve hydrostatic pressure to atmosphere. The safety valve and its installation shall comply with the following requirements:

a. The setting shall be not less than 140% nor more than 200% of the tank safety valve setting.

b. The setting shall not be higher than the design pressure of the weakest element in the system being protected.

c. The safety valve should not be installed on the discharge side of a pump if the same degree of protection could be obtained on the inlet side.

d. The discharge from the safety valve shall not terminate within a building, and shall not impinge on any tank, fitting, other equipment, or on the ground.

7.4 Protective Valves in Piping. Any protective valve external to the tank or in piping shall be installed so that any undue strain beyond the valve will not cause breakage between the valve and the tank. 7.5 Piping Drain or Bleed Valves. Where a piping system is provided with a bleed valve whose only purpose is for venting a pipe during maintenance, and if it is not intended to provide any measures to dispose of or disperse any gas release, the valve shall be provided with or incorporate a flow restricting orifice not exceeding 3mm diameter. 7.6 Support of Piping. All exposed aboveground piping shall be adequately supported. The distance between supports for copper pipe shall not exceed 0.5m.

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7.7 Piping Within Buildings. Liquid LPG, or vapour at a pressure above 140 kPa, shall not be piped into or through a building unless unavoidable because of the type of usage (such as to fuel an engine, or for similar industrial or laboratory processes). In such cases:

a. The gas or liquid shall not pass through any other room or type of occupancy.

b. Specific approval for the installation shall be obtained from the ADF Service Fire Adviser.

7.8 Piping Through Cavity Walls. A pipe that passes through a cavity wall shall be ducted through a conduit of at least equal durability to the pipe and sealed from the cavity. 7.9 Underground Pipes. Underground piping shall comply with the following requirements:

a. The installation of underground piping and any coating or cathodic protection system shall comply with AS 1697, AS/NZS 2832.1, AS 2885, AG 601 or equivalent Standard as appropriate.

b. The piping shall be inherently corrosion-resistant or provided with protection appropriate to the conditions.

c. Where cathodically protected piping is directly connected to a tank an insulating joint, fitting, or flange shall be installed where the piping emerges from the ground.

d. Piping that is cathodically protected and is associated with but not directly connected to a tank, e.g. a delivery line between a pump and a dispenser shall be provided with insulating fittings or flanges at both ends of the buried section.

7.10 Identification of Pipes. Piping for LPG shall be identified according to its content where both liquid and vapour phase gas are present, or different types of LPG are present, or where some pipes on the installation carry materials other than LPG. Pipes for LPG shall be identified by one or more of the following methods:

a. By printing, stencilling or labelling at critical locations, e.g. adjacent to connections.

b. By painting. The colour shall be:

(1) Raffia No. X31 for liquid lines.

(2) Aqua No. B25 for vapour lines.

(3) White along the length of the pipe, with tracer colours (as specified in items (1) and (2) at critical locations.

NOTES If colour coding is also used, it should comply with AS 1345/NZS 5807

Colour code numbers are taken from AS 2700.

7.11 Testing Piping. Any piping that is within the scope of AS 4041 shall be tested in accordance with that Standard. Other piping shall be tested by the installer in accordance to AS/NZS 1596:2008, Appendix H, and shall be certified by the installer to be free of leakage before being put to service. 8. VAPORIZER INSTALLATION 8.1 Compatibility Check. Before installation is commenced, the start-to-discharge settings of the safety valves on the vaporizer and the tank shall be compared. The installation shall not proceed if the tank setting is the higher. 8.2 Shelter. Any shelter structure for an under-cover vaporizer shall be non-combustible, well ventilates near the floor and roof, and used exclusively for LPG equipment.

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8.3 Location. A vaporizer shall be located in accordance with the following requirements:

a. A vaporizer which incorporates an ignition source shall be located so as to comply with paragraph 2.6. The distance of the vaporizer from protected works and public places shall be not less than the following:

(1) A vaporizer having a vaporizing capacity of 70 L/h or less – 3m.

(2) A vaporizer having a vaporizing capacity over 70 L/h and up to 500 L/h – 8m.

(3) A vaporizer having a vaporizing capacity exceeding 500 L/h – 15m.

Note: A service regulator controlling the output of the vaporizer shall be separated from a naked flame by either 3m of space or a vapour barrier.

9. REGULATORS 9.1 Regulator Location. The location of a regulator shall comply with the following:

a. Any first stage regulator shall be outdoors except where the regulator is attached to a cylinder which is permitted to be used indoors.

b. Second stage regulators shall be installed in accordance with AG 601/NZS 5261.

c. A single-stage regulator or the first stage of a multi-stage regulator shall be located so that the length of the piping which is subject to cylinder or tank pressure is as short as practicable.

9.2 Vent Discharge. The outdoor discharge from a vent terminal, gas-pressure-relief device or terminal of a vent line shall be arranged to minimize the risk of vapour collecting in drains, gutters, and downpipes and shall be not less than 1m in any direction from any opening into a building and not less than 2m from any fixed source of ignition. The termination of the vent shall have provision to exclude rain and insects. Vent discharge piping shall be treated, for design and installation purposes, as low-pressure-vapour piping and the venting requirements of AG 601 shall be satisfied. 10. PUMPS 10.1 Suitability. A pump or compressor intended for handling LPG shall be suitable for use with LPG. A pump drive, which is located within the hazardous zone surrounding the pump, shall be suitable for use within that zone. 10.2 Pressure Limitation. In addition to the specific requirements of paragraphs 10.4 and 11.1 a pump or compressor installation shall incorporated an automatic means to prevent the design pressure of any tank, pipe or component from being exceeded. If this means consists of a primary re-circulation system which has in the line a manual shut-off valve, or any valve of a type which does not automatically open under pump pressure, a secondary safety re-circulation system shall be provided which shall have no means of rendering it inoperative. This secondary system may have a pressure setting greater than that of the primary system. 10.3 Ancillary Items. A pump installation shall incorporate the following:

a. A pressure gauge complying with AS 1349 and provided with a flow restriction in accordance with AS 1596:2008, Clause 2.3.1 located on the pump before any external pressure relief or shut-off valve. The gauge should be liquid-damped.

b. A constant differential bypass installed in the pump discharge of any positive pump, and delivering to the supply tank of the pump or to the suction side of the pump through a line of sufficient size to carry the full capacity of the pump.

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10.4 Pump Location. A pump shall be located so that the surrounding hazardous zone does not overlap a boundary or impinge on a protected works, public place or ignition source. This requirement may be varied with specific approval of the Service Fire adviser depending on features of an individual site. 11. SECURITY AND DAMAGE PROTECTION 11.1 Tank Security. A tank which is readily accessible to the public or unauthorised persons shall be provided with a means to prevent tampering with any tank fitting which could lead to an escape of gas. The provision shall be capable of being locked, and may be one of the following:

a. A fully-surrounding fence complying with paragraph 11.2, an equivalent security fence surrounding the whole of the property.

b. A fence surrounding only those components requiring protection.

c. A lockable enclosure complying with paragraph 11.3.

11.2 Security Fence. A security fence shall be at least a chain wire fence of a strong construction and shall be not less than 1.8m high. In addition:

a. A fully-surrounding fence shall be at least 1.5m from the tank, and provided with a lockable outward-opening gate at opposite ends of the enclosure, or

b. A partial fence surrounding valves or pumps only shall be installed so that access through the fence is not possible, with at least one lockable gate, 1m wide, allowing access to equipment.

11.3 Lockable Enclosure. The design of any lockable enclosure shall ensure that: a. Possibility of tampering with the protected fittings is prevented, b. If gas discharging from a safety valve is ignited, the resulting flame will burn clear of

the tank, and c. Moisture is not retained.

11.4 Damage Protection. Any tank or other part of an installation, which, because of its location, is susceptible to damage from manoeuvring vehicles, shall be protected against impact by such vehicles. 12. EARTHING AND BONDING 12.1 Earthing Provision. A tank larger than 8 kL shall be earthed in accordance with AS 1768. 12.2 Bonding to Tanker. The filling connection for a tank larger than 8 kL shall be provided with a facility for attaching the earth wire of a tanker in accordance with AS 1020. 12.3 Ladders, Steps and Platforms. Any ladder, step or platform that may be necessary to gain access to valves, fittings or gauges shall comply with AS 1657. 12.4 Markings and Notices. A tank or storage area shall be provided with a warning notice in letters at least 50mm high prohibiting smoking and ignition sources. Where the area is isolated by a fence, the sign shall be visible from outside the fence.

ANNEXES:

A. Location of Above Ground Storage Tanks B. LPG Tank Locations

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ANNEX A

LOCATION OF ABOVEGROUND STORAGE TANKS

1 2 3 4

Tank Capacity Minimum Minimum distances Minimum distance

m3

distances between adjacent

tanks

m

from public places, from protected worksrailway lines, and (1) aboveground combustible liquid tanks

m m

Under 0.5 Nil Nil

0.5 1.5 1.5

1 2 3

2 4 6

5 5 8

8 6 10

10 7 11

15 8 14

20 9 15 Diameter of the larger tank 50 10 17

100 “ 11 20

200 “ 12 25

500 “ 22 45

750 “ 30 60

1000 “ 40 75

2000 “ 50 100

3000 “ 60 120

4000 and above “ 65 130

Note: The boundary from adjacent private property is not considered to be protected works

unless the land use or occupancy is included in the definition or unless hazards from ignition sources exist.

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10



ANNEX B

LPG TANK LOCATIONS

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CHAPTER 4

STORAGE AND HANDLING OF LPG CYLINDERS (INCLUDING BARRACKS, IN-FIELD AND AT SEA)

1. CYLINDER DESIGN AND MARKINGS

1.1 Standards. Cylinders shall comply with AS 2030.1 as relevant to LPG, and subject to the following qualifications:

a. A cylinder shall not be fitted with a fixed liquid level gauge unless the cylinder is specifically equipped for:

(1) Use in an in-situ filling installation, provided that the gauge shall indicate a

maximum liquid level equivalent to 2 kg less than the normal level for a cylinder of that particular size.

(2) Use as a removable fuel container in automotive applications.

(3) Decant filling in accordance with paragraph 5.1 to 5.6 provided that the

cylinder does not exceed 25 L capacity.

b. A cylinder for in-situ filling applications shall be provided with:

3(1) A filling connection which incorporates a 1 /4 in male Acme thread and a non-return valve.

(2) A fixed liquid level gauge complying with 1.1a.(1) above.

(3) Surface finish markings in accordance with paragraph 1.2.

1.2 Surface Coating. A cylinder shall not be installed or used unless its protective coating is suitable for the particular conditions of use. The following conditions shall apply for steel cylinders:

a. Cylinders shall not be installed in boats unless they bear the coating identification mark 1.

b. Cylinders shall not be subject to in-situ filling or installed on caravans or similar mobile

installations, unless they bear one of the coating identification mark 1, 2 or 3. c. Cylinders between 15 L and 30 L capacity inclusive shall not be used unless they bear

one of the coating identification marks 1, 2, or 3. d. Cylinders without any coating identification marks (i.e. having any form of surface

coating including painting), may be used for applications other than those listed above without the need for a special ruling as to suitability.

2. GENERAL PRECAUTIONS 2.1 Ignition Source. A cylinder, whether it is in use or not in use, shall be located so that a fixed ignition source does not fall within the Zone 0, Zone 1 or Zone 2 areas, subject to the following qualifications:

a. The presence of a window above a cylinder shall be deemed not to create a hazardous zone within the building provided that the installation complies with paragraph 3.1(d).

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b. This requirement does not apply to the location of a flame or igniter of a gas appliance in relation to its supplying cylinders where:

(1) The cylinder capacity does not exceed 25 L.

(2) Both the cylinder and the appliance are located outdoors either as a fixed

installation or as a portable or mobile appliance unit.

(3) Heat from the appliance will not cause the design temperature of the cylinder to be exceeded.

Note

Additional requirements apply if the cylinders are filled in-situ (see paragraphs 4.1 – 4.4).

2.2 Use of Vapour Barriers and Fire Walls. Separation distances may be measured in a horizontal plane around the end of any vapour barrier or fire wall which intervenes provided that:

a. The top of the vapour barrier or fire wall is not lower than 1m above the top of the cylinder valve,

b. A fire wall is used when the separation distances under consideration involves a

protected works or an occupied building on the same site, and

c. The construction of a fire wall or vapour barrier complies with Part 6, Section 1, Chapter 3, Paragraph 4.1 of this standard.

2.3 Ventilation and Access. Nearby construction, fences, walls, vapour barriers or the like shall permit free access around and cross ventilation for the cylinders. 2.4 Piping and Hose. Any piping and hose used in a cylinder installation shall comply with Part 6, Section 1, Chapter 3, Clause 7. 2.5 Regulators. Regulators shall be installed in accordance with the following requirements:

a. Where the cylinder is outside, the first-stage regulator shall be outside. A second-stage regulator may be inside provided that the relief valve and the space above the diaphragm are vented to the outside.

b. The outlet from such vents shall be at least 1 m horizontally away from any opening

into a building which is less than 2m below the level of such discharge outlet.

c. The location of a single-stage regulator or the first stage of a multistage regulator assembly shall ensure that the length of the piping that is subject to cylinder pressure, is as short as practicable.

d. A final-stage regulator shall be provided with a pressure-relief valve, either built into

the regulator or as close as practicable to it. The discharge setting shall be:

(1) Where the outlet pressure exceeds 150 kPa, 1.5 to 2 times the outlet pressure, or

(2) Where the outlet pressure is 150 kPa or less, 2 to 3 times the outlet pressure.

3. CYLINDERS IN EXTERNAL USE 3.1 Location of Cylinders. A cylinder installation outside a Barracks or Defence building, shall comply with the following requirements:

a. The separation distances of Table 6.3 shall apply except that cylinders may be

installed in groups adjacent to a building, provided that each group contains no more

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than two banks of cylinders, and each bank totals no more than 1200 L capacity. b. The distance between any two groups of cylinders as defined in (a) above or between

a group of cylinders and a tank, shall be not less than 8m. c. Any opening into the building that is below the level of the relief valve, shall be at least

1m horizontally from the nearest cylinder. d. One or more cylinders may be installed below a window, provided that there is a

minimum distance of 150 mm between the top of any cylinder valve and the bottom of the window opening.

d. A cylinder shall be located at a distance of at least 5m from other forms of flammable

or combustible liquid storage. 3.2 In-Field. Minimum storage separation distances must also be applied for tents, sleeping areas and congregating areas. Unit CO must perform a risk assessment to determine the most suitable location(s). Refer to the Field Kitchen Technical Manual-User Handbook for LPG use and application. 3.3 At sea.

(RESERVED) 3.4 In-Field and Barracks Installation. Cylinders shall be installed (In-Field and Barracks) in accordance with the following:

a. A cylinder shall be installed on a firm, level, non-combustible base, and protected from direct contact with the soil.

b. Where a cylinder is liable to accidental dislodgment, a means of securing shall be

provided.

c. Fenders or their equivalent shall protect any cylinder that is liable to damage from manoeuvring vehicles.

d. Cylinders shall not be installed below ground level unless the ventilation provisions

are adequate to prevent the accumulation of any gas which may leak.

e. A cylinder shall be installed so that the discharge from the relief valve will not impinge on a cylinder or on adjacent combustible buildings or structures.

f. A cylinder intended to be exchanged or to be removable shall be connected to a fixed

piping system by flexible piping or hose not more than 600 mm long.

g. Cylinder(s) are to be undercover, covered or caged where possible. 3.5 At Sea Installation.

(RESERVED) 4. CYLINDERS USE FOR IN-SITU FILLING 4.1 General. An installation of cylinders intended for in-situ filling shall comply with the requirements of this Chapter as relevant, unless varied by any of the following paragraphs. 4.2 Cylinders. Cylinders other than those specifically designed for the purpose shall not be used for in-situ filling installations (see paragraph 1.1).

3



4.3 Location. An in-situ fill cylinder shall be located outdoors so that:

a. The distance in any direction from a cylinder or its valves or fittings to an opening into a building shall be not less than 1m;

b. Where a cylinder is against a wall, any structure opposite which could tend to confine

access shall be not less than 2m from the cylinder, and

c. A cylinder or its valves and fittings shall be not less than 5m from any fixed ignition source.

4.4 Installation. An in-situ fill cylinder shall be installed as follows:

a. A cylinder of 200 L or less capacity shall be securely held in place.

b. The cylinder shall be placed on a well drained concrete base, whose top surface is at least 50mm above the surrounding level.

c. Any cylinder, which is liable to damage from manoeuvring vehicles, shall be protected

by fenders or their equivalent. 5. CYLINDERS IN INTERNAL USE 5.1 Use Inside Industrial Buildings. The total capacity of cylinders in use inside an industrial building shall not exceed 350 L except that:

a. Cylinders may be manifolded in banks not exceeding 500 L capacity provided that such banks are separated by a distance of at least 15m,

b. Single cylinders may be used indoors provided that the total capacity, including any

manifolded cylinders, does not exceed 500 L in any 200m2 of floor space, c. Notwithstanding a. and b. above, where the floor space is less than 200m2, the total

cylinder capacity shall not exceed 350 L,

d. For large steel fabricating works and similar applications, the Service Fire Adviser may allow variations of (a) and (b) above, and

e. Exchange cylinders awaiting connection or used cylinders awaiting removal shall be

counted in the total cylinder capacity for the purposes of the paragraph. 5.2 Mobile Space Heaters. Mobile space heaters supplied by individual cylinders shall not be used inside any building unless it is an industrial building, and then only under the following conditions:

a. Space heating within the building is necessary, but a permanent installation is not practicable.

b. The contents of the building within the area in which the heater will be used are essentially non-combustible.

c. Burner units are located and used so that the temperature induced in any combustible material will not exceed 70oC.

d. Cylinders and burner units are located so that they are not liable to damage or dislodgment by the movement of persons or goods, or by other causes.

e. Where two or more heater-container units are located in any un-partitioned areas on the same floor, the cylinder of any one unit is separated from the heater and cylinder of any other unit by not less than 6m.

f. The heat input does not exceed 50 W for each cubic metre of room space.

g. The capacity of each cylinder does not exceed 110 L.

h. Any trolley or stand used to hold cylinders and burners is of metal construction, has

4



adequate stability, and is provided with chains or the means for holding the cylinders securely.

i. Each burner is fitted with a flame-failure protective device arranged to shut off the gas supply in the event of burner or pilot failure.

5.3 Building Construction. Where LPG is to be used in the construction, repair or improvement of buildings or structures or their fixtures, and portability of equipment is required, cylinders may be used, provided that action is taken to close the valve and disconnect the hose when the LPG is not in use. 5.4 Demonstration or Display. Cylinders may be located indoors for demonstration or display purposes under the following conditions:

a. Where a competent person is in constant attendance, the total capacity shall not exceed 50 L.

b. Where there is no competent person in constant attendance, the total capacity shall not exceed 25 L.

5.5 Where the limitations imposed by (a) or (b) above are insufficient, as for an industrial demonstration, an installation of greater capacity shall not be used without specific approval of the Service Fire Adviser. 5.6 Educational Building. The requirements of paragraph 5.4 shall apply to the use of cylinders indoors in an educational building, except the cylinders may be used indoors in a trade training workshop up to a maximum capacity of 110 L. 5.7 Domestic and Other Non-Industrial Buildings. Cylinders in domestic and other non-industrial buildings shall be limited to a total capacity of 10 L, except that in dental rooms, two cylinders each not exceeding 10 L may be installed on a manual-switch basis. 5.8 In Field. The use of LPG fuelled portable and mobile appliances in field tents is strictly prohibited, including the storage of LPG bottles or cylinders (exception: field kitchens). If any doubt arises in a field environment as to any safety issue, a risk assessment must be undertaken prior to approval by a CO. 5.9 At Sea

(RESERVED)

6. STORAGE OF CYLINDERS 6.1 Site Requirements. The areas in which cylinders are stored, including Barracks and In-Field, shall comply with the following requirements:

a. The location shall be such as will ensure that cylinders are not liable to physical damage, tampering, or excessive temperature rise. This requirement shall not be taken to preclude storage in the open exposed to the sun.

b. The standing area (other than a floor) shall be level, non-combustible and not prone to

indentation such that water could accumulate or the cylinders could be dislodged. c. Any floor shall be concrete or other non-combustible material, hardwood or other

suitable material, with or without suitable floor coverings. d. In field, do not store on dirt and low lying areas. e. Ensure good ventilation is provided and keep cylinders covered and out of direct

sunlight. f. Cylinders shall be stored in such a manner that the pressure-relief device is in

communication with the vapour space.

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g. Buildings used for cylinder storage shall incorporate non-combustible cladding for the walls and roof and be ventilated by natural or mechanical means in accordance with the ventilation requirements of AS 4332-2004.

h. Cylinders in a mixed storage shed shall be separated from any oxidizing gases by at

least 3m. This separation distance may be measured horizontally around a vapour barrier complying with the requirements of AS 1596, Clause 6.4.5.

i. A compliant and full charged portable fire extinguisher for In-Field situations shall be

readily available at all times. Refer to Part 6, Section 1, Chapter 2, Clause 2.4. j. ”FLAMMABLE GAS - NO SMOKING - NO FLAME” signage is to be displayed IAW

Part 6, Section 1, Chapter 6, paragraph 3 of this DEF(AUST). Exception only applies to field kitchen installations where LPG can be used for cooking purposes only. Refer to Field Kitchen Technical Manual-User Handbook

k. Cylinder(s) should be undercover, covered and caged where possible.

6.2 Separation Distances. Cylinders stored in the open (Including In-Field) or within Barracks and Defence buildings, shall be located at the distances given in Table 6.3. In addition the following requirements shall apply:

a. A cylinder shall be not less than 1m horizontally away from an opening into, and shall be outside of, any building that is not used solely for storage of gas cylinders.

b. The distance between any cylinder and any above ground LP Gas storage tank or flammable liquid storage which exceeds 250 L capacity shall not be less than 3m.

c. Cylinders shall not be stored within any compound (a bunded area) used for the storage of flammable liquids.

d. The distance between any two groups of cylinders shall not be less than the protected place distance for the larger group.

e. Cylinder filling locations (See Chapter 5) shall not be regarded as protected places.

7. EMPTY CYLINDERS 7.1 Cylinders that are empty but un-purged and cylinders that have been refilled shall be stored as follows:

a. The outlet valve shall be kept closed.

b. Where a cylinder is designed for a detachable valve protection cap, the cap shall be kept in place when the cylinder is not in use.

c. The method of storage shall be such that the safety relief device is always in direct communication with vapour space.

d. Stored undercover, covered and caged where possible.

8. FIRE PROTECTION 8.1 Cylinders in use or in storage unless gas free, with an aggregate capacity of > 1,000 but < 12,000 Litres must have the following fire protection equipment:

a. Quantity one hose reel, or

b. Quantity one 40B(E) or 40AB(E) Dry Chemical Powder (DCP) Fire Extinguisher.

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Table 6.3 Cylinder Location

1 2 3 4

Aggregate Capacity of Minimum Minimum Minimum distance Cylinders

L

distances from public places or

railway line.

m

distance from a from a fixed ignition protected place source

m m

0 1,000 0 0 See Note 11,000 2,500 1.5 3

2,500 6,000 3 4.5 See Paragraph 2.1 6,000 12,000 3 6

12,000 120,000 4.5 8

120,000 8 15

Notes:

1. This distance may be reduced to zero where there are no other confining structures, such as a solid fence or building, within 3m.

2. The distances are horizontal projections of distances measured through air.

3. The boundary from adjacent private property is not considered to be a protected place.

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CHAPTER 5

CYLINDER FILLING REQUIREMENTS

1. SCOPE

1.1 This chapter applies to all cylinder-filling installations except in-situ filling installations dealt with in Chapter 4.

2. FILLING METHODS 2.1 Filling by Mass. Cylinders for LPG to be filled by mass shall be filled by pumping at a

cylinder-filling area in accordance with paragraph 3.1 – 3.5, except as permitted in paragraph 2.2

2.2 Filling by Volume. Filling by volume shall be limited to the following:

a. Cylinders for filling by decanting provided that they are fitted with a fixed liquid level gauge incorporating a vapour release mechanism.

b. Pump filling is limited to:

(1) Cylinders that are fitted with an appropriate automatic fill limiting device.

(2) Cylinders that are for automotive purposes (e.g. fork lift trucks).

(3) Cylinders that have a water capacity greater than 110 L and that are fitted with a fixed liquid level gauge.

Note When filling by pumping, the pumping rate shall be appropriate to the cylinder

size, in order to reduce the likelihood of overfilling.

3. CYLINDER FILLING AREA 3.1 Location of Filling Area. Where cylinders are filled other than by decanting, the cylinder-

filling point shall not be less than 8m from any storage tank or dispenser for any type of fuel, except that:

a. where the cylinder storage associated with the filling operation does not exceed 6,000 L total capacity, the distance of 15m may be reduced to 8m, and

b. where the cylinder storage associated with the filling operation does not exceed 6,000 L total capacity, the following minimum distances shall be applied:

(1) To a LPG storage tank - 3m.

(2) To a public place or boundary - 3m.

(3) To a building excluding a canopy - 6m.

(4) To protected works - 6m.

(5) To a drain, pit, or basement - 6m.

(6) In-Field – To tents and places of congregation - 6m.

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3.2 Adjacent Storage. Cylinders containing LPG may be stored adjacent to the filling point provided that:

a. A clear means of exit, in more than one direction, and not less than 1 m wide is maintained from the filling point clear of the area where cylinders are stored.

b. Where cylinders totalling more than 600 L capacity are stored within 4m of the filling point, the distances of 15m and 5m required by paragraph 3.1 shall be measured from the extremity of the cylinder storage area or platform.

3.3 Ventilation. A cylinder-filling area shall be ventilated as follows:

a. Where the area is covered, at least two sides of the shelter shall be open.

b. Where the filling is on a platform or elevated above ground level, the space beneath shall be either completely open and empty or filled solid.

3.4 Emergency Shut-down. An emergency shut-down device shall be fitted to shut off liquid supply to the filling point in an emergency. The actuating point shall be located so that it is convenient to the path of egress from the operating station.

3.5 Ignition Source. An ignition source shall not fall within a Zone 0, Zone 1 or Zone 2 areas. 4. DECANTING 4.1 Training. Personnel undertaking decanting shall be trained through either of the following

methods:

a. Courses provided by local LPG suppliers.

b. Unit training undertaken by approved trainers or local RTC.

4.2 Size Restrictions. Cylinders larger than 25 L shall not be filled by decanting, except that for cylinders used as fuel tanks for vehicles engines this limit may be increased to 50 L.

4.3 Hose. Hoses used for decanting shall be not more than 10mm nominal bore and not more

than 3 m long. Tank supplied systems shall incorporate an excess-flow valve before the tank end of the hose.

4.4 Location. A decanting cylinder shall not be used or stored indoors. The decanting point shall

be located outdoors as shown at Annex A, and the following separation distances from the decanting point shall be maintained:

a. To an opening into a building - 2m.

b. To buildings on neighbouring property or to any combustible materials stored above ground - 5m.

c. To public places - 3m.

d. To any above-ground tank containing dangerous goods - 3m.

e. To dispensers for any type of fuel - 3m.

f. To the entrance to a drain, pit or basement - 3m.

g. To any structure limiting egress past the point of

connection to the cylinder - 2m.

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Notes:

1. Separation distances may be measured horizontally around a vapour barrier if the decanting is from a cylinder, or a fire wall if the decanting is from a tank.

2. Decanting on a boundary is permissible provided that there exists a fire wall sufficient to ensure that the separation distances can be realised.

4.5 Arrangement of Cylinders. The cylinders being filled shall be arranged for filling so that the fixed liquid level gauge and the safety valve are exposed to the vapour space.

4.6 Security. When decanting in an area accessible to the public or unauthorised personnel, and

it ceases to be under general supervision, it shall be protected from tampering by one of the following:

a. The whole of the decanting equipment including the cylinder shall be stored in a locked ventilated enclosure outside any building.

b. Decanting pipes and hoses shall be disconnected and removed to a secure indoor storage and the operating valve of the supply provisions shall be rendered inaccessible.

4.7 Notices. The following notices shall be displayed prominently close to the decanting point:

a. A warning notice in letters at least 50mm high reading:

FLAMMABLE GAS, NO SMOKING

b. Instructions for decanting procedures, including a warning to stop filling as soon as the fixed liquid level gauge indicates that the maximum permitted liquid level has been reached.

5. CYLINDER FILLING 5.1 Filling shall be carried out in accordance with the following requirements:

a. The procedures specified in AS 2030.1 shall be followed, including pre-filling inspection.

b. A cylinder which does not comply with the requirements of Chapter 4 shall not be filled.

c. If the filling is by decanting, the requirements of paragraphs 4.1 to 4.6 shall apply.

d. Filling by volume shall not be carried out on any cylinder that does not incorporate a fixed liquid level gauge.

e. Filling shall be stopped if any fault or malfunction causes gas to escape.

f. The Exclusion Zone Safety Distances for Ignition Sources detailed at Annex B are followed.

g. Away from sleeping, eating and congregating areas for both In-Field and At Sea environments.

5.2 Supervision. A person trained and experienced in the filling operation shall be in attendance throughout such operations. The Line Manager or CO is responsible in ensuring appropriate training has been provided.

5.3 Leakage Check. Every cylinder shall be checked for leakage after filling.

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6. FILLING FROM TANKERS TO CYLINDERS OTHER THAN IN-SITU 6.1 In-situ Filling. In-situ filling shall be conducted in accordance with the requirements of

Chapter 7, except that the distance of 10m specified in paragraph 4.4(e). may be reduced to 5m.

6.2 Application. The procedures for the filling of cylinders directly from a tanker by arranging a

temporary filling installation adjacent to the tanker are to be in accordance with the following paragraphs.

6.3 General Requirements. The requirements of paragraph 5.1 – 5.3 shall apply unless varied

below, except that the procedure shall be limited to filling by mass. 6.4 Preliminary Safety Check. The area within 7m of the filling point shall be checked for

potential ignition sources, and any such hazards shall be removed before filling is started. 6.5 Notice. A notice shall be displayed in letters at least 50mm high near the cylinder-filling point

indicating: NO SMOKING, NO FLAME

6.6 Tanker Egress. The tanker shall be positioned so that in an emergency it can be driven or towed straight out without recourse to backing or turning.

6.7 Cylinder Storage and Handling. Cylinders shall be placed so that access to the tanker cabin

and pump controls and the egress of personnel or the tanker are not impeded. The requirements of paragraphs 3.2 and 3.3 shall be observed.

6.8 Separation Distances. The distance from the tanker and the cylinder-filling point to public

places and protected works shall be not less than:

a. Where the cylinder-filling rate does not exceed 2,500kg on any one day is 8m, or

b. Where the cylinder-filling rate exceeds 2,500kg on any one day is 16m.

7. CYLINDER STORAGE AND HANDLING 7.1 Handling and Transportation. Cylinders shall be handled and transported in accordance

with the following requirements:

a. Cylinders shall be carefully handled and not allowed to fall upon one another or be otherwise subjected to undue shock.

b. Cylinders shall be secured to prevent movement or physical damage. Valves shall be safeguarded against physical damage in accordance with AS 2030.1.

c. Cylinders shall be placed so that the safety relief valve device is always in direct communication with the vapour space (i.e. with the cylinder upright).

d. Cylinders shall not be carried in an enclosed compartment of any vehicle except where a person carries less than 25 L of LPG for his own use.

e. Cylinders whose total gas capacity exceeds 250 L shall not be transported in public passenger-carrying vehicles. Cylinders, other than small camping cylinders up to 2.5 L of gas capacity, shall not be carrying in the passenger compartment.

f. Carriage of cylinders on aircraft is subject to the approval of the aircraft captain. Individuals are responsible for notifying the captain or crew of cylinders in personal baggage. For consignments of cylinders, the procedures for transporting hazardous goods are to be applied.

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7.2 Lock-Up Procedures. Where lockable security provisions have been provided, they shall be locked before a premise is left unattended.

7.3 Removal of Valve Handles. A valve handle that is removable for security shall not be

removed with the valve in the open position. 7.4 Mixed Cargo. Where LPG is to be transported, handled, or stored along with other goods,

the requirements of the current Australian Dangerous Goods Code shall be used.

ANNEXES:

A. Decanting Cylinder Location B. Cylinder Filling – Exclusion Zone for Ignition Sources

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ANNEX A

DECANTING CYLINDER LOCATION

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2



ANNEX B

CYLINDER FILLING – EXCLUSION ZONE FOR IGNITION SOURCES

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CHAPTER 6

INSPECTION AND MAINTENANCE REQUIREMENTS 1. TESTING AND INSPECTION 1.1 Tanks. Tanks shall be inspected according to the requirements of the Service Fire Adviser. The following requirements apply for underground tanks:

a. Where tests prove the effectiveness of the corrosion-resistant coating and the cathodic protection system, periodic external inspection of a tank need not be made. Inspection of test plates or probes buried close to a tank and connected to it may be used as evidence of satisfactory cathodic protection.

b. Tanks shall be inspected at the end of the effective life of sacrificial anodes or when tests indicate the loss of effectiveness of the cathodic protection system or coating.

c. When any fault is found in the protective coating, it shall be stripped in the immediate vicinity of the fault and the underlying metal surface examined. Such defective coating shall be repaired and tested to ensure compliance with AS/NZS 1596:2008.

d. Cathodic protection systems shall be tested at least every 6 months and records of these tests shall be kept and be available for 10 years.

1.2 Piping. Piping for LPG whether it is new, modified, or added piping, shall be tested by the installer in accordance with the relevant procedures detailed in AS/NZS 1596:2008, Appendix H. 1.3 Hoses and couplings. Transfer hoses other than decanting hoses shall be periodically inspected and tested as follows:

a. Visually inspected for damage over the whole length in use at intervals not exceeding 1 month.

b. Hydrostatically tested IAW AS 1596:2008.

1.4 Delivery hoses for in-situ filling shall be inspected visually over its entire length weekly and a record of these tests shall be kept. Hoses that fail their inspection and/or testing shall be discarded. 1.5 Protective Flow-Control Valves. Excess flow valves and non-return valves shall be checked immediately after installation to ensure correct functioning. 1.6 Operational Checks. The emergency shut-off valves and all other valves which may not be used daily, including the drain valves, shall be checked on a regular basis to ensure satisfactory performance. Where an emergency system of closure can be operated from several points, it shall be checked from all the points. 1.7 All gauges shall be checked regularly to ensure that they are in serviceable conditions. The outlets of safety valves shall be checked to ensure that rain caps are provided and that they are loosely fitted. 2. MAINTENANCE 2.1 It is essential that work on or near any LPG-containing component be undertaken only after all necessary steps have been taken to ensure safety. Written safety procedures must be prepared and adhered to.

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2.2 Equipment Alterations. Any gas-containing equipment having approval as a pressure component shall not be modified until approval for the modification had been obtained. 2.3 Work Within Hazardous Zones. Any work which is of such a nature, or uses equipment of a type, which is likely to create an ignition source within a Zone 1 or Zone 2 area, shall not be carried out unless the area is subject to continuous checking to ensure that it is gas-free. 2.4 Pits. Any pit associated with an underground installation shall be checked for the presence of gas before work in the pit is commenced. 2.5 Site Upkeep. The area around any storage and handling installation shall be maintained in a safe condition. In particular:

a. Any accumulation of flammable or combustible materials, of a type and quantity sufficient to constitute a significant heat radiation hazard to the installation in the event of fire in those materials, shall be removed,

b. Vegetation that might become a fire hazard shall be kept short. Other combustible material shall be kept clear within 3m of tanks up to 8m3 capacity, or 6m of tanks over 8m3 capacity,

c. The surface coating of aboveground tanks shall be maintained in good condition and the design colour shall not be altered without the approval of the Service Fire Adviser,

d. The area shall be kept clear of all extraneous material,

e. Lighting shall be kept operational and effective, and

f. Signs and notices shall be legible.

2.6 Tanker Servicing and Repair. Tanker servicing and repairs which can be conducted on a scheduled basis at prearranged times shall be carried out in workshops in which the staff have had prior training in the precautions required for LPG tankers. Where, because of breakdown at a remote location, a workshop without such trained staff must be used, the driver shall instruct the responsible people of the nature of the cargo and the precautions to be taken, and shall remain in attendance while the work is being done. In all circumstance, the following requirements shall apply:

a. No work of any nature shall be conducted indoors on the tank or any gas-containing components unless the component has been certified gas-free.

b. No hot work shall be conducted either indoors or outdoors on the tank or any gas-containing component unless the tank and the component are gas-free.

c. Work on the vehicle itself, which does not involve any gas-containing components, may be done indoors or outdoors, provided that the precautions in (d) to (h) below are observed.

d. The vehicle shall not be parked near a source of heat of sufficiently intensity to risk causing a discharge from the safety valve due to heating of the cargo.

e. All primary shut-off valves shall be closed before the vehicles are moved into the building. All hose connections shall be capped.

f. The system shall be checked for leaks and any found shall be repaired before the vehicle is moved into the building.

g. The tank shall be gauged to determine that it is not filled beyond the maximum filling level. Any overfilled condition shall be corrected before the vehicle is moved into the building.

h. If hot work on the vehicle as described in sub-para (c) above is avoidable:

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(1) All gas outlets shall be capped gas-tight.

(2) The surroundings shall be checked and shown to be gas-free.

(3) Fire extinguishers shall be deployed in the area.

(4) A water hose of sufficient capacity to quench sparks or minor fires shall be in reach.

3. MARKINGS, SIGNS AND NOTICES 3.1 All markings, signs and notices shall comply with AS/NZS 1596:2008, Annex D which covers the following:

a. Tank systems. b. Tank installations. c. Cylinder installations. d. Cylinder filling. e. Automotive filling points or stations – Vehicle filling area.

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PAR

T 7



PART 7– MANAGEMENT OF BULK FUEL INSTALLATIONS

1




SECTION 1 Chapter 1 – Management of bulk fuel installations

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PART SEVEN SECTION ONE

CHAPTER 1

MANAGEMENT OF BULK FUEL INSTALLATIONS 1. RESERVED

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DEF(AUST)5695B PETROLEUM, OILS AND LUBRICANTS MANUALdefence.gov.au/jlc/Documents/DSCC/DEF(AUST)5695B...

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