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2.  Limits for Emergency Usage
A.  Engine manufacturers recommend limits for emergency usage of dye-contaminated aviation turbine fuel, resulting when dye contaminated fuel enters the airport distribution system and it cannot be segregated or isolated for remediation without halting airport operations. Contaminated fuel containing a maximum of 0.41 milligrams per liter (0.14 pounds per 1000 bbls.) of C.I. Solvent Red 164 (or 2.5% of the full EPA-IRS mandated dye concentration specified for off-road high sulfur diesel fuel) is subject to the following restrictions and/or actions.
B.  Service Criteria:
(1)  
The concentration of dye in the fuel will be measured in SITU and in at least three widely separated locations along the airport distribution system, using the PetroSpec Analyzer Model JT-100S or other instrumentation to verify the presence of red dye. Values of dye concentration are to be reported which then define the "emergency". All fuel samples must have 0.28 mg/l or less of red dye as indicated by the JT-100S analyzer or equivalent. This permits airline use of the fuel on an emergency basis. To obtain liquid re dye equivalent value, multiply the meter reading by 1.446 (1.446 X 0.28 = 0.41 mg/l). The PetroSpec analyzer model JT-100S in manufactured by Varlen Instruments Inc., 2777 Washington Boulevard, Bellwood, Illinois 60104 (Telephone 1-800-729-447; Fax 708-493-0116). At a later date, the JT-100S or equivalent measurement must be verified by a laboratory analysis of the fuel as in step C.(2) as follows.

(2)  
The number or fuel uplifts will be limited to three without restriction.

(3)  
The fourth fuel uplift will be followed immediately (within 48 hours) by contact with the engine manufacturer for maintenance action, which might include removal and inspection of critical fuel system components. Aircraft can remain in service, but no further uplifts of fuel contaminated with dye are allowed.

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May 01/01  BOEING PROPRIETARY - Copyright . - Unpublished Work - See title page for details.  28-10-0 Page 701 

C.  Reporting Requirements
(1)  
Report all uplift actions to the engine manufacturer on the same day that it occurs. Report details should include types of aircraft, numbers of aircraft, tail numbers, engine serial numbers and number of uplifts to each aircraft during the duration of the emergency.

(2)  
If the contaminated fuel system serves multiple airlines, only one set of samples for analysis need be taken from the point in the fuel system having the highest level of dye contamination. Secure samples of the dyed fuel in sufficient quantity, for tests defined by ASTM D1655, Standard Specification for Aviation Turbine Fuels, for Thermal Stability (test method D3241), Distillation (D86), Existent Gum (D381), Freeze Point D2386), and have the laboratory verify the concentration of dye in the fuel. Complete a full analysis of the fuel sample to all the characteristics of ASTM D1655. Report test results tot he engine manufacturers within 72 hours.

3.  Fuel Exceeding Dye Contamination Limits
A. Aircraft serviced with dye contaminated fuel that exceeds the limit of 0.41 milligrams per liter
(0.28 mg/l as indicated by the JT-100S analyzer or equivalent), will have the following actions performed:
(1)  
Do not start or operate the engines or APU.

(2)  
Completely defuel the aircraft down to the fuel tank sump levels.

(3)  
Drain the fuel tank sumps, leaving only trapped fuel.

(4)  
check the engine fuel filters and bowl for evidence of exposure tot he contaminated fuel and replace the filters is suspected.

(5)  
Refill the tanks with fresh uncontaminated fuel. For most airplane tanks, this should provide a diluted ration in the range of 10 to 1 of fresh fuel to trapped fuel.

(6)  
Draw fuel samples from the tank sumps and test. If these samples show evidence of continued contamination, repeat steps (2) thru (6). In extreme cases, mechanical cleaning of the tanks may be a prescribed option.

(7)  
If the samples from the tank sumps do not display evidence of contamination, start the engines and APU and run them until the contaminated fuel has been flushed from the fuel system and the engine and its controls have been shown to operate normally under all standard power settings. The individual engine manufacturers should be consulted for the particulars of any additional inspections or testing they might recommend.

(8)  
After operating the engine and APU, check the fuel filters and bowls.

(9)  
If no evidence of contamination is observed, the airplane may be considered ready for dispatch.

(10)
If the engine fail to operate normally or contamination persists, additional engine inspections and test may be necessary. Each particular engine manufacturer should be consulted for the appropriate procedures.
　
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