Circular No. 01/2012/TT-BGTVT on ensuring technical fuel quality for aviation in Vietnam

REGULATION RESOLUTION

REGULATION relating to technical fuel assurance for civil aviation in Vietnam

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WHEREAS pursuant to the Civil Aviation Law 2006;

WHEREAS pursuant to the Fire Prevention and Fighting Law 2001;

WHEREAS pursuant to the Product Quality Law 2007;

WHEREAS pursuant to Decree No. 132/2008/NĐ-CP dated December 31, 2008 of the Government detailing implementation of certain provisions of the Product Quality Law;

WHEREAS pursuant to Decree No. 13/2011/NĐ-CP dated February 11, 2011 of the Government on safety of onshore oil and gas facilities;

WHEREAS pursuant to Decree No. 84/2009/NĐ-CP dated October 15, 2009 of the Government on gasoline and diesel oil business;

WHEREAS pursuant to Decree No. 35/2003/NĐ-CP dated April 4, 2003 of the Government detailing implementation of certain provisions of the Fire Prevention and Fighting Law;

WHEREAS pursuant to Decree No. 83/2007/NĐ-CP dated May 25, 2007 of the Government on management and operation of civil airports and airfields;

WHEREAS pursuant to Decree No. 03/2009/NĐ-CP dated January 9, 2009 of the Government on special aircraft flight support work;

WHEREAS pursuant to Decree No. 51/2008/NĐ-CP dated April 28, 2008 of the Government on functions, tasks, powers, and organizational structure of the Ministry of Transport;

AND the Minister of Transport stipulates on technical fuel assurance for civil aviation in Vietnam as follows:

Chapter I

GENERAL GENERAL PROVISIONS

Article This Circular applies to units under the Ministry of Education and Training; departments of education and training, education and training divisions; preschool education institutions, general education institutions, regular education institutions, teacher training colleges, college of education, universities, universities, academies, other educational institutions, and related organizations and individuals (hereinafter referred to collectively as agencies and units).

1. This Circular stipulates the quality of fuel and infrastructure, technical equipment, and technical assurance work for aviation fuel in the provision of aviation fuel services at civilian airports in Vietnam;

2. This Circular applies to management agencies, organizations, traders, and businesses supplying aviation fuel, maintenance organizations, and airlines operating aviation fuel supply services at civilian airports in Vietnam.

3. Aviation fuel suppliers, aviation fuel refueling service providers, and airlines refueling at civilian airports in Vietnam may apply other regulations and standards concerning fuel quality and aviation fuel refueling services but must not conflict with the provisions of this Circular.

Article 2. Definitions and Abbreviations

1. Explanation of terms:

a) Aviation Fuel (Jet Engine Fuel, Aircraft Gasoline): are a combustible substance burned in the engine combustion chamber of an aircraft, generating energy for the aircraft to operate under various conditions.

b) Aviation Fuel Storage Facility: a place receiving, storing, and distributing aviation fuel. Based on its function, aviation fuel storage facilities are classified into three types: source storage facility, transfer storage facility, and airport storage facility.

- Source Storage Facility

The source storage facility receives, stores, and distributes aviation fuel to provide raw materials for transfer storage facilities and airport storage facilities. Depending on its geographical location, the source storage facility can be designed to receive fuel by sea, inland waterway, rail, road, or pipeline. If the source storage facility is designed to receive multiple types of petroleum products, aviation fuel must be received, stored, and distributed independently from other products.

- Transfer Storage Facility

The transfer storage facility receives, stores, and distributes aviation fuel to transport it to airport storage facilities. Depending on its geographical location, the transfer storage facility can be designed to receive fuel from port source storage facilities or oil refineries by sea, inland waterway, rail, road, or pipeline. If the transfer storage facility is designed to receive, store, and distribute multiple types of petroleum products, aviation fuel must be received, stored, and distributed independently from other products.

- Airport Storage Facility

The airport storage facility receives, stores aviation fuel for direct refueling of aircraft operated at the airport. The airport storage facility is designed and constructed in accordance with each airport's planning, facilitating fuel refueling operations and ensuring safety for airline and airport activities.

The airport storage facility can be designed to receive aviation fuel by road, sea, inland waterway, rail, or pipeline.

c) Aviation Fuel Technical Design: includes technical equipment used to receive, store, and distribute aviation fuel.

d) Aviation Fuel Refueling Equipment:

- Refueling Vehicle: a specialized vehicle equipped with tanks to carry fuel and installed with technology systems to refuel aircraft.

- Refueling Transfer Vehicle: a specialized vehicle equipped with technology systems to refuel aircraft from underground refueling systems, without tanks or pumps.

- Other refueling equipment.

e) Aviation Fuel Transportation Equipment: including transportation means such as ships, barges (by sea or inland waterway), tanker trucks (by road), railway tank cars, pipeline systems meeting technical requirements for aviation fuel transportation.

f) Aviation Fuel Refueling Service Provider: A business registered to operate gasoline and diesel oil, permitted to import and export gasoline and diesel oil, and granted permission by the Civil Aviation Administration of Vietnam to provide aviation services at airports (providing aviation fuel refueling services).

g) Types of Quality Certificates:

- Oil Refinery Quality Certificate: issued by the oil refinery laboratory to batches of aviation fuel upon leaving the refinery, including comprehensive test results of all quality indicators according to the latest TCVN, or AFQRJOS - Inspection List or equivalent standards (latest issue), types and concentrations of additives added to the fuel, details related to identifying the oil refinery and tracing the origin of the product. The date of issuance and signature of the authorized person must be clearly stated.

- Analysis Certificate (full test): is a quality certificate of a batch issued by an inspection organization or independent laboratory, including the results of testing all quality indicators according to the latest TCVN standards or those specified in the AFQRJOS - List of Tests or equivalent standards (latest version) issued by JIG, without detailed information on additives added to the fuel. This certificate includes information related to the identification of the oil refinery and the traceability of the product's origin. The date of issuance and signature of the responsible person must be clearly stated.

Primary market: ||| The Analysis Certificate shall be considered as the Quality Certificate of the oil refinery.

- Re-test Certificate: is the result of testing quality indicators that may change during transportation, delivery, and storage. Fuel is allowed to be imported or exported when the re-test results fall within the prescribed limits of the standard and changes in some indicators are within permissible limits. If additives are added during transportation, delivery, or storage, the date of addition, composition, and concentration of the additives must be clearly recorded in the Re-test Certificate before export.

- Periodic Test Certificate: is the result of testing quality indicators that may change during long-term storage of fuel, with a period of six months or more. Fuel meets the standard requirements when the tested indicators fall within the prescribed limits, and changes in some indicators are within permissible limits.

h) Export Certificate: Used in the transportation of aviation fuel, confirming the compliance of aviation fuel with TCVN standards or AFQRJOS of JIG, or equivalent technical standards, and includes at least the following information:

- Date and time of loading or transportation;

- Type of fuel;

- Batch number and specific gravity (at 15⁰C) of the fuel contained in the tank from which the fuel is exported;

- Confirmation of absence of "free water";

If if required, the specific gravity and temperature of the fuel after loading (receipt) must be recorded. The Export Certificate must always state the date of issuance and have the signature of the responsible person.

ANNEX I.A[31]) Transport vehicle, dedicated loading equipment: are vehicles designed to meet technical standards for aviation fuel and used exclusively for transporting and loading one type of fuel.

j) Charter flight: are a flight using entirely separate or combined with commercial transport, confirmed or notified by the competent authority in accordance with regulations for charter flights.

k) Fuel sample: a portion of fuel taken from one or several positions in the container that represents the fuel at that position or the entire fuel in the container.

l) Master's Sample: a representative sample of the cargo shipment taken from the production site and sent via the fuel transport vehicle to the receiving location for quality checks when necessary; the Master's Sample has a minimum volume of 5 liters.

m) Handheld Control Device (Deadman Control): a handheld device allowing the loader operator to quickly and easily start and stop the loading process.

n) Fire Zone Perimeter: when the aircraft and loading equipment are parked at the refueling position, the immediate hazardous area around the aircraft and loading equipment is defined as the fire zone perimeter. This area lies within a circle, 3 meters away from the outer edge of the fuel tank, fuel lines, and underground fuel tanks. Unless otherwise specified, this perimeter must be at least 10 meters away from buildings.

o) Visual Inspection: are on-site inspection by visual observation: color, clarity of the fuel; contaminants and non-dissolved water in the fuel.

p) Comparative Inspection: are visual inspection plus a density test of the fuel.

q) Coalescing/Separator Filter: are a device used to remove solid particulates and free water from the fuel. It consists of two filter cores, coalescing and separating cores. The coalescing cores are designed to remove solid particles, break up water emulsions in the fuel into small droplets, which then combine and fall out of the fuel. The separating cores push the coalesced water out and prevent it from entering the fuel.

r) Absorption Filter Monitor: a filter that removes contaminants and absorbed water from the fuel. It signals the operator when the fuel is contaminated by an increase in pressure differential or stops the fuel flow when contamination reaches unacceptable levels.

s) Microfilter: a filter designed to remove solid particulates from the fuel. The maximum micron size allowed for filtration is 5 microns.

t) Joint Inspection Group (JIG): an international organization of fuel suppliers including ENI, Kuwait Petroleum, BP, Shell, ChevronTexaco, Statoil, Exxon Mobil, and Total. This group has compiled JIG 1, 2, 3, 4 documents aimed at providing a common standard guide for equipment standards, quality control, and fuel loading procedures accepted and permitted by IATA.

u) Aviation Fuel Quality Requirements for Jointly Operated Systems (AFQRJOS): quality requirements for aviation fuel used in jointly operated systems developed by the Joint Inspection Group (JIG) based on strict requirements of two standards, including the latest British Ministry of Defence Standard DEF STAN 91/91 and the latest ASTM Standard Specification D1655.

v) High Level Alarm System: a device applying the latest measurement technologies, used to check the fuel level in the tank.

w) Membrane Filtration Test: a test method according to ASTM D2276/IP 216 recording dry and wet color levels when fuel flows through a membrane filter (single or double) with a total fuel flow through these membranes of 05 liters during the color determination process.

2. Abbreviations:

Article 3. Conditions for operating aviation fuel business services

1. Is a business entity with a business registration certificate for the aviation fuel business sector permitted to operate at Vietnamese airports and airfields.

2. Has been granted an Air Services Provision License by the Vietnam Civil Aviation Authority for providing aviation fuel services at Vietnamese airports and airfields.

3. The aviation fuel storage facility must comply with the latest versions of technical standards/national standards and specific technical requirements set forth in this Circular.

4. Must have fuel loading equipment capable of accurately, timely, and safely meeting the fuel loading needs of aircraft.

5. Must have a fuel quality assurance system and a service fuel loading quality management system.

6. Must have sufficient trained workforce in accordance with the law for fuel businesses, technical equipment, and refueling personnel working on aircraft parking areas must be licensed and certified according to regulations of the Vietnam Civil Aviation Authority.

Chapter II

REQUIREMENTS TECHNICAL REQUIREMENTS

Section 1

TECHNICAL REQUIREMENTS FOR AVIATION FUEL

Article 4. Technical standards for aviation fuel

1. Jet A-1 turbine aviation fuel must meet the current versions of TCVN and international aviation fuel standards (Annexes 2 and 3 issued together with this Circular).

When if there are changes in the AFQRJOS (JIG documentation) quality requirements that TCVN has not yet updated, then these JIG (AFQRJOS) changes must be applied to control the quality of Jet A-1 fuel.

2. Aircraft gasoline (Avgas - 100 and 100LL) must meet the standards specified in Annex 4 issued together with this Circular.

3. Other equivalent fuels must fully meet the quality requirements of corresponding standards.

Article 5. Aviation fuel sample testing

1. Testing methods must be conducted in accordance with the most recent recognized standards.

2. Testing methods must correspond to the product quality standard specifications (ASTM, IP, TCVN methods or other methods specified in the quality standards of each type of fuel) as stipulated in Annex 1 issued together with this Circular.

Article 6. Sampling for Quality Inspection of Aviation Fuel

1. Sampling for quality inspection must be carried out by qualified and trained staff meeting ISO/IEC 17025 standards, using appropriate sampling procedures and equipment to ensure that the samples taken represent the product in the container.

2. Sampling procedures must comply with the latest versions of Vietnamese or international standards as stipulated in Annex 1 issued together with this Circular.

Article 7. Requirements for Sample Testing

1. The quality inspection of aviation fuel shall be carried out on samples taken in accordance with Article 6 of this Circular, according to each index and corresponding testing method.

2. The quality inspection of aviation fuel shall be conducted by the testing laboratory of the fuel supplier/service provider. These laboratories must be recognized by the Quality Certification Office under the Ministry of Science and Technology to meet the ISO/IEC 17025 standard, and they must have registered their testing activities in accordance with the laws on product and commodity quality or at third-party laboratories designated by the relevant parties.

3. Technical staff conducting the quality inspection of aviation fuel must be professionally trained, hold vocational certificates, have practical work experience, and be proficient in using testing equipment.

4. Equipment for inspecting the quality of aviation fuel must meet the following requirements:

a) Comply with the testing method regulations for each index, operate stably, and be calibrated or verified in accordance with state regulations and manufacturer recommendations or laboratory operating procedures.

b) Maintain a usage history record including the following main contents: Equipment name, country/manufacturer, date of commissioning, regular calibration/verification, malfunctions/repairs (if any).

5. Laboratory records: Based on the test results of each test, the laboratory issues a quality certification for the sample. The laboratory must maintain a logbook recording the test results for each test of a sample, including the following main contents: Date and time of testing, sample number, unit sending the sample (or sampling location), test index, standard limit, test result, evaluation (pass/fail), signatures of the tester and verifier. Laboratory records may not be erased or altered to allow for verification when necessary.

6. Quality inspection tests for aviation fuel.

a) Testing for issuance of Analysis Certificate includes all tests required by TCVN or the latest version of (JIG) regarding the "Aircraft Fuel Quality Requirements for Common Operational Systems" or equivalent technical specifications. The minimum sample volume required for Jet A-1 is 2 liters and for aviation gasoline is 25 liters;

b) Testing for issuance of Reinspection Certificate: The minimum sample volume required for Jet A-1 is 2 liters and for aviation gasoline is 4 liters;

Table 1. Tests that must be performed to issue a Reinspection Certificate:

(Symbol "X": Conduct test; Symbol "-": Do not conduct test)

c) Testing for issuance of Periodic Inspection Certificate

Model Samples for periodic inspection must be taken from each storage tank that has not received additional fuel within six months. For tanks where less than half of the fuel has been replaced within six months, samples must also be taken for periodic inspection. The minimum sample volume required for Jet A-1 is 2 liters and for aviation gasoline is 4 liters;

Table 2. Various tests that must be performed during periodic inspection:

(Symbol "X": Conduct test; Symbol "-": Do not conduct test)

Contaminants (visual)

Water (visual) e) Comparative Inspection

Table 3. This test is conducted after the "Visual Inspection" meets standards, followed by a density determination test. This inspection is regularly performed to confirm the correct type of fuel and unchanged quality in storage equipment by comparing inspection results with related documentation (quality certificates). If the two values (adjusted for standard temperature) differ by more than 3 kg/m³, further action is required.

(Symbol "X": Conduct test; Symbol "-": Do not conduct test)

g) Electrical Conductivity Test

This test must be conducted in accordance with the standards specified in Appendix 1 issued together with this Circular.³Tests must be conducted during Comparative Testing

h) Microbial Growth Inspection in Aviation Fuel

- Microbial test in fuel: Rapid tests must be conducted on fuel samples taken from the bottom discharge pipes of storage tanks, refueling equipment, and filters to assess microbial activity using rapid test kits such as Micromonitor 2, Merck ATP, or other recognized kits; - Review previous membrane filter color test results;

- Conduct internal filter inspections;

- Microbial test in fuel: Rapid tests must be conducted on fuel samples taken from the bottom discharge pipes of storage tanks, refueling equipment, and filters to assess microbial activity using rapid test kits such as Micromonitor 2, Merck ATP, or other recognized kits; - Measures to take upon detection of microorganisms in fuel.

Remedial measures must be implemented upon detection of microbial growth, and investigations into the source of microbial contamination must be conducted for storage tanks, refueling equipment, including tests at fuel supply points and airport storage facilities.

a) Additives must be types accepted in fuel technical standards. When receiving fuel, proof of the type of additive used must be provided;

c) In cases where it is mandatory to supplement additives to Jet A-1 fuel

- The total additive content added to the fuel (initial addition and supplementation) must comply with product quality standards;

- Determine the anti-static additive content added to the fuel through the quality record of the batch (initial addition, supplementation already performed), the remaining additive content that can be supplemented;

- There must be procedures and measures to ensure fuel quality and safety during the additive mixing process; Determine the additive content, quantity needed for the batch, tools and equipment used for mixing additives, related requirements... The additive mixing procedure must be approved by responsible personnel.

Measures to address the development of microorganisms must be implemented upon detection, and an investigation into the origin of such microorganisms must be conducted for storage tanks and fuel loading equipment, including on-site sampling tests at the point of delivery and airport warehouses.

Article 8. Additives

1. General Provisions

a) Additives must comply with the technical standards of the fuel. Upon receiving the fuel, documentation proving the type of additives used must be provided.

b) Additives must be stored and controlled according to the manufacturer's recommendations.

c) In cases where it is mandatory to supplement additives into Jet A-1 fuel.

- The total amount of additives mixed into the fuel (initial mixing and supplementation) must conform to the product quality standard requirements.

- Determine the quantity of anti-static additives already added to the fuel through the quality record of the batch (initial mixing, supplementation completed), the additional quantity of additives that can still be supplemented.

- There must be procedures and measures to ensure fuel quality and safety during the additive mixing process; determine the quantity and type of additives needed for supplementation, the tools and equipment used for mixing additives, related requirements... The additive mixing procedure must be approved by a responsible person.

2. Standards and Concentration for Anti-static Additive Mixing

a) The electrical conductivity of the fuel must be suitable for loading onto aircraft, ensuring that the value of the product's electrical conductivity at the time of delivery is above the minimum level and taking into account the significant reduction in conductivity at the airport;

b) Anti-static additives shall not be mixed with Jet A-1 fuel at the airport. Direct mixing of anti-static additives into the fuel tank during refueling operations for aircraft is prohibited;

c) At airport storage facilities, solutions such as blending batches of fuel with low conductivity with batches of high-conductivity fuel must be selected to ensure that the blended mixture in the tanks meets the specified standard conductivity requirements before refueling aircraft;

d) The amount of additive added must be clearly recorded on the re-inspection certificate of the batch or on the dispatch note;

Section 2

REQUIREMENTS TECHNICAL REQUIREMENTS FOR AIRCRAFT FUEL STORAGE FACILITIES

Article 9. Design, construction, and renovation of aircraft fuel storage facilities

1. Aircraft fuel storage facilities, tanks, refueling stations, and pipeline systems when newly designed, constructed, or renovated must comply with the latest national construction regulations and technical standards or equivalent international standards higher than those stipulated in Appendix 1 issued together with this Circular, and must obtain approval from the specialized aviation management agency for investment projects involving the construction of refueling stations within airport areas, conforming to the overall planning of the area and the approved development plan for the fuel storage system, maintaining safe distances as required by laws on protecting the safety of fuel facilities, fire prevention and firefighting, and environmental protection;

2. Aircraft fuel storage facilities must ensure the full receipt of planned quantities of goods and continuous distribution to meet business needs promptly, guaranteeing the quality and safety of fuel according to the principle that the tank being distributed must be completely independent from tanks in stabilization, waiting for distribution, or receiving fuel;

3. Aircraft fuel storage facilities must have waste treatment stations, equipped with collection and treatment systems for oil spills, contaminated water, and oil-contaminated water, which must be processed in accordance with environmental protection and fire prevention regulations;

Article 10. Fuel Tanks and Safety Equipment

1. Fuel tanks

a) Fuel tanks must be designed according to national and international standards for aircraft fuel storage tanks set forth in Appendix 1 issued together with this Circular;

b) Fuel tanks must prevent the intrusion of water and impurities; they must have the lowest point for collecting and removing water and sediment. The inlet and outlet pipelines of the tank must be separated;

c) Inner coating of the tank:

- For upstream storage tanks and transfer storage tanks: The inner surface of the tank, including at least the bottom and 1 meter height of the side walls measured from the bottom, must be coated with a certified light-colored coating suitable for aircraft fuel;

- For airport storage tanks: The entire inner surface of the tank, including the underside of the roof, must be coated with a certified light-colored coating suitable for aircraft fuel;

d) Horizontal storage tanks must be installed with a continuous slope of at least 1:50, with the inlet pipe placed directly on the bottom of the tank and oriented towards the sediment drain;

e) Vertical storage tanks with fixed roofs (or internal floating roofs) must have a conical bottom with a continuous slope of at least 1:30 leading to the sediment drain located in the center of the tank. Free water and settled sediments are removed through the bottom drain pipe and valve. The inlet pipe must be positioned close to the bottom of the tank to minimize oscillation;

In special cases: If vertical storage tanks with flat bottoms are used, enhanced sediment removal procedures and tank cleanliness checks must be implemented, along with increased stabilization times as follows:

For Jet A-1: 03 hours per meter of fuel height or 24 hours, whichever comes first;

For Avgas: 45 minutes per meter of fuel height;

f) It is not permitted to use components made of copper alloys or cadmium-plated materials, zinc-coated steel, or plastic for pipelines, nor to zinc-coat the inner surfaces of pipelines and tanks;

g) The tank wall must contain sufficient information: Tank identification symbol (or serial number), name of the fuel stored in the tank, and information about the most recent inspection and cleaning date;

2. Equipment and accessories of the tank

a) The list of basic equipment and accessories installed on aircraft fuel storage tanks must include (but is not limited to): tank entry doors; guardrails; vent valves; ladders; fuel level measurement and sampling ports; light holes; vent pipes; outlet and inlet pipes; bottom water drain pipes; bottom suction pipes; lightning protection and static discharge systems; fuel level gauges; cooling systems; fire-fighting equipment;

b) Additionally, other safety and inspection equipment such as emergency shut-off valves, high-level alarm systems, and automatic sampling devices must be installed on the tanks;

c) Airport storage tanks must be equipped with surface fuel suction devices, floats, and accompanying stainless steel or aluminum alloy suction pipes.

Article 11. Fuel storage tank system

1. Aviation fuel storage tanks must have a layout diagram showing the positions of the storage tanks, receiving stations, dispensing stations, fuel supply pipeline systems, valve identification symbols... This diagram must be placed in easily observable locations.

2. Storage tank technology pipelines

a) Storage tank technology pipelines within the facility must be designed according to technical regulations/national standards for designing gasoline storage facilities as set out in Appendix 1 issued together with this Circular;

b) Each type of aviation fuel must be pumped through a separate, independent pipeline system that is also isolated from other types of fuels stored in the facility; In cases where common pipelines are used for Kerosene products, Kerosene must be completely drained before pumping aviation fuel;

c) For each type of fuel, the intake and discharge pipeline systems must be independent, the name of the fuel and the direction of flow must be marked on the pipelines using API color coding, and static electricity transfer connectors must be installed at flange connections.

3. Receiving and dispensing areas

a) The area for receiving fuel from tanker trucks and dispensing fuel to tanker trucks for transportation and refueling must be designed in accordance with the design of the gasoline storage facility;

b) At each receiving and dispensing station, there must be a lightning protection system and static electricity transfer connectors. The connection between the pipeline at the station and the bottom outlet of the tanker truck must be tight, preventing leakage;

c) When dispensing fuel to tanker trucks using the bottom loading method, the safety systems of the truck and the dispensing pump must function properly, preventing fuel leakage or overflow;

d) In storage facilities without bottom loading systems, when fuel is loaded into tanker trucks through the top (open loading), it must ensure that contaminants and water cannot enter the tanker;

e) The ground surface of the receiving and dispensing area must have a positive slope, allowing fuel-water mixtures to flow into the drainage pipeline.

4. Pumping Stations

a) Fuel pumps must be designed in accordance with the design of the gasoline storage facility. Each type of aviation fuel must have one or a group of independent intake and discharge pumps, separate from other fuel pumps;

b) The intake and discharge technology systems must be independent. The number of intake and discharge pumps must be calculated based on the specific needs of each storage facility and must include backup pumps;

c) The electric motors of the pumps and electrical systems in the pump house and storage tank must comply with the requirements for gasoline storage tanks.

5. Aviation fuel storage facilities must have recovery tanks for fuel discharged during quality checks upon receipt, dispensing, calibration, repair of equipment, fuel suction from aircraft... Recovered fuel can only be used as aviation fuel after retesting and must meet aviation fuel standards and not be contaminated.

Article 12. Fuel Filtration Equipment

1. Primary fuel storage facilities, intermediate storage facilities, airport storage facilities, and the technology pipelines for fuel intake and discharge must have fuel filtration equipment according to current standards.

2. For Jet A-1 fuel

a) At primary and intermediate storage facilities: At fuel dispensing points for vehicles and at the inlet of the dispensing pipeline, filters with at least 200 mesh/inch (60 microns) must be installed. When transporting fuel directly from primary storage facilities to airport storage facilities, the minimum filtration standard must be a fine filter (Microfilter) or a coalescing/separating filter (Filter/Separator) as specified in Appendix 1 issued together with this Circular.² b) At airport storage facilities: On the fuel intake technology pipeline system, a coalescing/separating filter (Filter/Separator) must be installed near the receiving tank. On the fuel discharge technology pipeline system (for transport vehicles, refueling trucks, and fixed refueling systems), a coalescing/separating filter (Filter/Separator) must be installed near the dispensing point. A fine filter (Microfilter) may be installed before the coalescing/separating filter to remove solid contaminants and extend the life of the coalescing elements in the coalescing/separating filter. The standards for the fine filter and coalescing/separating filter are specified in Appendix 1 issued together with this Circular.

When it is necessary to provide jet fuel containing anti-icing additives (FSII), API 1581, version 5, allows the use of coalescing/separating filters of type M or M100. Adding the additive (DIEGME) after filtration is the preferred method for loading jet fuel with FSII onto aircraft.

Absorbent filters must not be used with fuel containing FSII.

3. For Avgas, coalescing/separating filters must be installed on the intake and discharge technology pipelines. The standards for these filters are specified in Appendix 1 issued together with this Circular. 4. Aviation fuel filtration equipment must be inspected, maintained, and have their filter cores replaced according to the manufacturer's recommendations and the provisions in Appendix 9 issued together with this Circular.

5. In cases where Jet A-1 fuel without static dissipation additives must be received or dispensed, the pump flow rate must be adjusted so that the fuel travel time from the filter to the receiving or dispensing point is at least 30 seconds; otherwise, the pump flow rate must be reduced by 50%.

TECHNICAL REQUIREMENTS FOR AVIATION FUEL TRANSPORTATION VEHICLES

13. Road tanker trucks for transporting aviation fuel

Section 3

REQUIREMENTS 1. Must comply with the latest national technical regulations/standards for transporting gasoline and simultaneously meet the technical requirements for aviation fuel transportation vehicles (Appendix 1 issued together with this Circular).

Article 2. Aviation fuel tanks must be made of aluminum alloy or stainless steel; if made of ordinary steel, they must be coated with a certified bright coating suitable for aviation fuel. Each compartment must have a bottom drain pipe with a valve for easy sampling and draining water. Bottom drain pipes must not be combined.

3. Fuel loading and dispensing ports must have couplings of appropriate size and design to ensure safe coupling.

2. Aviation fuel tanks must be made of aluminum alloy or stainless steel; if made of regular steel, the inner surface must be coated with a certified bright coating suitable for aviation fuel. Each compartment must have a bottom discharge pipe equipped with a valve for easy sampling and drainage. Bottom discharge pipes shall not be combined.

3. Fuel loading and dispensing ports must have couplings of appropriate size and design to ensure safe transfer.

4. Both parties involved in the transportation vehicle must clearly record the name of the type of fuel being transported, display a symbol indicating flammable liquid, prohibit fire, the name of the managing company, and the emergency hotline number.

5. Tank trucks transporting fuel must be inspected and cleaned internally according to Appendix 12 issued with this Circular in the following cases: when changing the type of transport, at regular intervals, upon discovering contamination during the transport process, and after the vehicle has been repaired.

Article 14. Ships and barges transporting aviation fuel by sea and inland waterways

1. Ships and barges transporting aviation fuel must comply with national technical regulations/standards for liquid transportation vehicles on sea and inland waterways, and also meet technical requirements for aviation fuel transportation vehicles.

a) Aviation fuel, whenever possible, must be transported to storage tanks using dedicated vessels and received through a completely separate system.

b) Tank trucks and barges transporting fuel shall not be equipped with copper or copper alloy heating pipes.

c) Cargo holds must be independent from each other, preventing fuel seepage between cargo holds containing aviation fuel and between cargo holds containing aviation fuel and ballast tanks. The covers of the cargo holds must be sealed to prevent water ingress during transport; lids, inlet valves, outlet valves, or access points must be tightly closed and sealed when transporting aviation fuel to strictly control the quantity and quality of aviation fuel during transport.

d) If ships or barges are used to transport multiple types of fuel, then the cargo hold for aviation fuel must have separate inlet and outlet pipelines, cargo holds must be separated by an empty compartment, and the cargo hold for aviation fuel must be coated with a certified bright coating suitable for aviation fuel.

2. The transporter must clean the cargo holds according to the provisions in Appendix 13 and must inspect the cargo holds according to the requirements for each type of aviation fuel before transporting aviation fuel. The cargo holds must ensure cleanliness and dryness without affecting the quality of aviation fuel.

Article 15. Fuel Transportation Pipelines

1. Fuel transportation pipelines to the initial storage tank, intermediate transfer tank: Allow reception from multi-product pipelines. To limit the reduction in aviation fuel quality due to surface mixing or turbulent flow in the pipeline, aviation fuel must be transferred between products in the following priority order:

a) Medium distillate products;

b) Light distillate feedstocks;

c) Aviation gasoline (without detergent additives when transported through aviation fuel pipelines).

A retest must be conducted before exporting aviation fuel.

2. Fuel transportation pipelines to airport storage tanks: Fuel transportation pipelines must be independent, separate, and exclusively for aviation fuel. Along the pipeline, systems of valves, hydraulic pressure gauges, and auxiliary equipment ... must be installed to meet operational needs and handle incidents during fuel transfer.

3. There must be a lowest point for water discharge along the pipeline.

4. When using water pre-flushing and post-flushing of the pipeline before and after fuel pumping, the receiving tank must have sufficient settling and separation tanks to separate water and must meet capacity requirements for separating and filtering fuel after receipt, without affecting the quality of aviation fuel.

5. Seawater shall not be used for pipeline flushing.

Article 16. Railway transportation vehicles for aviation fuel

1. Railway tank cars transporting aviation fuel must comply with national technical regulations/standards for railway fuel transportation vehicles and also meet technical requirements for aviation fuel transportation vehicles.

a) Railway tank cars transporting aviation fuel must be made from aluminum alloys, stainless steel, or steel lined internally with a certified bright coating suitable for aviation fuel. Tank cars must have sloping bottoms for draining impurities, water, and sampling;

b) Railway tank cars must be dedicated to transporting aviation fuel and must be equipped with corresponding couplings to ensure safe coupling and uncoupling; lids, inlet valves, outlet valves, or access points must be tightly closed and sealed when transporting aviation fuel to strictly control the quantity and quality of aviation fuel during transport.

2. Before using the transportation vehicle to transport aviation fuel, the owner of the vehicle must ensure that the vehicle has been cleaned according to the changeover procedures in Appendix 12 issued with this Circular (drying, cleaning, and inspection), and must replace the couplings and product type labels.

Section 4

REQUIREMENTS TECHNICAL REQUIREMENTS FOR AVIATION FUEL FILLING VEHICLES

Article 17. General requirements for aviation fuel filling vehicles

1. Design and installation standards

Filling vehicles are designed for use with petroleum products and have structures that comply with safety standards; they are equipped with vent valves for tank cars, appropriate pressure relief valves, a closed hydraulic pump system, electrical systems suitable for each position, a pneumatic safety brake, and emergency cutoff switches outside the vehicle ... All new generation fuel filling vehicles must be equipped with diesel engines. 2. Product differentiation

Each

aviation fuel filling vehicle can only be used to fill one type of fuel, and the product differentiation marking (according to the API color code) must be clearly marked on both sides of the vehicle, on the control panel, and at each fuel inlet port. 3. Materials

3. Materials

All pipelines and accessories must be made of aluminum alloy, stainless steel, or steel coated with a suitable light-colored protective layer compatible with aviation fuel. Copper alloys, zinc-coated steel, cadmium, or plastic materials shall not be used throughout the pipeline. The use of copper-containing materials in parts that come into contact with fuel should be minimized, especially zinc or alloys containing more than 5% zinc or cadmium.

4. Filtering Equipment

All refueling equipment must be installed with at least the filtering equipment as specified in Appendix 1 issued together with this Circular.

a) For jet fuel: Use filter monitors or coalescing/separating filters.

b) For Avgas: Use microfilters, filter monitors, or coalescing/separating filters.

c) Inspection, maintenance, and replacement of filter elements shall be carried out according to Appendix 9 issued together with this Circular.

5. Refueling Pipelines and Couplings

All All refueling hoses must have a continuous length (without joints), smooth surface, and be produced from synthetic rubber in accordance with applicable standards, the latest version. The inlet and outlet couplings of the hose must be attached to the hose at the factory. However, these couplings may also be accepted as "field attachable" types at the base unit. Such attachments must be performed by trained and certified personnel. In such cases, pressure testing of the hose must be conducted in accordance with Appendix 8 issued together with this Circular before use.

6. Hose End Strainers

Hose end strainers must have no fewer than 60 mesh/inch² (60 mesh/6.4516 cm²) suitable for fuel pressure at the refueling hose end and wing-mounted refueling nozzle.

7. Interlock System

All refueling vehicles must be equipped with an interlock system to prevent movement of the vehicle when the refueling nozzles and other critical components are not securely stowed in their storage positions;

a) Interlock Override System

The interlock override system is designed to allow the vehicle to move away from the aircraft when the interlock system fails or has not returned to its correct position in emergency situations.

b) Warning Lights

When the interlock systems and interlock override systems are activated, corresponding warning lights must be illuminated.

c) Warning Bells

Warning bells must be installed along with the aforementioned warning lights.

8. Wing Refueling Nozzle

a) Fuel filler ports on wings must be non-locking type. Fuel refueling nozzles on wings must clearly indicate the type and color code (black for Jet A-1 and red for Avgas). Nozzles must not be painted or covered with other materials. The nozzle spout for Jet A-1 on aircraft wings must have a diameter of at least 67 mm.

b) Not all jet aircraft have fuel filler ports large enough to accommodate the Jet A-1 nozzle spout. In such cases, smaller hoses must be used to refuel Jet A-1 aircraft under strict control conditions and ensure that the smaller hose is immediately replaced with a larger Jet A-1 hose after use.

c) At certain locations where smaller nozzle spouts are installed on wings, the nozzles must be arranged so that the interlock system will not allow the vehicle to move unless all nozzles are correctly positioned, larger nozzles are used for refueling, and smaller nozzles are fixed in place on the refueling equipment.

9. Pressure Control System

a) All aviation fuel refueling equipment (fuel transfer vehicles or refueling trucks) must have pressure control systems to ensure that the aircraft's fuel receiving system is not subjected to excessive pressure.

b) Pressure control devices must be of a type and design that meet officially recognized testing procedures.

c) The pressure control system of the refueling equipment must be regularly inspected, and the inspection procedures for pressure control valves must be carried out in accordance with Appendix 10 issued together with this Circular.

10. Fire Extinguishers

Filling vehicles are designed for use with petroleum products and have structures that comply with safety standards; they are equipped with vent valves for tank cars, appropriate pressure relief valves, a closed hydraulic pump system, electrical systems suitable for each position, a pneumatic safety brake, and emergency cutoff switches outside the vehicle ... All new generation fuel filling vehicles must be equipped with diesel engines. Refueling equipment must have at least two 9 kg dry chemical fire extinguishers placed in easily accessible locations. Each side of the vehicle must always have a fire extinguisher.

11. Grounding Wires and Cables

Must have grounding reels and cables with appropriate clamps to ensure electrical connection to the vehicle frame.

12. Emergency Pump Cut-off Switches

a) All refueling vehicles must have external emergency pump cut-off switches (red) located in easily accessible positions from both sides of the vehicle and clearly marked with explanatory signs. An additional emergency pump cut-off switch must be installed on the vehicle's work platform.

b) Emergency engine cut-off switches on mobile fueling equipment must simultaneously stop the flow of fuel being pumped. If the fuel pump is driven by an independent power source such as an electric motor or a separate diesel engine, an emergency engine cut-off switch must be provided.

13. Hand-held controller system (Deadman)

a) All fueling vehicles must be equipped with a hand-held control system allowing refueling personnel to quickly and easily shut off the fuel flow in emergencies.

b) On fueling trucks, the hand-held controller system must actuate behind the fuel pump.

c) When using sub-surface refueling systems, if present, the hand-held control system must actuate the fuel flow at the vehicle's intake pipe.

14. Refueling Pipeline Systems

The fueling system must be designed to ensure that all fuel passing through the flow meter enters the aircraft without diverting to other paths.

15. Flow Meters

All fueling equipment must be fitted with flow meters capable of measuring with the required accuracy and suitability for the stated flow rate and must be tested for accuracy or calibrated, verified as prescribed.

16. Work platform

a) Work platform design must take into account the following parameters:

- Work platform load capacity;

- Stability of equipment mounted on the work platform and the impact of strong winds;

- Safety of ladder access;

- Height of control panels and fuel filler ports on the aircraft;

- Consideration of portable equipment (refueling hoses, hose supports/counterweights).

b) The work platform must be equipped with at least the following devices:

- Motor cut-off switch/fuel flow control;

- A device that can be activated from the ground when the work platform has been raised to its maximum height or lowered in case of emergency. In cases where the work platform uses a hydraulic system, there must be a dedicated pressure relief line directly connected to the hydraulic oil tank, without passing through a filter;

- A mechanism to prevent sudden lowering of the work platform in the event of a hydraulic oil leak, such as a burst hydraulic oil pipe;

- A collision avoidance sensor system when raising the work platform. Two "pencil" type sensors must be installed at the highest point of the work platform to detect and stop the movement of the work platform if any part on the work platform gets too close to an aircraft, and the work platform must lower down. This function must be installed on all new fuelers and retrofitted to existing fuelers. Equivalent sensors like "eyes" with similar protection levels may be substituted;

- A locking mechanism for the work platform door when the work platform is raised.

17. Programmable Logic System (PLS)

Some fuelers are equipped with a Programmable Logic System to control fuel pressure and flow rate in pre-set states. When these systems are present, information about fuel pressure and flow rate during refueling must be clearly marked outside the vehicle. This information must be permanently affixed but electronic display screens may also be used.

All fuelers, including those equipped with standard pressure control systems or PLS systems, must display at least the following information:

a) Pressure differential across the filter;

b) Flow rate;

c) Refueling pressure (pump pressure or Venturi pressure).

18. Fuel Spill Handling Equipment

All fueling vehicles must be equipped with fuel spill handling equipment to perform initial handling when fuel spills onto the apron. The necessary equipment depends on airport authority regulations and must include absorbent pads to soak up fuel. These pads must be disposed of according to current waste removal regulations.

Article 18. Fueling Vehicles

1. Tanks made of stainless steel or aluminum alloy coated with certified light-colored material suitable for aviation fuel.

2. Tanks must have a bottom drain located at the lowest point, equipped with a discharge pipe and valve. Typically, tanks have one compartment, but if tanks have multiple compartments, each compartment will have its own separate bottom discharge pipe not connected to each other. All bottom discharge pipes must have a fixed slope.

3. Tanks must be vented using an appropriate system.

4. All aviation fuelers must load fuel into tanks from the bottom using a closed fill neck. All fuelers using bottom loading systems must have an automatic shut-off system based on pre-set levels, combined with a pre-check system. At locations where multiple types of fuel are loaded via bottom loading methods, the size of the hose connectors must be compatible with each type of fuel.

5. All main fuel delivery pipes must be fitted with discharge valves at their lowest points to allow complete product drainage.

6. A quick-closing tank valve must be installed on the main fuel supply line from the tank in case of emergency. The tank valve must be designed to automatically close in case of emergency.

7. The name of the fuel must be displayed on both sides of the vehicle, at the control panel, and at all fueling points. Other signs, such as "No Smoking," "No Mobile Phone Use," and "Emergency Shutdown," must also be attached to the vehicle.

8. Regular inspections and cleaning of the tanks must be carried out in accordance with the provisions set forth in Appendix 1 accompanying this Circular.

Article 19. Fuel Transfer Vehicles

1. At locations where multiple types of fuel are dispensed through pipeline systems, all intake pipes and valve pits must have corresponding hose connections.

2. The pull cords of valves in the dispensing valve pits must be made from fire-resistant materials with sufficient durability (such as those with internal steel mesh). These cords must be brightly colored, such as red. Attention must be paid to the color of emergency equipment, which should differ from the color of static grounding cables on the vehicle.

3. Fuel transfer vehicles and dispensing valve pits must not have electrical connections. If pull cords are attached to spool drums mounted on the vehicle, these spool drums must be insulated from the vehicle. Insulation of the spool drums must be checked weekly using a resistance meter.

Chapter III

REQUIREMENTS REQUIREMENTS FOR FUEL QUALITY CONTROL DURING OPERATIONS

Section 1

REQUIREMENTS REQUIREMENTS AT THE TIME OF RECEIVING AVIATION FUEL

Article 20. General Provisions for Receiving Aviation Fuel

1. Primary storage facilities, intermediate storage facilities, and airport storage facilities (hereinafter referred to as receiving storage facilities) must prepare sufficient capacity, technological systems, and equipment for receiving (sampling tools, quality inspection, quantity measurement, information, etc.) to meet technical requirements, and personnel to receive transported fuel in sufficient quantities, ensure quality, timely, and continuous supply within the permitted time limit for each shipment.

2. Receiving storage facilities, especially airport storage facilities, must have adequate fuel reserves of assured quality to supply refueling needs until newly received fuel meets dispensing conditions.

3. Aviation fuel must be received through a technological system and stored in independent tanks separate from other fuel types' technological systems and tanks; for the same type of fuel, the receiving and dispensing technological systems must be independently separated from each other and from storage tanks when not in use for receiving or dispensing.

Various Tanks, technological systems, and pumps used for receiving aviation fuel must be clean, free of water, impurities, and other types of fuel.

4. The quantity and quality of fuel remaining in each tank must be verified before receiving additional new fuel. The quality of fuel remaining in the tank must meet the requirements for aviation fuel quality.

Number The volume of remaining fuel converted to cubic meters at 15°C or calculated by weight (kg).⁰C or by weight (kg).

5. Fuel must be received into each tank up to the maximum allowable level, without causing leaks or spills that could pollute the environment or pose a fire and explosion hazard.

Fuel must not be mixed with water, impurities, or fuel of different types during receipt.

6. Quantity and quality of fuel on the transport vehicle must be checked before receipt; receipt shall only occur when the fuel meets quality standards and has not been contaminated. Pre-receipt and post-receipt checks of the transport vehicle must be conducted to prevent fuel loss.

7. For airport storage facilities that only receive, store, distribute, and refuel Jet A-1 aviation fuel, tanks receiving fuel must ensure quality and be transported using specialized means. After each receipt, quality checks must be performed according to the re-inspection regulations.

8. The manager of the receiving unit shall bear full responsibility for the quantity and quality of fuel received into the warehouse, complete procedures to store and prepare the fuel from newly received tanks for distribution.

9. Quality records for fuel:

a) Fuel directly shipped from the oil refinery to the receiving warehouse: Must have a Quality Certificate of the oil refinery for the batch (original or copy). If the shipment is from two different batches, the quantity shipped from each batch and the accompanying Quality Certificate must be clearly stated. If the shipment is from three or more batches, in addition to the Quality Certificate of the refinery for each batch, a composite sample must be prepared according to the ratio of each batch's fuel for analysis, and a Certificate of Analysis must be sent via the transport means.

b) Fuel not directly shipped from the oil refinery: Must have the original Quality Certificate of the oil refinery and the Inspection and Analysis Certificate of the warehouse (if imported)/ Re-inspection Certificate (if domestic) for the exported batch.

The supplier (batch owner) or the exporting warehouse must retain sufficient quality records for each batch (imported or domestically produced). Before shipment, the quality record still in use must be sent to the receiving warehouse via fax/email.

Article 21. Receipt of imported aviation fuel into upstream port warehouses

1. Upstream port warehouse: Must complete preparation for receipt before the fuel-carrying vessel docks at the port to unload goods, according to the time notified by the cargo owner/transport vehicle owner or maritime agent.

2. Import batch owner or authorized person: Must complete customs procedures and notify the inspection organization to inspect the quantity and quality of fuel according to the contract provisions.

3. The seller must establish and send along with the ship captain's declaration and various documents, records confirming the quantity and quality of the transported fuel as follows:

a) Export invoice: Confirm the type and quantity of fuel loaded onto the ship including the quantity in each cargo hold; If the fuel is from two or more batches, the quantity loaded onto the ship from each batch/tank must be clearly stated and consolidated separately by batch/tank, minimizing the mixing of different batches/tanks to the lowest extent possible.

b) Quantity inspection certificate of fuel on board issued by the independent inspection organization at the unloading port;

c) Fuel quality certificates as stipulated in Clause 9, Article 20 of this Circular;

d) Confirmation of the transport vehicle owner regarding the type of fuel transported/ cleaning report of the transport vehicle (if applicable). The cleaning report must specify: Type of fuel transported, cleaning process, cleanliness test results, time, and confirmation by the person performing the cleaning, the inspector, and the representative of the transport vehicle owner;

e) Captain's sample: Seal the captain's sample with confirmation from the seller's representative, the transport vehicle owner, and the independent inspection organization; hand over the sample to the independent inspection organization for retention for a minimum of one month (if there is a dispute about fuel quality during ship delivery, it must be retained until the dispute is resolved); the captain's sample will only be considered if there is a doubt about fuel quality at the delivery port.

4. Inspection of the vessel, quantity, and quality of fuel before acceptance

a) Check the transport vehicle documentation (inspection registration, capacity of each cargo hold, confirmation of the type of fuel transported or cleaning report...), and quality certificates, product quality, and captain's samples. All types of documentation must be complete and valid.

b) Inspect the ship's fuel technology system

- Inspect the fuel technology system, auxiliary tanks, engine fuel tanks; isolate the fuel technology system and auxiliary tanks to prevent fuel leakage and loss during receipt;

- Inspect the sealing of each cargo hold, seals must be intact, correctly positioned, and not tampered with during transportation;

c) Inspect the quantity of fuel and free water in each cargo hold: When determining the quantity of fuel in each cargo hold, use water testing reagents or water detection equipment to check the free water level;

d) Inspect the quality of fuel on the ship before receipt

- Preliminary inspection:

Take one liter sample from each cargo hold, conduct comparative tests and measure conductivity;

Fuel in the cargo hold is considered questionable in quality if any of the following test results occur: Excessive quantity loss beyond the contract standard; Excessive free water, contamination, or color change; Density deviation between actual measurement and the Quality Certificate of the refinery exceeding 3 kg/m³;⁰The buyer must inform the seller and the transport vehicle owner about the quantity and quality of fuel in cargo holds suspected of being of poor quality to clarify the cause and handling measures.³;

- Inspect the quality of fuel on the ship before receipt according to the re-inspection procedure as follows:

Cargo holds not suspected of being of poor quality: Prepare a composite sample according to the fuel ratio in each hold and re-inspect the quality at aviation fuel laboratories meeting ISO/IEC 17025 standards;

Cargo holds suspected of being of poor quality: Re-inspection must be conducted individually for each hold. Fuel shall not be accepted as aviation fuel if the re-inspection result does not meet product quality standards (except for conductivity);

- Receive fuel into the upstream port warehouse when the re-inspection result meets the product quality requirements.

- Accept fuel into the upstream port warehouse when retest results meet product quality requirements;

- To reduce waiting time for delivery, quick testing of the following criteria is allowed: Appearance, Saybolt color, electrical conductivity, water separation number, distillation composition, closed cup flash point, specific gravity, if the results meet the standard requirements and the specific gravity deviation is less than 3 kg/m³ compared to the quality certification results of the batch, fuel can be accepted from the ship into the storage facility without waiting for all retest results;³ - Before acceptance, five liters of mixed samples must be taken from each cargo hold to establish a retained sample, the seal of which must be confirmed by the captain or representative of the ship owner, independent inspection organization, and receiving storage facility; the retained sample must be stored at the independent inspection organization for a minimum of one month after the completion of fuel receipt into the storage facility, the retained sample will be examined if there are doubts about the fuel quality.

- In cases where the electrical conductivity of the fuel in any cargo hold is lower than the minimum limit of the product standard, it is permissible to accept it as aviation fuel but if necessary, anti-static additives may be added during the acceptance process using an appropriate method to ensure that the additive is thoroughly mixed with the product.

5. Fuel Acceptance

a) Only aviation fuel, especially Jet A-1, shall be accepted from transport vessels into the primary storage facility through specialized technology systems for Jet A-1; aviation fuel accepted into the storage facility must be clean and meet quality standards; if the fuel is contaminated (with water, impurities, discoloration), it must be accepted into separate tanks.

b) If the vessel simultaneously transports two different types of fuel, aviation fuel must be accepted first and every effort must be made to minimize the possibility of mixing between the types of fuel.

c) Samples for comparative testing must be taken during the acceptance process; the sampling location on the industrial system should be as close to the vessel as possible.

- For dedicated vessels: Sampling should be conducted approximately five minutes after pumping begins and before the end of pumping from each cargo hold;

- For non-dedicated vessels: In addition to taking samples and conducting tests as for dedicated vessels, comparative testing samples must be taken at least once every two hours throughout the acceptance process;

If contaminated fuel (containing water, impurities, color change, etc.) is detected, the captain must be immediately notified to clarify the cause; if heavily contaminated (sudden color change, excessive water and impurities, specific gravity deviation at 15°C exceeding 3 kg/m³),

acceptance must be stopped to find the cause and take corrective measures;⁰C exceeding 3 kg/m³) must stop accepting fuel to investigate and resolve the issue;

d) When recovering all fuel in the technology system by pumping clean water to push out the fuel (for systems that do not regularly accept fuel), the appearance of the fuel-water mixture in the storage tank area must be accurately monitored to transfer the acceptance to the separation tank.

6. Completion of Acceptance.

a) Fuel must be accepted into each storage tank up to the maximum allowable capacity, without causing fuel overflow that could lead to environmental pollution or fire and explosion safety risks; after the fuel has stabilized according to regulations, quality retesting must be conducted as required;

b) Determine the quantity of fuel received into the warehouse and the loss rate during reception.

c) Before allowing the vessel to leave the unloading position, the cargo holds and auxiliary holds must be checked to ensure that Jet A-1 fuel is no longer on board the vessel;

d) Fuel in the separation tanks (if any) must be allowed to stabilize, impurities and water must be drained, the obtained sample must be clear and clean, the quantity must be determined, and quality retesting must be conducted as required. If the quality meets the aviation fuel quality requirements, it must be transferred to the corresponding storage tank before being issued, and a sample must be taken for retesting as required.

Article 22. Reception of Domestic Air Transport Fuel via Sea and Inland Waterways

1. Primary port warehouses, intermediate transfer warehouses, and airport warehouses may accept aviation fuel from domestic oil refineries or other port warehouses via ships, barges, or inland waterways.

2. The preparation, inspection, and acceptance of aviation fuel transported by ships and barges via sea or inland waterways must comply with the provisions of Article 20 and Article 21 of this Circular.

3. Quality documentation for fuel transported by sea vessels and inland barges shall be as stipulated in Clause 9 of Article 20 of this Circular.

Article 23. Reception of Aviation Fuel via Pipelines

1. Preparation for Reception

a) Fuel Acceptance Technology System

- Aviation fuel must be accepted through a dedicated, independent pipeline.

- The technology system must be inspected to ensure: There is no fuel leakage, no water or foreign matter accumulation, or fuel of a different type, and it is isolated from other systems and storage tanks, including those prepared for fuel acceptance.

b) Quality Inspection of Transported Fuel: Based on the documentation.

2. Quality Documentation for Fuel Supply/Storage Facility Exporting Aviation Fuel must submit the batch quality documentation to the accepting warehouse in advance as stipulated in Clause 9 of Article 20 of this Circular.

Property a) Quality Inspection of Jet A-1 Fuel Transported Through Specialized Pipelines.

3. Fuel Reception

- Start of Acceptance: Take a sample of the fuel in the pipeline and conduct a comparative test (without using water test pills). If the comparative test results are consistent, and the specific gravity difference at 15°C between actual and documentation is less than or equal to 3 kg/m³, the fuel can be accepted into the aviation fuel storage tank;

If the specific gravity difference at 15°C between actual and documentation exceeds 3 kg/m³, immediate notification must be given to the exporting warehouse/transporter to identify the cause and implement corrective actions;⁰Contaminated fuel can temporarily be accepted into the separation tank, allowed to settle and stabilize, and then tested for quality as required; only when the retest results meet the quality requirements can it be accepted as aviation fuel. When fuel shows signs of contamination, comparative testing samples must be taken at least once every two hours.³- Comparative Testing of Jet A-1 Fuel Quality During Acceptance.

When approximately 50% of the batch/fuel tank volume has been received; When transferring and completing the export of each batch/fuel tank; Prior to the completion of acceptance.⁰C between actual and quality records exceeds 3 kg/m³, immediately notify the supply warehouse/shipping company to investigate and take corrective actions;

Contaminated fuel may temporarily be accepted into separation tanks for settling and quality testing according to retest procedures; only accept it as aviation fuel when retest results meet quality requirements. When fuel shows signs of contamination, take comparative samples at least every two hours.

- Conduct comparative quality checks on Jet A-1 fuel during acceptance.

After approximately 50% of a batch/container's fuel has been received; When transferring and completing the shipment of each batch/container; Before concluding the acceptance.

b) Quality inspection of aviation fuel from multi-product pipelines (at upstream warehouses and transfer warehouses)

- Start accepting: When a mixture of aviation fuel and other fuels or water (if clean water is used to separate the two types of fuel) appears, take comparative samples, continue accepting aviation fuel into the aviation fuel tank once a clear and clean sample of aviation fuel is obtained.

- During the receiving process: Take samples every two hours for cross-checking. If the fuel is contaminated or mixed with different types of fuel, stop receiving into the aviation fuel storage tank immediately, and notify the warehouse or carrier to find the cause and handle it accordingly;

- At the end of receiving: Determine the time when the mixture of aviation fuel and other fuel (or water) appears to stop receiving into the aviation fuel storage tank, redirect the flow to the separation tank;

4. End of Receiving

a) Allow the fuel to stabilize according to regulations, then conduct quality checks as required by re-inspection procedures;

b) At the end of receiving, if clean water is used to push the fuel out of the pipeline, monitor the appearance of water in the fuel mixture to stop receiving into the aviation fuel storage tank, and redirect the receiving process to the separation tank;

Article 24. Receiving Aviation Fuel Transported by Tank Trucks at Airports

1. Preparing for Receiving Fuel:

a) Receiving Area: Must be clean, free from dust and water intrusion into the fuel; safe for delivery vehicles and able to evacuate quickly in emergencies; have internal rules, guidelines for cargo handling, and be equipped with sufficient initial firefighting equipment;

b) Technical System: Must be a dedicated system for one type of product, without water accumulation or impurities, without fuel leakage, and without fuel seepage between the receiving, distribution, and storage systems, including when there is pressure in the pipelines;

c) Prepare measuring tools to determine quantity and quality of fuel, tools to collect sediment water for quality testing, etc.;

d) Check the quantity and quality of fuel remaining in the tanks before receiving new fuel.

2. Quality Documentation for Fuel shall be carried out as stipulated in Clause 9 of Article 20:

a) Certificates of re-inspection and certificates of shipment for each batch/tank must be established for the entire receiving period, not individual quality certificates for each truck when large quantities of fuel (one batch/tank) are transported continuously and delivered to the airport warehouse;

b) For cases where specialized tank trucks transport fuel to local airport warehouses, if post-receipt quality inspection according to the re-inspection procedure is not required after fuel is loaded into tanks, the shipping warehouse must send the most recent valid quality certificate (re-inspection certificate or quality certificate from the oil refinery...) for each truck;

3. Receiving Fuel:

a) Check documentation and certificates

- Goods invoice: Must include information on the shipping warehouse, receiving warehouse, name of fuel, actual quantity and volume converted to 15°C, specific gravity of fuel at 15°C, fuel temperature at issuance, vehicle registration number, tank identification mark, confirmation by the issuer and receiver, and representative of the issuing warehouse;⁰C, specific gravity of fuel at 15⁰C, fuel temperature at issuance, vehicle registration number, tank identification mark, confirmation by the issuer and receiver, and representative of the issuing warehouse;

- Quality certificates including (but not limited to): Oil refinery certification, re-inspection/periodic inspection certificate, shipment certificate;

- Certificate of tank capacity verification still valid for use;

- Cleaning record of the tank (if applicable);

- Registration papers, vehicle operation permit, driver's license of the transporter (if necessary);

Documents and certificates must be valid, not altered, and legally effective for each type. The airport warehouse has the right to refuse receipt of goods if the documents and certificates are invalid.

b) Check the quantity of fuel in the tank truck

The transport vehicle must be parked stably, seals checked; measure the fuel temperature, the quantity of fuel determined by the tank truck's volume, calculated in actual liters and converted to volume at 15⁰C, determine transportation loss. If transportation loss exceeds the standard limit, a report must be made and the vehicle owner notified for handling.

c) Check the quality of fuel before receiving

- Visual inspection (without using water test tablets): Must be conducted for all aviation fuel transport vehicles, sampling should be done after the vehicle has been parked stably for 10 minutes. The sample must be clear and clean (free from water and impurities) to allow receiving; Samples must be taken for cross-checking if the fuel contains excessive amounts of water and impurities (two liters or more), then stop receiving to handle the situation.

- Cross-checking (without using water test tablets): For tank trucks with two or more independent compartments, composite samples must be taken according to the proportion of fuel in each compartment. Cross-checking of fuel quality must be performed in the following situations:

Vehicles first transportation of a batch/tank;

Vehicles first receiving in the day, first shipment in the day from the warehouse;

Vehicles received the previous day, returned the next day;

Various vehicle with excessive loss beyond the specified limit or abnormally contaminated fuel (excessive water and impurities, unusual color change), seals broken or removed;

All all vehicles when returning to warehouses that do not require quality inspection according to the re-inspection procedure after each receiving;

State Audit Office spot check other transport vehicles if necessary;

- Allowed to receive when seals are intact and the specific gravity difference at 15⁰C between actual measurement and the Quality Certificate is equal to or less than 3 kg/m³, without contamination.

d) Receiving fuel into the warehouse

- Except in special cases, receiving aviation fuel from tank trucks must be done through the technical system discharging from the bottom of the tank truck or a closed receiving system (if available);

- The connection points of the receiving pipe and the tank truck discharge pipe must be clean and sealed to prevent fuel leakage during receiving;

- Must connect the static electricity transmission system of the receiving rack with the tank truck throughout the receiving process;

- Receive all fuel in the tank truck, inspect the compartments and transport vehicle before leaving the position and warehouse;

- Receive into each storage tank up to the maximum allowable level, do not overflow fuel. If receiving into a tank is done over several days, drain sediment and water from the tank bottom daily before receiving; at the end of each receiving day, close all valves on the technical system and storage tank to prevent fuel seepage to other systems or tanks;

- Isolate the storage tank filled with fuel from the technical system, allow stabilization, and conduct quality checks as required by re-inspection procedures. Determine the amount of fuel received into the tank, the loss ratio, and hang a "Stabilizing" sign at the tank discharge valve.

- Waste fuel drained from automobile tanks must be collected in specialized containers with lids to prevent rainwater and dust; when full or at the end of each day's reception, allow settling for about 30 minutes, then drain all sediment and water, and transfer clean fuel into the receiving tank.

- The waste fuel from the tank must be transferred into the aviation fuel recovery tank, allowed to settle stably, sampled for retesting; if the results meet the standards, it may be accepted into a storage tank of the same type currently being received.

Article 25. Receiving Aviation Fuel from Railway Tank Cars

1. Railway tanks transporting aviation fuel to airport depots must be dedicated and equipped with appropriate couplings to ensure the highest level of safety in all loading and unloading operations.

2. Upon arrival at the depot, railway tanks must be inspected to ensure that seals (on tank covers and points of entry and exit of the vehicle) remain intact, undamaged, and that product labels near the vehicle and at the outlet are accurate.

3. Documentation accompanying the vehicle must accurately state the name of the vehicle and the quantity and type of fuel; quality documentation must include (but not be limited to): retest certificates and dispatch certificates. If the vehicle is not dedicated, a detailed report on tank cleaning, previous cargo transported, and recent cargo changes must be provided, and the vehicle must have been inspected before accepting fuel.

4. Free water at the bottom of the tank must be drained completely. If there is a significant amount of water or contaminants, the vehicle must stabilize for 10 minutes and a new sample taken. If water remains (more than 2 liters), measurements must be taken in the presence of the Depot Manager and the relevant supplier must be advised. Reasons for rejecting the shipment must be recorded in the Dispatch Certificate of the vehicle.

5. Samples must be taken from the bottom of each compartment and subjected to cross-check testing. Composite samples can be taken from three or more compartments of railway tanks to determine specific gravity. The difference between the actual measured specific gravity and the documented specific gravity of the fuel at 15°C must be less than 3 kg/m³.⁰3.³If the difference exceeds 3 kg/m³, the fuel will not be accepted unless there is a satisfactory explanation from the supplier and confirmed in writing as soon as possible.³ The fuel will not be accepted unless there is a satisfactory explanation from the supplier company and confirmed in writing as soon as possible.

6. When railway tanks lack bottom discharge valves, procedures and equipment must be in place to effectively remove free water and sediment, and to take samples for cross-check testing.

7. Before leaving the delivery location, railway tanks that have been emptied of fuel must be checked.

Article 26. Quality Control of Fuel After Receipt

1. When receiving fuel through entirely separate pipeline systems and dedicated transport vehicles (such as barges, road tankers, or railcars), after stabilization, cross-check testing must be conducted.

The actual measured specific gravity must be standardized to standard temperature and compared with the specific gravity documented for the batch being received into the storage tank. If the specific gravity difference does not exceed 3 kg/m³, further action is not required.³ the storage tank can release fuel.

2. When fuel is received through non-dedicated systems or multi-product pipelines, after stabilization, retesting must be performed.

3. For storage tanks meeting design requirements set forth in Article 10 of this Circular, the minimum stabilization time prior to fuel discharge is:

For horizontal tanks: 1 hour;

For vertical tanks: 2 hours.

4. In other cases, the minimum stabilization time prior to fuel discharge is:

Jet fuel: 3 hours per meter height of fuel or 24 hours, whichever comes first;

Aviation gasoline: 45 minutes per meter height of fuel.

Section 2

REQUIREMENTS FOR AVIATION FUEL STORAGE

Article 27. Periodic Inspection in the Storage of Aviation Fuel

1. Weekly inspections must include draining the storage tanks to remove water and impurities. Inspections should be intensified following heavy or frequent rainfall. Drainage should exceed the volume of the pipeline from the tank bottom to the sediment tank, followed by visual inspection sampling of the pipeline. Chemical tests for water must be used in visual inspections of jet fuel to test samples taken from storage tanks.

2. Monthly inspections:

Conducted immediately after sampling Conduct electrical conductivity tests on jet fuel containing anti-static additives and report along with the fuel temperature at the time of measurement.

3. Six-monthly inspections:

Composite samples must be taken for periodic testing of storage tanks that do not undergo loading and unloading (static tanks) or have had less than half their fuel replaced. If test results are unsatisfactory, tanks must be isolated and composite samples taken from each tank for analytical testing, and fuel cannot be discharged until test results prove satisfactory.

Article 28. Inspection and Cleaning of Tanks

1. Annually, jet fuel storage tanks must be visually inspected from the outside through access doors. Jet fuel storage tanks must be internally inspected and cleaned one year after initial operation and thereafter every three years.

However, tank cleaning intervals may be adjusted if sudden inspections reveal contamination or abnormally high milipore and microbiological test results.

2. Extended tank cleaning intervals must comply with the following conditions:

a) Tanks must be designed according to the requirements set forth in Article 10 of this Circular;

b) Previous cleaning and inspection reports show only minor contamination levels;

c) During internal visual inspections without entering the tank: The interior surfaces of the tank, including the bottom and center, can be fully inspected without obstruction from internal baffles or floating devices.

3. Tank inspection and cleaning intervals may be extended if the above conditions are met:

a) For tanks fully coated inside with light-colored paint: 3 years (inspection) and 5 years (cleaning);

b) For tanks with light-colored coating on the bottom and full height of the side walls (excluding the inner roof area): 2 years (inspection) and 4 years (cleaning).

Section 3

REQUIREMENTS REQUIREMENTS DURING THE ISSUE AND TRANSPORT OF AVIATION FUEL

Article 29. General provisions for aviation fuel during issue and transport

1. Aviation fuel shall only be issued to transport vehicles and aircraft refueling equipment that meet the following requirements:

a) It is of the correct type and quality in accordance with aviation fuel standards, free from contamination;

b) Must inspect and drain water and impurities at the bottom of the storage tank;

d) All processes of transporting aviation fuel must be accompanied by a Certificate of Dispatch;

e) A copy of the manufacturer's quality certificate for the batch must be attached to the initial delivery process from the upstream warehouse or factory, and must also include a copy of the most recent retest certificate still in effect;

f) If the electrical conductivity of Jet A-1 is lower than the permitted level, anti-static additives must be added during the pumping transfer process.

2. Transport and loading equipment

a) Fuel transport vehicles must meet the technical requirements set out in Articles 13, 14, 15, and 16, and loading equipment must comply with Articles 17 and 18 of this Circular;

b) Before pumping or transporting through pipelines, it is necessary to inspect and drain free water from the supply tanks;

c) Inspect and drain free water from all low-point discharge valves in the pipeline system.

3. Principles of fuel distribution

a) Fuel received earlier in the warehouse is issued first, later-received fuel is issued last;

b) Distribute first those batches/tanks with lower quality reserves; distribute later those batches/tanks with higher quality reserves;

c) Issue according to the provisions of the contract signed between the parties;

d) Distribute all fuel from each batch/tank; minimize the amount of fuel mixed between two batches/tanks to the lowest extent possible.

Article 30. Distribution of aviation fuel onto oil tankers/barges

1. Inspection of vessels:

a) Specialized transport vessels must be used. If non-specialized vessels are used, they must be inspected to ensure that they have only transported suitable products (light-colored products) previously. The carrier of the transport vessel must clean the vessel according to the procedure specified in Appendix 13 issued together with this Circular and bear responsibility for the cleanliness of the vessel.

b) Prior to fueling, the cargo holds, pipelines, and pumps must be thoroughly inspected and confirmed to be clean, dry, and free of any traces of other products.

c) Check the inspection permit, cargo hold capacity tables, confirmation of the type of fuel transported previously, or cleaning records of the vessel (if available).

2. Distribution of Jet A-1 aircraft fuel:

a) Quality inspection during distribution

- Distribution through specialized technology systems into specialized transport vessels:

Samples of fuel must be taken from the distribution pipeline as close to the receiving vessel as possible, and tested for cleanliness (color, impurities) and minimum density at the following times: When fuel starts filling a cargo hold from a batch/tank; When switching cargo holds; Just before stopping the pump when filling the vessel;

If the color changes, if there is water, impurities, or if the density deviation between actual and quality record is equal to or greater than 3 kg/m³ issuance must be stopped to investigate the cause;

- Distribution through technology systems or non-specialized vessels:

Fill each cargo hold approximately 500 mm high with fuel, stop distribution, take samples from each cargo hold, mix them to form a composite sample for testing, compare results with the quality record based on the following criteria: Color, cleanliness (visually); density; flash point; freezing point;

Allow distribution if the color, cleanliness, and density of the composite sample and the fuel being distributed match, continue to fill the vessel with the required quantity of fuel. Test the flash point and freezing point in the laboratory. The test results for flash point and freezing point must be compared with the Tank Analysis Certificate, if the flash point or freezing point changes by more than 3⁰C, the fuel may be contaminated; composite samples from each cargo hold must be taken to check the fuel quality on the vessel according to the retest regulations. The fuel meets the aviation fuel quality standards when the retest technical indicators comply with the standard specifications;

After distributing the required quantity of fuel onto the vessel, composite samples from each cargo hold must be taken for retesting according to the retest regulations. The retest results must be sent to the receiving warehouse before the transport vessel arrives to unload, which can be sent via fax or email;

In this case, retesting the fuel quality may not be required upon approval of the consignor (if internal transportation within a single consignor) or approval of the receiving warehouse and if the density deviation between the test and the fuel quality record is less than 3kg/m³;

b) Captain's samples

When After fully distributing fuel into the cargo holds, two captain's samples must be sealed and confirmed by representatives of the transport vessel, the inspection organization (if any), and the delivery warehouse; one sample is sent with the vessel to the receiving warehouse, the other is kept at the inspection organization (if any) or at the delivery warehouse. These samples will only be tested if there is suspicion about the fuel quality during transportation, with a minimum retention period of one month from when the transport vessel completes unloading at the receiving warehouse;

c) Completion of distribution

- Measurement verification: Determine the quantity of fuel in each cargo hold and on the vessel;

- Issue shipping invoice: Must clearly state: the dispatch warehouse, the receiving warehouse, the name of the fuel, quantity, temperature, density of the fuel in each cargo hold and total quantity of fuel;

- Inspect auxiliary cargo holds (if any) of the vessel, seal the cargo holds;

- Send quality certificates with the vessel: The dispatch warehouse must send along with the transport vessel the valid retest certificate (or regular test certificate) and the dispatch certificate;

- Verify the quantity of goods dispatched from the warehouse, the quantity received by the vessel, determine the distribution loss rate.

Article 31. Supply of aviation fuel to tanker trucks and railway tankers

1. Inspection of receiving equipment:

a) Tanker trucks and railway tankers must be inspected to ensure that the equipment is clean and free of water before fueling; the owner of the equipment shall be responsible for the cleanliness of the equipment;

b) Inspect the Certificate of Capacity Verification, registration, and permit to operate the equipment (if required); all documents must be valid and effective;

c) Inspect the technical condition and safety of the equipment: The tankers must not have been modified to change their capacity, nor should they have additional compartments, partitions causing air pockets, or auxiliary pipelines that could cause fuel loss during transfer; fire extinguishing equipment and other safety devices must be present.

2. Fuel supply to tanker trucks and railway tankers:

a) Must connect and maintain the static electricity grounding cable between the fuel dispensing rack and the receiving equipment before and throughout the entire fueling process;

b) Fueling into the tankers through a closed system must ensure that the automatic shut-off and protection systems for the pipeline technology operate stably and accurately, preventing fuel overflow and ensuring safety for the pipeline and tankers;

c) Fueling through the top loading port on the tankers

- The fuel discharge nozzle must be clean to avoid contaminating the fuel;

- Insert the nozzle as close to the bottom of the tanker as possible to minimize static electricity generation and fuel vaporization; do not pour fuel from mid-height or the top of the tanker into the bottom;

- Prevent dust and water from entering the fuel; reduce the impact of fuel vapor on the fueling personnel;

- Supply the correct quantity of fuel according to the gauge on the top of the tanker or the flow meter reading, slowly close the discharge valve (3-5 seconds), measure the fuel temperature.

3. Completion of fuel supply:

a) After completing the fueling into the tankers, inspect for free water in all compartments of the tankers and drain it;

b) Verify the quantity of fuel on the equipment between the supplier and recipient, seal the goods;

c) Issue a delivery invoice containing information such as: dispatch warehouse, receiving warehouse, name of fuel, actual quantity (or quantity in each compartment) converted to volume at 15°C, specific gravity of fuel at 15°C, fuel temperature at time of supply, vehicle registration number, tank identifier, confirmation by the supplier, recipient, and representative of the dispatch warehouse;⁰d) Quality documentation

The dispatch warehouse must prepare and send along with the equipment or deliver to the receiving warehouse the latest valid Quality Certificate (retest certificate or quality certificate) issued by the oil refinery and the Dispatch Certificate;

e) Resolve any complaints from the recipient regarding the quantity and quality of supplied fuel before allowing the equipment to leave the warehouse;

f) Determine the quantity of fuel supplied from each storage tank, calculate the loss rate.

Article 32. Supply of aviation fuel to refueling vehicles

g) Before transportation, securely close and seal all doors of the storage compartments; check to ensure that the tankers are correctly marked with the type of fuel.

Article 1. Ensuring the quality of aviation fuel supplied to refueling vehicles:

a) Aviation fuel supplied for refueling aircraft must meet quality standards according to Vietnamese and international standards set out in Appendices 2, 3, and 4 attached to this Circular;

b) Aviation fuel supplied for refueling aircraft must be tested for quality according to the retest or periodic inspection regulations (for long-term stored fuel) still in effect;

c) Refueling vehicles that have been idle for four hours or more must drain contaminants and water from the bottom of the tank before refilling with fuel;

d) Aviation fuel supplied to refueling vehicles must pass through a filter as stipulated in Article 12 of this Circular.

2. Fuel supply to tankers and refueling vehicles:

a) Safety measures:

- Maintain the static electricity grounding cable connection between the fuel dispensing rack and the refueling vehicle before and throughout the entire fueling process;

- Only fill up to the maximum allowable level of the tanker, do not allow fuel overflow;

b) Fuel supply to tankers through a closed system:

- The automatic shut-off and pipeline protection equipment must operate stably and accurately, preventing fuel overflow or damage to the pipeline due to increased pressure when fueling stops suddenly;

- The vent valve protecting the refueling vehicle's tank must function properly;

- Inspect the cleanliness of the fueling nozzle and bottom loading port of the refueling vehicle, clean if necessary before connecting;

- Operators of the fueling equipment for refueling vehicles must be present throughout the operation and able to access emergency flow stop devices, ready to handle any incidents that may occur.

c) Fuel supply through the top loading port of the refueling vehicle (open loading):

- Inspect the cleanliness of the fuel discharge nozzle before inserting it into the refueling vehicle's tanker;

- Hold the nozzle as close to the bottom of the tanker as possible to minimize static electricity generation and fuel vaporization, do not pour fuel from a height into the bottom of the tanker or the surface of the fuel in the tanker;

- When the correct amount of fuel has been supplied, slowly close the discharge valve (3-5 seconds) to minimize pressure increase in the pipeline;

- Prevent water and contaminants from entering the tanker during fueling, minimize the impact of fuel vapor on the fueling personnel;

- Cover the nozzle with a clean cap before placing it in the storage position.

d) Fuel supply to refueling vehicles at airports through underground pipeline refueling systems:

- Must have contingency plans for fuel leakage. Refueling vehicles should be equipped with two-level overfill prevention systems;

- If existing refueling vehicles are only equipped with single-level overfill prevention systems, fueling through the underground pipeline refueling system may be allowed when there is a meter that can be preset to the fuel volume discharged through the flow meter, while recalculating the fuel volume needed to set the meter.

e) Drain contaminants and water from the bottom of the tanker:

- Allow the fuel to stabilize in the tanker for at least five minutes, then drain the bottom fuel through the bottom valve, check for contaminants, water, and fuel color;

- If contaminants and water are minimal and the fuel does not change color, continue draining to obtain a clear and clean sample, allowing the fuel in the tanker to be suitable for aircraft refueling.

- If impurities and water are minimal, the fuel does not change color, continue draining until a clear and clean sample is obtained, the fuel in the tank is allowed to be loaded onto aircraft.

- If impurities and water are excessive, causing fuel to change color, the refueling vehicle must be isolated for investigation and resolution. Refueling of aircraft can only be conducted once the fuel has been treated and meets the quality requirements specified in the product standards.

f) Drain water and impurities at the aviation fuel storage tanks before moving to the apron.

- Refueling vehicle: Draining water and impurities must be carried out at maximum flow rate from the bottom drain outlet of the tank, under pressure from the coalescing/fractionating filter unit, fine filter, and inlet of the absorbent filter; The timing of the drainage checks shall be as follows:

Daily at the beginning of each morning shift;

After filling the tank with fuel;

After when the vehicle is used to draw fuel;

After following heavy rainfall;

After during vehicle washing, tank maintenance, refueling system maintenance, or filter maintenance;

- Fuel transfer vehicle: Draining water and impurities must be performed from the outlets of the fractionating filter, fine filter, and inlet of the absorbent filter. The timing of the drainage checks shall be as follows:

Daily daily at the start of each morning shift;

After during maintenance of the filters or refueling system;

If if there is an unusual amount of water and impurities or if visual inspection of the fuel sample does not meet the required clarity and brightness, these vehicles shall not be used for refueling aircraft and the cause must be investigated.

Section 4

REQUIREMENTS REQUEST FOR QUALITY CONTROL OF THE SUBMERGED PIPELINE REFUELING SYSTEM

Article 33. Draining the submerged pipeline system

1. Weekly, all drain points at low positions in the submerged pipeline refueling system must be thoroughly drained using high-pressure flow to ensure the removal of water and impurities until a clean sample is obtained.

2. The total volume drained depends on the system design and the observed quantity of impurities. After draining more than the total capacity of the sampling pipe, take a flow sample for visual inspection.

3. Following repairs or maintenance of the system, the frequency of draining at low points should be increased to conduct additional inspections to ensure the cleanliness of the fuel in the submerged pipeline refueling system.

4. Additional inspections must be conducted when other changes occur, such as increasing pump speed, which may alter the flow regime in the pipes and potentially contaminate the fuel.

5. Electrical conductivity must be ensured through flexible hoses. Each flange separating the pipeline system's hose connections from the fuel tank must be equipped with static grounding straps. Cable connectors (which could generate sparks in fuel pit wells, causing explosions) must not be used.

Article 34. Maintenance and cleaning of fuel pit wells

1. Weekly, cleaning and inspection of fuel pit wells must be carried out and recorded in reports. Fuel pit wells must be kept clean and dry.

2. Regularly check the operation of quick-opening valves controlled by pull cords, ensuring closure time is between 2 to 5 seconds. Inspections must be conducted under the highest possible flow rate pressure and can be done during fueling operations. Record the results of the inspections.

Article 35. Emergency shut-off systems

1. Emergency shut-off buttons (ESB) of the submerged pipeline refueling system must be placed within 80 meters of the refueling point and also near the spray wash outlets. ESBs must be positioned clearly visible, easily accessible, and maintained continuously.

2. Monthly: Inspection of the emergency shut-off system of the submerged pipeline refueling system must be conducted. Record monthly inspection results, including the location of the ESBs.

3. Every six months: Each ESB must be inspected at least twice a year. Record the inspection results.

Article 36. Safety warnings on fuel pit well covers

1. Fuel pit well covers must be securely fastened to the wells using appropriate methods. This is particularly important where the well cover faces directly into the engine exhaust airflow.

2. Fuel pit wells must be clearly identified in areas with multiple types of fuel and marked with the type of fuel.

Article 37. Cathodic Protection

Various Pipeline connections must have a coating and cathodic protection system to prevent corrosion, and this must be implemented through a maintenance program. Record the type or technical specifications of the production.

Article 38. Tightness and Pressure Testing of Underground Pipeline Loading Systems

1. Leak Testing:

a) The submerged pipeline refueling system must be tested for tightness according to the manufacturer's recommendations and Vietnamese legal regulations;

b) Pipeline systems without leak detection systems

- At least every six months, a suitable leak detection system must be used to test for tightness;

- Monthly, the system must be tested at operating pressure when no refueling activity is taking place, and the pressure drop (after two hours) must be recorded. Any significant pressure drop (must be less than 10 psi) must be compared with previous test results. Any increase in pressure drop that cannot be attributed to changes in test pressure or fuel temperature in the pipeline indicates a leak or faulty valve. All test results must be recorded.

2. System Pressure Testing:

a) All sections of the submerged pipeline and pipeline systems without leak detection systems must be tested annually at the highest operating pressure to ensure system tightness;

b) The highest operating pressure is the maximum push pressure at the highest height of the storage tank;

c) The pressure test must last for eight hours (refer to API 570), if the test results show no significant pressure drop, the testing duration can be reduced to a minimum of one hour;

d) If the test results indicate a leak, the pressure test must be conducted at 110% of the highest allowable operating pressure;

e) If the highest allowable operating pressure cannot be determined, the pressure test must be conducted at 125% of the system's working pressure. The pressure test must follow a pre-prepared procedure, especially noting the isolation of pipeline safety valves;

f) All test reports must record both temperature and pressure over the entire duration of the test.

g) Underground/pipeline on the ground at points where the pipeline begins to descend underground must also be inspected with a frequency equivalent to that of the pipeline pressure test.

All inspection results must be recorded.

Article 39. Shock absorbers/regulating valves

Must Pressure testing of pipelines when installing shock absorbers must ensure appropriate pressure as recommended by the manufacturer.

Article Article 40. Air release valves at high points of pipelines

Various Air release valves at high points of pipelines must be purged of all air immediately after the underground pipeline has been filled with fuel for operation or following repairs and modifications. Remaining gas in the pipeline can cause vibration and affect the accuracy of leak detection in the system.

Must There must be special procedures for inspecting air release valves at high points of the system and precautions must be taken against the formation of fuel/vapor mist (which poses a high risk of fire and explosion).

Article Article 41. Valve Chambers of Pipelines

Once every year, valve chambers must be regularly inspected visually for structural condition, operational status of the pipeline, and auxiliary equipment.

Chapter IV

REQUIREMENTS SAFETY REQUIREMENTS AND QUALITY CONTROL WHEN FUELING AIRCRAFT

Section 1

FUELING OF PASSENGER FLIGHTS AND SPECIAL MISSION FLIGHTS

Article Article 42. Responsibilities of Parties Involved in Aircraft Fueling

1. Responsibilities of the Airports and Airfields Operator:

a) Must establish traffic lanes, routes, and sequence of approach for ground service equipment serving aircraft;

b) Must develop safety measures for fueling in case of oil spill, fire, or explosion during fueling; ensure firefighting facilities, equipment, and personnel to handle and mitigate incidents related to fueling operations;

c) Coordinate with aircraft operators and fueling units to establish positions, plans for fueling aircraft, sequence of operations, approach directions, and other regulations to ensure safe fueling operations at airports;

d) Must perform other functions and tasks as prescribed by law.

2. Responsibilities towards fueling staff:

a) Must be familiar with fueling procedures, use of fueling equipment, and safety requirements during aircraft fueling;

b) Must be familiar with approach directions and speed limits for aircraft; must ensure coordination with fueling vehicle operators during approach and departure from the aircraft; must ensure close coordination with technical staff during fueling onto the aircraft, draining fuel from the aircraft, and other related tasks;

c) Must have knowledge of fire prevention and explosion control, and be trained in fire prevention and control measures during fueling operations;

d) Must hold a permit for operating aviation equipment in restricted areas issued by the Civil Aviation Authority of Vietnam.

3. Responsibilities of the Fueling Vehicle Operator:

a) Speed on apron: Not exceeding 5 kilometers per hour (km/h) in safe areas for aircraft on the ground; not exceeding 25 kilometers per hour (km/h) outside safe areas for aircraft on the ground;

b) Direction of movement when approaching the aircraft: Must approach from the front with an angle ensuring no collision with the aircraft if the brakes fail. In cases where reversing is necessary to approach the aircraft, there must be someone guiding the reverse until it stops completely; fuel trucks with semi-trailers and fuel trucks towing tank trailers are not allowed to reverse to approach the aircraft.

4. Position of the Fueling Vehicle on the Apron:

a) The left wing fueling position of the aircraft should be prioritized for use;

b) Can only approach the aircraft when the aircraft: has come to a complete stop; chocks are in place; main engines are off; flashing warning lights are off, except in cases where the aircraft requires support to shut down the engines;

c) The position of the fueling vehicle must not obstruct access to the cockpit door and cargo hold door. The fueling vehicle must not face directly towards the aircraft engine and must not interfere with the activities of other vehicles operating on the apron;

d) The fueling vehicle must: Park in the designated position according to the standard ground service equipment layout diagram; maintain a certain distance from the aircraft and other ground service vehicles to avoid possible collisions; not be obstructed by other equipment so that it can quickly move away from the aircraft in emergencies;

e) The fueling vehicle must park outside the engine exhaust plume with a minimum radius of 3 meters and the APU exhaust plume or other hazardous areas;

f) Strictly prohibit the operator from leaving the control position while the engine is running.

5. Static electricity bonding and grounding between the fueling vehicle and the aircraft:

a) The aircraft, fueling vehicles, and flexible hoses on the wing must be electrically bonded together during fueling to ensure no potential difference exists between them;

b) Static electricity bonding between the fueling vehicle and the aircraft must be established before connecting the fueling hose or opening the aircraft's fuel inlet cover. Maintain the connection until all fueling hoses are removed or the aircraft's fuel inlet cover is closed;

c) Grounding of the aircraft: As required by the airline;

d) If the airline requires grounding during fueling, the aircraft and fueling vehicle must be grounded through a "Y" connector, and the aircraft must not be grounded through the fueling vehicle;

e) Grounding points such as drain valves or internal points within fixed fueling system drain valves must not be used as grounding points.

6. Prohibitions on fueling aircraft:

a) During thunderstorms or lightning that threaten fueling safety;

b) Fuel leakage in the fueling area; on the aircraft; on the fueling vehicle; in the fuel pipeline system or connections;

c) Lack of a quick escape route for the fueling vehicle in case of emergency;

d) Loose connections between battery terminals or ground cables of the fueling vehicle; the fueling vehicle and aircraft are not grounded.

7. Quality Control Requirements Before Fueling:

a) Fuel supplied to the aircraft must meet the correct type and quality standards for aviation fuel, free of water and contaminants, and must have valid fuel quality certificates;

b) Sampling and quality testing on the apron

- Fuel truck

After When the remaining fuel in the outlet pipe and filter of the fuel truck has been replaced, take a small sample that has been filtered for visual inspection using a water indicator pill (for jet fuel). After passing the visual inspection, the sample must undergo density determination.

If water is found in the sample or if there is a change in the color of the water indicator pill, a second sample must be taken immediately.

If the sample still contains water, immediately stop refueling and notify the airline representative. Refueling shall not be resumed until the cause of the water presence has been identified and addressed;

Samples shall be taken at the following times:

The first refueling of the day;

The first refueling after the fuel truck leaves the warehouse;

The first refueling after the fuel truck is filled with fuel;

The first refueling after heavy rain;

When requested by the customer;

- For fuel trucks with absorbent filters: Take samples during each refueling to visually inspect using water test tablets; if the visual inspection meets quality requirements, the specific gravity of the sample must be determined;

- For fuel trucks with coalescing filters: Samples shall be taken as follows:

During refueling: A liter of filtered fuel must be taken after pumping 1000 liters for visual inspection;

After refueling: A liter of fuel must be taken from the inlet of the coalescing filter;

- For fuel trucks with settling filters: Samples shall be taken as follows:

During refueling: Take a sample of filtered fuel after pumping 1000 liters (optional);

After refueling: Under pressure, take a liter of sample from the filter outlet or before the absorbent filter for visual inspection;

If If the fuel truck stops operating or is switched to refuel another aircraft before the end of refueling, sampling must be performed after removing the nozzle from the aircraft;

If If water is found in the sample, immediately stop refueling and notify the airline representative. Refueling shall not be resumed until the causes have been identified and addressed;

8. Provisions to ensure safety during and after refueling:

a) During aircraft refueling, the refueling personnel must be positioned where they can clearly observe the refueling vehicle control panel and the aircraft fueling port, operate the hand-held control (deadman) (no objects shall be used to hold open the hand-held control), monitor and check for fuel leaks, pressure differential on the filter, and other technical parameters;

b) Immediately stop refueling if there is a fuel leak or a sudden decrease in pressure differential on the filter;

c) During refueling, no maintenance work that may affect the safety of aircraft refueling shall be carried out;

d) Personal mobile phones shall not be used in the refueling area;

e) Overfilling that causes fuel spillage is prohibited; if fuel spills, the refueling personnel must clean it up immediately; if the spill exceeds 4 square meters, fire-fighting personnel must be called to clean it up;² f) While refueling the aircraft, the following actions shall not be performed: Turning on or off the aircraft power source or using devices that generate electrical sparks; powering up equipment and systems for testing; warming up engines; using open flame lighting to check the refueling process;

g) While refueling the aircraft, vehicles operating within a 15-meter radius around the aircraft shall not start their engines;

h) Smoking is strictly prohibited in the refueling area;

i) After completing refueling: Before leaving the aircraft that has completed refueling, the refueling personnel must conduct a final check around the refueling equipment to ensure that all aircraft fuel ports are securely closed, the refueling equipment is completely disconnected from the aircraft, and all parts of the equipment are properly stowed;

j) The refueling vehicle operator and refueling personnel must closely coordinate when moving the vehicle away from the aircraft according to established procedures.

j) The operator of the fuel loading vehicle and the fueling personnel must closely coordinate when operating the vehicle to leave the aircraft according to established procedures and regulations.

Article 43. Refueling Aircraft

1. Refueling aircraft using fuel trucks

a) Refueling under the wing of the aircraft:

In addition to the provisions stipulated in Article 42 of this Circular, the parking position of the fuel truck must comply with the following requirements:

- The length of the flexible hose deployment should be the shortest possible, the hose must be installed vertically without creating a lateral pulling force on the aircraft's fuel intake port, it must not obstruct the operation of other ground service vehicles, and there must be signals for identification to prevent collisions;

- The safe distance in height must be determined to avoid collision between the fuel truck and the aircraft during approach and when the aircraft is fully loaded;

b) Refueling over the wing of the aircraft:

- When refueling over the wing of the aircraft, in addition to the provisions stipulated in Article 42 of this Circular, appropriate couplings must be used and the connection and installation procedures of the fueling nozzles into the aircraft's fuel tank intake ports must be strictly followed to ensure safety;

- If the fuel tank caps of the aircraft have been removed during the refueling process, they need to be reinstalled to allow the fuel vapor to dissipate completely within the permitted area before starting the refueling process. This process may vary depending on the type of aircraft but the following points should be noted:

Bring the nozzle mouth into contact with the metal surface of the aircraft's wing to balance the electrical potential. Open the fuel intake port cap on the wing;

Attach the clamp of the fueling nozzle to the coupling point or the fuel intake port cap (if the coupling point is suitable or the intake port is available on the aircraft) while the aircraft's fuel tank cap remains closed;

Open the aircraft's fuel tank cap;

Insert the fueling hose into the fuel intake port, secure it tightly, and proceed with refueling;

- Additional warnings for the refueling process over the wing of the aircraft:

Primary market: Do not store items in hats, pockets, or sleeves, as these can fall into the aircraft's fuel tank;

Various The fueling hose must be placed through the front part of the wing to the fuel intake port (not through the rear part of the wing) to avoid potential damage to the aircraft. Steps and padding must be used to prevent damage to the aircraft due to friction during refueling;

Fueling nozzles on the wing must be manually opened and closed and should never be forced open by pressing the fueling lever;

2. Refueling aircraft using fuel transfer trucks:

a) Refueling under the wing of the aircraft:

In addition to the provisions stipulated in Article 42 of this Circular, the following steps must be carried out:

- Check the type of fuel in the fuel well and the fuel transfer truck before connecting the hose;

- The fuel well and the suction pipe connecting the hidden valve to the fuel transfer truck must have warning signs; or flags with easily recognizable colors during the day, and at night, safe light sources can be used along the suction pipe to the fuel well to warn and prevent other service vehicles from running over them;

- Connect the static electricity wire to the aircraft;

- Secure the hidden valve with a rope;

- Ensure that the hidden valve remains closed by pulling the rope to close the valve;

- Place the rope on the apron so that it is visible and ready for refueling, and also available for emergency use by other airport staff;

- Clean any dirt or moisture from the coupling between the hidden valve and the coupling head;

- Install the coupling (coupling) of the fuel transfer truck hose into the aircraft's fuel well and fueling nozzle (fuel intake ports of the aircraft must be checked); Open the coupling of the fueling nozzle and the aircraft's fuel intake port if they are controlled manually;

- Activate the handheld control system (deadman) to start refueling;

- Upon completion of the refueling process, reverse the steps taken in the original sequence (install first, remove last);

- Whenever the refueler leaves their position, the fuel well/fueling nozzle must be closed;

- The fuel well cover and coupling heads must be covered with dust covers whenever they are not in use;

- Fuel sampling and testing must be conducted as specified in Clause 7 of Article 42 of this Circular;

b) Refueling over the wing of the aircraft:

- Fueling over the wing of the aircraft cannot be done via the fuel truck hose system due to high pressure which could cause leakage;

- This method can only be applied when the fuel truck is designed to refuel from above the wing of the aircraft and does not have an emergency release mechanism;

- All refueling processes over the wing of the aircraft from the fuel transfer truck must be performed by two personnel according to the approved procedure, where one person must hold the handheld control (deadman) and the valve rope throughout the refueling process;

Article Article 44. Refueling for Special Aircraft Flights

1. Refueling special aircraft of Vietnam:

(Water Separation Value) carried out in accordance with Circular No. 28/2010/TT-BGTVT dated September 13, 2010 issued by the Ministry of Transport detailing the work of ensuring special aircraft flights;

2. Refueling foreign special aircraft at Vietnamese airports:

(Water Separation Value) carried out according to the requirements of representatives of the country owning the special aircraft;

Section 2

FUELING SPECIAL CASES OF FUELING OR DRAINING FUEL

Article Article 45. Refueling or draining fuel when passengers are boarding, disembarking, or on board the aircraft

1. Refueling or draining fuel when passengers are boarding, disembarking, or on board the aircraft can only be carried out under the following conditions:

a) The aircraft operator must notify and closely coordinate with the airport operator to ensure that the airport has prepared safety measures, and fire trucks are deployed at designated positions;

b) The aircraft operator must have an immediate evacuation plan for passengers in case of emergencies: prepare stairs, slides, doors, and escape routes;

c) The aircraft operator must inform passengers and crew members about the refueling process. Provide instructions to staff on ensuring the safety of all passengers during refueling and strictly adhere to those instructions.

d) Passengers and crew on board the vessel shall not fasten their seat belts. The strict rule "No Smoking" must be enforced; no equipment that can cause sparks may be used, and movement within the compartment shall be prohibited.

2. Refueling must be halted when fuel spills occur, other incidents arise, or any of the aforementioned regulations are violated, potentially leading to dangerous accidents.

3. Refueling is not permitted when passengers are boarding or disembarking from the aircraft.

a) Helicopters; aircraft with fewer than 20 passenger seats; aircraft using JP4 fuel (wide-cut fuel component for military aircraft) or mixed with JP4; and Avgas fuel;

b) When any requirement set forth in Clause 1 of this Article cannot be fulfilled unless special permission is granted by the airport operator and airport authorities.

Article 46. Refueling when the auxiliary power unit (APU) of the aircraft is operating

1. When the APU exhaust stream is outside the fire zone perimeter

a) Refueling equipment must be positioned as far away from the APU as possible;

b) During refueling, the APU may be stopped or started without prior notice;

c) If fuel spills occur, the APU must be immediately shut down until the spilled fuel is isolated and there is no longer a danger of flammable fuel vapor.

2. When the APU exhaust stream is within the fire zone perimeter

a) The APU must be started and stabilized before removing covers and connecting hoses for refueling;

- If the APU is stopped during refueling, it may not be restarted until refueling has ceased;

- If the APU exhaust stream is on one side of the aircraft, the refueling vehicle should park on the opposite side if possible. Otherwise, it must be parked at the greatest possible distance from the exhaust stream;

- If fuel spills occur, the APU must be immediately shut down until the spilled fuel is isolated and there is no longer a danger of flammable fuel vapor;

- If the APU exhaust stream passes directly over the top of the wing, refueling on the wing must not be conducted while the APU is operating.

3. APU in the engine compartment on the same side as the aircraft's refueling position.

Primary market: Refueling may be conducted when the APU is located in the engine compartment on the same side as the active refueling port, provided that no specific procedure has been approved by the competent authority.

Article Article 47. Refueling when the ground power unit (GPU) is supplying power to the aircraft

1. The ground power unit (GPU) must be at least six meters away from the refueling equipment and not near the vent points of the wing fuel tanks.

2. The GPU engine must be started and powered up before beginning the refueling process. The power supply must not be interrupted during refueling;

3. If fuel spills occur, the GPU must be immediately shut down until the spilled fuel is isolated and there is no longer a danger of flammable fuel vapor.

Article 48. Refueling when an aircraft engine is operating

1. Refueling under the wing of the aircraft:

a) Refueling under the wing may only be performed when an aircraft engine cannot be restarted due to malfunctioning ground-based engine starting equipment, and such permission must be within the airport's regulations;

b) Refueling shall not be conducted on the side where an engine is operating under any circumstances;

c) The aircraft must be parked at least fifty meters away from the passenger boarding area of the airport and any buildings or other aircraft;

d) The aircraft must face into the wind;

e) Refueling may not commence until all passengers have left the aircraft at a minimum distance of fifty meters;

f) Mobile firefighting equipment such as fire trucks and portable firefighting devices must be prepared alongside the aircraft;

g) Fuel must be refueled on the opposite side of the operating engine. The refueling equipment must be parked at the greatest possible distance from the operating engine;

h) If additional fuel needs to be added to the side of the operating engine, the following sequence must be followed:

- Move the refueling equipment from its previous position at least fifty meters away from the engine;

- Aircraft personnel start the engine that was just refueled;

- Aircraft personnel turn off the engine to be refueled;

- Move the refueling equipment to the side of the aircraft to be refueled at the greatest possible distance from the operating engine;

- Conduct refueling.

2. Refueling above the wing of the aircraft

Refueling above the wing of the aircraft is not permitted when an engine is operating under any circumstances.

Article 49. Refueling when the aircraft's air conditioning system is operating

Refueling must be carried out under similar conditions to other aircraft servicing activities, except in cases of fuel spillage, the aircraft's air conditioning system must be turned off. This is to prevent flammable vapors from passing through the passenger area of the aircraft.

Article 50. Refueling in Aircraft Hangars

1. Refueling in aircraft hangars or similar locations is not permitted, except in cases where there is a special agreement between the airline and the hangar management unit.

2. The responsibility for protection and compensation lies with the airline.

Article Article 51. Refueling when the Aircraft is Illegally Interfered With

1. Airports and airport operators must develop plans to organize services for aircraft that have been illegally interfered with, including refueling services as required by illegal interference; these plans are adjusted and supplemented annually and notified in writing to fuel suppliers and refueling service providers at the airport.

2. In such cases, the safety of the lives of staff, passengers on board, and the flight crew must be given top priority.

3. When it is necessary to refuel an aircraft that has been illegally interfered with

It must be carried out in accordance with Decision No. 44/2009/QD-TTg dated March 26, 2009, issued by the Prime Minister on the overall emergency plan to deal with illegal interference in civil aviation operations. Specifically as follows:

Airport and airport operators must advise provincial People's Committees, centrally-administered city People's Committees, and the Civil Aviation Administration on applying additional preventive measures suitable for illegal interference (Chapter I, Section III.5.a, Decision No. 44/2009/QD-TTg) and direct coordination with aviation units operating at airports to implement the emergency response plan against illegal interference; they must be under the command of the commander coordinating forces directly implementing the emergency response plan against illegal interference at the scene (Chapter I, Section III.5.c, Decision No. 44/2009/QD-TTg);

4. Responsibilities of the head of the committee or team handling incidents involving illegally interfered-with aircraft when refueling is required:

a) Coordinate with airlines to designate the refueling service provider for the aircraft, which may include mobilizing military personnel for the task;

b) Determine the organization responsible for costs (local government, airline, or government expenses, if the cost is borne by the fuel supplier, it must be agreed upon by shareholders or included in company expenses for state-owned enterprises) for refueling: fuel costs, refueling service costs, and compensation for damages if they occur;

c) Notify in writing the designated refueling service company about the implementation plan: location, time, quantity of fuel, personnel and equipment for refueling, and the organization bearing the costs;

d) Develop a plan to ensure the safety of those involved in refueling, passengers, and the flight crew. Inform the illegal interference about the quantity of fuel, equipment, personnel, and attire for identification, and the time for refueling;

e) Appoint experienced personnel to manage refueling operations; refueling service personnel and supervisors must comply with the instructions of the person managing the refueling operation.

5. Responsibilities of the Fuel Refueling Service Provider:

a) Based on the airport's emergency situation service plan, the fuel refueling service provider must develop a "Refueling Process for Illegally Interfered-With Aircraft" and conduct annual training on this process for refueling personnel;

b) Upon receiving notification of refueling for an illegally interfered-with aircraft, the fuel refueling service provider must carry out the following steps:

- Implement the emergency response plan against illegal interference, under the command of the commander coordinating forces directly implementing the emergency response plan against illegal interference at the scene;

- Appoint experienced personnel to supervise refueling and select experienced, willing, or voluntary personnel to perform refueling tasks for illegally interfered-with aircraft;

- Prepare sufficient fuel and equipment for refueling illegally interfered-with aircraft;

- Report in writing to the head of the committee or team handling incidents involving illegally interfered-with aircraft about the quantity of fuel, equipment, and personnel participating in refueling;

- If the supervisor and refueling personnel are not proficient with the aircraft's fuel system, request technical personnel proficient with the task to participate in refueling services;

- Report to the immediate superior manager about the decision to provide refueling services for illegally interfered-with aircraft made by the committee or team handling incidents and the implementation plan of the unit.

6. Information on Illegally Interfered-With Aircraft

All personnel serving illegally interfered-with aircraft are not allowed to provide information to media outlets before the authorized authority makes an announcement, both during and after the incident resolution.

Article Article 52. Bomb Threat on an Already-Fueled Aircraft

In the case where an aircraft is warned of being booby-trapped with a bomb, the head of the organization handling the incident (according to Decision No. 44/2009/QD-TTg, Chapter III, Section I.2) will decide to evacuate passengers and drain fuel from the aircraft to ensure safety.

Article Article 53. Draining Fuel from Aircraft Fuel Tanks

1. The fuel refueling service provider for aviation must have the necessary equipment to use promptly when airlines require draining fuel from aircraft to adjust weight or maintain the aircraft or for other reasons.

2. Nhà cung ứng dịch vụ tra nạp nhiên liệu hàng không phải có trách nhiệm hút nhiên liệu từ tàu bay trong thời gian ngắn nhất khi được hãng hàng không yêu cầu. Nhiên liệu hút từ tàu bay được loại bỏ hoặc bảo quản phải được sự thống nhất của cả hai bên.

3. Tiến hành hút nhiên liệu từ tàu bay phải đảm bảo an toàn; chất lượng nhiên liệu phải được kiểm soát theo hướng dẫn của tài liệu JIG.

Chương V

CÁC YÊU CẦU VỀ HUẤN LUYỆN, ĐÀO TẠO, AN TOÀN, AN NINH, XỬ LÝ SỰ CỐ TRONG KHO NHIÊN LIỆU HÀNG KHÔNG

Mục 1

HUẤN LUYỆN, ĐÀO TẠO, AN TOÀN, AN NINH KHO NHIÊN LIỆU HÀNG KHÔNG

Điều 54. Huấn luyện

1. Nhà cung ứng dịch vụ tra nạp nhiên liệu hàng không phải xây dựng phương án và tổ chức huấn luyện hàng năm hoặc định kỳ cho toàn thể cán bộ, nhân viên xử lý các tình huống khẩn cấp có thể xảy ra:

a) Xử lý sự cố rò rỉ, tràn nhiên liệu;

b) Xử lý sự cố hỏng các phương tiện kỹ thuật trong quá trình làm việc;

c) Chữa các đám cháy xảy ra trong kho và khu vực lân cận kho;

d) Xử lý sự cố tai nạn lao động.

2. Phương án huấn luyện phải cụ thể, sát với thực tế công việc hàng ngày; phân công rõ ràng nhiệm vụ và hành động của từng bộ phận, cá nhân trong dây chuyền sản xuất. Sau mỗi đợt huấn luyện tổ chức rút kinh nghiệm và bổ sung, điều chỉnh phương án để sẵn sàng xử lý có hiệu quả các tình huống khẩn cấp có thể xảy ra.

a) Huấn luyện chữa cháy

Hàng năm phải tổ chức huấn luyện cho người lao động về sử dụng các phương tiện chữa cháy ban đầu, hệ thống chữa cháy cố định của kho (nếu có) để chữa cháy; tổ chức diễn tập chữa cháy theo từng tình huống giả định với sự tham gia của các bộ phận, cá nhân trong dây chuyền sản xuất (lực lượng chữa cháy tại chỗ) và lực lượng chữa cháy chuyên nghiệp trên địa bàn, lực lượng chữa cháy sân bay và các đơn vị lân cận khác.

b) Huấn luyện xử lý các sự cố khác

- Sự cố tràn nhiên liệu: Huấn luyện người lao động sử dụng các phương tiện tại chỗ để ngăn chặn, cô lập, thu gọm kịp thời nhiên liệu bị tràn, phòng ngừa cháy nổ và sơ tán cấp cứu người lao động bị tai nạn khi có xảy ra tràn nhiên liệu. Nếu nhiên liệu bị tràn với số lượng lớn phải thông báo kịp thời cho Người khai thác cảng hàng không, sân bay và chính quyền địa phương để phối hợp xử lý nhằm hạn chế đến mức thấp nhất thiệt hại về tài sản, tác động tới môi trường;

- Huấn luyện người lao động xử lý các tình huống uy hiếp an toàn có thể xảy ra khi có sự cố rò rỉ nhiên liệu trên hệ thống công nghệ, bể chứa, từ các phương tiện vận chuyển và tra nạp nhiên liệu.

- Huấn luyện về vệ sinh, an toàn lao động.

Phải lập báo cáo và lưu hồ sơ huấn luyện tại đơn vị thời gian tối thiểu là 3 năm.

Điều 55. Các yêu cầu về an toàn

1. An toàn về điện, hệ thống chống sét

a) Phải kiểm tra định kỳ tình trạng kỹ thuật các trang thiết bị công nghệ, thiết bị điện theo khuyến cáo của nhà sản xuất; kiểm tra định kỳ điện trở tiếp đất các hệ thống tiếp mát truyền tĩnh điện, hệ thống chống sét. Điện trở tiếp đất của hệ thống tiếp mát truyền tĩnh điện và điện trở tiếp đất hệ thống chống sét phải tuân theo quy định hiện hành. Nếu phát hiện có biểu hiện không bình thường phải khắc phục ngay.

b) Kho nhiên liệu hàng không phải được trang bị hệ thống ngắt khẩn cấp; các cảnh báo an toàn khi làm việc phải được vẽ và bố trí ở vị trí nổi bật.

2. An toàn lao động

a) Người lao động phải được trang bị đầy đủ kiến thức để đảm nhiệm công việc; trang bị đầy đủ dụng cụ và bảo hộ lao động thích hợp.

b) Phải có kế hoạch khám sức khỏe theo định kỳ và chữa bệnh cho người lao động.

3. An toàn phòng chống cháy, nổ

a) Kho nhiên liệu hàng không phải được trang bị đầy đủ các phương tiện chữa cháy ban đầu, hệ thống chữa cháy cố định/ bán cố định, nước chữa cháy và làm mát theo quy định hiện hành của nhà nước về chữa cháy kho xăng dầu.

b) Kho nhiên liệu hàng không phải có sơ đồ tại nơi dễ quan sát vị trí bố trí các phương tiện chữa cháy ban đầu, hệ thống và tín hiệu báo cháy, các số điện thoại trực tuyến gọi chữa cháy và thông báo các tình huống khẩn cấp khác để mọi người có thể sử dụng khi sự cố xảy ra.

c) Kho nhiên liệu hàng không phải có nội quy phòng cháy, chữa cháy; nội quy phòng cháy, chữa cháy phải được để ở vị trí dễ quan sát tại từng khu vực làm việc,

d) Kho nhiên liệu hàng không phải xây dựng phương án chữa cháy và phải được cơ quan quản lý nhà nước về PCCC phê duyệt theo phân cấp và thực tập huấn luyện nghiệp vụ định kỳ một năm một lần theo phương án đã được phê duyệt.

e) Trong kho nhiên liệu hàng không, tuyệt đối nghiêm cấm sử dụng các vật có thể tạo nguồn lửa như diêm, bật lửa …, không đi giày có đóng cá sắt, không sử dụng điện thoại di động không được chứng nhận an toàn cho kho xăng dầu. Các loại điện thoại di động thông thường chỉ được sử dụng ở khu vực văn phòng, trong các nhà và khu vực an toàn về cháy nổ.

f) Không sử dụng lửa trần hoặc làm các công việc có phát sinh tia lửa trong kho nhiên liệu hàng không. Trong trường hợp cần sửa chữa phải có phương án đảm bảo an toàn PCCC được cấp có thẩm quyền phê duyệt. Phải có người và phương tiện chữa cháy trực thường xuyên để sẵn sàng xử lý khi có sự cố xảy ra.

g) Thực hiện kiểm tra hàng ngày vệ sinh PCCC kho; Kiểm tra, bảo dưỡng các phương tiện, trang thiết bị chữa cháy theo khuyến cáo của nhà sản xuất và theo quy định của nhà nước. Kết quả kiểm tra phải được ghi vào biên bản.

h) Kho nhiên liệu hàng không phải có báo cáo đánh giá rủi ro và lập kế hoạch Ứng cứu khẩn cấp có các kịch bản sự cố cụ thể và tổ chức huấn luyện diễn tập định kỳ theo các tình huống đó.

4. Kho nhiên liệu hàng không phải được cơ quan quản lý nhà nước về PCCC cấp giấy chứng nhận theo phân cấp, chứng nhận đủ điều kiện an toàn về PCCC.

Điều 56. An ninh

1. Người quản lý kho nhiên liệu hàng không có trách nhiệm bảo đảm việc bố trí phù hợp các trang thiết bị để bảo vệ nhân sự, tài sản và hoạt động của thiết bị.

2. Kho nhiên liệu hàng không phải được bảo vệ để tránh sự xâm nhập của người lạ. Hệ thống hàng rào phải theo tiêu chuẩn hàng rào an ninh hàng không để đề phòng mất trộm nhiên liệu, trang thiết bị, pha trộn tạp chất vào nhiên liệu và sử dụng các thiết bị để làm các việc bất hợp pháp.

3. Các xe không có người lái phải rút chìa khóa. Phải tiến hành đánh giá công tác bảo đảm an ninh bao gồm việc sử dụng các thiết bị bảo vệ, kiểm tra hàng rào bảo vệ, hệ thống cảnh báo và tình trạng khóa của các van.

Mục 2

XỬ LÝ SỰ CỐ CÁC TRƯỜNG HỢP KHẨN CẤP TRONG KHO NHIÊN LIỆU HÀNG KHÔNG

Điều 57. Các trường hợp khẩn cấp

1. Trách nhiệm của người quản lý kho nhiên liệu hàng không: Phải tính toán tất cả các trường hợp khẩn cấp có thể xảy ra và lập kế hoạch đối phó.

2. Các trường hợp khẩn cấp cần phải được xem xét

a) Thiết bị bị hỏng ảnh hưởng đến hoạt động;

b) Mất điện;

c) Tràn nhiên liệu;

d) Tai nạn gây chấn thương nghiêm trọng cho nhân viên, người điều hành hoặc người thứ 3;

e) Những hoạt động khủng bố, ném bom, bạo loạn …;

f) Các vấn đề liên quan đến chất lượng nhiên liệu;

g) Các sự cố/ tai nạn tàu bay mà nguyên nhân có thể là do nhiên liệu;

h) Hỏa hoạn.

Điều 58. Báo cáo và điều tra về tai nạn/ sự cố, sự cố tránh được, rủi ro và chậm trễ

1. Xác định mức độ của tai nạn/ sự cố, sự cố tránh được, rủi ro và chậm trễ:

a) Tai nạn/ sự cố được xác định là nghiêm trọng khi nó gây nên các hậu quả sau:

- Gây ra các vết thương nghiêm trọng hay ảnh hưởng đến tính mạng của người lao động;

- Gây thiệt hại về tài sản, máy móc, thiết bị với giá trị lớn hơn 1.050.000.000 VNĐ (tương đương với khoảng 50.000 USD);

- Làm tràn nhiên liệu hoặc hóa chất với số lượng trên 10.000 lít;

- Ảnh hưởng đến sự an toàn, bao gồm những hoạt động tội phạm hoặc hành động phá hoại gây thiệt hại lớn hơn 1.050.000.000 VNĐ (tương đương với khoảng 50.000 USD);

- Sự cố tránh được, nếu không tránh được có thể gây thiệt hại như trên;

- Bất kỳ biến cố nào gây ra thiệt hại cho cộng đồng với bất kỳ lý do nào;

b) Sự cố được xác định là kéo dài khi nó ngăn cản các nhân viên tham gia vào buổi thay ca tiếp theo. Các tai nạn có liên quan đến chấn thương của các nhân viên, ốm đau của người lao động có liên quan đến công việc, hư hại thiết bị … phải được điều tra tức thời;

c) Các sự cố tránh được, sự cố nhỏ và các rủi ro là những tình huống mà trong những hoàn cảnh khác nhau, có thể gây ra chấn thương hoặc tổn thất;

d) Sự cố uy hiếp an toàn, chậm hoặc hủy chuyến bay và tai nạn tàu bay.

- Sự cố uy hiếp an toàn: Phải báo ngay cho đại diện Hãng hàng không bằng văn bản, trong đó trình bày chi tiết số hiệu tàu bay và số chuyến bay mọi hỏng hóc với tàu bay xảy ra không quá trình tra nạp nhiên liệu;

- Trường hợp chậm hoặc hủy chuyến bay: Phải thông báo ngay cho người quản lý cấp trên và khách hàng về việc chậm hoặc hủy chuyến bay với đầy đủ các thông tin về số hiệu chuyến bay, số hiệu tàu bay, thời gian xảy ra và nguyên nhân chậm hoặc hủy chuyến bay;

- Trường hợp tàu bay gặp sự cố, tai nạn mà nhiên liệu có thể là một trong các nguyên nhân phải thực hiện các quy trình sau:

+ Trách nhiệm của Nhà cung ứng dịch vụ tra nạp nhiên liệu hàng không:

Niêm phong bể chứa loại nhiên liệu vừa tra nạp, xe tra nạp hoặc hệ thống công nghệ cấp phát cho tàu bay gặp sự cố/ tai nạn đến khi nguyên nhân tai nạn được làm rõ;

Chuẩn bị đầy đủ các dụng cụ lấy mẫu, bình đựng mẫu nhiên liệu. Niêm phong và giao nộp tất cả các mẫu nhiên liệu trên xe vừa tra nạp cho nhà khai thác cảng hàng không, sân bay;

Thành lập nhóm hoặc tổ điều tra nguyên nhân tai nạn do người đứng đầu công ty tra nạp nhiên liệu phụ trách, sẵn sàng hoạt động theo quyết định của cấp có thẩm quyền;

Phối hợp với Ủy ban hoặc tổ điều tra để làm rõ nguyên nhân tai nạn;

Người quản lý công ty tra nạp nhiên liệu phải thông báo ngay lập tức về sự cố/ tai nạn tàu bay cho người quản lý cấp trên, khách hàng có liên quan (hãng hàng không, đơn vị cung ứng nhiên liệu hàng không), người khai thác cảng hàng không, sân bay và nhà chức trách sân bay, theo các thông tin sau: Tên và địa danh sân bay; Ngày tháng và thời gian xảy ra tai nạn/ sự cố; Hãng hàng không có tàu bay bị tai nạn/ sự cố; Loại tàu bay, số đăng ký tàu bay; Số hiệu chuyến bay; Chi tiết về tai nạn/ sự cố: Mô tả tóm tắt, rõ ràng; Số người bị tai nạn/ chấn thương; Chi tiết về nhiên liệu trên tàu bay trước và sau khi xảy ra sự cố hoặc tai nạn;

+ Trách nhiệm của Người khai thác cảng hàng không, sân bay

Cùng hãng hàng không có tàu bay bị tai nạn thành lập đoàn điều tra tai nạn, lấy mẫu, niêm phong và ghi nhãn tại bể, xe tra có liên quan.

2. Báo cáo

a) Báo cáo các sự cố và tai nạn nghiêm trọng:

- Nhà cung ứng dịch vụ tra nạp phải báo cáo ngay tới lãnh đạo cấp trên; Người khai thác cảng hàng không, sân bay; Nhà chức trách sân bay bằng văn bản về tai nạn hoặc sự cố và các báo cáo đó phải được gửi đi trong vòng 24 giờ bằng fax hay e-mail;

- Phải điều tra tổng thể tìm hiểu các nguyên nhân trực tiếp và gián tiếp gây ra tai nạn. Phải đưa ra kết luận sơ bộ trong vòng 48 giờ sau khi xảy ra tai nạn. Báo cáo chi tiết cũng phải được hoàn thành càng sớm càng tốt nhưng không muộn hơn 30 ngày.

b) Báo cáo các sự cố kéo dài, các sự cố quan trọng khác, các sự cố tránh được, các sự cố nhỏ và rủi ro:

- Báo cáo các sự cố kéo dài: Phải được điều tra tức thời và Nhà cung ứng dịch vụ tra nạp phải báo cáo tới lãnh đạo cấp trên; Người khai thác cảng hàng không, sân bay; Nhà chức trách hàng không sau 24 giờ, bằng Fax hay E-mail. Báo cáo phải được hoàn thành trong vòng 48 giờ sau khi xảy ra sự cố;

- Báo cáo các sự cố tránh được, sự cố nhỏ và các rủi ro: Nhà cung ứng dịch vụ tra nạp phải thiết lập một hệ thống bảo đảm cho người lao động có thể báo bay những sự cố tránh được và những rủi ro, và mỗi báo cáo cần phải nêu rõ ràng những hành động điều chỉnh lại đã được thực hiện.

Điều 59. Bảo vệ môi trường

1. Phải tránh tối đa việc tràn và rò rỉ nhiên liệu.

2. Doanh nghiệp cung ứng và tra nạp nhiên liệu hàng không phải có trách nhiệm tìm hiểu đầy đủ những quy định của quốc gia và địa phương liên quan đến ô nhiễm môi trường. Điều này đảm bảo các phương án xử lý khi tràn dầu phải luôn được cập nhật và phổ biến cho tất cả các nhân viên và phải được áp dụng khi xảy ra sự cố.

3. Doanh nghiệp cung ứng và tra nạp nhiên liệu hàng không phải xây dựng:

a) Phương án ứng phó sự cố môi trường;

b) Quy chế an ninh;

c) Hệ thống quản lý an toàn (SMS);

b) Báo cáo đánh giá tác động môi trường.

4. Doanh nghiệp cung ứng và tra nạp nhiên liệu hàng không phải tuân thủ các biện pháp về bảo vệ môi trường, quan trắc môi trường theo yêu cầu của quyết định phê duyệt báo cáo đánh giá tác động môi trường, bản cam kết bảo vệ môi trường hoặc đề án bảo vệ môi trường được cơ quan nhà nước có thẩm quyền phê duyệt và thực hiện chế độ báo cáo định kỳ theo quy định của pháp luật.

Trong quá trình hoạt động, doanh nghiệp cung ứng và tra nạp nhiên liệu hàng không gây phát sinh chất thải nguy hại nằm trong danh mục chất thải nguy hại (ban hành kèm theo Quyết định số 23/2006/QĐ-BTNMT ngày 26/12/2006 của Bộ Tài nguyên và Môi trường) phải lập hồ sơ đăng ký chủ nguồn thải nguy hại gửi Sở Tài nguyên và Môi trường để được cấp sổ đăng ký chủ nguồn thải theo hướng dẫn tại Thông tư số 12/2006/TT-BTNMT ngày 26/12/2006 của Bộ Tài nguyên và Môi trường.

Chương VI

ĐIỀU KHOẢN THI HÀNH

Điều 60. Tổ chức thực hiện

Cục Hàng không Việt Nam:

1. Chịu trách nhiệm triển khai, kiểm tra, giám sát việc thực hiện Thông tư này, cập nhật các tiêu chuẩn, tài liệu kỹ thuật được sửa đổi nêu trong Thông tư này.

2. Tổng hợp và báo cáo Bộ Giao thông vận tải những vấn đề phát sinh, vướng mắc trong quá trình thực hiện để nghiên cứu, giải quyết kịp thời.

Điều 61. Hiệu lực và trách nhiệm thi hành

1. Thông tư này có hiệu lực sau 45 ngày kể từ ngày ký và bãi bỏ Quyết định số 14/1999/QĐ-CHK ngày 18 tháng 5 năm 1999 của Cục Hàng không dân dụng Việt Nam về việc ban hành “Điều lệ kỹ thuật xăng dầu hàng không”.

2. Ban hành kèm theo Thông tư này 13 Phụ lục sau:

a) Phụ lục 1: Các tiêu chuẩn, tài liệu sử dụng hiện hành.

b) Phụ lục 2: Các chỉ tiêu chất lượng nhiên liệu phản lực tuốc bin hàng không Jet A-1.

c) Phụ lục 3: Các chỉ tiêu chất lượng nhiên liệu phản lực tuốc bin hàng không Jet A-1.

d) Phụ lục 4: Các chỉ tiêu chất lượng nhiên liệu xăng tàu bay.

đ) Phụ lục 5: Chứng nhận kiểm tra lại chất lượng nhiên liệu Jet A-1.

e) Phụ lục 6: Chứng nhận kiểm tra định kỳ chất lượng nhiên liệu Jet A-1.

g) Phụ lục 7: Chứng nhận kiểm tra lại/ kiểm tra định kỳ nhiên liệu xăng tàu bay.

h) Phụ lục 8: Quy trình kiểm tra, thử nghiệm ống mềm.

i) Phụ lục 9: Kiểm tra, bảo dưỡng thiết bị lọc, thay thế lõi lọc nhiên liệu hàng không.

k) Phụ lục 10: Hệ thống kiểm soát áp suất và các van điều khiển Deadman.

l) Phụ lục 11: Quy trình rửa bể chứa nhiên liệu hàng không.

m) Phụ lục 12: Quy trình làm sạch Xi téc ô tô, Xi téc đường sắt.

n) Phụ lục 13: Quy trình làm sạch tàu, xà lan vận chuyển nhiên liệu hàng không bằng đường biển, đường thủy nội địa.

3. Chánh Văn phòng Bộ, Chánh Thanh tra Bộ, Vụ trưởng các Vụ, Cục trưởng Cục Hàng không Việt Nam, Thủ trưởng các cơ quan, tổ chức và cá nhân có liên quan chịu trách nhiệm thi hành Thông tư này./.