AIRPORT FUEL INSTALLATION FIRE

INTRODUCTION 1. The Provision of fuel storage facilities at Airport vary from very large complex installations to small simple fuelling systems. 2. Large busy airports will often have a main (primary) storage complex consisting of large above ground storage tanks from which fuel is pumped through pipelines to another (secondary) fuel depot closer to the movement or aircraft refueling positions. 3. This secondary facility is sometimes called a satellite depot and it is from here, fuel is normally stored in underground tanks, that the fuel is pumped to an underground refueling hydrant system. 4. Smaller airports may rely on the supplies from a satellite only to supply the hydrant system or may use fuel tankers only to transfer the fuel to the refueling aircraft. OBJECTIVES 5. To provide some basic information on: a. The type of facilities and structures contained within fuel installation in general.

b. The importance in marking of the airport fuel installation equipment for identification. c. d. e. The hazards presented by fuel installation facilities. The general safety in airport fuel installation. Basic fire fighting principles.

FUEL INSTALLATION AND STRUCTURES Storage Tanks 6. The most prominent feature of a main storage farm is the size and number of tanks contained in the area. 7. Fuel storage tanks are usually cylindrical metal structures completely enclosed and are sited vertically or horizontally. The majority of large capacity tanks are vertical tanks. The design may include tanks with fixed or floating roof structures. 8. Storage tanks are classified into three types: a. b. c. Atmospheric Low pressure Pressure vessels : For pressure of 0 to 0.5 PSI (Gauge). : For pressure from 0.5 to 15.0 PSIG. : For pressure above 15.0 PSIG.

9. Horizontal storage tanks can be sited above or below ground level. The provision of this type of tank is normally found in the smaller depots. When tanks are installed underground the risk of fire or explosion is reduced significantly.

10. The sitting of individual or groups of tanks in any area varies with the nature and classification of the fuel to be stored. Technical information relating to this subject can be found in the national fire protection association (NFPA-USA) Code No. 30. Bund (dike) Walls and Drains 11. Where large capacity tanks are installed to store class 1 and 2 fuels it is necessary to construct a retaining wall that will contain the contents of the largest tank plus a percentage of the contents of any other tanks within the same bund if a fracture or escape occurs. 12. These walls may be constructed of earth, brick or concrete and are provided with a control valve and drain to allow the removal of surface water of fuel to the drainage system. 13. Proper drainage systems are important in preventing the spread of fire throughout any storage depot. Loose or burning fuel channeled in such drains can easily be controlled by Foam Coverage. MARKING OF AIRPORT FUEL INSTALLATION EQUIPMENT FOR IDENTIFICATION Pump and Pipe Line Systems 14. Pump systems provide the movement of fuel throughout the fuel storage installation.

15. All pumps and pipelines must be clearly marked to indicate the type of fuel being discharged. A colour code system is usually employed to determine the grade of fuel. 16. Electrical components associated with fuel systems must be flame proofed and bonded to prevent arcing and static electrical charge buildup. 17. Emergency shut-off switches must be provided near any pump installation. The location of these switches should be clear of the pump and pipeline to enable easy, safe access in the event of a fracture of fire. 18. One of the most common accidents related to aviation fuel is the intermixing of jet fuel in an aircraft that requires aviation gasoline (AVGAS). A reciprocating engine will not operate on jet fuel. Fuelling Systems 19. Airport fueling systems should be marked utilizing the marking code. Particular attention should be given to pumps, valve and the lines used for fuelling. Where space will not permit banding and printing the name on the pipe, fuel service hydrants, hydrant carts, hydrant covers and pits, this fuelling equipment should be painted in the identifying product grade colour. 20. Piping systems that are buried or inaccessible should have all exposed valve stems and wheels painted the identifying product grade colour. In addition a flag post should also be permanently fixed to the pipeline or a concrete pad near the valve showing the marking code. Fuelling Vehicles 21. To prevent error in identification of fuel in Fuelling Vehicles, marking code as shown in Appendix 1 should be painted. The white letters must be at least 3 high and painted at the hose outlets and on the doors of the vehicles.

Banding System 22. Circular bands of an identifying colour should be painted or raped around the piping at intervals as one part of the marking code. They are for use both adjacent to the naming systems and themselves. The circular band was chosen because it appears the same from all directions. 23. For Aviation Gasoline the colour is a single band around the piping or hose in the same colour as the dye in the grade of AVGAS flowing through the line. They are RED for AVGAS 80, BLUE for AVGAS 100 LL, GREEN for AVGAS 100 and PURPLE for AVGAS 115. A minimum 4 wide band is recommended. If the pipeline is painted the colour of the AVGAS, then no banding is needed. 24. For Jet Fuel, BLACK, GREY, and YELLOW bands are used to identify Jet A, Jet A-1 and Jet B respectively. Fuel Naming System 25. Aviation Gasoline: The naming system for the 4 grade of aviation gasoline is made from the general term AVGAS followed by the grade marking. The grades are identified by their performance number as recognized by all military and commercial specification; i.e. 80, 100 LL, 100 and 115. AVGAS is widely used abbreviation of the words aviation gasoline. The use of the naming system AVGAS 100 indicated that the aviation gasoline within an airport fuelling system meets the minimum requirements of the US military or NATO specification for that grade. 26. Jet Fuel: The 3 classification of aviation turbine fuel are nearly universally referred to as Jet Fuel and are generally described as JET A, JET A -1 and JET B. They are used in turbojet and turboprop engines. These 3 classifications are: a. JET A A relatively high flash point distillate of the kerosene type, having a -40 F freezing point maximum. b. JET A-1 A kerosene type similar to JET A but incorporating special low temperature characteristics for certain operations; i.e. 53 F (-45 C) freezing point (max). c. JET B A relatively wide boiling range volatile having a -50 C) freezing point is -72 F (-58 C). THE HAZARDS OF FUEL STORAGE FACILITIES 27. The main hazards in handling fuel and other flammable products are those of fire or explosion. 28. Other hazards can be situations where fuel depot staffs are overcome by Toxic Gases or are Asphyxiated when working in empty tanks during decaling or cleaning operations. 29. Spillage or leakages from tanks, or pipelines present the main cause of accidents.

30. Fires occurring in storage tanks are often caused by lightning strikes. The major problem of fires that occur in a depot is that if the fire is not contained quickly it may spread to adjoining storage tanks and involve further fuel, making fire control difficult. 31. Dangerous conditions may exist where a fuel can produce a dangerous atmosphere at ambient temperature or where leakage or spillage of such a fuel can occur.

32. The transport and handling of class 1 and 2 fuels to and from fuel storage depots vary but the areas listed below indicate some of the potentially dangerous locations: a. b. c. d. e. f. g. h. i. Service station pump or light aircraft fuelling points. Packaged stock stores (Drums, tins etc). Bulk road tanker filling or discharging points. Can filling or decanting sheds. Rail tank car filling or discharging points. Aircraft fuelling and defuelling points (Hydrants system). Ship to shore filling or discharging points. Fuel interceptor traps, pump houses, pipelines. Bulk road tanker parking areas.

GENERAL SAFETY IN AIRPORT FUEL INSTALLATION Plant Housekeeping 33. A clean and orderly facility is a first essential for fire and accident prevention and for error-free operation. A neat, orderly yard and the clean exterior appearance of the buildings and equipment indicate that the operator has a proper regard to safety. When this orderliness is carried indoors, the foundation for acceptance of safe methods and the elimination of potential hazards has been laid. Fire-Control Procedures 34. Usually the number of employees at a bulk plant is small and personnel such as drivers and mechanics may be at the plant for a limited amount of time. Therefore, in case of emergency, each employee should as a minimum, be trained to: a. b. Alert all other persons who are in the plant. Summon the nearest available fire department.

c. Control the flow of any product which may be involved in a fire. This involves closing valves in the piping system which might release product to the fire area. Knowledge of the operation of such devices as self-closing valves, inter valves and vents will obviate fear and will avoid delay and error. Emergency Plans 35. To prevent confusion in the event of a fire or accident within an airport fuel storage depot, it is necessary to develop an Emergency Plan to deal with the problems which may arise. The fire officer in charge at the airport should meet with the oil company representatives and other involved services such as civil fire brigade and police etc to plan what action or support each will provide in the event of an emergency. BASIC FIRE FIGHTING PRINCIPLES Causes of Fire 36. The Airport Fuel Installation, facility operator shou ld be familiar with the FIRE TRIANGLE. Before a fire can occur, three essentials must be present: 4

a. b. c.

fuel in the form of vapour. Air (oxygen) and A source of ignition.

37. Because of the nature of the liquid products handled, fuel vapour is always present in the proper proportion with air to support combustion; e.g. in the case of gasoline, approximately 1% to 8% vapour by volume in air is combustible. Therefore, it is important to control all sources of ignition. All employees involved in aircraft fuel servicing operations must be aware of this hazard and be taught on the correct firefighting application of the different types of fire extinguishers. Fire-fighting training could be obtained from the Fire Authority. Fire Fighting Facilities 38. The provision of fire fighting equipment and procedures for any storage depot should include. a. b. c. d. e. f. Adequate water supplies in relation to the size of the fuel storage plant. The provision of hydrants, hoses and foam equipment. Fire service alerting facilities. Staff fire fighting training programmer. Fixed fire protection installation where possible. Supervised fire prevention inspection.

Basic Fire Attack Principles 39. Spill Fires. Attack with dry chemical or foam from handlines. Starve the fire by locating the source and shutting off water spray to cool exposures if necessary but take care to avoid fuel spread by excess water. Use dept staff when available for advice on exposure risks. Check the hazard from free fuel escaping into drains and take preventative action. 40. Road and Rail Tankers. Shut of any pumping operation Close open valves when possible Attack with monitor foam Position foam tender in safest area Cool with water sprays until flashback risk eliminated Cover and contain flowing fuel fire with foam Bund loose fuel with earth if possible 41. Storage Tank Fires. Contain the fire to original tank Attack with large quantities of foam Cool exposure risks with large water jets Implement emergency support plan Activate fixed systems if applicable Beware of explosion hazards Liaise with depot staff for technical assistance

SUMMARY 42. It is not possible in this lesson to cover all of the possible situations that could arise on all airports. The important point for all students is to make the selves familiar with their own risk area and to ensure that they are prepared to handle an emergency within their own airport. REFERENCES a. b. c. d. e. f. g. NFPA No 30 NFPA No 385 NFPA No 207 API API No 1500 API No 1542 AC No 150/523-4 Flammable and Combustible Liquid Code. Tank Vehicle for Flammable and Combustible Liquids. Aircraft Fuel Servicing. Safe Practices in Bulk Plant Operations. Storage and Handling of Aviation Fuel At Airport. Aviation Fuel Identification and Airport Equipment Marking and Colour Coding Aircraft Fuel Storage, Handling and Dispensing of Airport.

MARKING OF AIRPORT EQUIPMENT FOR FUEL IDENTIFICATION RECOMMENDATIONS FOR AIRPORT INSTALLATIONS AVIATION GASOLINE GRADES PRODUCT AVGAS 115 AVGAS 100 AVGAS 100 LL AVGAS 80 LOADING VALVE, JOINTS. VALVES & FITTINGS PURPLE GREEN BLUE RED PUMP-METER & PIPING FILTER-SEPARATION ALUMINUM ALUMINUM ALUMINUM ALUMINUM BANDING 1-PURPLE WHITE LETTER ON RED 1-GREEN WHITE LETTERS ON RED 1-BLUE WHITE LETTERS ON RED 1-RED WHITE LETTERS ON RED AVIATION TURBINE FUELS PRODUCT JET A (KEROSINE-40F) JET A-1 (KEROSINE-53F) JET B (GASOLINE KEROSINE) White is equally suitable. If piping is fully painted the color shown under the heading Loading Valve, Joints, Valves and Fittings, then no banding is necessary LOADING VALVE, JOINTS. VALVES & FITTINGS BLACK GRAY YELLOW PUMP-METER & PIPING FILTER-SEPARATION ALUMINUM ALUMINUM ALUMINUM BANDING 1-BLACK WHITE LETTER ON BLACK 1-BLACK WHITE LETTERS ON BLACK 1-YELLOW WHITE LETTERS ON BLACK MARKING MARKING

Appendix 2 AIRPORT FUEL INSTALLATION FIRE CLASSIFICATIONS : Class A fuel Class B fuel Class C fuel : : : Flash point is below 21C : Example Petrol. Flash point is below 21C - 55C : E.g. Kerosene Flash point is above 55C : Example Diesel.

Class A and B are usually found at Airports in underground tanks or aboveground tanks. Class B is more common at Airports. Aboveground tanks are more dangerous than underground tanks. Each tank may contain from 30,000 galls to 1000000 galls. Fuel Installation having 30,000 galls or more is called a fuel depot. SAFETY FEATURES FOR FUEL INSTALLATION AT AIRPORT INCLUDE: o o o o Safe Distance from Runway and Buildings. Safe Distance between tanks. Bunding and impounding basins. Fire protection facilities such as: o o o o Fixed foam installations, Drenchers, Portable and transportable extinguishers, Fire hydrant system,

o Safe working procedures e.g.: smoking not allowed in fuel farm and use of special electrical switches and pumps. TYPES OF FUEL STORAGE: Above ground Underground Semi-buried FIRE HAZARDS AT FUEL INSTALLATION: Explosion - more serious Toxic Gas - Petrol Fire Spread Spillage - Leaks. DIFFICULTIES OF FIGHTING FUEL INSTALLATION FIRE: o o o o Large quantities of fuel. Must have many men. Explosion Fire. High level fire. 8

o o o o

Weight and time factor to get equipment ready. Aircraft movement - cover. Large quantities of foam needed. Experience of airport fireman and difference in equipment.

ARRANGEMENT: o o o o o o Pre-Planning is a must. Foam Supply Liaison with outside brigade Coordination with fuel installation personnel. Combined drills. Draw up emergency plan.

FIRE FITHTING: o o o o o o o All men use full protective suits. Sizing up and assess requirements. Use fixed foam installations if available. Operate drenchers. Cooling of nearby tanks. Seek advice of fuel installation officials for special features. Be alert for tank explosion. o Tank vent fires with yellow-orange flame with black smoke. Less Danger.

o Tank vent fires with BLUE-RED smokeless flame-danger of explosion if flame goes inside tank. SPILL FIRES: o Usually difficult to put out if the spill is from pressure supply.

o Continuous leak at fuel installation must be stopped before putting the fire out to reduce the danger of reigniting and explosion. o o Small spill fires can be put out using dry powder extinguishers. Large spills need fine water spray to cool structure until fuel flow can be stopped.

o Be alert for flash back. Fire must be put out permanently using plenty of foam if fuel is on level ground. o When there is a flowing spill work from farthest end to point of leakage or origin of spill. Avoid breaking up foam blanket. SAFETY OF MEN AT FUEL INSTALLATION FIRE : o o o Keep away from positions which can be dangerous. Have one experienced man to act as safety officer. Plan a line of retreat, provide lighting at night. 9

o o o o

Do not work inside bunding. Provide protection from radiant heat, using water spray or shields. Arrange for relief. Avoid working from tank roof and never on empty tanks which is on fire.

o Do not allow men to smoke at fuel installation fires. Fuel vapour can travel long distance.

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