This document provides an introduction to aviation fuel quality requirements throughout the supply chain from refinery to aircraft. It aims to inform the aviation and petroleum industries about internationally accepted fuel quality practices and standards. The manual describes roles and responsibilities, outlines where contamination can occur, and references industry policies, standards and procedures to mitigate risks to fuel quality and ensure safe delivery of fuel to aircraft.
Cognitive Market Research provides detailed analysis of Fluoro Polymer Film Market in our recently published report titled, "Fluoro Polymer Film Market 2020" The market study focuses on industry dynamics including driving factors to provide the key elements fueling the current market growth. The report also identifies restraints and opportunities to identify high growth segments involved in the Fluoro Polymer Film market. Key industrial factors such as macroeconomic and microeconomic factors are studied in detail with help of PESTEL analysis in order to have a holistic view of factors impacting Fluoro Polymer Film market growth across the globe. Market growth is forecasted with the help of complex algorithms such as regression analysis, sentiment analysis of end-users, etc.
This document is a literature review on biofuels in the aviation industry. It discusses various types of biofuels including first generation biofuels made from sugar, starch or vegetable oil, and second generation biofuels made from lignocellulosic materials. It notes that hydro-treated vegetable oil (HVO) and Fischer-Tropsch kerosene are the two biofuels certified for aviation use in blends up to 50% with conventional jet fuel. HVO is currently available commercially while Fischer-Tropsch is expected within 5-10 years. The literature review examines environmental impacts, feedstock availability, production costs, and the first commercial biofuel flight by KLM using waste cooking oil-derived
This document provides guidance for implementing Evidence-based Training (EBT) programs for pilot recurrent assessment and training. EBT uses data from operations, accidents, incidents, and training to identify competencies pilots need and risks they face, and designs training around these evidence-based needs. The document was developed by an international working group and outlines EBT principles, applicable regulations, benefits, and a phased implementation process. Training is aimed at improving safety by focusing on the most operationally relevant threats and competencies.
This document is a literature review and thesis proposal on the future of alternative fuels in aviation. It discusses the background of biofuels in aviation and issues around reducing carbon emissions. The literature review covers different types of biofuels like first generation from sugar/starch and second generation from non-food sources. It also discusses feedstocks, production processes, and environmental benefits of biofuels like hydro-treated vegetable oil and Fischer-Tropsch fuels. The document outlines the structure of the thesis which will analyze data on biofuel production and use to predict market share between 2015-2050. It will address technical, economic and policy factors to answer which biofuel is most likely for commercial use in aviation by 2050.
This document is the fourth edition of the Safety Management Manual published by ICAO. It provides guidance for States and service providers on implementing safety management systems as required by Annex 19. The manual is divided into nine chapters that progressively build understanding of safety management fundamentals, developing safety intelligence through data analysis, and implementing safety management at the State and service provider level. It aims to help States establish effective State safety programs and ensure service providers implement safety management systems in accordance with Annex 19 standards.
A new ISO technical committee (ISO/TC 293) has been created to develop international standards for feed machinery and address issues like inconsistent requirements, lack of safety measures, and factors affecting feed hygiene. The committee aims to harmonize the global feed industry through standards for terminology, safety, hygiene, and test methods. This will facilitate international trade, improve production efficiency and quality, and benefit stakeholders by guaranteeing feed safety and environmental protection. Moving forward, a challenge will be attracting experts to develop standards that support trade while promoting innovation.
This document provides guidelines for evaluating the viral safety of biotechnology products derived from cell lines of human or animal origin. It outlines testing that should be conducted on the master cell bank, working cell bank, production cells, unprocessed bulk, and purified bulk to detect and clear any viral contaminants. Viral clearance studies should characterize the ability of the production process to inactivate or remove relevant viruses using model viruses. Proper evaluation and interpretation of viral clearance data is necessary to demonstrate the viral safety of the final product.
The International Sustainability & Carbon Certification (ISCC) system was developed in 2008 to certify sustainable biomass and bioenergy. ISCC certification covers sustainability aspects across the entire biofuel supply chain, including reducing GHG emissions, sustainable land use, protecting natural areas, and social sustainability. The certification has criteria in three categories: sustainability requirements for biomass production, GHG emissions savings calculations, and traceability/mass balance requirements. ISCC certification aims to promote environmentally and socially responsible production of all types of biofuels.
Cognitive Market Research provides detailed analysis of Fluoro Polymer Film Market in our recently published report titled, "Fluoro Polymer Film Market 2020" The market study focuses on industry dynamics including driving factors to provide the key elements fueling the current market growth. The report also identifies restraints and opportunities to identify high growth segments involved in the Fluoro Polymer Film market. Key industrial factors such as macroeconomic and microeconomic factors are studied in detail with help of PESTEL analysis in order to have a holistic view of factors impacting Fluoro Polymer Film market growth across the globe. Market growth is forecasted with the help of complex algorithms such as regression analysis, sentiment analysis of end-users, etc.
This document is a literature review on biofuels in the aviation industry. It discusses various types of biofuels including first generation biofuels made from sugar, starch or vegetable oil, and second generation biofuels made from lignocellulosic materials. It notes that hydro-treated vegetable oil (HVO) and Fischer-Tropsch kerosene are the two biofuels certified for aviation use in blends up to 50% with conventional jet fuel. HVO is currently available commercially while Fischer-Tropsch is expected within 5-10 years. The literature review examines environmental impacts, feedstock availability, production costs, and the first commercial biofuel flight by KLM using waste cooking oil-derived
This document provides guidance for implementing Evidence-based Training (EBT) programs for pilot recurrent assessment and training. EBT uses data from operations, accidents, incidents, and training to identify competencies pilots need and risks they face, and designs training around these evidence-based needs. The document was developed by an international working group and outlines EBT principles, applicable regulations, benefits, and a phased implementation process. Training is aimed at improving safety by focusing on the most operationally relevant threats and competencies.
This document is a literature review and thesis proposal on the future of alternative fuels in aviation. It discusses the background of biofuels in aviation and issues around reducing carbon emissions. The literature review covers different types of biofuels like first generation from sugar/starch and second generation from non-food sources. It also discusses feedstocks, production processes, and environmental benefits of biofuels like hydro-treated vegetable oil and Fischer-Tropsch fuels. The document outlines the structure of the thesis which will analyze data on biofuel production and use to predict market share between 2015-2050. It will address technical, economic and policy factors to answer which biofuel is most likely for commercial use in aviation by 2050.
This document is the fourth edition of the Safety Management Manual published by ICAO. It provides guidance for States and service providers on implementing safety management systems as required by Annex 19. The manual is divided into nine chapters that progressively build understanding of safety management fundamentals, developing safety intelligence through data analysis, and implementing safety management at the State and service provider level. It aims to help States establish effective State safety programs and ensure service providers implement safety management systems in accordance with Annex 19 standards.
A new ISO technical committee (ISO/TC 293) has been created to develop international standards for feed machinery and address issues like inconsistent requirements, lack of safety measures, and factors affecting feed hygiene. The committee aims to harmonize the global feed industry through standards for terminology, safety, hygiene, and test methods. This will facilitate international trade, improve production efficiency and quality, and benefit stakeholders by guaranteeing feed safety and environmental protection. Moving forward, a challenge will be attracting experts to develop standards that support trade while promoting innovation.
This document provides guidelines for evaluating the viral safety of biotechnology products derived from cell lines of human or animal origin. It outlines testing that should be conducted on the master cell bank, working cell bank, production cells, unprocessed bulk, and purified bulk to detect and clear any viral contaminants. Viral clearance studies should characterize the ability of the production process to inactivate or remove relevant viruses using model viruses. Proper evaluation and interpretation of viral clearance data is necessary to demonstrate the viral safety of the final product.
The International Sustainability & Carbon Certification (ISCC) system was developed in 2008 to certify sustainable biomass and bioenergy. ISCC certification covers sustainability aspects across the entire biofuel supply chain, including reducing GHG emissions, sustainable land use, protecting natural areas, and social sustainability. The certification has criteria in three categories: sustainability requirements for biomass production, GHG emissions savings calculations, and traceability/mass balance requirements. ISCC certification aims to promote environmentally and socially responsible production of all types of biofuels.
The International Sustainability & Carbon Certification (ISCC) system was developed in 2008 to certify sustainable biomass and bioenergy. ISCC certification covers sustainability aspects across the entire biofuel supply chain, including reducing GHG emissions, sustainable land use, protecting natural areas, and social sustainability. The certification has criteria in three categories: sustainability requirements for biomass production, GHG emissions savings calculations, and requirements for traceability and mass balance calculations. ISCC certification aims to promote environmentally and socially responsible production of all types of biofuels.
This document is a market report on global body protection equipment from 2021-2028 published by Cognitive Market Research. It provides an overview of the key players, market segments, and geographic regions. The report contains detailed sections on market size and forecasts, key trends, major customers, cost structures, and more. It analyzes the market for body protection equipment by product type, application, end user industry, and region. Sections include market analysis and revenue forecasts for North America, Europe, Asia Pacific, Latin America, and Middle East/Africa.
Report Link- https://www.cognitivemarketresearch.com/Body-Protection-Equipment-Market-Report Cognitive Market Research provides detailed analysis of Body Protection Equipment in our recently published report titled, "Body Protection Equipment 2021" The market study focuses on industry dynamics including driving factors to provide the key elements fueling the current market growth. The report also identifies restraints and opportunities to identify high growth segments involved in the Body Protection Equipment market. Key industrial factors such as macroeconomic and microeconomic factors are studied in detail with help of PESTEL analysis in order to have a holistic view of factors impacting Body Protection Equipment market growth across the globe. Market growth is forecasted with the help of complex algorithms such as regression analysis, sentiment analysis of end-users, etc. #BodyProtectionEquipmentReport #BodyProtectionEquipmentMarket #BodyProtectionEquipmentMarketForecast #BodyProtectionEquipmentMarketStatus #BodyProtectionEquipmentMarket2021
Report Link- https://www.cognitivemarketresearch.com/Body-Protection-Equipment-Market-Report Cognitive Market Research provides detailed analysis of Body Protection Equipment in our recently published report titled, "Body Protection Equipment 2021" The market study focuses on industry dynamics including driving factors to provide the key elements fueling the current market growth. The report also identifies restraints and opportunities to identify high growth segments involved in the Body Protection Equipment market. Key industrial factors such as macroeconomic and microeconomic factors are studied in detail with help of PESTEL analysis in order to have a holistic view of factors impacting Body Protection Equipment market growth across the globe. Market growth is forecasted with the help of complex algorithms such as regression analysis, sentiment analysis of end-users, etc. #BodyProtectionEquipmentReport #BodyProtectionEquipmentMarket #BodyProtectionEquipmentMarketForecast #BodyProtectionEquipmentMarketStatus #BodyProtectionEquipmentMarket2021
This document is the ninth edition of Annex 17 to the Convention on International Civil Aviation, which provides standards and recommended practices for safeguarding international civil aviation against acts of unlawful interference. It incorporates all amendments adopted by the Council prior to November 2010 and supersedes all previous editions as of July 2011. The annex contains definitions, general principles for security organization and measures, and guidance for preventing and managing responses to acts of unlawful interference.
The World’s Most Advanced Air Transportation System at the Cross Roads
In 1978 the U.S. Government took a bold step and deregulated commercial air travel. The objective was to allow the marketplace to determine how the industry should grow.
By every measure, the experiment has been a phenomenal success. Ticket prices declined and continue to be affordable. The number of
passengers has steadily risen. The number of cities served by commercial flights continues to expand. Schedules and routes are becoming ever more convenient.
The deregulated air transportation industry has become apowerful economic engine driving a wide variety of other industries, from tourism and leisure travel to heavy manufacturing, which depends on rapid, dependable air freight for justin-time inventory management and logistics. Today, commerce in perishable and high-value goods depends heavily on air transportation. In fact, 40 percent of worldwide cargo, calculated by value, travels by air.
Ironically, as countries throughout the world embrace deregulation to gain the advantages of a market-driven air transportation system, our own advances in deregulation are imperiled by the inability of the current system to accommodate future demand. Desperate measures have been suggested, including curtailment of growth to hold traffic volumes within system capabilities.
Failure to fundamentally change the air traffic system now, may leave few alternatives to such draconian market restrictions in the future. It is time to address this crisis in airspace capacity.
eMOTION! REPORTS.com Archives: (Boeing) Air Traffic Management: Revolutionary...GLOBAL HEAVYLIFT HOLDINGS
The document proposes a new air traffic management concept that would enable continued air traffic growth while reducing delays. The concept relies on three key features: aircraft trajectories to provide a look-ahead capability for traffic flow management, a common information network to share real-time flight and system data, and a restructured airspace designed for new operational capabilities. The implementation would occur in three phases, gradually introducing new trajectory-based procedures and taking advantage of improved communications, navigation and surveillance technologies to simplify air traffic control.
This document summarizes the state of the global aerospace and defense industry. It notes that the industry grew 4.3% in 2011 to $1.128 trillion and is forecast to reach $1.238 trillion by 2016. The defense sector contributes about 74% of revenues but is expected to slow due to budget cuts in the US and Europe. The civil aviation sector is expected to see continued growth, with over 35,000 new passenger and cargo aircraft needed over the next 20 years. Aerospace companies face challenges from cost pressures, procurement demands, and the need for innovation to gain competitive advantages.
This document summarizes a meeting that reviewed and validated the Codex Alimentarius priority allergen list through a risk assessment. The meeting established criteria for selecting priority allergens based on the prevalence, potency, and severity of immune-mediated adverse reactions to foods. It analyzed data on the prevalence of food allergies and coeliac disease. It also assessed the potency of allergens by reviewing dose distributions and deriving thresholds for eliciting symptoms. The meeting aimed to validate the list of priority allergens and establish criteria for when derivatives of allergens could be exempted from labeling.
This document is the second edition of the ICAO Manual on the Implementation of Language Proficiency Requirements, published in 2010. It provides guidance to States on complying with ICAO standards for language proficiency and establishing language training and testing programs. The manual covers topics such as the safety rationale for language requirements, language acquisition, radiotelephony communications, ICAO standards, implementation guidelines, language testing criteria, and training best practices. It aims to support a globally harmonized approach to ensuring pilots and air traffic controllers have the necessary English proficiency for international operations.
Research and Development priorities to support a UK sustainable aviation fuel...KTN
The publication was developed by members of Sustainable Aviation with additional input from the Department of Transport, Ministry of Defence, NNFCC and Joanna Bauldreay. Four main themes were identified along the supply chain as being critical to accelerating the SAF industry in the UK:
1. Feedstock & Sustainability
2. Process & economics
3. Infrastructure
4. Technical specification
Industry is keen to raise awareness of the need to focus on supporting the whole supply chain from early stage feedstock research to ensuring the UK has strong capabilities to conduct fit for purpose testing on new fuels. Focusing effort and investment on downstream R&D carries significant risk, whereas supporting the whole process to include fit for purpose testing will expedite the market entry of the new fuels.
The UK imports 70% of aviation turbine fuel and whilst developments and investment support aircraft electrification, in the short-term liquid fuel will remain a requirement for regional aircraft but critical for longer haul flights where electrification is not an option. Indigenous production of sustainable liquid fuels is needed now to ensure fuel resilience and significant import substitution. They are also required to ensure the UK is meeting carbon emission targets set by ICAO (50% reduction by 2050) plus support the UK’s Clean Growth Strategy.
The 12-page document was created by KTN’s Sustainable Aviation Fuel Special Interest Group (SAF SIG) on behalf of industry and government.
As a part of our Economics course in MBA we have done market analysis in Aviation Sector. Jet Airways & Qatar Airways are the companies taken for analysis. Report generated by Rajesh Kumar & Chaitanya.
The report attempts to highlight the current
scenario regarding the consumption patterns and future growth potential of crop protection
industry in India. With declining arable land and more mouths to feed, there is continuous
pressure to increase yield and reduce losses by usage of crop protection products. Usage of crop
protection products in North America and Europe has increased in order to boost yield and
quality. However, per capita consumption of crop protection products in India is still much lower
at 0.6 kg/ ha compared to 13 kg/ ha in China and 7 kg/ ha in USA. Indian crop protection market is
largely dominated by insecticides which account for 65% of the total crop protection chemicals
market. Herbicides are the largest growing segment and currently account for 16% of the total
market. Paddy and cotton are the major consumers of crop protection chemicals accounting for
28% and 20% respectively & top three states Andhra Pradesh, Maharashtra and Punjab account
for ~50% of the total pesticide consumption in India.
TATA Strategic Management Group (TSMG) in association with FICCI has been meticulously studying the trends in chemical industry and thereby supporting chemical companies across various verticals to achieve business excellence. The same knowledge and experience gives us an additional advantage to realize this report. The report attempts to highlight the current scenario regarding the consumption patterns and future growth potential of crop protection industry in India. With declining arable land and more mouths to feed, there is continuous pressure to increase yield and reduce losses by usage of crop protection products. Usage of crop protection products in North America and Europe has increased in order to boost yield and quality. However, per capita consumption of crop protection products in India is still much lower at 0.6 kg/ ha compared to 13 kg/ ha in China and 7 kg/ ha in USA. Indian crop protection market is largely dominated by insecticides which account for 65% of the total crop protection chemicals market. Herbicides are the largest growing segment and currently account for 16% of the total market. Paddy and cotton are the major consumers of crop protection chemicals accounting for 28% and 20% respectively & top three states Andhra Pradesh, Maharashtra and Punjab account for ~50% of the total pesticide consumption in India.
Aerospace Trends and New Technology DevelopmentsEWI
Following years of decreased defense revenues, the aerospace industry is poised for positive growth. Due to rising passenger traffic, accelerated equipment replacement cycles, decreasing crude oil prices, and an increase in defense spending, aerospace manufacturers are on pace for record production levels of next-generation aircraft.
The document summarizes a project to organize the annual Coca-Cola Congress in Egypt from September 1-9, 2014. The project aims to gather 1000 attendees from Coca-Cola's operations in over 200 countries to set the company's 2015 strategy and celebrate 2014 achievements. An international congress organization was hired to plan, organize, and oversee all aspects of the 10-day event, which will be held at a compound in Sharm El Sheikh, Egypt featuring accommodations and meeting spaces. The project will be financed by Coca-Cola and involves coordinating logistics, delegate services, special events, IT, human resources, communications, and financial work packages to ensure successful execution of the congress.
Each month we review the latest news and select key announcements and commentary from across the biofuels sector, including bioethanol, biodiesel and advanced biofuels.
This document provides an overview of IATA's Sustainable Aviation Fuel Roadmap. It outlines a timeline for testing, certifying, and commercializing sustainable aviation fuels. It discusses technical pathways and feedstock options for production. It also reviews sustainability legislation and proposes ways to harmonize standards to facilitate growth of the sustainable aviation fuel industry. The goal is to support a 1% sustainable fuel blend by 2020 and help decarbonize the aviation sector in the long run.
Sustainable aviation fuel market is estimated to reach $131.12 billion in 2033, at a growth rate of 58.78% during the forecast period 2023-2033.
Rad Report Overview: https://bisresearch.com/industry-report/sustainable-aviation-fuel-market.html
This document provides a user manual for the biogas industrial component of the BEFS Rapid Appraisal tool. The biogas industrial component evaluates the potential for developing biogas production from various feedstocks including wastewater, high moisture solids, low moisture solids, or combinations, for uses such as electricity generation, heat production, cogeneration, or upgraded biogas. The manual describes the scope and objectives of the component, outlines the steps to run the analysis, discusses assumptions and limitations, and describes the types of results generated regarding production costs and socioeconomic impacts.
The compliance report must be submitted within one year of receiving the NOC from CGWA and should include:
1. Details of the proposed project, location, compliance conditions, and details of constructed tubewells including their depth, diameter, lithology, pump details, discharge rates, and locations.
2. Monthly water usage data from installed water meters on tubewells and average daily consumption.
3. Groundwater quality and water level data from tubewells and piezometers.
4. Details of artificial recharge and rainwater harvesting measures implemented along with designs, structures, recharge computations, locations, and photographs.
This document presents information on online education. It discusses how online education allows students to take courses remotely over the internet through electronic media like digital notes, e-books, teaching slides and video conferencing. Some key advantages of online education are improved access, lack of geographical barriers, automatic technology skills improvement, and improved interaction between students and instructors. However, it also notes disadvantages like ease of cheating, lack of resources for some students, costly equipment requirements, lack of social interaction and discipline. It compares online and regular education systems in terms of location, materials, testing, instruction, environment and other factors.
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The International Sustainability & Carbon Certification (ISCC) system was developed in 2008 to certify sustainable biomass and bioenergy. ISCC certification covers sustainability aspects across the entire biofuel supply chain, including reducing GHG emissions, sustainable land use, protecting natural areas, and social sustainability. The certification has criteria in three categories: sustainability requirements for biomass production, GHG emissions savings calculations, and requirements for traceability and mass balance calculations. ISCC certification aims to promote environmentally and socially responsible production of all types of biofuels.
This document is a market report on global body protection equipment from 2021-2028 published by Cognitive Market Research. It provides an overview of the key players, market segments, and geographic regions. The report contains detailed sections on market size and forecasts, key trends, major customers, cost structures, and more. It analyzes the market for body protection equipment by product type, application, end user industry, and region. Sections include market analysis and revenue forecasts for North America, Europe, Asia Pacific, Latin America, and Middle East/Africa.
Report Link- https://www.cognitivemarketresearch.com/Body-Protection-Equipment-Market-Report Cognitive Market Research provides detailed analysis of Body Protection Equipment in our recently published report titled, "Body Protection Equipment 2021" The market study focuses on industry dynamics including driving factors to provide the key elements fueling the current market growth. The report also identifies restraints and opportunities to identify high growth segments involved in the Body Protection Equipment market. Key industrial factors such as macroeconomic and microeconomic factors are studied in detail with help of PESTEL analysis in order to have a holistic view of factors impacting Body Protection Equipment market growth across the globe. Market growth is forecasted with the help of complex algorithms such as regression analysis, sentiment analysis of end-users, etc. #BodyProtectionEquipmentReport #BodyProtectionEquipmentMarket #BodyProtectionEquipmentMarketForecast #BodyProtectionEquipmentMarketStatus #BodyProtectionEquipmentMarket2021
Report Link- https://www.cognitivemarketresearch.com/Body-Protection-Equipment-Market-Report Cognitive Market Research provides detailed analysis of Body Protection Equipment in our recently published report titled, "Body Protection Equipment 2021" The market study focuses on industry dynamics including driving factors to provide the key elements fueling the current market growth. The report also identifies restraints and opportunities to identify high growth segments involved in the Body Protection Equipment market. Key industrial factors such as macroeconomic and microeconomic factors are studied in detail with help of PESTEL analysis in order to have a holistic view of factors impacting Body Protection Equipment market growth across the globe. Market growth is forecasted with the help of complex algorithms such as regression analysis, sentiment analysis of end-users, etc. #BodyProtectionEquipmentReport #BodyProtectionEquipmentMarket #BodyProtectionEquipmentMarketForecast #BodyProtectionEquipmentMarketStatus #BodyProtectionEquipmentMarket2021
This document is the ninth edition of Annex 17 to the Convention on International Civil Aviation, which provides standards and recommended practices for safeguarding international civil aviation against acts of unlawful interference. It incorporates all amendments adopted by the Council prior to November 2010 and supersedes all previous editions as of July 2011. The annex contains definitions, general principles for security organization and measures, and guidance for preventing and managing responses to acts of unlawful interference.
The World’s Most Advanced Air Transportation System at the Cross Roads
In 1978 the U.S. Government took a bold step and deregulated commercial air travel. The objective was to allow the marketplace to determine how the industry should grow.
By every measure, the experiment has been a phenomenal success. Ticket prices declined and continue to be affordable. The number of
passengers has steadily risen. The number of cities served by commercial flights continues to expand. Schedules and routes are becoming ever more convenient.
The deregulated air transportation industry has become apowerful economic engine driving a wide variety of other industries, from tourism and leisure travel to heavy manufacturing, which depends on rapid, dependable air freight for justin-time inventory management and logistics. Today, commerce in perishable and high-value goods depends heavily on air transportation. In fact, 40 percent of worldwide cargo, calculated by value, travels by air.
Ironically, as countries throughout the world embrace deregulation to gain the advantages of a market-driven air transportation system, our own advances in deregulation are imperiled by the inability of the current system to accommodate future demand. Desperate measures have been suggested, including curtailment of growth to hold traffic volumes within system capabilities.
Failure to fundamentally change the air traffic system now, may leave few alternatives to such draconian market restrictions in the future. It is time to address this crisis in airspace capacity.
eMOTION! REPORTS.com Archives: (Boeing) Air Traffic Management: Revolutionary...GLOBAL HEAVYLIFT HOLDINGS
The document proposes a new air traffic management concept that would enable continued air traffic growth while reducing delays. The concept relies on three key features: aircraft trajectories to provide a look-ahead capability for traffic flow management, a common information network to share real-time flight and system data, and a restructured airspace designed for new operational capabilities. The implementation would occur in three phases, gradually introducing new trajectory-based procedures and taking advantage of improved communications, navigation and surveillance technologies to simplify air traffic control.
This document summarizes the state of the global aerospace and defense industry. It notes that the industry grew 4.3% in 2011 to $1.128 trillion and is forecast to reach $1.238 trillion by 2016. The defense sector contributes about 74% of revenues but is expected to slow due to budget cuts in the US and Europe. The civil aviation sector is expected to see continued growth, with over 35,000 new passenger and cargo aircraft needed over the next 20 years. Aerospace companies face challenges from cost pressures, procurement demands, and the need for innovation to gain competitive advantages.
This document summarizes a meeting that reviewed and validated the Codex Alimentarius priority allergen list through a risk assessment. The meeting established criteria for selecting priority allergens based on the prevalence, potency, and severity of immune-mediated adverse reactions to foods. It analyzed data on the prevalence of food allergies and coeliac disease. It also assessed the potency of allergens by reviewing dose distributions and deriving thresholds for eliciting symptoms. The meeting aimed to validate the list of priority allergens and establish criteria for when derivatives of allergens could be exempted from labeling.
This document is the second edition of the ICAO Manual on the Implementation of Language Proficiency Requirements, published in 2010. It provides guidance to States on complying with ICAO standards for language proficiency and establishing language training and testing programs. The manual covers topics such as the safety rationale for language requirements, language acquisition, radiotelephony communications, ICAO standards, implementation guidelines, language testing criteria, and training best practices. It aims to support a globally harmonized approach to ensuring pilots and air traffic controllers have the necessary English proficiency for international operations.
Research and Development priorities to support a UK sustainable aviation fuel...KTN
The publication was developed by members of Sustainable Aviation with additional input from the Department of Transport, Ministry of Defence, NNFCC and Joanna Bauldreay. Four main themes were identified along the supply chain as being critical to accelerating the SAF industry in the UK:
1. Feedstock & Sustainability
2. Process & economics
3. Infrastructure
4. Technical specification
Industry is keen to raise awareness of the need to focus on supporting the whole supply chain from early stage feedstock research to ensuring the UK has strong capabilities to conduct fit for purpose testing on new fuels. Focusing effort and investment on downstream R&D carries significant risk, whereas supporting the whole process to include fit for purpose testing will expedite the market entry of the new fuels.
The UK imports 70% of aviation turbine fuel and whilst developments and investment support aircraft electrification, in the short-term liquid fuel will remain a requirement for regional aircraft but critical for longer haul flights where electrification is not an option. Indigenous production of sustainable liquid fuels is needed now to ensure fuel resilience and significant import substitution. They are also required to ensure the UK is meeting carbon emission targets set by ICAO (50% reduction by 2050) plus support the UK’s Clean Growth Strategy.
The 12-page document was created by KTN’s Sustainable Aviation Fuel Special Interest Group (SAF SIG) on behalf of industry and government.
As a part of our Economics course in MBA we have done market analysis in Aviation Sector. Jet Airways & Qatar Airways are the companies taken for analysis. Report generated by Rajesh Kumar & Chaitanya.
The report attempts to highlight the current
scenario regarding the consumption patterns and future growth potential of crop protection
industry in India. With declining arable land and more mouths to feed, there is continuous
pressure to increase yield and reduce losses by usage of crop protection products. Usage of crop
protection products in North America and Europe has increased in order to boost yield and
quality. However, per capita consumption of crop protection products in India is still much lower
at 0.6 kg/ ha compared to 13 kg/ ha in China and 7 kg/ ha in USA. Indian crop protection market is
largely dominated by insecticides which account for 65% of the total crop protection chemicals
market. Herbicides are the largest growing segment and currently account for 16% of the total
market. Paddy and cotton are the major consumers of crop protection chemicals accounting for
28% and 20% respectively & top three states Andhra Pradesh, Maharashtra and Punjab account
for ~50% of the total pesticide consumption in India.
TATA Strategic Management Group (TSMG) in association with FICCI has been meticulously studying the trends in chemical industry and thereby supporting chemical companies across various verticals to achieve business excellence. The same knowledge and experience gives us an additional advantage to realize this report. The report attempts to highlight the current scenario regarding the consumption patterns and future growth potential of crop protection industry in India. With declining arable land and more mouths to feed, there is continuous pressure to increase yield and reduce losses by usage of crop protection products. Usage of crop protection products in North America and Europe has increased in order to boost yield and quality. However, per capita consumption of crop protection products in India is still much lower at 0.6 kg/ ha compared to 13 kg/ ha in China and 7 kg/ ha in USA. Indian crop protection market is largely dominated by insecticides which account for 65% of the total crop protection chemicals market. Herbicides are the largest growing segment and currently account for 16% of the total market. Paddy and cotton are the major consumers of crop protection chemicals accounting for 28% and 20% respectively & top three states Andhra Pradesh, Maharashtra and Punjab account for ~50% of the total pesticide consumption in India.
Aerospace Trends and New Technology DevelopmentsEWI
Following years of decreased defense revenues, the aerospace industry is poised for positive growth. Due to rising passenger traffic, accelerated equipment replacement cycles, decreasing crude oil prices, and an increase in defense spending, aerospace manufacturers are on pace for record production levels of next-generation aircraft.
The document summarizes a project to organize the annual Coca-Cola Congress in Egypt from September 1-9, 2014. The project aims to gather 1000 attendees from Coca-Cola's operations in over 200 countries to set the company's 2015 strategy and celebrate 2014 achievements. An international congress organization was hired to plan, organize, and oversee all aspects of the 10-day event, which will be held at a compound in Sharm El Sheikh, Egypt featuring accommodations and meeting spaces. The project will be financed by Coca-Cola and involves coordinating logistics, delegate services, special events, IT, human resources, communications, and financial work packages to ensure successful execution of the congress.
Each month we review the latest news and select key announcements and commentary from across the biofuels sector, including bioethanol, biodiesel and advanced biofuels.
This document provides an overview of IATA's Sustainable Aviation Fuel Roadmap. It outlines a timeline for testing, certifying, and commercializing sustainable aviation fuels. It discusses technical pathways and feedstock options for production. It also reviews sustainability legislation and proposes ways to harmonize standards to facilitate growth of the sustainable aviation fuel industry. The goal is to support a 1% sustainable fuel blend by 2020 and help decarbonize the aviation sector in the long run.
Sustainable aviation fuel market is estimated to reach $131.12 billion in 2033, at a growth rate of 58.78% during the forecast period 2023-2033.
Rad Report Overview: https://bisresearch.com/industry-report/sustainable-aviation-fuel-market.html
This document provides a user manual for the biogas industrial component of the BEFS Rapid Appraisal tool. The biogas industrial component evaluates the potential for developing biogas production from various feedstocks including wastewater, high moisture solids, low moisture solids, or combinations, for uses such as electricity generation, heat production, cogeneration, or upgraded biogas. The manual describes the scope and objectives of the component, outlines the steps to run the analysis, discusses assumptions and limitations, and describes the types of results generated regarding production costs and socioeconomic impacts.
Similar to Manual on civil aviation jet fuel supply (20)
The compliance report must be submitted within one year of receiving the NOC from CGWA and should include:
1. Details of the proposed project, location, compliance conditions, and details of constructed tubewells including their depth, diameter, lithology, pump details, discharge rates, and locations.
2. Monthly water usage data from installed water meters on tubewells and average daily consumption.
3. Groundwater quality and water level data from tubewells and piezometers.
4. Details of artificial recharge and rainwater harvesting measures implemented along with designs, structures, recharge computations, locations, and photographs.
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Manual on civil aviation jet fuel supply
1. Approved by the Secretary General
and published under his authority
First Edition — 2012
Doc 9977
AN/489
Manual on Civil Aviation
Jet Fuel Supply
International Civil Aviation Organization
2.
3. Doc 9977
AN/489
Manual on Civil Aviation
Jet Fuel Supply
________________________________
Approved by the Secretary General
and published under his authority
First Edition — 2012
International Civil Aviation Organization
5. (iii)
AMENDMENTS
Amendments are announced in the supplements to the Catalogue of ICAO
Publications; the Catalogue and its supplements are available on the ICAO
website at www.icao.int. The space below is provided to keep a record of
such amendments.
RECORD OF AMENDMENTS AND CORRIGENDA
AMENDMENTS CORRIGENDA
No. Date Entered by No. Date Entered by
6.
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9. (vii)
TABLE OF CONTENTS
Page
Glossary........................................................................................................................................................... (ix)
Publications ................................................................................................................................................ (xi)
Chapter 1. Introduction................................................................................................................................ 1-1
1.1 Purpose and background................................................................................................................... 1-1
1.2 Roles and responsibilities.................................................................................................................. 1-1
1.3 Fuel contamination in the supply chain, types of contamination and where it can occur ................... 1-2
Chapter 2. Safety, quality and operations management ........................................................................... 2-1
2.1 Safety management .......................................................................................................................... 2-1
2.2 Quality management and the interface with safety management ...................................................... 2-1
2.3 Operations management ................................................................................................................... 2-3
Chapter 3. General requirements................................................................................................................ 3-1
3.1 Operations......................................................................................................................................... 3-1
3.2 Aviation turbine engine fuel (jet fuel) ................................................................................................. 3-1
3.3 Additives............................................................................................................................................ 3-2
3.4 Sampling for testing of aviation fuels ................................................................................................. 3-2
3.5 Laboratory requirements.................................................................................................................... 3-3
3.6 Documentation .................................................................................................................................. 3-3
3.7 Microbiological growth ....................................................................................................................... 3-4
3.8 Design standards and commissioning/maintenance procedures....................................................... 3-4
3.9 Monitoring.......................................................................................................................................... 3-5
3.10 Training and emergency procedures ................................................................................................. 3-6
Chapter 4. Supply and distribution system................................................................................................ 4-1
4.1 General.............................................................................................................................................. 4-1
4.2 Refinery — Quality requirements at manufacturing sites................................................................... 4-1
4.3 Supply and distribution facilities — Quality requirements at pre-airfield terminals............................. 4-1
4.4 Primary and secondary transport — Quality requirements ................................................................ 4-2
Chapter 5. Airport storage and hydrant systems ...................................................................................... 5-1
5.1 General.............................................................................................................................................. 5-1
5.2 Design, construction and maintenance.............................................................................................. 5-1
5.3 Aviation product quality and other technical programmes ................................................................. 5-2
Chapter 6. Into-plane operations................................................................................................................. 6-1
10. (viii) Manual on Civil Aviation Jet Fuel Supply
Page
6.1 General.............................................................................................................................................. 6-1
6.2 Quality control requirements.............................................................................................................. 6-1
6.3 Change management ─ Notification of change ................................................................................ 6-2
6.4 Re-fuelling of aircraft — Fuel quality considerations.......................................................................... 6-2
6.5 Fuelling vehicles ─ Technical and filtration requirements................................................................. 6-2
Appendix 1. Organizations involved in the drafting of this manual......................................................... App 1-1
Appendix 2. Regulatory practices in States (Reserved) ........................................................................... App 2-1
______________________
11. (ix)
GLOSSARY
ACRONYMS
ACI Airports Council International
AFQRJOS Aviation Fuel Quality Requirements for Jointly Operated Systems
API American Petroleum Institute
ARP Aerospace Recommended Practice
AS Aerospace Standard
ASTM American Society for Testing and Materials (now called ASTM International)
ATA Air Transport Association of America Inc. (now called Airlines for America (A4A))
A4A Airlines for America
CEN European Committee for Standardisation
COA Certificate of Analysis
CSA Canadian Standards Association
EI Energy Institute
EQA External Quality Assurance schemes
GOST Russian National Standard
HM Hydrocarbon Management
IATA International Air Transport Association
IATA TFG IATA Technical Fuel Group
IEC International Electrotechnical Commission
IFQP IATA Fuel Quality Pool
ISO International Organization for Standardization
JIG Joint Inspection Group
PSPs Policies, Standards and Procedures
PTC Periodic Test Certificate
QMS Quality Management System
RC Release Certificate
RCQ Refinery Certificate of Quality
RP Recommended Practice
RTC Recertification Test Certificate
SAE SAE International
SARPs Standards and Recommended Practices (ICAO)
SMS Safety Management System
UK AFC United Kingdom Aviation Fuels Committee
UK MOD United Kingdom Ministry of Defence
DEFINITIONS
Fuel contamination. For the purpose of this document, fuel that is cross-contaminated by other products, including
other fuel grades or additives, that could put the fuel off-specification; contains unacceptable levels of particulates or
water — fails the visual clear and bright check or exceeds the cleanliness limits set out in IATA Guidance Material
for Aviation Turbine Fuels Specifications, Part III, Cleanliness and Handling; or contains unacceptable levels of
microbiological growth — see Chapter 3, 3.7.
12. (x) Manual on Civil Aviation Jet Fuel Supply
Fuel quality. A degree or level of confidence that fuel provided meets the requirements of the appropriate fuel
specification, and end-user purpose, in terms of specification and cleanliness.
Quality
Control. A system of maintaining standards in manufactured products by testing a sample of the output against the
specification.
Assurance. A systematic monitoring and evaluation of the various aspects of a project, service or facility to
maximize the probability that minimum standards of quality are being attained.
Management. A systemic integration of planning, quality control, quality assurance and process improvement in
order to achieve a desired or improved output.
______________________
13. (xi)
PUBLICATIONS
(referred to in this manual)
ICAO PUBLICATIONS
Annexes to the Convention on International Civil Aviation
Annex 6 — Operation of Aircraft
Part I — International Commercial Air Transport — Aeroplanes
Part II — International General Aviation — Aeroplanes
Part III — International Operations — Helicopters
Annex 8 — Airworthiness of Aircraft
Annex 14 — Aerodromes
Volume I — Aerodrome Design and Operations
Manuals
Manual of Procedures for Operations Inspection, Certification and Continued Surveillance (Doc 8335)
Manual on Certification of Aerodromes (Doc 9774)
Safety Management Manual (SMM) (Doc 9859)
PUBLICATIONS OF OTHER STATES OR ORGANIZATIONS
Airlines for America (A4A) (formerly Air Transport Association of America Inc. (ATA))
Airport Fuel Facility Operations and Maintenance Guidance Manual
ATA Specification 103 Standard for Jet Fuel Quality Control at Airports
Airports Council International (ACI)
Airside Safety Handbook
American Petroleum Institute (API)
API RP 1543 Documentation, Monitoring and Laboratory Testing of Aviation Fuel During Shipment from
Refinery to Airport
14. (xii) Manual on Civil Aviation Jet Fuel Supply
API RP 1595 Design, Construction, Operation, Maintenance, and Inspection of Aviation Pre-Airfield
Storage Terminals
ASTM International
ASTM D1655 Standard Specification for Aviation Turbine Fuels
ASTM D4057 Standard Practice for Manual Sampling of Petroleum and Petroleum Products
ASTM D4306 Standard Practice for Aviation Fuel Sample Containers for Tests Affected by Trace
Contamination
ASTM D6299 Standard Practice for Applying Statistical Quality Assurance and Control Charting
Techniques to Evaluate Analytical Measurement System Performance
ASTM D6469 Standard Guide for Microbial Contamination in Fuels and Fuel Systems
ASTM D6708 Standard Practice for Statistical Assessment and Improvement of Expected Agreement
between Two Test Methods that Purport to Measure the Same Property of a Material
Energy Institute (EI)
Guidance on development, implementation and improvement of quality systems in petroleum laboratories
Guidelines for the investigation of the microbial content of petroleum fuels and for the implementation of avoidance
and remedial strategies
Multi-product pipelines: minimum criteria to determine additive acceptability
EI HM 50 Guidelines for the cleaning of tanks and lines for marine tank vessels carrying petroleum
and refined products
EI IP 475 Petroleum liquids ─ Manual sampling (ISO 3170:2004)
EI/JIG Standard 1530 Quality assurance requirements for the manufacture, storage and distribution of aviation
fuels to airports1
EI 1540 Design, construction, operation and maintenance of aviation fuelling facilities
EI Standard 1541 Performance requirements for protective coating systems used in aviation fuel storage
tanks and piping
EI 1550 Handbook on equipment used for the maintenance and delivery of clean aviation fuel
EI 1560 Recommended practice for the operation, inspection, maintenance and commissioning of
aviation fuel hydrant systems and hydrant system extensions2
1. To be published in the second quarter of 2013.
2. To be published in the first quarter of 2013.
15. Publications (xiii)
EI 1581 Specification and qualification procedures for aviation jet fuel filter/separators
EI 1583 Laboratory tests and minimum performance levels for aviation fuel filter monitors
EI 1584 Four-inch hydrant system components and arrangements
EI 1585 Guidance in the cleaning of aviation fuel hydrant systems at airports
EI RP 1594 Initial pressure strength testing of airport fuel hydrant systems with water
European Committee for Standardisation (CEN)
EN 12312-5 Aircraft ground support equipment — Specific requirements — Part 5: Aircraft fuelling equipment
International Air Transport Association (IATA)
Introduction to Safety Management Systems (SMS) (Ref. No: 8402-01)
Guidance Material for Aviation Turbine Fuels Specifications
Part I — Guidance Material on Product Specifications
Part II — General Guidance on Additives
Part III ─ Cleanliness and Handling
Guidance Material on Microbiological Contamination in Aircraft Fuel Tanks
Guidance Material on Standard Into-Plane Fuelling Procedures
International Air Transport Association (IATA) Fuel Quality Pool (IFQP)
Control of Fuel Quality & Fuelling Safety Standards
IFQP Training Manual
International Organization for Standardization
ISO 3170 Petroleum liquids — Manual sampling
International Organization for Standardization/International Electrotechnical Commission (ISO/IEC)
EN ISO/IEC 17025 General requirements for the competence of testing and calibration laboratories
Joint Inspection Group (JIG)
JIG 1 Aviation Fuel Quality Control & Operating Standards For Into-Plane Fuelling Services
JIG 2 Aviation Fuel Quality Control & Operating Standards For Airport Depots & Hydrants
16. (xiv) Manual on Civil Aviation Jet Fuel Supply
JIG 3 Aviation Fuel Quality Control & Operating Standards For Supply & Distribution Facilities
JIG 4 Guidelines for Aviation Fuel Quality Control & Operating Procedures For Smaller Airports
JIG Bulletin 32 Health, Safety, Security & Environmental Management System (HSSEMS)
JIG Bulletin 35 Soak Testing
JIG Bulletin 39 Fuel Hydrant Commissioning
National Technology Supervisory Bureau of the People’s Republic of China
GB6537 Jet Fuel No. 3
SAE International
SAE ARP 5789 Aviation Fuel Facilities
SAE ARP 5818 Design and Operation of Aircraft Refueling Tanker Vehicles
SAE ARP 5918 Standard Test Criteria for Aircraft Refuelers
SAE AS 5877A Detailed Specification for Aircraft Pressure Refueling Nozzle
SAE AS 6401 Storage, Handling and Distribution of Jet Fuels at Airports3
Russian Federation
GOST 10227 Jetfuels. Specifications
United Kingdom Ministry of Defence (MOD)
Jet A-1 DEF STAN 91-91 Turbine Fuel, Kerosine Type
______________________
3. To be published in the second quarter of 2013.
17. 1-1
Chapter 1
INTRODUCTION
1.1 PURPOSE AND BACKGROUND
1.1.1 The purpose of this manual is to inform the aviation and petroleum industries globally about the existence
of internationally accepted petroleum and aviation industry fuel practices and to reinforce the need for compliance with
those requirements and operating procedures. The need for this emphasis has been highlighted by occurrences
involving actual contamination of, or the potential to contaminate, aviation jet fuel. The requirements are set out in
numerous industry and company proprietary policies, standards and procedures (PSPs) covering the entire supply and
distribution system. These PSPs have been developed to safeguard aviation fuel quality and to ensure safe operations
from point of manufacture to delivery into aircraft fuel tanks.
1.1.2 Collectively, the PSPs referenced in this manual 1
describe the quality organization, facility design
requirements, quality and safety management arrangements and operating practices to manage product movement
through the supply chain. A primary purpose is to mitigate the threats to aviation fuel quality and to ensure the safe
delivery of fuel into aircraft fuel tanks (into-plane). The various controls and procedures reflect a philosophy of product
testing, traceability and segregation to prevent contamination and to ensure that the fuel is on-specification at point of
delivery to aircraft.
1.1.3 Using extracts from and references to these industry PSPs, this manual describes the fuel quality
requirements through the stages of fuel provision from refinery to aircraft, as illustrated in Figure 1-1. References to
other ICAO manuals are made in the appropriate areas.
1.1.4 The intended audience for this manual includes:
a) the various companies involved in the manufacture, supply, distribution and delivery of aviation fuel
throughout the supply chain — from refinery to aircraft;
b) the receivers of these services;
c) focal points for State safety activity, including State safety regulators of the aviation and petroleum
industries;2
and
d) industry auditors, including those from aviation service providers and fuel end-users.
1.2 ROLES AND RESPONSIBILITIES
1.2.1 Any business entity involved in the aviation fuel supply chain has an obligation to implement and comply
with industry and/or company proprietary PSPs, as described in this manual, that cover the activities in which they are
involved. For example:
1. Readers should refer to the latest revision of any referenced document.
2. Appendix 2 is reserved for the consideration of examples of regulatory practices in a future edition.
18. 1-2 Manual on Civil Aviation Jet Fuel Supply
a) Supply and distribution — for upstream of the airport see Chapter 4, and from airport to aircraft, see
relevant parts of Chapters 5 and 6.
b) Aircraft operators — see Chapter 5, 5.1.2 and 5.1.3, and Chapter 6, 6.1.3. ICAO SARPs for the
certification of air operators can be found in Annex 6, Parts I, II and III. Related guidance material can
be found in ICAO Doc 8335.
c) Airport (aerodrome) operators — airport (aerodrome) operators have a range of interfaces with other
organizations operating on their airports (aerodromes), and the following documents refer:
i) ACI Airside Safety handbook — see Chapter 3, section 3.10, Interface with stakeholders, and
Chapter 4, SMS.
ii) ICAO Doc 9774 provides guidance on the role of aerodrome operators in relation to the users of
those aerodromes ─ see Section 3D.4, Aerodrome operator’s safety management system, and
3D.5, Aerodrome operator’s internal safety audits and safety reporting.
1.2.2 See Chapter 2, 2.1, for reference to ICAO SARPs on safety management systems (SMS), as well as
industry and ICAO guidance on SMS.
1.3 FUEL CONTAMINATION IN THE SUPPLY CHAIN,
TYPES OF CONTAMINATION AND WHERE IT CAN OCCUR
1.3.1 Figure 1-1 is from the IATA IFQP Training Manual.3
It illustrates a schematic for the supply and distribution
chain from refinery to aircraft. Actual routes, outlined in Chapter 4, and required tankage and filtration will vary depending
on the needs of any particular supply route. From the airport fuel depot the fuel is delivered to aircraft via hydrant and
vehicle systems discussed in Chapters 5 and 6. The risk to the integrity of the fuel in relation to its inherent properties and
from contaminants can occur at any point in the supply chain from the point of manufacture to the final delivery to aircraft,
and thus create the potential to adversely affect fuel systems, including fuel tanks, aircraft fuel systems and engines.
1.3.2 The primary types of contamination are water, particulate and microbiological material. In addition,
contamination can occur from other fuel grades and chemicals that may be in multi-product transport systems. The fuel
may also be rendered off-specification by either under-dosing/overdosing of approved additives, using an incorrect
additive or from product testing issues not limited to, but including, poor sampling, incorrect test procedures and
uncalibrated laboratory equipment. These issues can occur in the various elements of the supply chain as follows:
a) Refinery. Incorrect and/or inadvertent use of additives, insufficient settling/tank cleaning to allow
removal of dirt and water, incorrect sampling, incorrect test procedures and a lack of laboratory
equipment calibration.
b) Pipeline. Inadequate interface monitoring and cutting procedures, interface migration due to poor
pipeline controls, failure to flush manifolds, dead legs and booster pumps. Also, inappropriate pipeline
sequencing, lack of effective pipeline maintenance, infrequent or ineffective low point drains, lack of
document checks/traceability.
c) Marine. Inappropriate vessel selection, incorrect loading or unloading sequence, ineffective cargo
segregation, incorrect and/or inadvertent use of additives on-board, non-dedicated marine loading
arms or hoses and inadequate draining/flushing/change-of-grade procedures, lack of document
checks/traceability.
3. Used with the permission of IATA.
19. Chapter 1. Introduction 1-3
d) Filtration. Incorrectly specified filters, inadequate maintenance and daily operation checks, unsuitable
or damaged filter vessel lining, incorrectly installed filters and incorrectly installed ancillary equipment.
e) Storage tanks. Poor design making water and dirt removal difficult or impossible, incorrect lining
materials, failure to conduct adequate draining for water and dirt removal, lack of effective
segregation, ineffective change-of-use procedures, infrequent tank inspection and cleaning.
f) Road and rail. Breakdown and/or mishandling of critical equipment, cross-contamination, incorrect
change-of-grade procedures, no settling and draining prior to discharge, lack of document checks/
traceability.
g) Airport vehicles. Breakdown and/or mishandling of critical equipment, inadequate checks during
loading and/or fuelling.
Figure 1-1. Schematic for the supply and distribution chain from refinery to aircraft
______________________
Terminal
Filter/water separator
Filter/water separator
Clay-filter
Filter/water separator
Refueller
Refinery
Airport fuel depot
Filter/water separator
Airport hydrant refuelling system
Filter/water separator
Monitor
Tank truck
Tank wagon
Barge
Microfilter
Refuelling nozzle
Helicopter
Aeroplane
Pipeline
Filter/water
separator
20.
21. 2-1
Chapter 2
SAFETY, QUALITY AND OPERATIONS MANAGEMENT
2.1 SAFETY MANAGEMENT
2.1.1 It is a petroleum industry expectation, as well as that of other interested stakeholders and end-users, that
every responsible organization involved in aviation fuel manufacture, supply, storage, transport, testing and aircraft
fuelling has a robust system for managing safety. ICAO defines a Safety Management System (SMS) as a systematic
approach to managing safety, including the necessary organizational structures, accountabilities, policies and
procedures. ICAO has introduced harmonized requirements into its relevant Annexes to the ICAO Chicago Convention,
including Annex 6, Annex 8 and Annex 14, Volume 1. ICAO Doc 9859 is referenced in all of these Annexes and gives
details of an SMS framework and its four safety components: Policy and objectives, Risk management, Assurance, and
Promotion.
2.1.2 Examples of industry guidance on SMS are:
a) IATA Ref. No: 8402-01;
b) ACI Airside Safety Handbook, Chapter 4 — Safety Management Systems; and
c) JIG Bulletin 32.
2.1.3 Good, accepted SMS practice includes the following:
a) identification and acknowledgement of hazards and assessed safety risks, including those emerging
from change and new technology or products;
b) proactive and reactive measures to control risks to a level consistent with the acceptable levels of risk
determined by organizations, as described in their system manuals;
c) a change management process as part of safety assurance;
d) a process for internal safety performance monitoring — safety audits; and
e) processes for assessing the adequacy of SMSs, including those of relevant third parties where
appropriate, and arrangements to improve performance where necessary.
2.2 QUALITY MANAGEMENT AND THE INTERFACE WITH SAFETY MANAGEMENT
2.2.1 Quality control and assurance that reflects good, accepted international practice is part of robust quality
management (QM), and quality management tools offer support for the management of risks to aircraft safety.1
1. For more on the relationship between SMS and QMS refer to ICAO Doc 9859.
22. 2-2 Manual on Civil Aviation Jet Fuel Supply
2.2.2 It is therefore of fundamental importance that every responsible organization involved in aviation fuel
manufacture, supply, storage, transport, testing and aircraft fuelling has such a system in place for managing quality, in
order to maintain the aviation fuel specification and quality while in its custody and/or its control. These systems should
ensure that:
a) aviation fuel is manufactured to the latest issue of the relevant specification;
b) facilities and equipment are maintained in good condition for the safe delivery of on-specification,
clean and uncontaminated aviation fuel from refinery to aircraft;
c) an auditable and documented record exists, confirming correct handling and testing of aviation fuel
throughout the supply chain from refinery to aircraft;
d) traceability is maintained to ensure that products are on-specification and fit-for-purpose on delivery to
aircraft — the requirement for traceability applies to products supplied in accordance with MOD
Defence Standard 91-91;
e) where change or variation in standard procedures is required, there is an implemented change
management process with clear levels of authority to ensure the integrity of the product supply or
service provision system during the change or variance. This process should be complementary to a
similar change management process of safety management, using the risk management component
of an SMS framework or alternative industry standard;2
and
f) there is notification of reinstatement of standard procedures after change or variance.
2.2.3 The elements of effective QM, described and documented appropriately include, but are not limited to:3
a) goals and objectives, with clearly expressed policies, standards and procedures;
b) organizational structure with management having appropriate and stated responsibilities;
c) qualified, competent and properly trained staff, with proficiency testing where necessary;
d) provision, maintenance and, where necessary, the calibration of adequate and appropriate facilities;
and
e) appropriate processes and procedures to match the scope of a company’s activities, including:
i) process controls that include the recording and handling of evidence;
ii) management of change and variance procedures;
iii) monitoring, auditing and validation of activity;
iv) reporting, reviewing and follow-up with corrective action plans;
v) analytical procedures, as necessary;
vi) the interface with safety requirements and assurance; and
vii) accreditation, as necessary.
2. For more on risk management refer to ICAO Doc 9859, and industry SMS guidance documents.
3. This list is expanded upon in the other chapters in the context of quality management. There is some overlap with the list of typical
operations manual content in 2.3.
23. Chapter 2. Safety, Quality and Operations Management 2-3
2.3 OPERATIONS MANAGEMENT
2.3.1 To adhere to the intent of this manual, companies involved in the manufacture, distribution, testing,
monitoring and supply of aviation fuel should develop and implement an “operations manual” describing the manner in
which the company operates.
2.3.2 The scope of such a manual should be appropriate to the part or parts of the provision chain in which the
company operates, taking account of interface issues, as well as reflecting the application of the petroleum industry
standards and practices referenced in this manual. In order to meet this expectation each company operations manual
should include the appropriate level of detail. Content should include:
a) the organization’s structure;
b) names, roles and accountabilities/responsibilities of key personnel, appropriately qualified, knowledgeable
and experienced. This will include:
i) an “accountable” executive who has overall accountability and authority for the organization’s
policies, objectives, procedures, implementation and products;
ii) accountable managers with the authority to establish and modify processes; and
iii) a process to ensure the continuity of tasks and safety or quality programmes during the absence
of a post-holder who is specified as having the primary responsibility for that task or programme;
c) health, safety, security, environmental and quality policies and objectives, including those covering
management commitment and organizational competence;
d) health, safety, security, environmental and quality management systems, including assurance
elements;
e) product quality performance criteria, targets and indicators;
f) self-audit conducted by competent individuals independent of the management of daily operations,
including arrangements for assessing process and process controls for effectiveness, such as:
i) identifying non-compliance with company operating procedures;
ii) correcting reported discrepancies; and
iii) determining organizational competence;
g) standard operating and control procedures covering arrangements for working at the interfaces with
other parts of the system, including end-user safety requirements, as appropriate;
h) emergency planning, including asset integrity and business continuity planning, taking account of
customers’ business continuity plans and needs;
i) training and safety promotions programme;
j) document management; and
k) independent audits.
24. 2-4 Manual on Civil Aviation Jet Fuel Supply
2.3.3 In addition to an operations manual, companies should provide sufficient specialist operational facilities
and resources — financial, technical, logistic and human. In case of doubt about, or to assess the adequacy of, an
operations manual or resources, a gap analysis of content and provision against requirements and scope of operations
should be undertaken.
2.3.4 Operations manuals may also include the content of company quality and safety management systems,
much of which will be covered by the above, or they may be separate but associated manuals.
______________________
25. 3-1
Chapter 3
GENERAL REQUIREMENTS
3.1 OPERATIONS
It is essential that comprehensive industry and/or company proprietary PSPs are implemented across the entire supply
chain in order to cover the critical operational activities necessary to safeguard aviation fuel quality and ensure safe
delivery into aircraft. The following operational activities are addressed in one or more of the referenced documents in
this manual:
a) receipts;
b) transfers;
c) storage;
d) dispensing;
e) product inspection and routine check programme:
i) quality control and maintenance record-keeping requirements and record retention times;
ii) training programme;
iii) document and data control system; and
iv) emergency response;
f) reporting of observed deficiencies or hazards that could generate risks to the safety of personnel,
facilities or equipment, including aircraft;
g) managing and handling contaminated fuel;
h) procedures for handling defuelled fuel products; and
i) customer notification.
3.2 AVIATION TURBINE ENGINE FUEL (JET FUEL)
There are numerous national and international specifications for civil jet fuel controlled by national governments or by
international organizations such as ASTM International and the United Kingdom Aviation Fuels Committee. Approved
specifications are listed in the aircraft engine and airframe manufacturers’ operation manuals and recognized by the
various aviation regulatory authorities. Common civil grades and specifications used around the world include, but are
not limited to:
26. 3-2 Manual on Civil Aviation Jet Fuel Supply
a) Jet A or Jet A-1 to ASTM D1655;
b) Jet A-1 to Defence Standard 91-91;
c) TS-1 to GOST 10227; and
d) Jet fuel No. 3 to GB6537.
For more information refer to the IATA Guidance Material for Aviation Turbine Fuels Specifications, Part I — Guidance
Material on Product Specifications. Only approved materials as defined by the primary specification shall1
be used in the
manufacture of aviation fuel.
3.3 ADDITIVES
3.3.1 Approved additives are listed in each of the jet fuel specifications as well as the airframe and engine
manufacturer specifications. Guidance on the use of additives in aviation fuels can be found in the IATA Guidance
Material for Aviation Turbine Fuels Specifications, Part II — General Guidance on Additives.
3.3.2 The use of additives in aviation fuels is carefully controlled and limited because of the potential for
undesirable side effects. For example, under certain circumstances additives can affect the ability to maintain fuel
cleanliness during shipment and handling, or they may adversely impact the aircraft fuel system and turbine engine
operation or maintenance.
3.3.3 Only approved additives in the amount and of the composition approved by the airframe and engine
manufacturers, and cited by the relevant specification authority, may be used. Additives not listed in the specifications
for aviation fuels are not permitted.
3.4 SAMPLING FOR TESTING OF AVIATION FUELS
At appropriate stages during the handling and storage of aviation fuels, samples will be required for laboratory or visual
examination in order to establish that fuel products meet the requirements of the relevant specifications, or to detect fuel
contamination or deterioration. Sampling standards and procedures appropriate to the test should be applied. In addition
the following apply:
a) Sampling equipment fabricated from copper or its alloys should not be used for sampling jet fuels
(refer to ASTM D4306 for suitable materials).
b) Sampling should be undertaken by appropriately trained personnel using correct procedures and
apparatus. This is to ensure that the sample obtained is truly representative of the material from which
it has been drawn.
c) Sampling should be in accordance with the latest requirements of the following procedures or other
approved and equivalent standards that may be defined by the requirements of the testing to be
performed on the sample:
i) JIG 1, 2 and 3, Chapter 2, “Sampling and Testing”;
1. Refer to ASTM D1655 and Defence Standard 91-91, for example.
27. Chapter 3. General Requirements 3-3
ii) SAE AS 6401;
iii) ISO 3170 (EI IP 475); and
iv) ASTM D4057.
3.5 LABORATORY REQUIREMENTS
3.5.1 Appropriate quality processes for laboratory activities are a vital component of good laboratory practice.
Laboratories engaged in the testing and certification of aviation fuels should adopt independent quality control and
assurance standards, for example:
a) ASTM D6299;
b) ASTM D6708;
c) accreditation to EN ISO/IEC 17025;
d) participation in external quality assurance schemes (EQA); and
e) comparative testing through recognized cross-check schemes such as run by the EI and ASTM.
3.5.2 The laboratory should establish and maintain a documented QMS that is appropriate to the testing
activities. The quality manual should address, at a minimum, those appropriate elements in Chapter 2, 2.2.2. For further
information see EI Guidance on development, implementation and improvement of quality systems in petroleum
laboratories.
3.6 DOCUMENTATION
Documentation is an integral part of robust quality assurance. Documentation is used throughout the supply and
distribution system for a variety of purposes, e.g. to certify fuel quality, confirm fuel quality after distribution, record
quality control and maintenance checks and demonstrate fuel traceability. Certain documentation is mandatory, such as
the Refinery Certificate of Quality or Certificate of Analysis, as evidence that the fuel conforms to the relevant
specification. Common quality documentation used with aviation fuel includes, but is not limited to:
a) Refinery Certificate of Quality (RCQ);
b) Certificate of Analysis (COA);
c) Recertification Test Certificate (RTC);
d) Periodic Test Certificate (PTC);
e) Release Certificate (RC);
f) Batch Make-up and Clearance Record;
g) Filter Inspection Report; and
h) Tank Inspection Report.
28. 3-4 Manual on Civil Aviation Jet Fuel Supply
Detailed definitions for these and other types of quality documentation can be found in JIG 1, 2 and 3, SAE AS 6401,
API RP 1543 and 1595 and EI/JIG Standard 1530.
3.7 MICROBIOLOGICAL GROWTH
3.7.1 Aviation fuels, fuel storage systems, fuel handling equipment and aircraft fuel tanks can become
contaminated by microbiological species (microbes). Microbes can spoil fuels, cause severe damage to equipment and
create blockages in fuel filters and fuel lines. In cases of confirmed microbial contamination, significant downtime is often
required for remedial treatment, which can lead to interruptions in supply and disruption to both fuelling and aircraft
operations. Microbial contamination in fuel and fuel systems is a very real, serious and costly issue which has potential
for a direct impact on the safety of aviation operations.
3.7.2 Water is essential for microbiological growth; therefore it is critical that fuel systems are kept as dry as
possible by frequent draining of any accumulated water. The fundamental method for assessing the presence of
microbiological growth in storage tanks and filters is the daily clear and bright test on a sump sample. The presence of
discoloured water, a lacy interface between the fuel and water layers or organic debris in the fuel or water layer are all
indications of likely microbiological activity requiring immediate investigation and appropriate expert advice. The
following industry documents provide detailed information on testing, control and remedial strategies:
a) IATA Guidance Material on Microbiological Contamination in Aircraft Fuel Tanks;
b) ASTM D6469;
c) EI Guidelines for the investigation of the microbial content of petroleum fuels and for the
implementation of avoidance and remedial strategies;
d) SAE AS 6401;
e) JIG 1, 2 and 3; and
f) API RP 1595.
3.8 DESIGN STANDARDS AND COMMISSIONING/MAINTENANCE PROCEDURES
3.8.1 Design is a vital factor in providing one of the first lines of defence against poor fuel quality and the
potential for aircraft safety to be compromised. Well-considered design, implemented into properly commissioned
facilities and equipment can provide defences in areas that may not be identified through quality or safety audits. There
are various design standards for different stages in the overall supply chain.
3.8.2 EI 1550 provides a comprehensive overview of the fuel handling systems used in the aviation industry to
maintain batch integrity and product cleanliness throughout the distribution system and into the aircraft. EI 1550 provides
detailed information on the following:
a) maintaining aviation fuel cleanliness from batch/point of certification to into-plane delivery;
b) the design, installation and operation of filtration/water removal equipment used in aviation fuel
handling systems in order to ensure fuel cleanliness;
29. Chapter 3. General Requirements 3-5
c) operational characteristics of different system components as applied in the aviation fuel handling
system;
d) certain aspects of the design of the other fuel cleanliness monitoring/control equipment that may be
used in aviation fuel handling systems;
e) key issues to be considered in the selection and use of combinations of various technologies/quality
assurance procedures to achieve the requisite fuel cleanliness; and
f) other standards or publications that should be consulted for additional in-depth information.
3.8.3 Information on commissioning and maintenance of facilities for handling aviation fuel at airport facilities can
be found in:
a) EI 1540;
b) EI 1585; and
c) SAE AS 6401.
3.8.4 JIG Bulletin No. 35 provides guidance on soak testing, which should be carried out after construction work
or repairs on fuel systems and vehicles in order to ensure that there are no leaks and potential contaminants present in
the form of solvents from coatings/linings, welding flux, valve grease or other general debris. Soak testing should be
carried out even if the systems are constructed of aluminium or stainless steel.
3.8.5 A defined system of regular maintenance should be in place to ensure the integrity of the supply system. A
maintenance programme should be implemented for parts and equipment, encompassing manufacturers’ service
recommendations and practices. Refer to JIG 1, 2 and 3, EI/JIG Standard 1530, API RP 1595 and SAE AS 6401 for
further information.
3.9 MONITORING
3.9.1 The internal monitoring process assesses compliance with the requirements of the PSPs implemented
throughout the entire supply and distribution system. The system includes refineries, pre-airport terminals, airport depots,
into-plane fuelling operations, transportation companies (e.g. pipeline operators, waterway vessel operators and road/rail
transport) and laboratories. Regularly scheduled PSP inspections and audits should be carried out by competent
individuals using structured checklists to verify compliance with system controls and to confirm that the controls are
working as intended.
3.9.2 External monitoring assesses compliance with the industry standards and customer requirements and
includes audits and inspections. These audits and inspections should be performed by competent personnel from
related industry organizations, airlines and airline pools, and regulatory agencies where there are appropriate State
regulations. Inspectors must have the necessary access to the relevant facilities in order to perform these inspections or
audits.
3.9.3 Industry best practice for monitoring compliance with site PSPs at supply and distribution facilities, airport
depots and aircraft re-fuelling (into-plane) operations is described in:
a) IFQP — Control of Fuel Quality & Fuelling Safety Standards, incorporating SAE AS 6401;
b) JIG Standards — JIG 1, JIG 2 and JIG 3, respectively;
30. 3-6 Manual on Civil Aviation Jet Fuel Supply
c) JIG Standards — JIG 4 for smaller airports;
d) ATA Specification 103;
e) API RP 1595; and
f) API RP 1543.
3.10 TRAINING AND EMERGENCY PROCEDURES
3.10.1 Any organization that manufactures, supplies or handles aviation fuel should have a documented training
programme for its personnel. The programme should cover product quality, safe operation of equipment, emergency
procedures and occupational health, as well as management systems for operational safety, environment and security.
In particular, the programme should include in its scope a systematic way to identify hazards and effectively control risks
to fuel quality, personnel, and facility and equipment or aircraft safety. For more information refer to:
a) JIG 1, JIG 2, JIG 3 and SAE AS 6401 for detailed health, safety, security, environment, training and
emergency procedures;
b) ICAO Doc 9859;
c) IATA Ref. No: 8402-01;
d) JIG Bulletin 32 for risk management and safety promotion;
e) ACI Airside Safety Handbook; and
f) ATA Airport Fuel Facility Operations and Maintenance Guidance Manual.
3.10.2 There should be a process to:
a) monitor implementation of the programme;
b) assess the effectiveness of the trainers and the training given, including retention of knowledge and
adherence to procedures over time; and
c) identify requirements for recurrent training and updating of knowledge.
______________________
31. 4-1
Chapter 4
SUPPLY AND DISTRIBUTION SYSTEM
4.1 GENERAL
PSPs have been developed and implemented across the supply chain to provide the maximum assurance possible that
only on-specification, clean and uncontaminated fuel is delivered into airport fuel tanks. These PSPs are described in
industry and company proprietary documents covering the manufacture, transport, storage, handling and testing of
aviation fuels at refineries, pre-airfield terminals and airport depots.
4.2 REFINERY — QUALITY REQUIREMENTS
AT MANUFACTURING SITES
4.2.1 The basic quality control requirements for handling aviation fuels at refineries are typically set out in
company proprietary documents due to the complexity and unique nature of individual sites. Given this situation, no
single industry standard exists that covers the aviation fuel quality requirements at refineries. It is therefore imperative
that refinery quality-control PSPs meet or exceed the requirements described in recognized industry standards such as:
a) EI/JIG Standard 1530;
b) JIG 3;
c) API RP 1543; and
d) API RP 1595.
4.2.2 EI/JIG Standard 1530 provides greater detail on the quality control requirements that should be
implemented at refineries. These requirements include, but are not limited to, process unit monitoring, additive use,
storage and sampling and testing requirements for initial certification.
4.2.3 The main purpose of a refinery quality control manual is to ensure that certified aviation fuel meets all
requirements of the relevant specification and not just the main table test results, and that the integrity of the batch is
maintained up to the point of shipment off-site. It is critical for refineries that supply directly to airports to implement
quality control procedures that meet or exceed the requirements set out in JIG 3 or API RP 1595. The manual should
also cover the quality requirements for sites that act as intermediate supply and distribution facilities by importing
finished product for subsequent release into the distribution system.
4.3 SUPPLY AND DISTRIBUTION FACILITIES —
QUALITY REQUIREMENTS AT PRE-AIRFIELD TERMINALS
4.3.1 The basic quality control requirements for supply and distribution facilities upstream of the airport are
described in the following industry standards:
32. 4-2 Manual on Civil Aviation Jet Fuel Supply
a) JIG 3;
b) API RP 1543;
c) API RP 1595; and
d) EI/JIG Standard 1530.
4.3.2 Supply and distribution facilities which are owned and/or operated independently,1
or where the joint
venture members agree, may implement quality control requirements set out in company proprietary documents that
should meet, as a minimum, the requirements set out in the appropriate industry standards.
4.4 PRIMARY AND SECONDARY TRANSPORT —
QUALITY REQUIREMENTS
4.4.1 Primary transport refers to the shipment of bulk aviation fuel from refineries to pre-airfield supply terminals.
Shipment is typically via non-dedicated transport systems such as multi-product pipelines or vessels (marine and inland
water). Secondary transport refers to the shipment of aviation fuel from pre-airfield supply terminals direct to airports.
Shipment is typically via dedicated and segregated transport systems such as grade-dedicated pipelines, road tankers
or rail tank cars. In some cases aviation fuel is shipped directly from the refinery to an airport via dedicated or non-
dedicated transport systems.
4.4.2 The procedures used in the operation of multi-product pipelines are set out in operating manuals of the
companies or organizations responsible. These are based on industry custom and practice (especially with regard to
sequencing and interface cutting) and are optimized to the individual pipeline configurations. Minimum requirements for
the operation of pipelines are set out in the following industry standards:
a) JIG 3;
b) API RP 1543;
c) API RP 1595;
d) EI/JIG Standard 1530; and
e) EI Multi-product pipelines: minimum criteria to determine additive acceptability.
The latter EI guidance document addresses concern over the impact of surface active additives used in other fuel types
that may trail back into subsequent aviation fuel batches during transport in multi-product pipeline systems. The
guidance requires initial laboratory testing, usually followed by a pipeline trial where the trailing kerosene batch is tested
for conformance to the relevant aviation fuel specification.
4.4.3 There is no single industry standard controlling all aspects of the design and operation of multi-product
vessels for the transport of aviation fuels. Typically, such vessels are chartered by traders or suppliers, and it is the
contractual responsibility of the ship’s master to declare the vessel ready to load aviation fuel. Product quality is usually
controlled by contractual agreement with the appointment of independent inspectors to verify that the product meets
specification before and after loading and before and after discharge. Requirements are embedded in proprietary
documents or procedures used by independent inspectors. Minimum requirements for the operation of vessels are set
out in the following industry standards:
1. Independent in this context means that it is not a joint venture and thus not controlled by joint venture documents and QA
standards.
33. Chapter 4. Supply and Distribution System 4-3
a) JIG 3;
b) API RP 1543;
c) API RP 1595;
d) EI/JIG Standard 1530; and
e) EI HM 50.
EI HM 50 is the key industry document that sets out the cleaning requirements for vessel tanks and associated pipe
work to prevent contamination and deterioration of aviation fuel cargoes. EI HM 50 also includes important information
on the risk of transporting jet fuel in vessel tanks fitted with copper heating coils or zinc linings and potential quality
problems resulting from poorly operating inert-gas-generating systems.
4.4.4 Mobile secondary transport systems, i.e. road transport and rail tank cars, used to deliver aviation fuel to
airports are typically operated in dedicated service mode in order to prevent cross-contamination with other fuel grades.
If secondary transport systems are used to carry other fuel grades, it is essential that effective change-of-grade
procedures are followed before returning to aviation fuel service. Change-of-grade procedures for road transport and rail
tank cars are set out in the following industry standards:
a) JIG 3;
b) API RP 1595; and
c) EI/JIG Standard 1530.
______________________
34.
35. 5-1
Chapter 5
AIRPORT STORAGE AND HYDRANT SYSTEMS
5.1 GENERAL
5.1.1 Airport fuel storage and hydrant system operators should implement quality control requirements set out in
their PSPs that meet the minimum requirements of the industry standards referenced and described in this manual.
5.1.2 The ultimate responsibility for the acceptance of the product or service provided by the airport fuel storage
and hydrant system operators lies with the aircraft operator. However a primary accountability of the contracted supplier
of the fuel is to demonstrate that, at the time of transfer, the fuel delivered was clean, uncontaminated and on-
specification. A written contractual agreement should exist between the aircraft operator and providers/deliverers of the
fuel. The agreement should define the individual responsibilities, safety-related services and quality to be provided. The
airport fuel storage and hydrant system operator’s safety-related activities relevant to the written agreement should be
included in the aircraft operator’s quality and safety assurance programmes.
5.1.3 The aircraft operator shall1
ensure that the airport fuel storage and hydrant system operators have the
appropriate authorization/approval when required, as well as the resources and competence to undertake the task.
5.2 DESIGN, CONSTRUCTION AND MAINTENANCE
5.2.1 The features relating to design of equipment are primarily intended for new facilities and equipment. It is
not intended that the design and construction criteria described below would be applied retroactively where it is not
practical to do so. The design requirements listed below should be applied to any future modifications or major repairs/
upgrades for existing facilities and equipment, and maintenance requirements met appropriately. These requirements for
airport fuel storage and hydrant systems are described in:
a) EI 1540;
b) EI 1550 provides a comprehensive overview of the fuel handling systems used in the aviation industry
to maintain batch integrity and product cleanliness throughout the distribution system and into the
aircraft;
c) EI 1560; and
d) SAE ARP 5789.
5.2.2 For the construction, commissioning and maintenance of an airport hydrant system the following practices
should be followed:
a) EI 1540 or SAE ARP 5789;
1. Refer to, for example, EU-OPS 1, EASA AMC M.A.301-1, FAR 121.105, and FAA Order 8900.
36. 5-2 Manual on Civil Aviation Jet Fuel Supply
b) EI Standard 1541;
c) EI 1585;
d) EI RP 1594;
e) EI 1584; and
f) JIG Bulletin 39.
5.3 AVIATION PRODUCT QUALITY
AND OTHER TECHNICAL PROGRAMMES
5.3.1 In addition to the general requirements of Chapter 2, 2.2, this section describes the minimum requirements
for the quality of aviation products, as well as for health, safety, security and environment. The operators of airport
storage and hydrant systems should have established quality and safety management programmes to ensure safe
receipt, storage and distribution of fuel within the fuel storage and hydrant operation, in accordance with one of the
following internationally accepted standards or practices:
a) JIG 2;
b) IFQP Control of Fuel Quality & Fuelling Safety Standards, incorporating SAE AS 6401; and
c) ATA Specification 103.
5.3.2 The quality programme should be detailed in a manual, the purpose of which is to provide operational
guidance to management and staff. The manual should be kept current and reviewed on a systematic basis. It should be
made readily available to all relevant employees, including those on-site, and to customers’ inspectors and auditors. The
scope should include appropriate elements listed in Chapter 2, 2.3, including provisions to ensure that there is a system
in place to identify and correct instances of non-compliance.
______________________
37. 6-1
Chapter 6
INTO-PLANE OPERATIONS1
6.1 GENERAL
6.1.1 Contaminated fuel has the potential to create unacceptable safety risks to aircraft. In line with industry
expectations and practices as signposted in the previous chapters, there should be robust defences in place throughout
the supply chain in order to protect aircraft from the potentially damaging effects of contaminated fuel. Into-plane
operations present the last opportunity to ensure that only uncontaminated, on-specification fuel is pumped into aircraft
tanks. Refer to industry standards, i.e. SAE AS 6401, JIG 1 and ATA Specification 103 for more information.
6.1.2 Training — Step-by-step procedures for all critical tasks (e.g. aircraft fuelling; hot refuelling of helicopters;
refuelling in a hangar environment; defuelling; fuel quality control) shall2
be clearly documented (i.e. hardcopy, electronic)
in order to facilitate the induction and recurrent training of employees.
6.1.3 Responsibility — The ultimate responsibility for the acceptance of the product or service provided by the
sub-contractor3
always remains with the airline.
6.2 QUALITY CONTROL REQUIREMENTS
6.2.1 In addition to the general requirements of Chapter 2, 2.2, this section describes the minimum requirements
for fuel suppliers and into-plane agents to ensure fuel product quality and safe operations. This management of fuel
quality should include basic quality control requirements for provision of fuel into aircraft, in accordance with one of the
internationally accepted standards or good practices below:
a) IFQP Control of Fuel Quality & Fuelling Safety Standards, incorporating SAE AS 6401;
b) JIG 1;
c) JIG 2; and
d) ATA Specification 103.
6.2.2 The operators of airport fuel depots, and into-plane agents should implement quality control procedures
and scheduled maintenance programme(s) set out in company proprietary documents which meet the minimum
requirements of the industry standards in 6.2.1.
6.2.3 By virtue of contractual agreements, the aircraft operator or its representative has the authority and the
access to do technical surveys/inspections/audits of:
1. This edition covers only hydrant and vehicle refuelling facilities.
2. Refer to the standards in 6.1.1.
3. Sub-contractor is the term used in typical fuel contracts between the fuel provider and aircraft operator.
38. 6-2 Manual on Civil Aviation Jet Fuel Supply
a) the manual and operating procedures of the contractor/fuel supplier;
b) the contractor/fuel supplier’s records on quality control and checks of fuel; and
c) the contractor/fuel supplier’s services at the aircraft and operational standards of airport fuel storage
distribution systems, including into-plane systems.
6.3 CHANGE MANAGEMENT — NOTIFICATION OF CHANGE
Aircraft operators, and airport operators to the extent that it will affect them and their users, shall4
be notified of any
change that could cause fuel supply interruptions or generate new or changed fuel hazards, including the potential for
contamination. The notification shall be done before changes are made or any system reactivation. Examples of such
changes are:
a) major system modification;
b) a supply system being taken out of service (including intrusive scheduled maintenance);
c) new, additional, replacement or modified equipment; and
d) interruptions in relevant refinery or distribution chains upstream of a specific airport storage facility.
Reference: SAE AS 6401 and ATA Specification 103. Additional information can be found in JIG Bulletin 39, and
additional guidance on SMS can be found in ICAO Doc 9859.
6.4 RE-FUELLING OF AIRCRAFT — FUEL QUALITY CONSIDERATIONS
Adherence to correct processes and procedures for refuelling of on-specification aviation fuel is fundamental for the safe
operation of an aircraft. The IATA Guidance Material on Standard Into-Plane Fuelling Procedures, Chapter 2, Safety,
identifies mandatory precautions that must be taken prior to commencing refuelling. It is an aviation industry expectation
that the applicable standards, as well as the terms of the agreement between the aircraft operator and the sub-
contractor, will be followed before and during refuelling operations.
6.5 FUELLING VEHICLES — TECHNICAL AND FILTRATION REQUIREMENTS
6.5.1 Fuelling vehicles — General
Reference to vehicle technical requirements can be found in EN 12312-5 or, amongst others, SAE Committee AE-5
(Aerospace Fuel, Oil and Oxidizer Systems) documents:
a) ARP 5818;
b) ARP 5918;
4. Refer to the standards in 6.3.
39. Chapter 6. Into-Plane Operations 6-3
c) AS 5877A; and
d) AS 6401.
6.5.2 Fuelling vehicles — Filtration
All jet fuel fuelling vehicles shall5
be fitted with at least the following filtration equipment, meeting the appropriate and
latest edition specification of:
a) filter monitors — EI 1583; or
b) filter water separators — EI 1581; or
c) a three-stage filter system — EI 1581 (for filter water separators) and EI 1583 (for filter monitors).
Where fuelling equipment is equipped with filter water separators, a system to detect free water in the sump should be
installed. Additional information on filtration can be found in EI 1550.
______________________
5. Refer to the standards in 6.5.2.
40.
41. App 1-1
Appendix 1
ORGANIZATIONS INVOLVED IN THE DRAFTING OF THIS MANUAL
IATA and A4A ─ Joint leaders of the IATA TFG task force that drafted the technical fuel content.
Workgroups
1. Supply group — All aspects from refinery up to supply to airport storage:
a) Air BP (lead);
b) Exxon Mobil;
c) Shell Aviation;
d) United Airlines;
e) Platinum Fuels;
f) PAMAS GmbH; and
g) American Airlines (initial work).
2. Storage group — Airport storage and hydrant systems:
a) UPS (lead);
b) Q8 Aviation;
c) Exxon Mobil;
d) World Fuel Services;
e) Delta Air Lines;
f) Bharat Stars Services Pvt Ltd; and
g) British Airways.
3. Provision group — All vehicles, pressure control and into-plane:
a) Lufthansa (lead);
b) Servisair;
42. App 1-2 Manual on Civil Aviation Jet Fuel Supply
c) Airbus;
d) KLM;
e) Austrian Airlines;
f) Cathay Pacific Airways (initial work); and
g) AFS Germany.
ICAO collaborated with IATA and ACI during work on development of this manual providing input, including that from the
ICAO Aerodrome Operations and Services Working Group of the Aerodromes Panel.
In addition to the specific task force members, other affiliated organizations, such as JIG, EI, and IATA IFQP were
involved.
______________________
43. App 2-1
Appendix 2
REGULATORY PRACTICES IN STATES (RESERVED)
1. ICAO is seeking examples of effective regulatory oversight of the supply chain from States, particularly
examples of those where the scope covers that part of the supply chain from arrival in State to airport fuel depots and
those:
a) of non-aviation regulatory bodies, taking account of those parts of the supply chain that are generally
outside the remit of civil aviation safety regulators;
b) that use less burdensome but effective performance-based regulation;
c) where the oversight arrangements have proven to be effective while imposing minimal burden on
industry and using minimum State resources, for example using the results of other audits such as
those conducted by independent fuel or aviation industry auditors;
d) that include requirements for the mandatory reporting of fuel quality related occurrences; and
e) regulatory arrangements when either an aircraft or airport operator also engages in fuel handling or
provision.
2. On receipt of this information ICAO will consider including information on State regulatory roles in an
amendment to, or a future edition of, this manual.
— END —