OPERATIONS

ADVISORY
CIRCULAR
Barbados Civil Aviation
Department
BCAD Document OAC-005

AIRCRAFT FUEL CONTROL

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OAC-005 Rev: Original 2 Oct 30, 2007

 AIRCRAFT FUEL CONTROL

1. Purpose…………………………………………………………………….. 5

2. References …………………………………………………………… 5

3. Background ………………………………………………………….. 5

4. Turbine (jet) fuel versus gasoline……………………………………….….. 5

5. Aviation gasoline grades and colour codes…………………..………...……. 6

6. Marking…………………………………………………………………….. 7

7. Training…………………………………………………………………….. 7

8. What is fuel contamination………………………………………...……..… 7

9. What causes fuel contamination…………………..………………………… 7

10. Field tests…………………………………………………..….………..…… 8

11. Contamination control……………………………………..…….……….…. 8

12. Jet fuels………………………..……..………………………….…… ..…… 10

13. Contaminated fuel…………………………………………………..…… .... 11

14. Summary………….…………………………………………………… ..…. 11

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OAC-005 Rev: Original 4 Oct 30, 2007

 AIRCRAFT FUEL CONTROL
1. PURPOSE.

This Operations Advisory Circular (OAC) alerts the aviation community to the potential hazards
of inadvertent mixing or contamination of turbine and piston fuels and, provides recommended
fuel control and servicing procedures.

2. REFERENCES.

For more detail than is contained herein, see American Petroleum Institute Bulletins,
Numbers 1523 Fourth Edition, 1542 Second Edition, 1581 First Edition and, the National Fire
Protection Association Pamphlet "Aircraft Fuel Servicing 1975" and the American Society
for Testing and Materials, "Standard Specification for Aviation Gasolines, D 910-75."

3. BACKGROUND.

Since the introduction of jet aircraft fuel, there have been several instances of inadvertent
fuelling of piston powered aircraft with jet fuel. Aviation fuel can only serve its ultimate purpose
when the PROPER fuel is delivered into the aircraft as free from contamination as it was the day
it left the refinery. Unless care and ATTENTION are given to its handling, servicing and storage,
the many precautions taken in its manufacture and transportation are wasted. Close attention to
compatibility of fuel and aircraft as well as faithful adherence to good housekeeping practices, is
necessary to prevent possible disaster as well as costly contamination. A review of accidents
attributed to fuel problems reveals that many power failures were due to use of improper fuel or
careless servicing - fuelling aircraft from poorly filtered tanks, particularly small tanks or drums,
improper mixing of fuel additives, improper preflight action by the pilot and, storing aircraft with
partially filled tanks, etc., which invites condensation and contamination of the fuel. It is well to
remember that the consequences of using leaded gasoline in jet engines can be as damaging as
the use of jet fuel in reciprocating engines.

4. TURBINE (JET) FUEL VERSUS GASOLINE.

Investigation of a malfunctioning reciprocating engine disclosed that it had been inadvertently

serviced with jet fuel. Examination of this engine revealed extensive cylinder assembly
damage that required complete overhaul. Proper attention to refuelling would have prevented
this damage.

Frequency of improper fuelling will diminish if owners, operators and personnel servicing
aircraft maintain vigilance. Should the occasion arise where the tanks in an aircraft are
accidentally filled with jet fuel, it is suggested the following procedures be followed:

a. If the engines were not operated subsequent to the refuelling with jet fuel, drain the fuel
tanks, lines and system completely. Refill the tanks with the proper grade of aviation gasoline
and run the engines for approximately five minutes.
b. If the engines were operated subsequent to the refuelling with jet fuel, investigate any

OAC-005 Rev: Original 5 Oct 30, 2007

abnormal engine operating conditions such as those related to the fuel mixture and cylinder
operating temperatures. In addition, accomplish the following:

(1) Perform a compression test of all cylinders.

(2) Completely borescope inspect the interior of cylinders, giving special attention to the
combustion chamber and the piston dome.

(3) Drain the engine oil and check the oil screens.

NOTE: When accomplishing (1), (2), and (3), further investigate and correct
any unsatisfactory condition found.

(4) Completely drain the fuel tanks and the entire fuel system including the engine
carburettor.

(5) Flush the fuel system and carburettor with gasoline and check for leaks.

(6) Fill the fuel tanks with the proper grade of aviation gasoline.

(7) If the engine inspection was satisfactory, complete an engine runup check.

5. AVIATION GASOLINE GRADES AND COLOUR CODES.

Pilots and refuelling personnel should be familiar with aviation gasoline (avgas) grades and
respective colour codes in order to assure proper servicing of engines. Three grades of avgas are
now produced for civil use; grades 80, 100LL (low lead) and 100. These grades replace 80/87,
91/96, 100/130, and 115/145 avgas.

a. The Standard Specification for Aviation Gasolines, Specification D 910-75, developed

by the American Society for Testing and Materials, established that grade 80 should be
red in colour and contain 0.5 millilitres (ml.) maximum of tetraethyl lead per gallon.
Grade 100LL is blue in colour and contains 2.0 ml. maximum per gallon. Grade 100 is
green in colour and contains 3.0 ml. maximum per gallon (with a probable increase to
4.0 ml. maximum per gallon in the next specification revision). The lead quantity or
concentration of lead in aviation gasoline is expressed in terms of millilitres (1/1000 of a
litre) per gallon of avgas.

Grades 100LL and 100 represent two aviation gasolines that are identical in antiknock
quality but differ in maximum lead content and colour. The colour identifies the
difference for those engines which have a low tolerance to lead.

b. Limited availability of grade 80 has forced owners/operators to use the next higher
grade of avgas. Specific use of higher grades is dependent on the applicable
manufacturer's recommendations. Continuous use of higher lead fuels in low
compression engines designed for low lead fuels can cause erosion or necking of the
exhaust valve stems and spark plug lead fouling.

OAC-005 Rev: Original 6 Oct 30, 2007

6. MARKING.

a. The Barbados Civil Aviation Regulations require that aircraft fuel filler openings be
marked to show the word "FUEL" and the minimum fuel grade or designation for the engines. In
order that these markings retain their effectiveness, regulations also require that they be kept
fresh and clean. It follows, therefore, that frequent washing and occasional painting will be
necessary to retain clear legibility.
b. It is equally important that tank vehicles be most conspicuously marked to show the type
of fuel carried. It is suggested that the marking be of a colour in sharp contrast to that of the
vehicle and in lettering at least 12 inches tall. This marking should be on each side and on the
rear of the tank vehicles. Additionally, it is suggested that the tank vehicle hose lines be marked
by labels next to the nozzle and every six feet. The label lettering should be at least 3/4 inches
in height, be of sharp colour contrast, be permanently attached and, indicate the type of fuel
dispersed by that hose. A further suggestion is that the refuelling nozzles be conspicuously
marked with the appropriate colour code. This is especially important in that the person doing
the refuelling will have the colour coded nozzle in his hands during the process with an
additional reminder of the fuel type being dispensed. All of the aforementioned markings
should be kept clean, fresh, and clearly legible at all times.

7. TRAINING.

Careful instructions in operating procedures should be given to all personnel involved in

fuelling. This applies to flight as well as ground personnel. The ground personnel should be
thoroughly indoctrinated in the facilities, procedures, equipment and the types of fuel being
dispensed - the flight personnel in procedures and marking with particular emphasis on use of
the proper type of fuel. It is further suggested that ALL personnel be retrained periodically
with suitable records maintained to reflect the training. Fuel servicing should be performed
only by trained competent personnel.

8. WHAT IS FUEL CONTAMINATION?

Fuel is contaminated when it contains any material that was not provided under the fuel
specification. This material generally consists of water, rust, sand, dust, microbial growth
and certain additives that are not compatible with the fuel, fuel system materials and
engines.

9. WHAT CAUSES FUEL CONTAMINATION?

a. Water. All aviation fuels absorb moisture from the air and contain water in both
suspended particle and liquid form. The amount of suspended particles varies with the
temperature of the fuel. Whenever the temperature of the fuel is decreased, some of the
suspended particles are drawn out of the solution and slowly fall to the bottom of the tank.
Whenever the temperature of the fuel increases, water is drawn from the atmosphere to maintain
a saturated solution. Changes in fuel temperature, therefore, result in a continuous accumulation
of water. During freezing temperatures, this water may turn to ice, restricting or stopping fuel
flow.

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b. Rust. Pipelines, storage tanks, fuel trucks and drum containers tend to produce rust that
can be carried in the fuel in small size particles. A high degree of filtration is required to remove
the liquid water and rust particles from the fuel.

c. Dust and sand. The fuel may be contaminated with dust and sand through openings in
tanks and from the use of fuel handling equipment that is not clean.

d. Micro-organisms. Many types of microbes have been found in unleaded fuels,

particularly in the turbine engine fuels. The microbes, which may come from the atmosphere or
storage tanks, live at the interface between the fuel and liquid water in the tank. These micro-
organisms of bacteria and fungi rapidly multiply and cause serious corrosion in tanks and may
clog filters, screens and fuel metering equipment. The growth and corrosion are particularly
serious in the presence of other forms of contamination.

e. Additives. Certain oil companies, in developing products to cope with aircraft fuel icing
problems, found that their products also checked "bug" growth. These products, known as
"biocides," are usually referred to as additives. Some additives may not be compatible with the
fuel or the materials in the fuel system and may be harmful to other parts of the engine with
which they come in contact. Additives that have not been approved by the manufacturer and
CAA should not be used.

10. FIELD TESTS.

Three gallons of water were added to the half full fuel tank of a popular make, high wing
monoplane. After several minutes, the fuel strainer (gascolator) was checked for water. It was
necessary to drain ten liquid ounces of fuel before any water appeared. This is considerably more
than most pilots drain when checking for water.

In another test, simulating a tricycle geared model, one gallon of water was added to the half-
full fuel tank. It was necessary to drain more than a quart of fuel before any water appeared.

In both of these tests, about nine ounces of water remained in the fuel tank after the belly
drain and the fuel strainer (gascolator) had ceased to show any trace of water. This residual
water could only be removed by draining the tank sumps.

11. CONTAMINATION CONTROL.

The presence of any contamination in fuel systems is dangerous. Laboratory and field tests have
demonstrated that when water was introduced into the gasoline tank, it immediately settled to the
bottom. Fuel tanks are constructed with sumps to trap this water. It is practically impossible to
drain all water from the tanks through the fuel lines, so it becomes necessary to regularly drain
the fuel sumps in order to remove all water from the system. It may be necessary to gently rock
the wings of some aircraft while draining the sumps to completely drain all the water. On certain
tailwheel type aircraft, raising the tail to level flight attitude may result in additional flow of
water to the gascolator or main fuel strainer. If left undrained, the water accumulates and will
pass through the fuel line to the engine and may cause the engine to stop operating. The by
elimination of contaminants from aviation fuel may not be entirely possible, but we can control it
the application of good housekeeping habits.

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 a. Servicing.

Storage and dispensing equipment should be kept clean at all times - free from dirt and
other foreign matter. Fuel having a "cloudy" appearance or definitely "offcolour" should
be suspected of contamination or deterioration and should not be used. When additives
are used, it is important that they are dispensed in accordance with the aircraft
manufacturer's instructions.

Refuelling from drums or cans should be considered as an unsatisfactory operation and

one to be avoided whenever possible. All containers of this type are to be regarded with
suspicion and the contents carefully inspected, identified and checked for water and
other contamination. Extraordinary precautions are necessary to eliminate the hazards of
water and sediment. It is advisable when fuelling from drums to use a 5 micron filtered
portable pumping unit, or the best filtering equipment available locally, or, as a last
resort, a chamois skin filter and filter funnel.

Infrequently used fuel tanks should have their sumps drained before filling. Agitation
action of fuel entering the tank may suspend or entrain liquid water or other
contaminants which can remain suspended for many minutes and may not settle out
until after the aircraft is airborne.

b. Preflight action.

Drain a generous sample of fuel - considerably more than just a trickle - into a transparent
container from each of the fuel sumps and from the main fuel strainer or gascolator.
(Remember that it was necessary to drain ten ounces in the field tests.) On certain aircraft
having fuel tanks located in each wing, positioning of the fuel tank selector valve to the
"BOTH ON" position may not adequately drain the system. This is due to the fuel taking
the path of least resistance. In this case, the fuel selector valve should be positioned at
each tank in turn.

Examine the fuel samples for water and dirt contamination. If present, it will collect at
the bottom of the container and should be easily detected. Continue to drain fuel from
the contaminated sump until certain the system is clear of all water and dirt.

"The use of quick drain valves in the sumps and gascolator makes it practical to keep
tanks free of significant quantities of water and other contaminants."

c. Postflight.

An effective method to prevent contamination from condensation would be to

completely fill the fuel tank at the end of each day's flying. This procedure is practical
only on a few types of light aircraft. Generally, the type of aircraft, length of proposed
flight, number of passengers, and weight and balance limitations dictate the amount of
fuel to be added.

d. Routine maintenance.

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 In addition to the preflight and postflight actions, certain precautionary or routine
maintenance should be performed on the aircraft at periodic intervals. These precautions
include the inspection and cleaning of pertinent fuel tank outlet finger strainers and
carburettor screens (filters) and flushing of the carburettor bowl.

12. JET FUELS.

Turbine powered aircraft, better known as "jet" or "prop jet," generally use a wide cut gasoline or
aviation kerosene as fuel. Basically, the same rules and precautions in handling aviation gasoline
apply to the jet fuels. As with gasoline, we are concerned with the matter of cleanliness. Turbine
fuels are more dense and have a greater viscosity (resistance to flow) than gasoline. It will hold
and retain in suspension impurities such as water, fine particles of rust and other foreign
material. These particles can take from five to ten times as long, or even longer, to settle in
kerosene as it does for them to settle in gasoline.

Turbine engine fuel controls and pumps are generally more sensitive than the fuel systems of the
piston engine. Their fuel feed and pumping systems must work harder. Tolerances are closer and
fuel pressures higher. Fine contaminants may block fuel supply systems and erode critical parts
of engine and fuel control systems. Water freezing at high altitudes may plug fuel screens.
Because of these, the tolerable contamination levels for jet fuels are much lower than previously
considered necessary for aviation gasoline. Even with the same contamination levels, the greater
volume of fuel used by turbines results in greater amounts of contaminants being deposited in the
turbine engine system.

a. Test for contamination. Commercial products to test for fuel contamination are available.
Here is a simple test to detect contamination of jet fuel. This procedure has proved to be
both effective and inexpensive.

• Obtain an unchipped, spotlessly clean, white enamel bucket (approximately ten quart
size).
• Drain about four to five inches of fuel, from the sump to be tested, into the bucket.
• With a clean mixing paddle, stir the fuel into a swirling "tornado shaped" cone. Remove
paddle. As the swirling stops, the solid contaminants will gather at the centre of the
bucket bottom.

• Add several drops of household red food dye. The dye will mix with water and the solids
in the bottom of the bucket. It will not mix with fuel. If no water is present, the dye will
settle in the bottom of the bucket.

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13. CONTAMINATED FUEL.

Normally, upon finding that your fuel is contaminated by water or other foreign matter, the
procedures noted under paragraph 12, Contamination Control, should suffice. Should
contamination persist, or if there is any doubt about it, your best bet is to have your aircraft
fuel system inspected by a qualified person.

14. SUMMARY.

So that your fuel system won't let you down when you want to stay up - remember:

• Turbine fuels for turbine engines - gasoline of the proper grade for reciprocating engines.
• Use only the fuel recommended by the engine and aircraft manufacturer.
• Don't use additives that have not been approved by DCA.
• If feasible, keep fuel tanks full. Water condenses on the walls of partially filled tanks and
enters the fuel system.
• Filter all fuel entering the tank.
• Drain fuel sumps regularly.
• Periodically inspect and clean all fuel strainers (screens) and occasionally flush the
carburettor bowl as recommended by the aircraft manufacturer.

The best insurance against fuel problems - whether aviation gasoline or jet fuel - is to
practice good housekeeping in your routine maintenance and be constantly alert.

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