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apparent when fuel evaporates (the
fuel filter is designed to remove it).
Containers should be filled to 95%,
and sealed tightly, in a place where
the temperature is mostly below
80°F, out of direct sunlight - the 5%
airspace allows room for expansion.
Each day before flying, and when
the fuel is settled, carry out a water
check in aircraft and containers (but
see below, for drums). Collect
samples in a transparent container
and check for sediment, free water
or cloudiness—if there is only one
liquid, ensure it is not all water. The
instructions for using water
detectors are displayed on the
containers. In the Arctic, unless
there is a thaw in Summer, separated
water will be frozen in the bottom of
the drum, and you will only have to
worry about that in suspension.
Water-finding paste, however, will
not detect suspended water, and is as
an additional test, not a replacement
for a proper inspection. Oxidised
fuel will be darker than normal and
have a rancid smell. A smell of
rotten eggs indicates fungal activity.
Above is typical fuelling from
drums.
Naturally, only competent and
authorised personnel should operate
fuelling equipment, who must also
be fully briefed by their Company. In
practice, of course, refuellers know
very well what they're doing, but you
should still be in full communication
with them. In general, the following
precautions should be taken:
· Documentation must reflect the
fuel’s origins and its correct
handling.
· Vehicles must be roadworthy
and regularly inspected.
· Fire extinguishing equipment
must be available and crews
familiar with its use.
94 Operational Flying
· Barrels, when used, should be
undamaged and in date (giveaways
for this include faded
labels). Over long periods, a
fungus can grow, which will
clog fuel lines. When checking a
drum, have it standing for as
long as possible, but at least half
an hour (although the benefits
of this are negated when drums
are stored on their side at the
fuel cache and you need the fuel
in a hurry). Place a block of
wood at some point between
the bungs, so that dirty fuel is
kept more away from the
openings and any garbage at the
bottom is away from the
bottom of the standpipe. Then
draw a sample from as far down
as you can through a water
detector. If you put the
standpipe in, block the top with
the palm of your hand, and pull
it out, you can empty the
standpipe into a container to
make this easier. Smell the
contents – don’t trust labels or
colours if the seal’s broken.
Also, get used to the weight -
water weighs more and avgas
weighs less than turbine fuel.
An X on the drum means
contamination. Secure it
afterwards so it doesn’t roll
around the landing.
· Run fuel for a few seconds to
clear the pipes of bugs and
condensation, etc., that may be
downstream of the filters.
· Maintain a clear exit path for
removal of equipment in
emergency.
· The aircraft, fuelling vehicle,
hose nozzle, filters or anything
else through which fuel passes
should be electrically bonded
before the fuel cap is removed.
The accepted procedure is drum
to ground, drum to pump,
pump to aircraft, nozzle to
aircraft then open the cap - the
reverse when finished. Be very
careful when it’s cold, as the air
might be dry, and airborne
snow particles will add their
own friction and static.
However, according to NFPA
407, App A A-3-4, if the
machine and drum are bonded,
they don't need to be grounded.
This is because "it does not
prevent sparking at the fuel
surface" (NFPA 77, Recommended
Practice on Static Electricity). The
National Fire Protection Association
is the authority on this subject).
It's not only the movement of
fuel through pipes and filters
(especially filters) that generates
static, but also a fault in some
part of the system may apply a
voltage to the nozzle. Plastics
don't help, and using chamois as
a filter is dangerous.
If you do feel the need to
ground anything, salt water is
better than permafrost.
· Don't refuel within 100 feet of
radar equipment that is
operating.
· Only essential switches should
be operated, observing radio
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