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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.
·  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.
360 Canadian Professional Pilot Studies
·  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
particularly careful when it’s
cold, as the air might be dry,
and airborne snow particles 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,
with radio silence observed
during fuelling.
·  Avoid fuelling during electrical
storms, and don't use bulbs or
flash equipment in the fuelling
zone. Non-essential engines
should not be run, but if any
already doing so are stopped,
they should not be restarted
until fuel has ceased flowing,
with no risk of igniting vapours.
·  Brakes or chocks should be
applied, but some places require
brakes off when near fixed
installations.
·  Take out rescue and survival
equipment so if the thing blows
up you have something to hand.
Most important is daily checking,
before flying. Spilt fuel should be
neutralised - move the aircraft or
wait for it to evaporate before
starting engines again.
Fuel can burn you. High vapour
concentrations will irritate the eyes,
nose, throat and lungs and may
cause anasthaesia, headaches,
dizziness and other central nervous
system problems. Ingestion (like
when siphoning) may cause
bronchopneumonia or similar
nasties, including leukemia and death.
If you get it on your clothes, ground
yourself before removing any and
rinse them in clean water. Fuel spills
on the ground must be covered with
dirt as quickly as possible.
Otherwise, everyone not involved
should keep clear—at least 50m
away, but for exceptions see later.
Fuel density changes with
temperature -on a hot day, you won't
get as much in, and will get less
endurance. So, the colder the
　
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