01.04.

00 Sample Containers

01.04.01 Laboratory sample containers

The main requirement is that the container must not affect the fuel properties to be tested in the
laboratory. ASTM D4306 lays down the requirements for sample containers.
Shell Aviation prefers that epoxy lined cans are used for all samples for both laboratory
testing and retention. Overall, they are least likely to have any effect on fuel properties. They
should be washed out three times with the fuel to be sampled before filling with the actual
sample.
A separate lower sample in a dark glass bottle for copper corrosion and water reaction
testing of recertification samples is not required provided epoxy lined cans are used, as epoxy
lined cans have negligible effect on these fuel properties.
Suitable epoxy-lined cans are made by Air Sea Containers and are available in a variety of
sizes including 1, 5, 11, 25, 57 and 210 litres. They are approved by the ICAO for air
transport and can be purchased with all the necessary labels, packing, etc. for airfreighting
from:
Air Sea Containers Limited
318 New Chester Road
Birkenhead
CH42 1LE
UK
Tel: 0151 645 0636 Fax: 0151 644 9268
Email: [email protected] website: http://www.air-sea.co.uk/
It is important to note that sometimes the terms ‘lacquer lined cans’ and ‘epoxy lined cans’ are
used interchangeably. They are not necessarily the same thing. Some clear lacquers are not
the same thing as epoxy coatings. Shell Aviation does not generally recommend the use of
lacquer-lined cans. For Air Sea Containers, the terms ‘lacquered’ and ‘internally lacquered’
are acceptable because they mean lined with two coats of Holders grade 244-epoxy phenolic
lacquer, a lining proven fully satisfactory with aviation fuels. If considering other suppliers, it is
important to verify that the lining is an epoxy coating and has been applied after the can is
constructed, otherwise a bare metal seam remains exposed.
Hard, borosilicate glass bottles can be used for samples if the samples are tested reasonably
quickly after being taken (for example, where the laboratory is on the same site as the
installation). The reason for this is that polar materials in the glass can migrate into the fuel or
polar materials in the fuel can attach to the glass thereby affecting some fuel properties.
Visible and UV light is known to affect a number of fuel properties and therefore, if clear glass
is used, bottles should be stored in opaque cartons. Alternatively, amber glass bottles can be
used, but as with clear glass they should only be used for samples, which are going to be
tested quickly.
‘Plastic’ bottles are not recommended mainly because of the wide range of plastic materials
available plus their poor fire resistance. It is not possible to assess whether there are any
material compatibility problems or not for every single plastic – some would be OK, others
not, but it is not always clear what the actual plastic is in a given bottle. PTFE and fluorinated
HDPE bottles are particularly inert and therefore suitable when testing for trace materials or
properties that are affected by trace materials. However, such bottles are expensive and
subject to particular “combination packaging” requirements for airfreight. These sorts of
bottles do not appear to offer any real advantages over epoxy-lined cans for normal testing
needs.

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01.04.02 Field sampling containers
During routine quality control of aviation fuels many samples are taken for immediate
inspection and testing (e.g. tank drains, filter sumps for Visual Check or Shell Water Detector
testing). The main requirements for the containers used for this field sampling are that they
allow the fuel to be inspected visually and enable the Shell Water Detector test to be
performed easily.
Clear, clean glass jars of 1-2 litres minimum capacity with wide necks and screw caps should
be used for product examination in connection with the Visual Check. Ideally use one with a
lid that seals, which then allows the fuel to be swirled without spilling. Where buckets are also
used, these should be manufactured from good quality stainless steel or aluminium (White
enamel buckets, as used in the white bucket test described in ATA 103, are also acceptable).
All metal containers must be fitted with a bonding cable and clip.
A. Searle and Co. can supply suitable jars; sizes include 1 litre, 2.5 litres and 3.5 litres
(square with screw top).
A. Searle and Co. Ltd.
24 Bourne Industrial Park
Bourne Road
Crayford, DA1 4BZ
UK
Phone +44 (0) 1322 529119; Fax +44 (0) 1322 528528
Email: [email protected]
[email protected]
[email protected]
Website: http://www.asearle.co.uk/aboutus.html

A. Searle and Co. is also the official supplier of the Shell Water Detector (SWD).

01.04.03 Packaging for air transport

Most airlines require that containers for the transportation of samples by air must be of an
International Civil Aviation Organisation (ICAO) approved design and should be dispatched in
accordance with the latest edition of the “ICAO Technical Instructions for the Safe Transport of
Dangerous Goods by Air”. In practice, this would normally involve using a shipping/forwarding
agent. As noted in 01.04.01 above, suitable containers can be obtained from Air Sea
Containers. Sending samples by air can be problematic and there may be additional local
regulations that need to be complied with. Shipping agents should be able to advise.

01.05.00 Laboratory Testing

01.05.01 General
For results to be comparable and meaningful, sample testing should be conducted in
accordance with the latest requirements of the following approved standards or equivalent:
a) IP Standard Methods for Analysis and Testing of Petroleum and Related Products (latest
edition).
b) Book of ASTM Standards (latest edition).
Laboratories used for sample testing should either be Shell or approved third party
laboratories complying with the Downstream Laboratory Standard. Laboratories should be
audited according to the Global Laboratory Auditing programme. It is expected that the
laboratory has in place a quality management system that conforms to the requirements of

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 ISO 17025 or equivalent. Quality assurance of test results is enhanced by participation in an
international correlation scheme involving with the testing Aviation fuel and the use of
standard samples to validate equipment reliability and operator competency.
Approval of a third party laboratory could be the result of a Shell technical visit but it could
simply mean verifying by sighting documented evidence that the third party laboratory is
certified by a national accreditation agency to ISO 17025 and part of a recognised
correlation scheme.
Any laboratories that certify Aviation Fuels for direct delivery to airport, or if the same
laboratory is used for CoQ and Recertification testing, the following requirements are
mandatory:
x ISO 17025 or equivalent quality system.
x Participation in correlation scheme and follow up of outlier results.
x Results are checked and signed by an approved laboratory staff member (electronic
signatures are acceptable).
x Training of analysts in contaminated samples for subjective tests, e.g. Saybolt Colour,
Freeze Point.
x Escalation of abnormal results to Lab Manager, local supply PQ focal point or Fueltec
team.

01.05.02 Testing Philosophy

a) Full specification testing is normally performed only at point of manufacture. A batch of
fuel is tested against the specification and a Certificate of Quality is produced. Provided
the integrity of the batch is maintained (e.g. that there has been no contamination with
another product), subsequent testing is restricted to ensure that the quality of the fuel has
not changed.
b) If a batch of aviation fuel is transported in a multiproduct system where contamination with
other products is possible, a recertification test is performed. This comprises of a shortened
version of the full specification and focuses on parameters sensitive to contamination. The
results of recertification testing are compared with the original CoQ to check that the
quality has not changed significantly. This is a more powerful tool for detecting
contamination than simply testing against the specification because parameters may
change significantly but remain within specification.
c) In cases where fuel is transported in dedicated systems and there should be no chance of
contamination, it is necessary to perform only a simple density check together with
conductivity, a visual check on appearance and a water detector test. The measured
density (corrected to the standard reference temperature, usually 15ºC) is compared with
the original density of the batch as a confirmation that no gross contamination has
occurred from a breakdown in the QA controls.
d) When batch traceability or integrity is lost, for example, when several batches are mixed
in a system in unknown proportions, it is necessary to retest the batch against the complete
specification and produce a certificate of analysis (CoA). This becomes ‘born again’
product. Quality assurance is more difficult because the presence and concentration of
additives is unknown and there is less potential for detecting trace contamination because
the full analysis is compared against the specification rather than the original analysis.
Refinery CoQs must be available for all components that make up the new batch.
e) If any test results indicate that the sample does not comply with the applicable
specification, or that contamination has occurred, the product should be immediately
quarantined and remain under quarantine until further testing has established that the
quality is satisfactory.

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01.05.03 Refinery Certificate of Quality (CoQ)
The Refinery Certificate of Quality is the definitive original document describing the quality of
an aviation product. It contains the results of measurements, made by the product originator’s
laboratory, of all the properties listed in the latest issue of the relevant specification. It also
provides information regarding the addition of additives, including both type and amount of
any such additives, and will provide proportions of any hydroprocessed components. In
addition, it includes details relating to the identity of the originating refinery and traceability of
the product described. Refinery Certificates of Quality must always be dated and signed by an
authorised signatory.

01.05.04 Certificate of Analysis (CoA)

A Certificate of Analysis is issued by independent inspectors and/or laboratories and contains
the results of measurements made (downstream of the refinery) of all the properties included in
the latest issue of the relevant specification. It cannot however include details of the additives
added previously. Where possible, it should include reference to CoQs of the component
batches. It shall be dated and signed by an authorised signatory.
Note: A Certificate of Analysis must not be treated as a refinery Certificate of Quality.

01.05.05 Recertification Test Report

This document contains the results of the Recertification Test (see below) of properties sensitive
to contamination and confirms, for those properties, that the specification limits are met and
no significant changes have occurred. It must be dated and signed by an authorised
signatory.

01.05.06 Periodic Test Report

This document contains the results of the Periodic Test (see below) of properties sensitive to
contamination and deterioration and confirms, for those properties only, that the specification
limits are met and that no significant changes have occurred. It must be dated and signed by
an authorised signatory.

01.05.07 Release Advice

This document (sometimes referred to as a Release Note) supports any transfer of product,
confirming compliance with the specification, e.g. AFQRJOS Check List for Jet A-1, or with an
agreed equivalent specification, and contains at least the following information:
x Date and time of release.
x Grade of fuel.
x Quantity loaded.
x Batch number (or unique identifier) and batch density (e.g. at 15ºC, or 20ºC where this is
the reference temperature) of the product in the tank from which it originated.
x Where appropriate loaded density and temperature can be listed.
x Water-free certification.
x The Release Advice must be dated and signed by an authorised signatory.
x Conductivity (if applicable).

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01.06.00 Test Requirements

01.06.01 Certificate of Quality

This document not only covers all tests required by the latest issue of the applicable fuel
specification, it also confirms conformance to all aspects of the specification. In particular, it
describes composition and additive content. For more detailed requirements, see 02.02.04.
Sample quantities required:
Jet fuel 3 litres
Avgas 25 litres

01.06.02 Certificate of Analysis

This document covers all tests required by the latest issue of the applicable fuel specification.
Sample quantities required:
Jet fuel 3 litres
Avgas 25 litres

01.06.03 Recertification Testing

This test is carried out to verify that the quality of the aviation fuel concerned has not changed
and remains within the specification limits, for example, after transportation in ocean tankers
or multi-product pipelines, etc.
The results of all Recertification Tests must be checked to confirm that:
x The specification limits are met.
x No significant changes have occurred in any of the properties tested.
This check must be made by comparing the recertification results with the corresponding
values from the last previous analysis made on the fuel (e.g. with a Refinery Certificate of
Quality or previous Certificate of Analysis or previous Recertification Test Certificate). Only by
checking that the determined properties have not changed can it be safely assumed that the
remaining unchecked specification properties have also not changed significantly and remain
satisfactory.
The recertification check is to be carried out by recording all relevant details on forms as
shown overleaf. Acceptable differences are given for guidance on the forms. If one or more of
the results exceeds these values then the product must not be released until an adequate
explanation is found, or until it is confirmed that the product meets the remaining unchecked
specification properties. The person releasing the product where acceptable differences are
exceeded must have delegated authority under Category B waiver.
In circumstances where more than one new batch is received into a tank:
x Where facilities and circumstances permit, the tank contents should be circulated to ensure
homogeneity of the product prior to sampling.
x Additional columns must be introduced on the forms so that a separate column is used for
each batch and for any stock which was in the tank.
x The comparison must be based on calculated values weighted according to the amount of
each batch in the tank.
x If more than 3 new batches are received into a tank, the comparison becomes difficult and
possibly even meaningless, and therefore the contents of the tank must be tested against all
the requirements of the Specification.

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 In circumstances where complex, fungible pipeline systems make it very difficult to identify the
original refinery batches that make up a pipeline receipt batch, alternatives to recertification
testing, such as full specification testing, should be implemented to assure that the quality is
acceptable. As a minimum, CoQs of all the component batches must be available. For
detailed requirements on this aspect of traceability, refer to the appropriate specification(s).
Recertification Test requirements are:

Jet fuel Avgas

Appearance/Colour X X
Saybolt colour X -
Distillation X X
Flashpoint X -
Density X X
Reid Vapour Pressure - X
Freezing Point X -
Corrosion (copper) X X
Existent Gum X X
Water reaction (1) -
Lead Content (2) X
Knock Rating (Motor Method) Lean - X
Conductivity (3) -
MSEP X -
Thermal Stability (JFTOT) (4) -

Notes:
1) Water Reaction is no longer required in the Civil Jet A-1 specifications Def Stan 91-91
and AFQRJOS Checklist, however it may still be required in certain Military
specifications.
2) If contamination with leaded fuel is suspected and the Flash point is lower than expected
based on the Recertification comparison.
3) To be carried out on bulk stock in storage, or immediately after taking a sample from
bulk storage to avoid problems with conductivity loss in sample containers.
4) Where Jet A-1 is received from ships equipped with copper or copper alloy pipework in
their cargo tanks, or when a significant Saybolt colour change has been noted (>5 units),
this test must be performed.
Sample quantities required:
Jet fuel 2 litres (3 litres when JFTOT included)
Avgas 4 litres

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Acceptable Variations in Recertification Test Results
(test methods listed for illustration, other test methods may be allowed in specifications)

Property Test Method Maximum

ASTM IP Acceptable Difference
Appearance * Specification limits
Saybolt Colour D156 – – 5 colour units
Distillation
Jet fuels and Avgas, all temperatures D86 123 ± 8ºC
except Avgas, temperatures up to ± 6ºC
105ºC (50% vol. Evaporated)
Flash Point
– Abel – 170 – 3ºC
– Setaflash D3828 523 – 3ºC
– TAG D56 – – 4ºC
Density (by glass hydrometer) D1298 160 ± 3.0 kg/m3
Freezing Point D2386 16 + 3ºC
Copper Corrosion D130 154 (Spec limit, 1a or 1b)
Existent Gum – 540 + 3 mg/100ml
Thermal Stability (JFTOT) D 3241 323 Pass
(Visual Rating < 3, no “Peacock” or
abnormal colour)
(Pressure Drop < 25 mm Hg)
Water Reaction D1094 289 Specification Limits
MSEP D3948 Specification Limits. For interpretation of low
MSEP results, refer to JIG Bulletin 14
Lean (Weak) Knock Rating D2700 236 –3
Motor method (F2)
TEL Content D3341 428 ± 0.05 g Pb/L for all methods listed
D5059 228
D2547 270
Reid Vapour Pressure D323 69 ± 4.5 kPa (± 0.65 psi) for all methods listed
D5190 394
D5191

Note: * Most specifications do not define a test method for the Appearance test. ASTM D 4176 Procedure 1
can be used if required.

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Recertification and Release: Jet A-1
Tank No.: ........................................................ Batch No.: ................................. Received from: .................................................. Date Received: ....................................
Installation/Depot: .......................................... On Vessel (name): .............................................. .................

Column 1 Column 2 Column 3 Column 4 Column 5 Column 6 Column 7

Properties Jet A-1 “Check List” Limits Maximum Acceptable Last test results for Certificate of Quality Recertification Remarks
(If not “Check List” insert Differences residual stock in tank values for new receipt results for present If “Appearance (Visual)”
specification (from CoQ) into tank stock in tank of fuel is not “Bright/
against which Jet A-1 in Clear” or if visual colour
Column 5 was Batch No.: Batch or CoQ No.: Sample No.: is unusual when samples
produced/released) ................................ ................................ ........................... for recertification are
...................................... drawn make note here
...................................... .................................
.....................................
Saybolt Colour None -5 colour units
Distillation
Initial Boiling Point °C Report + 8°C
Fuel Recovered
10% vol. @ °C 204 max + 8°C
20% vol. @ °C Report + 8°C
50% vol. @ °C Report + 8°C
90% vol. @ °C Report + 8°C
End Point °C 300 max + 8°C
Residue % vol. 1.5 max (Spec. Limit)
Loss % vol. 1.5 max (Spec. Limit)
Flash Point
by Abel (IP 170) or Setaflash (IP 523) °C 38 min -3°C
by Tag (D56) °C 40 min -4°C
Density at 15°C kg/L 0.775/0.840 min/max + 0.003 kg/L
or kg/m³ 775/840 min/max + 3.0 kg/m³
Freezing Point °C -47 max + 3°C
Copper Corrosion Rating 1 max (1a or 1b) (Spec. Limit)
Existent Gum (Steam jet) mg/100Ml 7 max + 3mg/100mL
MSEP 70 min (with Stadis) or (Spec. limit)
85 min (no Stadis)
Stadis 450 concentration, mg/l Max 5mg/l cummulative -
STOCK tons/m³

Electrical Conductivity, CU (pS/m).......................................... Batch Recertification: approved by ............................................... Date/Time ................................

and Fuel Temperature, °C ..................................................... Tank checked* and released for service by ................................... Date/Time ................................
(Both measured in bulk tank when samples for recertification (*tank settled and water free)
testing were drawn).

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Recertification and Release: Aviation Gasolines
Tank No.: ........................................................ Batch No.: ................................. Received from: .................................................. Grade: Avgas: ....................................
Installation/Depot: .......................................... On Vessel (name): ......................................... Date Received:......................

Column 1 Column 2 Column 3 Column 4 Column 5 Column 6 Column 7

Properties Avgas Specification Limits Maximum Acceptable Last test results for Certificate of Quality Recertification Remarks
Insert specification (from Differences residual stock in tank values for new receipt results for present If “Appearance (Visual)”
CoQ) against which Avgas into tank stock in tank of fuel is not “Bright/
in Column 5 was produced/ Clear” when samples for
released) Batch No.: Batch or CoQ No.: Sample No.: recertification are drawn
................................. .................................. ................................. ...................... make note here
................................. .................................
.................................
Knock Rating
Lean Mixture, Motor Method (F2) *Min -3
TEL Content
expressed as g lead (Pb)/L *Max + 0.05g Pb/L
Colour (Visual) * (Correct for grade)
Density at 15°C kg/L Report + 0.003 kg/L
or kg/m³ Report + 3.0 kg/m³
Distillation
Initial Boiling Point, °C Report + 6°C
Fuel Evaporated
10% vol. @ °C 75 max + 6°C
40% vol. @ °C 75 min ± 6°C
50% vol. @ °C 105 max ± 6°C
90% vol. @ °C 135 max ± 8°C
End Point °C 170 max ± 8°C
Sum of 10% plus 50% evaporated
temperatures °C 135 min ± 8°C
Recovery % vol. 97 min (Spec. Limit)
Residue % vol. 1.5 max (Spec. Limit)
Loss % vol. 1.5 max (Spec. Limit)
Reid Vapour Pressure (RVP) kPa 38.0/49.0 min/max ± 4.5 kPa
Copper Corrosion Rating 1 max (1a or 1b) (Spec. Limit)
Existent Gum (Air jet) mg/100mL 3 max + 3mg/100mL
* Insert limits according to grade – see table below STOCK tons/m³
Grade Avgas 100LL 100 82 UL Batch Recertification: approved by ..................................................... Date/Time ..........................................
Lean Knock Rating Min 99.6 99.6 82 Tank checked* and released for service by Date/Time .......................
TEL as g Pb/L Max 0.56 0.85 0.013 (*Tank settled and water free)
Colour (Visual) Blue Green Purple

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01.06.04 Periodic Testing
This test is carried out to certify that product which has been in static storage for a period of
time conforms to the relevant specifications and that the quality of the product has not
changed since any previous tests were carried out.
For bulk product, a Periodic Test shall be carried out on fuel that remains in storage for a
period over 6 months after the date of the last receipt. Samples should be taken from each
tank in which less than half of the product has been replaced during the 6-month period.
Composite samples for Periodic Tests should be taken from each tank and tested for the
properties listed in the table below.
The Periodic Tests should also be carried out on drummed product after 12 months from filling
date. For drums, a composite sample representative of each batch should be tested. The
composite prepared by combining samples drawn from one in ten drums. For example if there
are 8 drums in stock, 1 should be sampled; if there are 45 drums, 5 drum samples should be
taken and a composite sample prepared for testing. Note: that each sample taken should be
tested for density, appearance and conductivity before a composite is made. Each drum
sampled should be clearly marked for traceability purposes.
The results of all Periodic Tests should be checked carefully against previous analysis reports to
confirm that no significant changes have occurred (follow procedure for recertification test above).
Test requirements are:

Jet A-1 Avgas

Appearance/Colour X X
Distillation X X
Flashpoint X -
Density X X
Reid Vapour Pressure - X
Corrosion (copper) X X
Freeze Point X -
Existent Gum X X
Lead Content - X
Knock Rating (Motor Method) Lean - X
Conductivity X (1) -
MSEP X (2) -
Thermal stability X
Notes:
1) To be carried out on bulk stock in storage or immediately after taking a sample from bulk
storage.
2) For interpretation of low MSEP results, refer to JIG Bulletin No.14. Where the MSEP test is
quoted in jet fuel specifications it is normally ASTM D 3948. However, the Canadian
Specification CGSB 3.23 for Jet A-1 specifies ASTM D 7224. When recertifying product
against this specification, the same MSEP method should be used for comparison purposes.
Provided the above tests give satisfactory results, i.e. no significant changes, deliveries may
continue from bulk tank for a further 3 months with the tests being repeated at 3 monthly
intervals while the stock remains static.
In the case of drummed stock, the fuel may be stored for a further 12 months. However, after
this period, it is Shell policy not to use the fuel for Aviation use. It should be disposed in
accordance with local requirements. Sample quantities required:
Jet fuel 3 litres
Avgas 4 litres

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01.06.05 Visual Check
This check is a field test to confirm the acceptability of a fuel. To be acceptable, fuel must be of
the correct colour for the type and grade being sampled and be visually clear and bright and
free from particulate matter and undissolved water at ambient temperature. Samples for
Visual Check must be drawn into scrupulously clean clear-glass jars or stainless steel buckets.
(See 01.04.02, Field Sampling Containers). Where buckets are also used, these should be
manufactured from good quality stainless steel or aluminium (White enamel buckets, as used
in the white bucket test described in ATA 103, are also acceptable). All metal containers must
be fitted with a bonding cable and clip.
It is imperative that the contents of any sample line be cleared before the sample container is
filled. This will ensure that the sample is drawn from the tank itself and is therefore
representative of the tank contents.
Test requirements are:

Jet Fuel Avgas

Appearance/Colour X X
Particulate contaminant (visual) X X
Water-visual X X
Paper/Chemical detector (1) X X

Note:
1) For Jet fuel, use the Shell Water Detector (SWD); for information on the use of the SWD,
refer to Appendix 01.06.05. If the SWD is unavailable, an equivalent chemical water
detector may be used (refer to IATA Guidance Material for Aviation Turbine Fuels
Specifications – see Framework section 5.2). For Avgas, SWD is not required, but it is a
requirement to use water finding paper/paste when checking sample in a bucket.
Sample quantity required: 1 litre
The following should serve as a guide to the visual assessment of fuel samples:
x Colour. The various grades of aviation gasoline are dyed to aid recognition while the
colour of jet fuels may vary, usually in the range from water white to straw colour.
x Undissolved water (free water) will appear as droplets on the sides, or as bulk water on the
bottom of the sample jar. It can also appear as a cloud or haze (suspended water).
x Solid matter (particulate matter), generally consisting of small amounts of rust, sand, dust,
scale, etc., suspended in the fuel or settled out on the bottom of the jar.
x The term “Clear and Bright” is independent of the natural colour of the fuel. “Clear” refers
to the absence of sediment or emulsion. “Bright” refers to the sparkling appearance of fuel
having no cloud or haze.
If any water/dirt is observed, the sampling procedure should be repeated until the test
requirements in the table above are met.

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01.06.06 Control Check
This is a Visual Check plus density determination. The density measurement may be done by the
hydrometer method using ASTM D1298 or by employing a portable type Density Meter based on
ASTM D4052. This check is frequently made to confirm the correct grade and unchanged quality
of fuel stocks by comparison of the density result with the value shown on the documentation.
Should these two figures (corrected to standard conditions) differ by more than 3 kg/m3,
contamination should be suspected and investigated before the product is accepted for use.
Sample quantity required: 1 litre.
For further details on Density determination refer to Appendix 01.06.06.
Where digital densitometer-thermometer devices are used, their precision and accuracy shall
be at least as high as the hydrometer and mercury-in-glass thermometer method. Such
equipment shall be calibrated according to manufacturers’ recommendations.

01.06.07 Membrane Filtration Test

This test shall be carried out and evaluated in accordance with joint ASTM D2276/IP216 or
D5452 Standard Test Methods and Colour Standards incorporated in these methods.
Colorimetric tests are simpler and quicker than gravimetric tests but are not quantitative.
Colorimetric are best interpreted by looking at trends rather than spot values. At airports,
colour evaluations should be recorded on a wet and dry basis. Upstream of airports either wet
and dry or both are acceptable provided that dry is compared with dry and wet with wet.
Double membranes (0.8 micron) should be used for gravimetric or double colorimetric
determinations, but single membranes should be used for standard colorimetric tests.
The quantity of fuel passed through the membranes in both colour and gravimetric
determinations should be 5 litres.
For full details refer to Appendix 01.06.07.

01.06.08 Conductivity Test

This test should be carried out in accordance with ASTM D2624 or IP274 procedures, using a
Maihak or Emcee conductivity meter. The test should be conducted in the field or at an on-site
laboratory. For full details refer to Appendix 01.06.08.

01.06.09 Testing after grade changing tanks

When a tank is grade changed in/into aviation use.
The tests required are as follows:

High lead to lower lead (or unleaded) Lead Content and Colour
Aviation Gasoline
Unleaded Motor Gasoline to Jet A-1 Recertification Test
Avgas or Leaded Motor Gasoline to Jet A-1 Trace Lead Content, Recertification Test
Jet Fuel to Aviation Gasoline Recertification Test
Gas Oil to Jet A-1 Recertification Test
Gas Oil to Aviation Gasoline Recertification Test
Motor Gasoline to Aviation Gasoline Recertification Test

Where the previous product may have contained bio components, seek specific advice from Fueltec.
Colour of jet fuel is not a specification property, but any unusual colour could cause customer concern.
Sample quantities required:
Jet fuel 1 litre or 3 litres when recertification specified
Avgas 4 litres

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01.06.10 Soak testing storage tanks or pipelines (hydrants) after commissioning/repairs
This section addresses soak testing storage tanks and pipelines. Epoxy-lined pipelines are only
normally present at terminals and airports (hydrant systems). They are unlikely to be found at
at refineries. Facilities with small diameter sections (typically less than 4 inch) are not normally
internally lined (e.g. buried lines serving Avgas cabinet dispensers). However, it is
recommended to subject all piping systems to a soak test, to investigate the effects of
degreasers or corrosion inhibiting substances which may remain in these lines from
manufacture.
Soak testing is designed to show that there are no residues (such as uncured epoxy, solvents,
welding fluxes and corrosion inhibitors) remaining on new or repaired surfaces that can effect
fuel quality. Requirements for soak testing have varied over the years from supplier to
supplier. With the increase in jointly operated systems, a standard soak testing procedure has
been agreed within JIG and this has been adopted by Shell Aviation. The procedure can be
found on the JIG website (www.jointinspectiongroup.org).
In general, if these tests show results outside acceptable limits, the regional representative of
the fueltec team should be contacted for advice.

01.06.11 Testing after minor repairs or tank cleaning

Provided the area of epoxy lining repair is less than 10% of the tank surface and/or no
chemical agents were used for tank cleaning, tanks can be released without recertification
testing. The tank is to be released as per the normal tank release procedure. However, should
the above condition not be met, a soak test shall be undertaken in accordance with the
instruction in 01.06.10. Full details of the cleaning activity and any minor repairs shall be
recorded in the tank cleaning records.

01.06.12 After Fuelling Sample Testing

For detailed requirements, SAOM section 06.01.03 should be consulted. After the hydrant
fuelling, a sample of at least one litre should be drawn from the inlet side of a filter monitor or
the sump low-point drain of a filter coalescer/separator, checked for appearance, and tested
with a Shell Water Detector for Jet A-1.
After a fuelling ex-fueller, a sample should be taken from the filter monitor outlet side, only
after the first fuelling of the day, after filling or topping up the fueller and after the first fuelling
whenever the fueller leaves the depot.

01.06.13 Post Incident Sample Testing

For detailed requirements, SAOM Appendix 01.02.10 should be consulted. Aircraft incidents
are often subject to investigation by regulatory authorities, including security forces, and so all
post-incident sampling should be subject to the control by the national civil aviation authority
or similar. Incidents include in-flight engine shutdowns, or technical failure, crashes and fuel
exhaustion. When such an incident is reported and Shell was involved in the refuelling, as a
JV partner, contractual supplier or as JV manager, at least 3 samples, each of five litres,
should be taken from the tank in service at the time of the refuelling of the aircraft in question
and from the vehicle used (6 samples in all). Wherever possible, a responsible third party
should be present to witness the sampling being performed with records kept of when, where,
who was present. It is also important that the samples are sealed and labelled with these
details. Any testing protocol should be discussed with the Fueltec team and await the approval
of the local authorities.

SAQAM Issue 3 (March 2010) Revision 0.0 © Shell Aviation