bir BP Regulations: Fueling 81 Qualty Conic (GEN 550) 1-3 Fuelling operations IP-3 1P-3.1 1P-3.2 1P-3.3 Fuelling operations Documents referenced ‘ADM 30 Procedure to Manage Waivers against Air BP Operating Standards (Engineering, HSSE, Operations, PQ). GEN 210, Emergency Procedures Manual GEN 240 Notification, Investigation and Reporting of Incidents and Unplanned Events, GEN 250 Transportation in Air BP. GEN 251 Driver Training and Assessment in Air BP. GEN303 Managing Health Risks in Air BP. GEN500 Assessment and Approval Process for New or Changed Business Activities. GEN 508 Critical Barrier Checks. GEN 518 Microbiological Contamination in the Aviation Fuel Supply Chain: Monitoring, Control and Remediation, GEN 552 Aircraft Fuelling Data Sheets. GEN 555 Air BP Training Manual MECH 130 Design and Manufacture of Over Wing Grade Decals. SAE AS 1852 Nozzles and Ports - Gravity Fueling Interlace Standard for Cwil Aircraft TRN 001 Competency Assurance System for Aviation Operations. Fuelling personnel Fuclling operations shall be carried out by personnel who are trained and verified as ‘competent in fuelling procedures and the operation of fuelling vehicles and ‘equipment as detailed in the ‘Air 8 Training Manual’ (GEN 585), and the actions to bbe taken in the event of an incident as detailed in ‘Emergency Procedures’ (GEN 210), To ensure personnel are physically capable of performing all activities involved in aircraft fuelling operations, they shall undergo pre-employment medical checks referred to in ‘Managing Health Risks in Air BP” (GEN 303). Personnel should also complete periodic medical assessments as required by local legislation or Human Resources processes. Into-plane services ‘The into-plane service shall be resourced and managed to ensure safe, reliable and compliant operations, while providing an efficient and acceptable service, and to enable effective action to be taken in the event of an incident. ‘The into-plane service should have an effective means of receiving information on aircraft arrivals and departures. It should be organised so that scheduled aircraft are fuelled within the aircraft tumaround without causing a delay, and that any specific customer requirements in respect of fuelling time are met. It should also aim to provide an acceptable service to non-scheduled aircraft arrivals, eareP Page 1 of 22 Tissue 7, Issue Date: March 2017‘ir 8 Regulations: Fueling & Qualty Contre (GEN 50) 1P-3.4 1P-3.5 1P-3.6 1P-3.6.1 1P-3.6.2 1P-3.6.3 oareP Fuelling delays Whenever an aircraft departure delay is caused by, or attributed to, the into-plane fuelling operation, this shall be reported as described in HSSE 3.10.1 ‘Incidents involving aircraft’ Defuelling is not considered a normal part of a fuelling operation; therefore a delay to an aircraft arising from defueling will not be regarded as a fault on the part of the into-plane operation Fueller loading Fueller loading shall be carried out in accordance with Task Pack O 14 ‘Loading a feller’ ‘Where fuellers are fillad on the ramp from a hydrant system, @ risk assessment shall be carried out and approved by the PU Operations Manager to determine what additional risk mitigations are requited Vehicle operations Parking Whenever an Operator parks a fuelling vehicle when not connected to ai ircraft or other fuel facility equipment and leaves it unattended, the vehicle electrical master switch shall be moved to the ‘off’ position. When fuelling vehicles are on the aiport and not fuelling an aircraft, they shall only be parked in areas approved by the airport authority. Driving Operators shall not drive vehicles unless properly licensed, trained and certified as ‘competent to do so for each class of vehicle they are required to drive. The airport licensing requirements shall be complied with and all licences kept valid Driving procedures and technique, airside and on public roads, are stated and repeatedly tested as detailed in ‘Driver Training and Assessment in Air BP" (GEN 251). The key requirements for driving airside are detailed in "Transportation in Air BP" (GEN 250) Stand plans A Gate by Gate Assessment shall be carried out to develop specific stand plans, following the guidance as detailed in ‘Transportation in Air BP" Appendix 3 ‘Guidance on Airport Gate by Gate Assessments’ (GEN 260). Stand plans provide guidance for the Operator on the safest route to travel to gates, fon the apron, the approach and exit route to and from the aircratt fuelling position, the preferred parking position for fuelling the aircraft and specific stand hazards. For stands with similar layouts and aircraft, the parking positions may be consolidated Intoa single plan, ‘Stand plans shall show as a minimum: ‘© stand (gatejnumber and location, ‘+ aircraft types (include all aircraft ikely to use the stand); ‘+ location of hydrant pits and hydrant emergency stop buttons (if applicable); ‘+ fuolling vehicle access and exit routes; ‘© fuelling vehicle parking position during fuelling, ‘+ fuelling vehicle standby position while waiting to fue! ‘© specific stand hazards. Page 2 of 22 issue 7, lsave Date March 2017‘Air Regulations: Fueling & Qualty Control (GEN 550) 1 Fu 1P-3.6.4 1P-3.6.5 ‘Barer ing operations Stand plans should be prepared in a suitable format for retention and easy reference in fuelling vohicle cabs. In developing stand plans every effort shall be made to eliminate the need for reversing manoeuvres. Priority should be given to developing stand plans where access difficulties oxist. Airport Managers and Operators should be alert for aircraft design modifications Which affect operations or increase the risks of fuelling. An example is changes to Winglet designs, which are constantly evolving to improve fuel efficiency. Some of these designs have both an upward projection and a more significant downward projection which reduces clearance under the wing and therefore making them more vulnerable to damage. Additional care should be taken when approaching and departing from aircraft fitted with these winglets. Underwing fuelling of Airbus A320 ‘family’ aircraft with flaps extended In high temperature conditions Airbus A320 family aircraft (A318/A319/A320/A321) may raise the slats and partly extend the flaps to help cooling of the overheat detection system in the leading edge of the wing. This reduces clearance under the flaps and more importantly under the flap track fairings, which are significantly lower than the flaps themselves. Fuelling vehicles shall not be positioned under the wings of the Airbus A320 family of aircraft with the flaps extended. Operators shall request the aircraft ground staff or flight crew to retract the flaps before the vehicle is positioned and the fuelling is carried out. In the event that the flaps are not retracted the aircraft shall be fuelled from a stand-off position, Positioning for fuelling Fuelling vehicles shall not approach the aircraft until aircraft engines have stopped and the anti-collsion lights are switched off On approach to the aircraft the Operator shall test the vehicle brakes by bringing the vehicle toa complete stop. Before positioning underwing the Operator should check the position of the aircraft flaps, especially with A320 family aircraft (see IP-3.6.4) Fuelling vehicles should move forward into the fueling position in a straight line and in accordance with the stand plan (see IP-3.6.3) Where stand configurations, the location of apron fictures and positioning ground servicing equipment permit, stand-off approaches should be made such that no part Of the fuelling vehicle approaches any closer than 3m from any part of an aircraft. Particular care should be taken in respect of clearance from the wing tips ‘Where this requirement cannot be met, the driver shall stop the vehicle and verify that there is clearance of at least 1m, either horizontally in the case of low wing aircraft or between the high point of the vehicle and the lowest point of the aircraft nearest to the vehicle, If this cannot be achieved then an alternative approach shall be made meeting the above clearance requirements. Extreme care should be taken to avoid the possibilty of impact with any part of the aircraft or ground servicing equipment while manoeuvring into land away from) the fuelling position. ‘Special precautions shall be taken to ensure that vehicles used for underwing fuelling have sufficiently low profile for this purpose For all fuelers on jet fuel service a notice shall be displayed in the cab which gives the types of aircraft which may be fuelled underwing by that vehicle, ¢.9, Page S22 Issue 7, lssve Date: Warch 2017