Circular No. 38/2014/TT-BGTVT stipulates technical requirements for aircraft fueling equipment in Vietnam.

 

CIRCULAR

Regulations on ensuring aviation fuel technical assurance at Vstrict N |||am

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Pursuant to the Civil Aviation Law of Vietnam dated June 29, 2006;

On the basis of The Law on Fire Prevention and Fighting dated June 29, 2001 and the Law Amending and Supplementing Certain Provisions of the Law on Fire Prevention and Fighting dated November 22, 2013;

Pursuant to the Law on Product Quality and Commodities dated November 21, 2007;

Pursuant to the Law on Measurement dated November 11, 2011;

The Prime Minister issues this Decision amending and supplementing certain provisions of the Regulation on Response Activities to Oil Spill Incidents issued together with Decision No. 02/2013/QĐ-TTg dated January 14, 2013 of the Prime Minister.

On the basis of Decree No. 132/2008/ND-CP dated December 31, 2008 of the Government detailing implementation of certain articles of the Law on Product Quality;

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

Pursuant to Decree No. 84/2009/ND-CP dated October 15, 2009 of the Government on gasoline retail business;

Pursuant to Decree No. 35/2003/ND-CP dated April 4, 2003 of the Government detailing implementation of certain articles of the Law on Fire Prevention and Fighting and Decree No. 46/2012/ND-CP dated May 22, 2012 of the Government amending and supplementing certain provisions of Decree No. 35/2003/ND-CP dated April 4, 2003 detailing implementation of certain articles of the Law on Fire Prevention and Fighting and Decree No. 130/2006/ND-CP dated November 8, 2006 of the Government on compulsory fire and explosion insurance;

Pursuant to Decree No. 83/2007/ND-CP dated May 25, 2007 of the Government on management and operation of civil airports;

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

Pursuant to Decree No. 29/2011/NĐ-CP dated April 18, 2011 of the Government on strategic environmental assessment, environmental impact assessment, and environmental protection commitment;

Pursuant to Decree No. 201/2013/NĐ-CP dated November 27, 2013 of the Government detailing implementation of certain provisions of the Law on Water Resources;

Pursuant to Decree No. 107/2012/NĐ-CP dated December 20, 2012 of the Government stipulating the functions, tasks, powers, and organizational structure of the Ministry of Transport;

At the proposal of the Director of the Science and Technology Department and the Director of the Civil Aviation Administration of Vietnam,

The Minister of Transport issues this Circular on regulations for ensuring aviation fuel technical assurance in Vietnam,

PART I

GENERAL PROVISIONS

Article 1. Scope of Regulation and Applicability

1. This Circular stipulates the management of quality and safety of aviation fuel in Vietnam.

2. This Circular applies to organizations and individuals involved in ensuring aviation fuel technical assurance in Vietnam.

Article 2. Definitions, Abbreviations

1. Aviation Fuel: refers to fuel used for jet turbine-powered aircraft, turboprop aircraft (referred to as jet fuel), and aircraft using Avgas.

2. Aviation Fuel Storage: refers to places receiving, storing, and distributing aviation fuel. Based on their functions, aviation fuel storage facilities are divided into two types: upstream terminals, intermediate terminals, and airport depots.

a) Upstream Terminals, Intermediate Terminals (Pre-airfield Terminals): refer to places receiving, storing, and distributing aviation fuel to supply sources for airport depots. Depending on geographical location, upstream terminals, intermediate terminals are designed to receive aviation fuel via sea, inland waterways, rail, road, or pipeline. If upstream terminals, intermediate terminals are designed to receive multiple types of petroleum products, aviation fuel must be received, stored, and distributed independently from other products. Aviation fuel storage facilities of oil refineries in Vietnam are considered upstream terminals.

b) Airport Depots: refer to places receiving, storing aviation fuel to directly refuel aircraft operating at airports. Airport depots are designed and constructed in accordance with each airport's master plan, facilitating aviation fuel refueling operations and ensuring safety for airlines and airports. Airport depots may be designed to receive aviation fuel via road, sea, inland waterways, rail, or pipeline.

3. Aviation Fuel Technical Equipment: refers to equipment used for receiving, storing, and distributing aviation fuel.

4. High Level Fuel Warning System: refers to the latest technology measuring devices used to check fuel levels in storage tanks.

5. Filters:

a) Filter/Separator: refers to equipment used to remove solid particles and free water from fuel. It consists of two filter cores including coalescing filter cores and separating filter cores. Coalescing filter cores are designed to remove solid contaminants, break up fuel emulsions to form small droplets that will fall out of the fuel. Separating filter cores push the coalesced water out and prevent it from entering the fuel.

b) Filter Monitor: refers to equipment that filters contaminants and absorbs water from fuel. It has the ability to signal operators when fuel is contaminated by an increase in pressure differential or by interrupting the fuel flow if contamination reaches unacceptable levels.

c) Microfilter: refers to equipment designed to remove solid contaminants from fuel. The maximum mesh size allowed is 5 microns.

6. Aviation Fuel Refueling Equipment: refers to mobile or fixed equipment used to transfer aviation fuel to aircraft and must meet the technical standards of the current JIG 1 document, including:

a) Refueler: refers to a specialized vehicle equipped with fuel tanks and suitable technology systems to refuel aircraft or draw aviation fuel from aircraft when necessary;

b) Dispenser: refers to mobile equipment equipped with suitable technology systems to refuel aircraft from underground refueling systems;

c) Refueling Cabinet: refers to fixed ground-mounted equipment with fuel dispensing hoses, flow meters, and auxiliary equipment.

7. Handheld Control Unit (Deadman Control): refers to a handheld device allowing refueling personnel to start pumping, stop pumping, or draw fuel from aircraft.

8. Emergency Stop Button (ESB): refers to a button to stop the pipeline pumping system when activated. The emergency stop button must be placed near the aircraft parking position and must be clearly identifiable for easy visibility and access.

9. Programmable Logic Controller (PLC): refers to a programmed control device allowing flexible execution of logical control solutions through a programming language to control pressure and fuel flow in predefined states.

10. Interlock: refers to a safety device on refueling equipment preventing movement of the equipment.

11. Underground hydrant system (Hydrant system): is a fixed underground fuel loading system designed to facilitate fuel transportation.

12. Air transport fuel carriers: include various types of vessels such as ships, barges (transported by sea or inland waterways), tanker trucks, railway tank cars, and pipeline systems that meet technical requirements for air transport fuel carriers.

13. Air fuel loading service provider unit: holds a Business Registration Certificate including business registration for petroleum products and has been granted an air service provision license (type of air fuel supply service) at airports by the Civil Aviation Authority of Vietnam pursuant to Circular No. 16/2010/TT-BGTVT dated June 30, 2010, detailing management and operation of airports (Circular No. 16/2010/TT-BGTVT).

14. Joint Inspection Group (JIG): is an organization of international oil suppliers, including ENI, Kuwait Petroleum, BP, Shell, ChevronTexaco, Statoil, ExxonMobil, and Total. This organization has compiled the JIG1,2,3,4 documents with the aim of providing a common standard guideline on equipment standards, quality control, and fuel loading procedures accepted by IATA and permitted for use.

15. Air Fuel Quality Requirements for Joint Operation Systems (AFQRJOS): are the quality requirements for air fuels used in joint operation systems established by the Joint Inspection Group (JIG) based on strict requirements from two standards, namely British Ministry of Defence Standard DFF STAN 91/91 and ASTM Standard Specification D1655, current versions.

16. Types of quality certificates include:

a) Refinery Certificate of Quality: is an original certificate reflecting the quality of aviation fuel. This certificate is issued by the refinery's testing laboratory to a batch of aviation fuel upon its departure from the refinery, showing the test results of all quality indicators according to TCVN 6426 on jet fuel, or according to AFQRJOS of JIG. At the same time, this certificate must reflect the type and amount of additives added to the fuel, details related to identifying the refinery and tracing the origin of the product. The following information must be included in the certificate: date and signature of the authorized person issuing the certificate; name and full code of the standard; testing laboratory issuing the certificate (name, phone number, fax, and email address); product identification information (batch number or identification number; tank number; quantity of fuel in the batch); tested items including the standard technical limits.

b) Certificate of Analysis: is a quality certificate issued by the testing laboratory to a batch of goods, reflecting the test results of all quality indicators according to TCVN 6426 on jet fuel, or according to AFQRJOS of JIG. This certificate does not contain detailed information about additives previously added to the fuel, but it must reflect information related to identifying the refinery and tracing the origin of the product. Information to be included in the Certificate of Analysis includes: date and signature of the authorized person issuing the certificate; applicable standard (version number and revision number); testing laboratory issuing the certificate (name, phone number, fax, and email address); product identification information (batch number or identification number; tank number; quantity of fuel in the batch); tested items including standard limits.

c) Recertification Test Certificate: is a certificate reflecting the retest results of quality indicators that may change during transportation, delivery, and storage. Fuel is allowed to be imported or exported when: the retest results of quality indicators fall within the prescribed standard limits and changes in some indicators are within acceptable deviation limits. The Recertification Test Certificate must clearly show information about additive supplementation as follows: date of addition, composition and amount of additives added to the fuel before shipment. Information to be included in the Recertification Test Certificate includes: date and signature of the authorized person issuing the certificate; applicable standard (version number and revision number); testing laboratory issuing the certificate (name, phone number, fax, and email address); product identification information (batch number or identification number; tank number; quantity of each batch forming the new batch); tested items including standard limits.

d) Periodic Test Certificate: is a certificate reflecting the retest results of quality indicators that may change during fuel storage over a period of six months or more. Fuel meets standard requirements when the tested indicators fall within the prescribed standard limits, and changes in some indicators are within permissible limits.

17. Release Certificate: is a certificate confirming the compliance of jet fuel according to TCVN 6426 or according to AFQRJOS of JIG. This certificate is used in air fuel transportation and includes at least the following information: date and time of loading or transportation; type of fuel; batch number and specific gravity (at 15°C) of the fuel contained in the tank from which the fuel is shipped; confirmation of absence of "free water", recording specific gravity and temperature of the fuel after loading (receipt). The Release Certificate must always indicate the date of issuance and have the signature of the responsible person.

18. Fuel Sample: is a portion of fuel taken from one or multiple positions in a container, representing the fuel at that position or the entire fuel in the container.

a) Upper middle sample: is a local sample taken from the middle of the upper 1/3 column of liquid (at a distance of 1/6 the depth of the liquid column measured from the surface of the liquid).

b) Middle sample: is a local sample taken from the middle of the liquid column in the tank (at a distance of 1/2 the depth of the liquid column measured from the surface of the liquid).

c) Lower middle sample: is a local sample taken from the middle of the lower 1/3 column of liquid in the tank (at a distance of 5/6 the depth of the liquid column measured from the surface of the liquid).

19. Master's sample: is a representative sample taken from the cargo lot during loading at the place where the goods are loaded onto the transport vehicle, sent along with the fuel transport vehicle to the receiving location for quality testing when necessary; the master's sample has a minimum volume of 5 liters.

20. Visual inspection (Appearance check): is an on-site inspection to confirm that the fuel appears free of contaminants and undissolved water at ambient temperature at the time of sampling.

21. Direct visual inspection (Visual Check): is a visual inspection combined with the use of chemical water test equipment to confirm that the fuel does not contain water.

22. Comparative inspection (Control Check): is a visual inspection combined with the determination of specific gravity.

23. Membrane filter test: is a testing method according to ASTM D2276/IP 216 recording color levels both dry and wet when 5 liters of fuel pass through a membrane filter (which may be single or double) throughout the color determination process to assess cleanliness and evaluate the level of contamination of the fuel after passing through the filtration device.

24. Fire perimeter: is the immediate hazardous area surrounding the aircraft and refueling vehicle when the aircraft and refueling vehicle are parked at the refueling position. On the side of the refueling vehicle, the edge of the fire perimeter is 3 meters outside the perimeter of the fuel tank, fuel pipe, and underground fuel storage tanks (if any). Unless otherwise specified, this perimeter must be at least 10 meters away from buildings.

25. Free water: is small droplets of water causing turbidity due to gravity which can settle and form a layer of water at the bottom of the container.

26. Abbreviations:

a) AFQRJOS (Aviation Fuel Quality Requirements for Jointly Operated Systems): Quality requirements for aviation fuel used in jointly operated systems;

b) API (American Petroleum Institute): American Petroleum Institute;

c) APU (Auxiliary Power Units): Auxiliary power units of the aircraft;

d) ASTM (American Society for Testing and Materials): American Society for Testing and Materials;

đ) DIEGME (Diethylene Glycol Mono Methyl Ether): Anti-icing additive in fuel;

e) EI (Energy Institute): Energy Institute;

g) ESB (Emergency Stop Button): Emergency stop button;

h) FAME (Fatty Acid Methyl Ester): Fatty acid methyl ester;

i) FSII (Fuel System Icing Inhibitor): Fuel system icing inhibitor;

k) GPU (Ground Power Units): Ground power units;

l) HEPCV (Hose End Pressure Control Valve): Hose end pressure control valve;

m) IATA (International Air Transport Association): International Air Transport Association;

n) ICAO (International Civil Aviation Organization): International Civil Aviation Organization;

o) IP (Institute Petroleum): Petroleum Institute;

p) ISO (International Organization for Standardization): International Organization for Standardization;

q) IEC (International Electrotechnical Commission): International Electrotechnical Commission;

r) ILPCV (In-Line Pressure Control Valve): In-line pressure control valve;

s) JIG (Joint Inspection Group): Joint Inspection Group;

t) JFTOT (Jet Fuel Thermal Oxidation Test): Jet fuel thermal oxidation test;

u) MSEP (Micro Separation Parameter): Water separation value;

v) PLC (Programmable Logic Controller): Programmable logic controller.

Article 3. Procedures for Issuing Air Fuel Supply Service Permits

1. The application dossier for issuing an Air Fuel Supply Service Permit includes:

a) An application form for the permit (in accordance with the model prescribed in Appendix I attached to this Circular);

b) Business registration certificate including fuel business registration (certified copy or uncertified copy accompanied by original for verification);

c) Documents proving that the aviation fuel storage facility complies with the current versions of TCVN 5247, TCVN 4530, and JIG 2, as well as technical requirements specified in this Circular;

d) Documents proving the availability of refueling equipment capable of accurately, timely, and safely meeting aviation fuel needs as stipulated in Articles 18 and 19 of this Circular;

đ) Documents proving the existence of a quality assurance system for fuel and a service quality management system for refueling;

e) Documents proving the availability of trained staff in accordance with Decree No. 84/2009/ND-CP dated October 15, 2009 of the Government on petroleum trading;

g) Professional certificates for aviation personnel as prescribed in Clause 1, Article 6 of Circular No. 61/2011/TT-BGTVT dated December 21, 2011 of the Minister of Transport regarding aviation personnel, training institutions, and English language assessment centers for aviation personnel (Circular No. 61/2011/TT-BGTVT);

h) Security control permits for working on aircraft parking areas as prescribed in Article 19 of Circular No. 30/2012/TT-BGTVT dated August 1, 2012 of the Minister of Transport detailing the Civil Aviation Security Program and security quality control in civil aviation;

2. Organizations and individuals shall prepare one set of application dossier for issuing an Air Fuel Supply Service Permit in accordance with the regulations and submit it directly or through postal services to the Vietnam Civil Aviation Authority.

The Vietnam Civil Aviation Authority will receive and process the dossier. In case the dossier is incomplete, within three working days from the date of receipt, the Vietnam Civil Aviation Authority shall provide a written response to the organization or individual (if the dossier is received directly, the Vietnam Civil Aviation Authority shall respond on the same working day). Within seven working days from the date of receiving a complete dossier, the Vietnam Civil Aviation Authority shall be responsible for reviewing and issuing an approval document sent to the applicant, airport authorities, and airport operators; if not approved, a document stating the reasons must be issued.

Chapter II

TECHNICAL REQUIREMENTS

Section 1

TECHNICAL REQUIREMENTS FOR AVIATION FUEL

Article 4. Technical Standards for Aviation Fuel

1. Jet A-1 turbine engine aviation fuel must comply with the current versions of TCVN 6426 and the aviation fuel standards of the JIG (AFQRJOS) document. When the quality requirements of the JIG (AFQRJOS) document change and TCVN 6426 has not been updated accordingly, the changes in JIG (AFQRJOS) must be applied to control the quality of Jet A-1 fuel.

2. Avgas (100 and 100LL) must meet the quality requirements according to the current versions of Def Stan 90-9 (UK) and ASTM D 910 (US).

Article 5. Testing of Aviation Fuel Samples

1. The testing method must be conducted in accordance with current aviation fuel standards recognized according to the list specified in Appendix II attached hereto.

2. The testing method must correspond to the quality product standard provisions (ASTM, IP, TCVN methods or the quality standard methods for each type of fuel) specified in Appendix II attached hereto.

Article 6. Sampling for Quality Inspection of Aviation Fuel

1. Sampling for quality inspection must meet the ISO/IEC 17025 standard, applying appropriate sampling procedures and equipment to ensure that the sample taken represents the product in the container.

2. Sampling must be carried out in accordance with the requirements stipulated in TCVN 6777 or ASTM D4057, the current version, and the standards specified in Appendix II attached hereto.

Article 7. Requirements for Sample Testing

1. Requirements for the laboratory

a) Quality inspection of aviation fuel on samples taken in accordance with Article 6 of this Circular must be tested according to each index and corresponding testing methods;

b) Quality inspection of aviation fuel may be performed by the laboratory of the service provider or by a third-party laboratory designated by the relevant parties. Laboratories within Vietnam must be accredited laboratories recognized by the Quality Accreditation Office under the Ministry of Science and Technology as complying with the ISO/IEC 17025 standard and registered for the corresponding testing fields in accordance with the law on product and commodity quality;

c) Technical staff conducting quality inspections of aviation fuel must be professionally trained, hold qualification certificates, and proficiently operate testing equipment;

d) Quality inspection equipment must meet the following requirements: comply with the testing method regulations for each index, operate stably, be calibrated or verified in accordance with state regulations and manufacturer recommendations or laboratory usage procedures; have a usage history record including the following main contents: equipment name, country, manufacturer, date put into use, regular calibration or verification, malfunction and repair history (if any).

2. Testing record requirements: based on the results of each test, the laboratory issues a quality certification for the sample. The laboratory must retain original monitoring records, maintain a logbook recording the test results for each test of a sample, including the following main contents: testing date and time, sample number, unit sending the sample (or sampling location), inspection index, standard limit, test result, evaluation (pass/fail), signature of the tester and verifier. If there are errors in the records, they must be crossed out and the correct value noted next to them, without erasing or making it difficult to read or remove. All changes in the records must be confirmed by the person making the correction or their initials.

3. Quality index requirements and sample quantity in quality inspection testing.

a) Testing for issuance of Quality Certification from the refinery: includes all quality indices required in the current version of TCVN or AFQRJOS of (JIG), or equivalent technical indices. Minimum sample quantity requirements for testing are as follows: for jet fuel: 9 liters (top, middle, bottom samples x 1 liter/sample: Check homogeneity to create a composite sample, + 5 liters full sample + 1 liter/sample mobile to check flash point); for Avgas: 23 liters (top, middle, bottom samples x 1 liter/sample, + 20 liters full composite sample). Separate testing methods may require separate samples.

b) Testing for issuance of Analysis Certificate: includes all quality indices required in the current version of TCVN or AFQRJOS of (JIG), or equivalent technical indices. Before new products are accepted into a tank containing more than two batches, the fuel already in the tank must be tested for all quality indices. Minimum sample quantity requirements are as follows: for jet fuel: 3 liters (top, middle, bottom samples x 1 liter/sample, check homogeneity to create a composite sample). Note: If testing particle contamination in analysis, supplement with 5 liters; for Avgas: 23 liters (top, middle, bottom samples x 1 liter/sample, check homogeneity to create a composite sample, + 20 liters full sample).

c) Testing for issuance of Re-inspection Certificate: must be conducted before acceptance, after acceptance, and before distribution of jet fuel. Re-inspection test results must be compared with the corresponding results from previous analyses for the batch of fuel. Minimum sample quantity requirements are as follows: for jet fuel: 3 liters (top, middle, bottom samples x 1 liter/sample, check homogeneity to create a composite sample); for Avgas: 3 liters (top, middle, bottom samples x 1 liter/sample, check homogeneity to create a composite sample). Separate testing methods may require separate samples.

Table 1. Tests to be conducted to issue a Re-inspection Certificate

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

d) Testing for issuance of Periodic Inspection Certificates: 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 for periodic inspection must also be taken. The minimum sample quantity requirements are as follows: for jet fuel: 3 liters (top sample, middle sample, bottom sample x 1 liter/sample to form a composite sample); for Avgas: 3 liters (top sample, middle sample, bottom sample x 1 liter/sample to form a composite sample); separate testing methods may require specific samples.

18m2 (two ultrasound machine rooms) Tests must be conducted during Periodic Inspections

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

d) Testing for the development of microorganisms in aviation fuel for storage tanks, refueling equipment, including on-site tests at fueling points and airport fuel depots: when microbial growth is detected, corrective measures must be implemented and an investigation into the source of the microorganisms must be carried out. Microbial testing in jet fuel; Rapid tests must be conducted with samples of jet fuel taken from the bottom discharge pipes of storage tanks, refueling equipment, and filters using rapid test kits such as Micromonitor 2, Merck ATP, or other recognized kits. Recheck previous membrane filter color test results. Conduct internal inspection of the filter housing. Measures to take upon detection of microorganisms in fuel.

e) FAME testing in jet fuel: at locations where jet fuel is transported through multi-product systems such as Gas oil/diesel or stored in tanks previously containing Gas oil/diesel, jet fuel must be tested for Fatty Acid Methyl Ester (FAME) content according to the approved method specified in Appendix II issued together with this Circular.

4. On-site inspection requirements

a) External inspection: the minimum required sample size is 1 liter after draining fuel from the discharge pipe.

Minimum area 14m2 per procedure table for family planning services Tests must be conducted during External Inspection

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

b) Visual inspection: the minimum required sample size is 1 liter after draining fuel from the discharge pipe.

- If possible, patient rooms should have an adjacent bathroom. Tests must be conducted during Visual Inspection

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

c) Comparative testing: the minimum required sample size is 1 liter after draining fuel from the discharge pipe. This test is regularly performed to confirm that the fuel is of the correct type and has not changed quality in storage equipment by comparing test results with those recorded in relevant documentation (quality certificates). If the determined density values at 15°C (temperature-corrected) differ by more than 3 kg/m³, the cause must be identified before the fuel is accepted for use.³Tests must be conducted during Comparative Testing

Table 5. (Symbol "X": Conduct test; Symbol "-": Do not conduct test)

d) Membrane filter testing: must be conducted and evaluated based on the testing standards specified in Appendix II issued together with this Circular. The amount of fuel flowing through these membranes to determine color and weight must be 5 liters.

d) Electrical conductivity and temperature testing: must be conducted according to the standards specified in Appendix II issued together with this Circular.

đ) Testing electrical conductivity and temperature: must be carried out in accordance with the standards set forth in Appendix II attached hereto.

Article 8. Additives

1. General Provisions

a) Additives must be types accepted in fuel technical standards specified in Appendix II issued together with this Circular and in technical standards of aircraft and engine manufacturers. When receiving fuel, there must be documentation proving the type of additives used.

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 according to the following regulations: additives may only be used when approved by aircraft manufacturers and engine manufacturers regarding their concentration, composition, and total additive concentration mixed into the fuel. The first mixing and supplementary mixing must comply with product quality standard regulations.

d) Facilities that carry out additive mixing must establish procedures, measures, and have sufficient capacity to control fuel quality and ensure safety during the additive mixing process as stipulated in the current JIG 2 version; they must determine the concentration, amount of additives needed for the batch, equipment used for additive mixing, and related requirements. The additive mixing procedure must be approved by the facility's head.

2. Standards and Concentration for Anti-static Additive Mixing

a) Determine the concentration of anti-static additives already mixed into the fuel through the batch quality record (first mixing, supplementary mixing completed), the concentration of additives that can still be supplemented.

b) The fuel conductivity must be suitable for loading onto aircraft, ensuring that the product's conductivity value at handover exceeds the minimum level and taking into account significant decreases in conductivity at airports.

c) At airports, direct mixing of anti-static additives into fuel tanks of refueling trucks is not allowed.

d) At airport storage facilities, appropriate solutions such as blending batches of fuel with low conductivity with those of high conductivity must be chosen so that after blending, the fuel mixture in the tank meets the standard conductivity requirement before being loaded onto aircraft. Additional anti-static additives should not be mixed into Jet A-1 fuel storage tanks at airport storage facilities.

e) At primary or intermediate storage facilities: directly mix anti-static additives during the receipt process into storage tanks by adding additives to the bottom of the tanks before receiving fuel.

f) The quantity of supplemented additives must be clearly stated on the re-inspection quality certificate of the batch or on the dispatch note.

Section 2

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, pipeline systems when designed, newly constructed, or renovated, upgraded, repaired must comply with current technical standards and regulations or equivalent international standards specified in Appendix II issued together with this Circular and must be approved by the Civil Aviation Authority of Vietnam according to Article 56 of Circular No. 16/2010/TT-BGTVT.

2. Construction, renovation, upgrading, repair of air service facilities at airports, including plans to cease services on runways, taxiways, aircraft parking areas, passenger terminals, cargo terminals for more than 24 hours, must be approved by the Civil Aviation Authority of Vietnam according to Article 33 of Circular No. 16/2010/TT-BGTVT.

3. Aircraft fuel storage facilities must ensure the reception of all planned quantities of goods and continuous distribution to meet business needs promptly, ensuring fuel quality and safety based on the principle that the tank currently distributing fuel is completely isolated from tanks stabilizing, waiting for distribution, and tanks receiving or waiting to receive fuel.

4. Aircraft fuel storage facilities must have waste treatment stations, must have collection and treatment systems for oil spills, oil leaks, water contaminated with oil, and must be treated according to environmental protection and fire prevention regulations.

Article 10. Fuel tanks, bottom discharge tanks, and safety equipment

1. Fuel tanks

a) The tank must be designed according to national and international standards for fuel tank design as stipulated in Appendix II attached hereto.

b) The tank must ensure prevention of water and impurity intrusion; it must have the lowest point for recovering and removing water and sediment. The inlet and outlet fuel pipes of the tank must be separated.

c) Inner coating and lining of the tank: For upstream storage tanks and transfer tanks, the inside of the tank, at minimum the bottom and 1 meter height of the tank walls from the bottom, must be coated with a certified bright coating suitable for aviation fuel and meeting the standards set forth in Appendix II attached hereto; for airport storage tanks, the entire inner surface of the tank must be coated with a certified bright coating suitable for aviation fuel, including the underside of the tank roof.

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

đ) Vertical storage tanks with fixed roofs (or with internal floating roofs) must have inverted conical bottoms with a continuous slope of at least 1:30 to the sediment discharge port, free water in the middle of the tank, water and sediment will be discharged through the bottom discharge pipe and valve. The inlet pipe must be placed near the bottom of the tank to minimize oscillation. In special cases, if vertical storage tanks have flat bottoms, users must have enhanced sediment and water discharge procedures and check the cleanliness of the tank, while increasing fuel stabilization time.

e) It is not permitted to use components made of copper alloys or cadmium, or cadmium-plated, zinc-coated steel or plastic materials for piping, and zinc plating is not allowed on the inner surfaces of the piping system and tanks.

g) On the tank wall, the following minimum information must be posted: Tank identification mark (or serial number), name of fuel stored in the tank, and information about the most recent inspection and cleaning date.

h) For new tanks and tanks after repair, before being put into use, they must be soaked and tested according to the procedure specified in Appendix II attached hereto.

2. Equipment and accessories of the tank

a) The basic equipment and accessories installed on aviation fuel tanks must include: tank entry door; guardrail; breather valve; ladder; fuel level and sample taking door; light hole; vent pipe; outlet and inlet pipes; bottom water drain pipe; bottom suction pipe; lightning protection and static electricity dissipation systems; fire-fighting equipment and other equipment and accessories (if any). Other safety and inspection equipment such as high-level fuel warning systems must also be installed on the tank.

c) Airport storage tanks must have surface fuel suction equipment, floats, and accompanying suction pipes made of stainless steel or aluminum alloy. For horizontal storage tanks containing aviation fuel with a capacity less than 50 m³, surface fuel suction equipment or the outlet pipe placement at the top of the tank must be at least 15 cm above the bottom.³, fuel suction equipment shall be installed at the surface layer or at the point where the fuel discharge pipe is located at the top of the tank, which must be at least 15 cm from the bottom.

d) Inspection cycle for tank equipment and accessories: Carried out according to the provisions in Appendix III attached hereto. Inspection results must be recorded and retained fully.

3. Bottom discharge tanks: Made of stainless steel or lined inside, equipped with a quick-closing valve (spring type or equivalent) at the bottom discharge tank entrance, the bottom of the discharge tank is an inverted cone with a bottom discharge valve, and fitted with a recirculation pump to push products back into the storage tank. The tank must have a capacity of at least 200 liters. The bottom discharge tank needs to be proportionate in size to the storage tank, the design must ensure that water does not accumulate in the discharge piping; quarterly, a clean-up and condition check of the bottom discharge tank must be conducted. Cleaning and repairing the inner lining of the tank must be carried out when the tank is dirty or the lining has peeled off.

4. Aviation fuel tanks intended for reuse

a) Reused fuel may only be used as aviation fuel after undergoing retest, results must meet aviation fuel standards and not be contaminated.

b) Aviation fuel tanks intended for reuse, if installed to recover fuel discharged during quality testing upon receipt, distribution, storage, calibration, and aircraft fuel extraction, must clearly indicate "aviation fuel tank intended for reuse." Reuse fuel tanks must comply with: having a sloping bottom (at least 1:30) for discharging or pumping out all water and impurities at the tank bottom. The tank bottom must be arranged at the lowest point of the tank for discharging and pumping water and impurities; made of stainless steel or carbon steel, lined internally with a bright epoxy coating; designed to prevent water and impurity intrusion; equipped with overfill prevention devices; visually inspected to check the tank's condition and must be cleaned regularly.

Article 11. Aviation Fuel Storage Tank System

1. The aviation fuel storage tank must have a layout diagram showing the positions of the tanks, receiving stations, dispensing stations, fuel supply pipeline systems, and identification marks for valves. This diagram must be placed in easily observable locations.

2. Pipeline technology within the storage tank

a) The pipeline technology within the storage tank must be designed according to the technical standards and regulations on the design of gasoline storage tanks as stipulated in Appendix II issued together with this Circular.

b) Each type of aviation fuel must be pumped through a separate, independent pipeline system from other types of fuels (if any) stored in the tank. In cases where a common pipeline is used for Kerosene loading and unloading, all Kerosene must be drained before loading or unloading aviation fuel.

c) For each type of fuel, the intake and discharge pipeline systems must be independent, marked with the name of the fuel and arrows indicating the direction of flow according to the EI color code, and must have static electricity transfer connectors at flange connections.

d) For local airport fuel storage tanks currently using a shared pipeline for both receiving and dispensing: users must develop plans to upgrade the pipeline; while the pipeline is not yet upgraded, they must enhance quality checks on the shared pipeline section by pumping an amount of fuel equivalent to the volume of the shared pipeline into a tanker truck, stopping the pump, taking samples from the truck for visual and comparative testing. If the sample test results meet requirements, refueling can continue to fill the truck. If the sample test results do not meet requirements, further fuel dispensing into the truck is not allowed, and the fuel in the truck must be completely drained to isolate it before refueling from the tank into the truck for aircraft refueling.

3. Fuel Receiving and Dispensing Area

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

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 must be tight, preventing leakage.

c) When dispensing fuel to aircraft refueling trucks using the bottom-loading method, the safety systems of the truck and the dispensing pumps must function properly to ensure no leaks, spills, or overflows occur.

d) For storage tanks without bottom-loading systems, fuel may be loaded into aircraft refueling trucks via the tanker's top opening (open loading) but must prevent contaminants and water from entering the tanker.

đ) The 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) The pumping stations must be designed in accordance with the design of gasoline storage tanks. Each type of aviation fuel must have its own or group of independent intake and discharge pumps separate from other fuel pumps.

b) The intake and discharge technological systems must be independent. The number of intake and discharge pumps must be calculated based on specific import and export needs of each storage tank 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.

d) Underground refueling pipeline control system: underground refueling pipeline pumps must be controlled by an automatic system to ensure that the underground pipeline system meets requirements at all times; underground refueling pipeline pumps, PLCs, alarm bells, leak detection systems, and suction pressure control valves must be maintained in accordance with the manufacturers' requirements.

e) Pumps must be placed in appropriate separate areas, and the alarm system must be checked annually.

5. Underground Refueling Pipelines

a) All pipelines of the underground refueling system and long pipelines must be combined at low points to facilitate the removal of water and contaminants.

b) All new pipelines of the underground refueling system must be internally coated with epoxy material certified as suitable for aviation fuels.

c) Where underground pipelines are required, they must be encased in protective pipes, troughs, or trenches filled with sand. All underground pipelines must be tested for pressure in accordance with the requirements set forth in Article 38 of this Circular.

Article 12. Fuel Filtration Equipment

1. Primary fuel depots, intermediate transfer depots, airport depots, and on the technological systems for fuel intake and discharge at depots must have fuel filtration equipment in accordance with the standards prescribed in Appendix II attached hereto.

2. For Jet A-1 fuel

a) At primary depots and intermediate transfer depots: At fuel supply points for automobiles and at the inlet of pipeline transport, there must be installed a filter screen with at least 200 holes per inch (60 microns). When transporting fuel directly from primary depots to airport depots, the minimum filtration standard must be a static filter (Microfilter) or a filter/separating device (Pilter/Separator) in accordance with the standards prescribed in Appendix II attached hereto.² b) At airport depots: The technological system for fuel intake must install a filter/separating device (Filter/Separator) near the receiving tank. The technological system for fuel discharge (for delivery vehicles, refueling vehicles, and underground refueling systems) must install a filter/separating device (Filter/Separator) near the dispensing point. It may also install a fine filter before the filter/separating device to remove solid contaminants and extend the life of the coalescing filter cores installed in the filter/separating water device. The standards for the fine filter and the filter/separating device are prescribed in Appendix II attached hereto. When it is necessary to provide jet fuel mixed with anti-icing additives (FSII), the use of a water filter type M or M100 according to EI 1581, version 5, is permitted. Adding the additive (DIEGME) after filtration is the chosen method for loading jet fuel with FSII onto aircraft. Absorptive filters must not be used with fuel containing FSII.

c) For local airport depots currently using a single filter for both receiving and dispensing to refueling vehicles: The filter must meet the current EI 1581 standard, and users must take enhanced measures to ensure quality through increased inspection work.

3. For Avgas fuel, a filter/separating device (Filter/Separator) must be installed on the technological systems for fuel intake and discharge. The standards for the filter/separating device are prescribed in Appendices II and III attached hereto.

4. Aviation fuel filtration equipment must be inspected, maintained, and have their filter cores replaced in accordance with the manufacturer's recommendations and the provisions set forth in Appendix II attached hereto.

5. In cases where it is mandatory to import or export Jet A-1 fuel without static electricity inhibitors, the pump flow rate for intake and dispensing must be adjusted so that the fuel travel time from the filter to the receiving or dispensing point is a minimum of 30 seconds, or the pump flow rate must be reduced by 50 percent.

TECHNICAL REQUIREMENTS FOR AVIATION FUEL TRANSPORTATION VEHICLES

 

Section 3

Article 13. Road Tanker Vehicles for Aviation Fuel Transportation

1. Must comply with current technical standards and regulations for tanker vehicles transporting gasoline and diesel, and simultaneously must meet the technical requirements for transportation vehicles of aviation fuel prescribed in Appendix II attached hereto.

2. Tanks containing aviation fuel must be made of aluminum alloy or stainless steel; if ordinary steel is used, the inside of the tank must be coated with a bright coating and certified suitable for holding aviation fuel. Each tank opening must be equipped with a bottom drain pipe fitted with a valve for sampling and draining water.

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

4. Both sides of the transport vehicle must clearly display the name of the transported fuel type, flammable liquid symbols, no smoking signs, the managing unit's name, and emergency hotline number.

5. When changing the type of fuel being transported, during regular intervals, upon discovering contamination during transportation, or after the tanker has been repaired, internal cleaning and inspection of the tank must be carried out in accordance with the provisions set forth in Appendix VI attached hereto.

5. When changing the type of fuel being transported, periodically, upon discovering contamination during transportation, or after the tanker truck has been repaired, the internal inspection and cleaning of the tanker must be conducted in accordance with the provisions set forth in Appendix VI attached hereto.

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

1. Ships and barges transporting aviation fuel must comply with the requirements set forth in the National Technical Regulation Amendment 1: 2013 QCVN 21: 2010/BGTVT National Technical Regulation on classification and shipbuilding standards for steel-hulled vessels issued together with Circular No. 05/2013/TT-BGTVT dated May 2, 2013 of the Minister of Transport, as well as regulations concerning marine liquid transport vehicles and inland waterway transport vehicles. They must also meet the technical requirements specified in Section 9.3 of the JIG 3 document regarding aviation fuel transport vehicles.

a) Aviation fuel must be received through a completely separate loading and unloading system.

b) Copper or copper alloy heating pipes shall not be installed on ships and barges transporting aviation fuel.

c) Cargo holds must be independent from each other, preventing fuel leakage between aviation fuel storage tanks and between aviation fuel storage tanks and ballast tanks. The covers of the storage tanks must ensure tightness to prevent water ingress during transportation; lids, inlet valves, outlet valves, or access and discharge routes must be securely closed and sealed during the transportation of aviation fuel to strictly control the quantity and quality of aviation fuel during transportation.

d) If ships or barges are used to transport multiple types of fuel, aviation fuel storage tanks must have separate inlet and outlet pipelines. Storage tanks must be separated by an empty compartment, and aviation fuel storage tanks must be coated with a light-colored coating and certified as suitable for aviation fuel.

2. The carrier must clean the fuel storage tanks and cargo holds according to Appendix VII issued together with this Circular and must inspect the cargo holds according to the requirements for each type of aviation fuel before transporting aviation fuel. Aviation fuel storage tanks must be clean and dry, ensuring they do not affect the quality of the fuel.

Article 15. Railway vehicles transporting fuel

1. Railway tank cars transporting aviation fuel must comply with current standards and technical regulations for railway fuel transport vehicles, and must also meet the technical requirements for aviation fuel transport vehicles as stipulated in Appendix II issued together with this Circular.

a) Railway tank cars transporting aviation fuel must be made from aluminum alloys, stainless steel, or steel that has been internally coated with a light-colored coating and certified as suitable for aviation fuel. The structure of the tank car must have a sloping bottom to drain contaminants, water, and to take samples.

b) Railway tank cars must be exclusively used for transporting aviation fuel and must be equipped with corresponding couplings to ensure safety and reliability when transferring fuel. Lids, inlet valves, outlet valves, or access and discharge routes must be securely closed and sealed during the transportation of aviation fuel to strictly control the quantity and quality of aviation fuel during transportation.

2. Before using the vehicle to transport aviation fuel, the owner of the vehicle must ensure that the vehicle has been cleaned according to the procedures for changing product types specified in Appendix V issued together with this Circular (drying, cleaning, and inspection), and must change the coupling and product type labels.

Article 16. Pipeline for Air Fuel Transportation

1. Pipeline to the initial storage tank and intermediate transfer tank: It is allowed to receive from multi-product pipelines. There must be the lowest point for water discharge on the pipeline. Seawater shall not be used to pressurize the pipeline. To limit fuel quality degradation due to surface mixing or turbulent flow in the pipeline, air fuel must undergo testing and re-inspection before being transported and must be transferred between products in the following priority order:

a) Medium distillate product.

b) Light distillate feedstock.

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

2. Pipeline to airport storage tanks: Must be independent and dedicated solely for aviation fuel. The pipeline must be equipped with valve systems, hydraulic pressure gauges, and appropriate auxiliary devices to ensure operation and handle incidents during fuel transfer.

3. When using water pre-pumping and post-pumping methods, the receiving tank must have sufficient settling and separation tanks to separate water and must meet requirements for fuel separation and filtration tanks without affecting the quality of aviation fuel.

4. The management unit of the pipeline system must have operational and maintenance guidelines for the system and must have fire prevention and extinguishing measures.

Section 4

TECHNICAL REQUIREMENTS FOR AIR FUEL TANKER TRUCKS

Article 17. General Requirements for Air Fuel Tanker Trucks

1. Design and Installation Requirements: The tanker trucks must be designed for oil products and constructed according to safety standards: equipped with vent valves for tanks, suitable pressure relief valves, circulating pumps to check hydrostatic pressure, electrical systems suitable for each position, pneumatic braking systems, and emergency cut-off switches located outside the vehicle. Fuel tanker trucks must be diesel or electric powered.

2. Classification of Vehicles: Each air fuel tanker truck can only be used for one type of fuel and must display classification markings (according to EI color code) on both sides of the vehicle, on the control panel, and at the fuel intake ports.

3. Materials: All pipes and accessories must be made of aluminum alloy, stainless steel, or coated steel suitable for aviation fuel. Copper alloys, zinc-plated steel, cadmium, or plastic materials must not be used throughout the pipeline. The use of copper-containing materials in parts that come into contact with fuel must be minimized, especially zinc or alloys containing more than 5% zinc or cadmium.

4. Filtration Equipment: All tanker trucks must be installed with filtration equipment. Inspection and maintenance requirements for filtration equipment, including filter core replacement, are applied according to the provisions in Appendix I and Appendix IV issued along with this Circular.

a) For jet fuel: Use absorbent filter monitors or filter/separators.

b) For avgas: Use microfilters, absorbent filter monitors, or filter/separators.

5. Hose and Couplings:

a) All flexible hoses must be continuous (not joined or spliced), smooth, and produced from synthetic rubber meeting current applicable standards as specified in Appendix II issued along with this Circular.

b) Hose inlet and outlet couplings must be factory-installed and allow trained and certified personnel to reconnect them at the refueling site. In this case, a pressure test must be conducted according to the provisions in Appendix II issued along with this Circular before use.

c) Flexible hose storage time in the warehouse should not exceed two years from the date of manufacture, and usage time should not exceed ten years from the date of manufacture.

6. Filter Screen at Refueling Hose End: The filter screen at the refueling hose end 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 tanker trucks must be equipped with an interlock system to prevent movement of the vehicle when refueling nozzles and other critical components are not securely positioned.

a) Interlock Override System: The interlock override system must be designed to allow the vehicle to move away from the aircraft when the brake interlock fails or has not returned to its correct position in an emergency situation.

b) Warning Lights: When the interlock and interlock override systems are active, corresponding warning lights must be illuminated.

8. Wing Refueling Nozzle

a) Wing-mounted refueling nozzles must be non-locking and clearly marked with the type and standard color code (black for Jet A-1 and red for Avgas). The nozzle spout must not be painted or covered with other materials. The Jet A-1 nozzle spout on the wing must have a diameter of no less than 67 mm.

b) If the aircraft's fuel intake port is too small to accommodate the Jet A-1 nozzle spout: A smaller nozzle spout must be used to refuel the aircraft under strict control conditions, and the smaller nozzle spout must be immediately replaced with a larger one after use.

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

9. Pressure Control System

a) All fueling vehicles (fuel transfer trucks or fueling trucks) must have a pressure control system to ensure that the aircraft's fuel receiving system does not exceed the specified pressure.

b) The pressure control equipment must be of a type and design that meets recognized testing procedures.

c) The pressure control system of the fueling vehicle must be inspected periodically. The inspection procedure for pressure control valves must be carried out in accordance with Appendix IV issued together with this Circular.

10. Fire extinguishers: Fueling vehicles must have at least two dry chemical fire extinguishers (type BC, 9 kg each) always placed in easily accessible positions on both sides of the vehicle. Fire extinguishers must be within their valid usage period, bearing labels indicating the date of inspection, maintenance, and validity period.

11. There must be a winch and static electricity transmission cable with appropriate clamps, ensuring electrical connection with the vehicle frame. The resistance between the clamp and the chassis must not exceed 25 ohms.

12. Emergency pump shutdown

a) All fueling trucks must have emergency pump shutdown switches (red color) located outside the vehicle and must be easily accessible from both sides of the vehicle and clearly marked with signs explaining their purpose. An additional emergency pump shutdown switch must also be installed on the truck's work platform.

b) The emergency engine shutdown switch on mobile fueling vehicles must simultaneously shut off the fuel flow being pumped. If the fuel pump is driven by an independent power source such as an electric motor or a separate diesel engine, there must be a separate switch to shut down the emergency engine.

13. Hand-held controller system (Deadman)

a) All fueling trucks must have a hand-held controller system so that the fueler can quickly and easily shut off the fuel flow in case of emergency.

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

c) When using sub-surface fueling systems, the hand-held controller system must actuate the fuel flow at the inlet pipe of the fuel transfer truck.

c) The fueler must ensure continuous control of the hand-held controller throughout the fueling process at the apron.

14. Fueling hose system: The fueling hose system must be designed to ensure that all fuel passes through the flow meter and enters the aircraft without diverting to other directions.

15. Flow meter: All fueling vehicles must be equipped with a flow meter. The meter must have a valid calibration certificate in accordance with Appendix IV issued together with this Circular.

16. Work platform

a) The design of the work platform must take into account the following parameters: Load capacity of the work platform; stability of equipment mounted on the work platform and wind impact; safety of stairs up and down; height of control panels and fueling ports on the aircraft. Consider handheld equipment (fueling hoses, hose supports, counterweights).

b) The work platform must be equipped with at least the following devices: Engine shutdown switch, fuel flow cutoff switch; ground activation device when the work platform has been raised to its maximum height or the ability to lower it in emergencies, a dedicated relief valve directly connected to the hydraulic oil tank without passing through a filter (in cases where the work platform uses a hydraulic system); a mechanism to prevent sudden lowering of the work platform in case of hydraulic oil leakage (for example, in case of hydraulic oil pipe rupture); a collision avoidance sensor system with the aircraft when raising the work platform; a "pencil probe" sensor (located at the highest point of the work platform) to detect and stop the movement of the work platform if any part of the work platform is too close to the aircraft, this function must be equipped on all new fueling trucks and must be retrofitted to existing fueling trucks; equivalent sensors like "eyes" with similar protection levels may be installed instead; a locking mechanism for the work platform door when the work platform is raised.

17. Programmable Logic Controller (PLC) System

a) For fueling trucks equipped with a Programmable Logic Controller system to control pressure and fuel flow in pre-set states: Information about pressure, fuel flow rate during fueling, and instructions for using the electronic display must be permanently affixed to the exterior of the vehicle.

b) Fueling trucks, including those equipped with standard pressure control systems or PLC systems, must permanently affix the following minimum information: Pressure differential across the filter; flow rate; outlet pressure (pump pressure or Venturi pressure).

18. Spill response kit: Fueling vehicles must be equipped with a spill response kit to handle initial actions when fuel spills onto the apron. The minimum equipment to be provided includes absorbent pads to soak up fuel. These absorbent pads must be removed after use.

19. Pressure gauges

a) Pressure gauges include Venturi pressure gauges, fueling pressure gauges, and filter pressure differential gauges must be tested and calibrated every six months according to standard pressure gauges. Standard pressure gauges must have valid calibration certificates.

b) Piston-type differential pressure gauges (Haar or Gammon types) must be tested every six months regarding the free movement of the piston and observed when the piston returns to the "0" position. The date and results of the tests must be recorded.

Article 18. Fueling Vehicles

1. Aluminum alloy, stainless steel, or carbon steel tanks coated internally with light-colored epoxy material must be certified suitable for aviation fuel and comply with the standards set forth in Appendix II attached to this Circular.

2. Tanks must have a bottom drain located at the lowest point, equipped with a pipe and valve. If the tank has multiple compartments, each compartment must have its own separate bottom outlet pipe that does not connect to others. All bottom outlets must have a certain slope.

3. Tanks must be vented through an appropriate system.

4. All aviation fueling vehicles must fill tanks from the bottom using closed nozzles. Fueling vehicles using bottom-loading systems must have an automatic fuel overflow prevention system based on preset levels, combined with pre-check components. At locations where multiple types of fuels are loaded using bottom-loading methods, the sizes of hose connectors must be selected and classified according to 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 delivery pipe from the tank, capable of closing rapidly in emergencies. The tank valve must be designed to close automatically in emergencies.

7. The name of the fuel must be posted on both sides of the vehicle, at the control panel, and at fueling points. Signs such as "No Smoking," "No Mobile Phones," "Emergency Shutdown," "Hotline Number," "No Flames," and "Company Name" must be permanently affixed to the vehicle.

8. Inspection and cleaning of tanks

a) Inspect the cleanliness and condition of the tanks: for top-filling tanks, quarterly inspections must be conducted; for bottom-filling tanks, annual inspections must be carried out. Monthly inspections of rainwater drain pipes on tank roofs must be performed to ensure they are not clogged. Check the position of the seal wire on tank openings to ensure the tanks are sealed during transportation.

b) Clean the tanks: for top-filling tanks, cleaning must be done every twelve months; for bottom-filling tanks, the interval between two inspections and cleanings is two years, which may be extended but not exceed five years.

9. For new fueling vehicles, or those repaired and maintained, before putting the fueling vehicle into operation, the tanks and technological systems of the vehicle must be soaked and tested according to the procedures specified in Appendix II attached to this Circular.

Article 19. Fuel Transfer Vehicles

1. At locations where multiple types of fuels are dispensed via pipeline systems, all inlet pipes and valve pits must have corresponding hose connections.

2. Pull cords for valves at dispensing valve pits must be made from fire-resistant materials with sufficient strength (for example, with internal steel mesh). These cords must be easily recognizable colors. Note that the color of emergency equipment must differ from the static grounding cable color on the vehicle.

3. Fuel transfer vehicles and dispensing valve pits must not be electrically connected. If pull cords are attached to reels mounted on the vehicle, these reels must be insulated from the vehicle. The insulation of the reels must be checked weekly with a resistance meter.

Chapter III

REQUIREMENTS FOR QUALITY CONTROL OF FUEL DURING OPERATIONS

Section 1

REQUIREMENTS WHEN RECEIVING AVIATION FUEL

Article 20. General Provisions on the Acceptance of Aviation Fuel

1. The aviation fuel storage facility must be prepared with sufficient capacity, technological systems, and equipment for receiving fuel (sampling tools, quality and quantity checks, information) in accordance with technical requirements and have adequate personnel to receive transported fuel, ensuring quantity, quality, and time requirements for each shipment.

2. The aviation fuel storage facility must have sufficient reserve fuel of guaranteed quality to supply when there is a need to refuel until new received fuel meets the conditions for distribution.

3. Aviation fuel must be accepted through technological systems and stored in independent tanks separate from other types of fuel's technological systems and tanks. For the same type of fuel, the receiving and distributing technological systems must be independently separated from each other and from tanks when not receiving or distributing fuel. 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 accepting additional fuel. The quality of remaining fuel in the tank must meet aviation fuel quality requirements. The quantity of fuel remaining should be converted to volume units (at 15°C temperature condition) or calculated by weight (kg).

5. Fuel must be received into each tank up to the maximum allowable level without causing environmental pollution or fire and explosion hazards due to leakage or overflow; ensure that no water, impurities, or other types of fuel mix with the fuel during the receiving process.

6. The quantity and quality of fuel on the transport vehicle must be checked before acceptance. Acceptance shall only occur if the fuel meets quality standards and is not contaminated, and the transport vehicle must be inspected both before and after all fuel has been received, ensuring no fuel loss occurs.

7. For airport storage facilities that only accept, store, distribute, and refuel Jet A-1 aviation fuel, tanks regularly receiving fuel must maintain quality and be transported using specialized vehicles. After each receipt, a quality check must be conducted according to regulations.

8. The manager of the receiving unit shall be responsible for the quantity and quality of fuel entering the warehouse, completing procedures to store and prepare the newly received fuel for distribution.

9. Quality records for fuel:

a) Fuel directly exported from the oil refinery to the receiving warehouse must be certified by the oil refinery for each batch (original certificate or copy). If the export comes from two different batches, the quantity of each batch must be clearly recorded along with the certification. For three or more batches placed in separate cargo holds on the ship, the refinery must certify each batch. The supplier must provide documentation confirming the location and seals of each cargo hold on the ship corresponding to each batch before unloading and transfer it to the buyer. In cases where batches are placed in the same cargo hold, in addition to the refinery's certification for each batch, a composite sample must be taken at the ratio of each batch for analysis and the analytical test certification must be sent via the transport vehicle.

b) Fuel not directly exported from the oil refinery: must have original quality certification from the oil refinery and analytical test certification from the warehouse (if imported) or retest certification (if domestic) for each batch exported. The supplying entity (batch owner) or exporting warehouse must retain complete quality records for each batch (imported or domestically produced). Before export, the quality record still in effect must be sent to the receiving warehouse via fax or email.

Article 21. Acceptance of Imported Aviation Fuel into Upstream Warehouses

1. The upstream warehouse must complete preparation for acceptance before the fuel-carrying vessel arrives at the port to unload goods, according to the time notified by the consignee, carrier, or maritime agent.

2. The importer or their authorized representative must complete customs procedures and notify the inspection organization to inspect the quantity and quality of the fuel in accordance with the contract provisions.

3. The seller must prepare and send on board the transport vessel various certificates and documents confirming the quantity and quality of the transported fuel as follows:

a) The export invoice confirming the type and quantity of fuel loaded onto the vessel, including the quantity in each cargo hold. If the exported fuel comes from two or more different batches, the quantity loaded onto the vessel from each batch and tank must be clearly stated, consolidated by batch and tank, minimizing the mixing of fuel from different batches and tanks to the lowest extent possible.

b) The quantity certification of fuel on board the vessel issued by an independent inspection organization at the unloading port.

c) Certificates of fuel quality as stipulated in Clause 9, Article 20 of this Circular.

d) For non-specialized vessels, a re-inspection certificate of the composite sample taken from the cargo holds after sufficient fuel has been unloaded onto the means of transport. The re-inspection results must be sent to the receiving warehouse before the transport vessel arrives to unload (the results can be sent via fax or email).

đ) Confirmation by the carrier regarding the type of fuel transported, and the cleaning report of the vessel (if applicable). The cleaning report must clearly state: the type of fuel transported, the cleaning process, the cleanliness test results, the time, and confirmation by the person who performed the cleaning, the inspector, and the representative of the carrier.

e) Captain's sample: prepare the captain's sample, seal it with confirmation from the seller's representative, the carrier, and the independent inspection organization; hand over the sample to the independent inspection organization for storage. The minimum storage period is one month (if there is a dispute about the quality during the vessel's arrival, the sample must be stored until the dispute is resolved). The captain's sample will only be considered when there is a question about the fuel quality at the delivery port.

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

a) Inspect the vessel documentation (inspection registration, cargo hold capacity, confirmation of the type of fuel transported, and the cleaning report) and documents related to the quantity and quality of goods and the captain's sample. All types of documents must be complete and valid.

b) Inspect the ship's fuel technology system, auxiliary tanks, engine fuel tanks; isolate the fuel technology system and auxiliary tanks to prevent fuel leakage and loss during acceptance; ensure that the seals on the cargo holds remain intact, in place, and not tampered with during transportation.

c) Determine the quantity of fuel and free water in each cargo hold using water testing reagents or water sensing equipment to check the free water level.

5. Inspection of fuel quality on board the vessel before acceptance

a) Preliminary inspection is carried out: take one liter of mid-sample from each cargo hold, conduct comparative tests and conductivity checks; fuel in the cargo hold is considered questionable if any of the following test results occur: quantity loss exceeds the contractual standard; excessive free water, contamination, or color change; density deviation of the fuel at 15°C between actual measurement and the manufacturer's quality certificate exceeds 3 kg/m³.³ In such cases, the buyer must inform the seller and the carrier about the quantity and quality of fuel in the questionable cargo holds to clarify the cause and handling measures.

b) Re-inspection is conducted when the cargo holds are not considered questionable: mix samples according to the fuel ratio in each cargo hold, re-inspect the quality in laboratories meeting ISO/IEC 17025 standards. For cargo holds considered questionable, re-inspection must be conducted separately for each hold. Fuel cannot be accepted as aviation fuel if the re-inspection results do not meet product quality standards (except for conductivity). Fuel can be accepted into the upstream warehouse if the re-inspection results meet the product quality requirements; prior to acceptance, five liters of mixed sample from each cargo hold must be collected, sealed, and confirmed by the captain or the vessel owner's representative, the independent inspection organization, and the receiving warehouse; the sample is stored at the independent inspection organization. The minimum storage period is one month after the completion of the fuel intake into the warehouse; the stored sample will be reviewed if there is a question about the fuel quality; if the conductivity of the fuel in any cargo hold is below the minimum limit of the product standard, it may still be accepted as aviation fuel, but if necessary, anti-static additives can be blended into the fuel during acceptance using appropriate methods to ensure even distribution of the additive with the product.

6. Fuel Acceptance

a) Only accept aviation fuel, especially Jet A-1 fuel, from the transport vessel into the upstream warehouse through specialized Jet A-1 technology systems. The aviation fuel accepted into the warehouse must be clean and of assured quality; if the fuel is contaminated (with water, impurities, or discoloration), it must be accepted into separation tanks.

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

c) Must take samples for comparative testing during the reception process. The sampling location on the technological system should be as close to the vessel as possible. For dedicated vessels, samples must be taken five minutes after loading cargo and before the end of loading from each cargo hold. For non-dedicated vessels, in addition to taking samples and conducting tests as with dedicated vessels, comparative testing samples must be taken at least once every two hours throughout the reception process; if contaminated fuel is detected (containing water, impurities, or color changes), immediate notification must be given to the captain to identify the cause; if heavily contaminated (with sudden color changes, excessive water or impurities, specific gravity deviation at 15°C exceeding 3 kg/m³), the reception must be stopped to find the cause and address it.³) then the receipt process must be halted to identify and address the cause.

d) When recovering fuel from the technological system using the water pumping method, fresh water or suitable buffer water (neutral pH) must be used, not seawater. For systems that do not frequently receive fuel, the appearance time of the fuel-water mixture in the storage tanks must be accurately monitored to transfer and receive into the separation tanks.

7. Completion of Reception

a) Fuel must be received into each tank up to the maximum allowable level without causing overflow which could lead to environmental pollution or fire and explosion hazards. Allow the fuel to stabilize according to regulations and conduct quality sample testing 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, all cargo holds and auxiliary holds must be inspected to ensure that Jet A-1 fuel is completely removed from the vessel, except in cases where only part of the fuel has been received.

d) Fuel in the separation tanks (if present) must be allowed to stabilize, and impurities and water must be drained. The obtained samples must be clear and clean, their quantity determined, and quality tested according to retesting regulations. If the quality meets aviation fuel requirements, the fuel must be transferred into the corresponding fuel storage tanks. Prior to distribution, samples must be taken for quality testing according to retesting regulations.

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

1. Primary depots, intermediate depots, and airport depots may receive aviation fuel from domestic oil refineries or other port depots via sea vessels, inland barges, or inland waterways.

2. Preparation, inspection, and reception of aviation fuel transported by sea vessels and inland barges shall be carried out in accordance with Articles 20 and 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) Technological System for Reception: Aviation fuel must be received through independent pipelines; inspect the technological system to ensure there is no fuel leakage, water accumulation, or contamination with other types of fuel, and that it is isolated from other systems and storage tanks, including those prepared for receiving fuel.

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

2. Quality Documentation for Fuel: The supplying unit and the fuel depot must send the quality documentation of the batch to the aviation fuel depot in advance as stipulated in Clause 9 of Article 20 of this Circular.

3. Fuel Reception

a) Quality inspection of aviation fuel transported through specialized pipelines. At the start of reception: take samples from the pipeline and conduct comparative testing. If the comparative test results match, with a specific gravity deviation at 15°C between actual and documentation being less than or equal to 3 kg/m³, the fuel can be received into the aviation fuel storage tanks. If the specific gravity deviation at 15°C exceeds 3 kg/m³, immediately notify the fuel depot and transporter to identify the cause and address it; contaminated fuel can temporarily be received into the separation tanks, allowed to settle and stabilized, and then sampled for retesting; only accept it as aviation fuel when retesting results meet quality requirements. During reception, if fuel shows signs of contamination, take comparative samples at least once every two hours. Comparative testing of aviation fuel during reception: after approximately half of the quantity of a batch has been received, and before the end of each batch's delivery, and prior to completing reception.³b) Quality inspection of aviation fuel from multi-product pipelines (at primary depots, intermediate depots): when a fuel-aircraft fuel-other fuel or water mixture appears (if clean water is used to separate two types of fuel), take comparative samples; if the aviation fuel sample is clear and clean, receive the fuel into the aviation fuel storage tanks; during reception: take samples every two hours for comparative testing. If the fuel is heavily contaminated or mixed with another type of fuel, stop receiving it into the aviation fuel storage tanks, immediately notify the fuel depot and transporter to identify the cause and address it.³4. Completion of Fuel Reception

a) Allow the fuel to stabilize according to regulations and conduct quality testing as required by retesting regulations.

b) Upon completion of reception, if clean water is used to push the fuel out of the pipeline, monitor the appearance time of the water-fuel mixture to stop reception into the aviation fuel storage tanks and transfer to the separation tanks.

a) Allow the fuel to stabilize according to the prescribed regulations, conduct quality testing as required for retesting.

b) Upon completion of receipt, if clean water is used to push the fuel out of the pipeline, the appearance time of the water-fuel mixture must be monitored to stop receipt into the aviation fuel storage tank and transfer receipt to the separation tank.

Article 24. Receiving aviation fuel transported by tanker trucks into airport storage facilities

1. Preparation 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 emergency situations; have internal regulations, guidance on cargo handover and equipped with all necessary initial firefighting equipment.

b) Technological system: Must be a dedicated system for one type of product, without water retention and impurities, without fuel leakage, and without fuel permeation 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.

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

2. Fuel quality documentation shall be carried out according to Clause 9, Article 20 of this Circular and the following provisions:

a) Re-inspection certificates and dispatch certificates for each batch and tank must be established for the entire receiving period.

b) In cases where fuel is dispatched to specialized tanker trucks transporting to local airport storage facilities that have met the technical requirements stipulated in Article 10 of this Circular and do not need to undergo re-inspection after fuel is loaded into the tanks, the dispatching storage facility must send along with each truck the most recent quality certificate of the batch still valid (re-inspection certificate or quality certificate from the oil refinery).

c) In cases where fuel is dispatched to specialized tanker trucks transporting to local airport storage facilities that have not fully met the technical requirements stipulated in Article 10 of this Circular, or when the fuel quality check before receiving shows doubts about the quality, re-inspection must be conducted according to the post-fueling tank re-inspection regulations.

3. Fuel Reception

a) Checking documents and certificates: invoices must contain information such as: dispatch warehouse, receiving warehouse, name of fuel, actual quantity and volume conversion at 15°C, specific gravity of fuel at 15°C, fuel temperature during dispatch, vehicle registration number, tank discharge mark, confirmation by the dispatcher and receiver and representative of the dispatching warehouse; quality certificates include: certificates from the oil refinery, re-inspection certificates, periodic inspection certificates, dispatch certificates; certificates of tank capacity verification still valid; cleaning records of the tanker (if any); documents and certificates must be valid, not altered, and legally effective for each type. The airport storage facility has the right to refuse receipt of goods if the documents and certificates are invalid.

b) Checking the quantity of fuel in the tanker: the transport vehicle must be stable, seal checks must be performed at the tanker lids and points of entry and exit; measure the fuel temperature, the quantity of fuel determined by the tanker volume, converted to actual liters and volume at 15°C, determine transportation loss. If transportation loss exceeds the standard, a record must be made and reported to the vehicle owner for handling.

c) Pre-reception fuel quality checks: visual inspection must be conducted for all aviation fuel transport vehicles, samples taken after the vehicle has been stationary for 10 minutes. Samples must be clear and clean (without water and impurities) to be allowed to receive; if the fuel contains more than 2 liters of water and impurities, reception must stop for processing. Comparative testing: take bottom samples from each cargo compartment for comparative testing. Tankers with three or more independent compartments must take composite samples according to the fuel ratio in the compartments; reception is permitted when seals remain intact and the difference in specific gravity at 15°C between actual measurement and quality certificate does not exceed 3 kg/m³, without contamination. Local airport quality checks: all vehicles returning to local airport storage facilities do not require re-inspection but only comparative testing before reception and visual inspection after each reception.

d) Receiving fuel into the storage facility, except in special cases, fuel reception from tanker trucks must be carried out through the bottom discharge technological system or closed receiving system (if available); the receiving pipe connection and tanker discharge pipe must be clean and sealed to prevent fuel leakage during reception; static electricity transmission system between the receiving platform and tanker truck must be connected throughout the reception process; all fuel must be received from the tanker, inspect cargo compartments and transport vehicles before leaving the position, receive into individual tanks up to the maximum allowable level, without overflowing fuel. If fuel reception into a tank is carried out over several days, sediment and bottom water must be drained daily before reception, end-of-day reception valves on the technological system and tanks must be closed to prevent fuel seepage into other systems or tanks. Isolate the tank that has been filled with fuel from the technological system to stabilize and conduct re-inspection according to re-inspection regulations. Determine the quantity of fuel received into the tank, transportation loss rate, hang "Stabilizing" sign at the tank discharge valve; sediment and water from the tanker are collected into dedicated containers with rainproof and dustproof lids; when full or at the end of each day's reception, let it settle for about 30 minutes, drain all sediment and water, add clean fuel to the receiving tank; sediment and water from the tank are transferred to the aviation fuel recovery tank, let it settle and stabilize, take samples for re-inspection, if results meet standards, allow reception into another tank of the same type being received. In cases of fuel reception at local airports: after filling the tank, isolate the tank from the technological system, stabilize, take visual inspection samples and comparative testing. Determine the quantity of fuel received into the tank, transportation loss rate, hang "Stabilizing" sign at the tank discharge valve.

Article 25. Receiving Aviation Fuel from Railway Tank Cars

1. Upon arrival at the warehouse, railway tank cars must be inspected to ensure that the seals (on the tank car lids and points of entry and exit of the vehicle) remain intact, undamaged, and that the labels indicating the type of product next to the vehicle and at the outlet nozzle are accurate.

2. The accompanying documents must correctly state the name of the vehicle and the quantity and type of fuel. Quality documentation must include re-inspection certificates and delivery certificates. If the transport vehicle is not specialized, there must be a copy of a detailed report on the cleaning of the tank car, the goods previously transported, and the most recent change in transported goods, which have been checked before receiving the fuel.

3. Free water must be drained from the bottom of the tank car. If there is a significant amount of water or impurities, the vehicle must stabilize for 10 minutes and new samples taken. If more than 2 liters of water remain, a measurement check must be conducted with the presence of the warehouse manager and a representative of the supplying entity, and this must be noted. Reasons for rejecting the goods must be recorded in the vehicle's delivery certificate.

4. Bottom samples must be taken from each cargo compartment and cross-checked. A composite sample may be taken from three or more compartments of the railway tank car to determine the specific gravity. The difference in specific gravity of the fuel at 15°C between actual measurement and documentation must be within ± 3 kg/m³.³If the difference exceeds 3 kg/m³,³the fuel will not be accepted unless there is a reasonable explanation from the supplier and confirmed in writing as soon as possible.

5. When railway tank cars lack bottom discharge valves, procedures and equipment must be in place to effectively remove free water and sediment, and sampling for cross-checking must be performed.

6. After receiving the fuel, empty railway tank cars must be inspected before leaving the unloading location.

Article 26. Quality Control of Fuel After Receipt

1. When fuel is received through separate pipeline systems and specialized transport vehicles (such as barges, road tank trucks, or railway tank cars), after stabilization, cross-check testing must be carried out. Actual specific gravity measurements 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/m³,³ the storage tank can release fuel.

2. When fuel is received through non-specialized systems or multi-product pipelines, after stabilization, re-inspection tests must be conducted.

3. For storage tanks meeting the design requirements specified in Clause 10 of this Circular, the minimum stabilization time before releasing jet fuel for horizontal tanks is 1 hour; for vertical tanks, it is 2 hours.

4. In other cases, the minimum stabilization time before releasing jet fuel is 03 hours per meter height of the fuel or 24 hours, whichever comes first; for aviation gasoline, it is 45 minutes per meter height of the fuel.

Section 2

REQUIREMENTS FOR AVIATION FUEL STORAGE

Article 27. Periodic Inspection in the Storage of Aviation Fuel

1. Daily periodic inspection: must drain the bottom of the storage tank to remove water and impurities; increase inspections after heavy rain or continuous rain; drain more than the volume of the pipeline from the tank bottom outlet to the drain tank, then take samples from the pipeline for inspection.

a) For tanks being unloaded for refueling or loaded for refueling: carry out visual inspection;

b) For tanks that have not been unloaded with fuel: carry out external inspection.

2. Monthly periodic inspection: inspect the electrical conductivity of anti-static additive-containing jet fuel and report along with the temperature of the fuel at the time of measurement.

3. Six-monthly periodic inspection: must take composite samples for periodic inspection for fuel tanks that do not undergo receipt or dispatch (static tanks) or have less than half of the fuel replaced. If the inspection results are unsatisfactory, the tanks must be isolated and composite samples taken from each tank to conduct analytical tests; fuel shall not be dispatched unless the inspection results prove satisfactory.

Article 28. Inspection and Cleaning of Tanks

1. Annually, aviation fuel tanks must be inspected for mechanical condition inside and outside the tank by observation from the outside through the tank entrance. Aviation fuel tanks must be inspected internally and cleaned one year after commencement of operation and thereafter every three years. The cleaning period may be changed if sudden inspections find the tank dirty or if milipore and microbiological test results are abnormally high. Tank washing must comply with the provisions set forth in Appendix V issued together with this Circular.

2. The extended cleaning period for tanks must comply with the following conditions:

a) Tanks must be designed according to the requirements stipulated in Article 10 of this Circular.

b) Tanks are equipped with a bottom drain tank system;

c) Fuel discharged from the tank meets quality requirements. The life of the filter equipment is not shortened. Bottom tank drainage samples are clear, free of impurities, without microbial growth, and surfactants;

d) Microbiological test results of bottom tank samples meet the sampling and testing program requirements;

e) Cleaning and inspection records of previous inspections and cleanings show very little contamination;

f) When visually inspecting the interior of the tank without entering it, the interior surface of the tank is thoroughly inspected (observing the floor and tank bottom without obstruction from internal partitions, floating roofs, or coatings).

3. If the tanks meet the above conditions, the inspection and cleaning period may be extended as follows:

a) External inspection by visual observation: one to two years.

b) Internal inspection and tank cleaning: three to five years.

4. Do not use chemicals or cleaning materials that could adversely affect the quality of aviation fuel.

5. Inspection and cleaning of tanks intended for reuse of aviation fuel: quarterly, tanks must be inspected for cleanliness and coating condition. Tank cleaning and internal coating repair must be carried out when the tank is dirty and the coating is peeling.

Section 3

REQUIREMENTS DURING THE ISSUANCE AND TRANSPORTATION OF AVIATION FUEL

Article 29. General provisions on aviation fuel in issuance and transportation

1. Aviation fuel shall only be issued to and loaded onto transport vehicles when it meets the following requirements:

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

b) The fuel in the storage tank has had sufficient time for stabilization according to regulations after receipt;

c) It must be checked and drained of 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;

đ) A copy of the quality certificate from the manufacturer of the batch must accompany the initial delivery process from the source warehouse or factory, and there must also be a copy of the most recent valid retest certificate;

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

2. Principles of issuing aviation fuel

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

b) Prioritize issuing batches and tanks with lower quality reserves; those with higher quality reserves are issued later;

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

d) Exhaust each batch and tank's fuel; minimize the quantity of mixed fuel between two batches or tanks to the lowest extent possible.

Article 30. Issuing aviation fuel to oil tankers and barges

1. Inspection of aviation fuel transport vehicles

a) The owner of the transport vehicle using a dedicated vessel must carry out cleaning of the vehicle according to the procedure specified in Appendix VII attached to this Circular. If transported by a non-dedicated vessel, the vehicle must be inspected to ensure it meets the conditions for transporting aviation fuel. The owner of the transport vehicle is responsible for the cleanliness of the vehicle before transporting aviation fuel and is responsible for the quantity and quality of the product on the transport vehicle;

b) Before loading fuel, the cargo holds, pipelines, and pumps must be inspected to ensure they are clean, dry, and free from traces of other products;

c) Inspect the inspection permit, cargo hold volume chart, confirmation of the type of fuel previously transported, or the cleaning logbook (if applicable).

2. Issuing Jet A-1 aviation fuel

a) Quality inspection of fuel during issuance through specialized technology systems to dedicated transport vehicles: samples of fuel must be taken from the pipeline near the receiving vessel at the following times: when fuel starts to enter the cargo hold from a batch or tank; when switching cargo holds; immediately before stopping the pump to load fuel onto the vessel or barge; if the color changes, fuel contains water or impurities, or the specific gravity differs from the quality record by more than 3 kg/m³ issuance must be stopped to investigate the cause;

b) Quality inspection of fuel during issuance through technology systems or non-dedicated vessels or barges: issue approximately 500 mm height of fuel into each cargo hold, stop issuance, take samples from the cargo holds, create composite samples for testing, compare results with the quality record according to the following criteria: color, cleanliness (checked visually); specific gravity; flash point; freezing point; issuance may continue if the comparison of color and cleanliness with the specific gravity of the composite sample and the fuel being issued match, continue to issue the full quantity of fuel onto the transport vehicle. The results of the flash point and freezing point compared with the analysis results of the fuel in the issuance tank, if the difference exceeds 3 °C, the fuel may be contaminated; composite samples must be taken from the cargo holds to check the quality of the fuel on the transport vehicle according to the retest regulations. The fuel meets quality requirements when the technical test results comply with the standard specifications; if internal transport is approved by the batch owner, retesting of fuel quality may not be required.

c) Create a master's sample when sufficient fuel has been issued into the cargo holds: the person in charge of the issuance warehouse creates two master's samples and seals them with confirmation from the transport vehicle representative, the inspection organization representative (if any), and the issuance warehouse representative; one sample is sent with the transport vehicle to the return warehouse, the other is retained at the inspection organization (if any) or at the issuance warehouse. These samples should only be tested if there is suspicion about the quality of the fuel during transportation, with a minimum retention period of one month from when the transport vehicle completes unloading at the return warehouse.

d) Completion of issuance: measurement and inspection must be carried out to determine the quantity of fuel in each cargo hold and on the transport vehicle; issue a dispatch invoice, clearly stating: issuance warehouse, receiving warehouse, name of fuel, quantity, temperature, specific gravity of fuel in each cargo hold and total quantity of fuel; inspect auxiliary cargo holds (if any) of the transport vehicle, seal the cargo holds; prepare a quality record to be sent with the transport vehicle: the issuance warehouse must send along with the transport vehicle the latest valid retest certificate (or regular test certificate), dispatch certificate; check the quantity of goods issued from the warehouse, the quantity received by the transport vehicle, determine the issuance 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 Volume Calibration, registration, and operating permit of the equipment; all documents must be valid and still in effect.

c) Inspect the technical condition and safety of the equipment: the tankers must not have been modified to change their volume, must not have additional compartments or partitions causing air pockets, and must not have auxiliary pipelines that could cause fuel loss during transfer; they must have sufficient initial firefighting equipment and other safety devices.

2. Fuel supply to tanker trucks and railway tankers

a) Static grounding cables must be connected and maintained between the fueling rack and the receiving equipment before and throughout the fueling process.

b) Fueling 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) When fueling through the top loading port, the discharge nozzle must be kept as close to the bottom of the tanker as possible to minimize static electricity generation and fuel vaporization; fuel should not be discharged from the middle or top of the tanker to the bottom; prevent dust and water from entering the fuel; reduce the impact of fuel vapor on the fueling personnel; supply the correct amount of fuel according to the actual level on the gauge or flow meter reading, close the discharge valve slowly (3-5 seconds), measure the fuel temperature.

3. Completion of fuel supply

a) After completing the fueling of the tanker, inspect for free water in all compartments of the tanker and drain it out.

b) Verify the quantity of fuel on the equipment between the supplier and receiver, seal the goods.

c) Issue a delivery invoice containing information such as: dispatch warehouse, receiving warehouse, type 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 the time of supply, vehicle registration number, tank identification mark, confirmation by the supplier, receiver, and representative of the dispatch warehouse.

d) Prepare quality documentation for the dispatch warehouse and send it along with the vehicle or deliver the nearest valid Quality Certificate (retest certificate or refinery quality certificate) and Dispatch Certificate to the receiving warehouse.

e) Resolve any complaints from the receiver regarding the quantity and quality of supplied fuel before allowing the vehicle to leave the warehouse.

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

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 32. Supply of aviation fuel to refueling vehicles

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

a) Jet fuel supplied for aircraft refueling must meet the quality standards specified in current versions of TCVN 6426 and AFQRJOS (JIG) documents as stipulated in Appendix II issued together with this Circular.

b) Aviation fuel supplied for aircraft refueling must be tested for quality according to the retest or periodic inspection procedures (for long-term stored fuel) that are still valid.

c) Refueling vehicles that have been idle for four hours or more must perform a drainage of contaminants and water from the bottom of the tanker before refilling with fuel.

d) Fuel supply to refueling vehicles must pass through filtration equipment as prescribed in Article 12 of this Circular.

2. Fuel supply to refueling vehicles

a) Ensure safety: maintain static grounding cables between the fueling rack and the refueling vehicle before and throughout the fueling process; fuel must not exceed the maximum allowable capacity of the tanker, and must not overflow.

b) Fueling through a closed system: the automatic shut-off and pipeline protection systems must operate stably and accurately, preventing fuel overflow or damage to the pipeline due to sudden pressure increase when fueling stops; the vent valve protecting the refueling vehicle's tank must work stably; inspect the cleanliness of the fueling nozzle and bottom loading port of the refueling vehicle, clean them before connecting; the operator of the fueling equipment for the refueling vehicle must be present throughout the process and able to access emergency flow stop devices, ready to handle any incidents.

c) Fueling through the top loading port of the refueling vehicle (open loading): inspect the cleanliness of the discharge nozzle before inserting it into the tanker; keep the discharge nozzle as close to the bottom of the tanker as possible to minimize static electricity generation and fuel vaporization; do not discharge fuel from a height to the bottom of the tanker or the surface of the fuel in the tanker; when the correct amount of fuel has been supplied, close the discharge valve slowly (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 discharge nozzle with a clean cap before placing it in storage position.

d) Fueling of refueling vehicles at airports through underground pipeline refueling systems must have measures to prevent fuel leakage. Refueling vehicles may be equipped with two-level overfill prevention systems. If existing refueling vehicles are only equipped with single-level overfill prevention systems, fueling through underground pipeline refueling systems is allowed if there is a meter that can set the fuel output based on the flow meter reading, while recalculating the required fuel quantity to set for the meter.

d) Discharge impurities and bottom fuel: After filling the tank to capacity, allow the fuel to stabilize in the tank for a minimum of 5 minutes, then discharge the bottom fuel through the bottom valve, take a sample for visual inspection. If there are few impurities and water, and the fuel does not change color, continue discharging to obtain a clear and clean sample. The fuel in the tank is allowed to be refueled into aircraft if there are few impurities and water, and the fuel does not change color. If there are many impurities and water, causing the fuel to change color, isolate the refueling vehicle to investigate the cause and handle it. Refueling into aircraft is only permitted when the fuel has been treated and meets the quality requirements specified in the product standards.

e) Drain water and impurities at the aviation fuel storage before leaving the parking area. The refueling vehicle must drain water and impurities at maximum flow rate from the bottom outlet of the tank under pressure from the filter separator, fine filter, and inlet of the absorbent filter. The drainage inspection times are as follows: at the beginning of each morning shift every day; after filling the tank with fuel; after using the vehicle to suction fuel; after heavy rain; after washing the vehicle, maintaining the tank, refueling system, or filter. For fuel transfer vehicles: water and impurities must be drained from the outlets of the separator filter, fine filter, and inlet of the absorbent filter. Inspection drainage times are daily at the start of each morning shift, after maintenance of the filter or refueling system. If there is an unusual amount of water and impurities, or if the fuel sample visually inspected 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 FOR QUALITY CONTROL OF THE SUBMERGED PIPE REFUELING SYSTEM

Article 33. Draining the submerged pipe refueling system

1. Weekly, all discharge points at low positions in the submerged pipe refueling system must be completely drained with 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 a volume greater than the total capacity of the sampling pipeline, take a flow sample for visual inspection.

3. After maintenance and repair of the system, the frequency of draining at low positions must be increased to conduct additional inspections to ensure the cleanliness of the fuel in the submerged pipe refueling system. If any valve pit has not been used for three months, all fuel contained in the unused section of the pipeline must be drained and a sample taken for visual inspection.

4. Additional inspections must be conducted when other changes occur, such as increasing pump speed leading to changes in flow conditions in the pipeline and potentially contaminating the fuel.

5. To ensure electrical conductivity through flexible pipes, each flange between the pipeline connection head and the fuel tank discharge must be equipped with static electricity straps. Cable connections (which may generate sparks in valve pits, causing explosions) shall not be used.

Equipment used for suction at the discharge points of the submerged pipe

a) The equipment must use diesel engines or electric motors. Fuel tanks must be constructed of aluminum alloy, stainless steel, or low-carbon steel lined with epoxy material suitable for aviation fuel.

b) The suction equipment must be equipped with at least one 9 kg dry powder fire extinguisher. The equipment must have a discharge outlet, a discharge valve, and a sampling point with a spring-loaded valve.

c) The fuel tank must have a fuel level gauge or sight glass to prevent fuel overflow.

d) Before use, the fuel tank of the equipment must be dry, and the bottom of the tank must be checked for water and impurities. After suctioning the pipeline discharge, the discharged product must be allowed to settle, and water or impurities must be drained from the equipment's discharge outlet before the product is returned to the storage facility for preservation.

Article 34. Sanitation, maintenance of valve pits and safety warnings on valve pit covers

1. Sanitation and maintenance of the valve pit system

a) Weekly, sanitation and inspection of valve pits must be carried out and recorded in a report. Valve pits must be kept clean and dry.

b) Regularly check the operation of the quick-opening control cable-operated valves, with closing time within two to five seconds. The inspection process must be conducted under the highest possible flow speed pressure and can be performed during fuel loading. Record the inspection results.

2. Safety warnings on valve pit covers

a) Underground fueling valve pit covers must be securely fastened to the valve pits using appropriate methods. This is particularly important where the valve pit cover may face directly towards the engine exhaust airflow.

b) Valve pits must have waterproof covers designed for easy and safe lifting by a person. Materials used for valve pit covers must not generate sparks.

c) Valve pits must be clearly identifiable in areas with multiple types of fuels and must be marked with the type of fuel.

d) Valves in underground fueling systems 10 cm (4 inches) must be installed with 10 cm (4 inches) standard outlet adaptors in the valve pits according to the layout requirements specified in Appendix II issued together with this Circular.

Article 35. Emergency Stop Button System

1. Emergency stop buttons (ESB) of the pipeline fueling system must be placed near the fueling position (within 80 meters) and also near the spray wash drain valves. These emergency stop buttons must be positioned clearly visible, easily observable, and convenient for operation, and must be continuously maintained.

2. Monthly inspections of the pipeline fueling system emergency stop button system must be conducted. Record monthly inspection results, including the locations of emergency stop buttons.

3. Emergency stop buttons must be inspected periodically every six months. Inspection results must be recorded.

Article 36. Operation of Underground Fueling Systems

1. Refilling, soaking, draining, and testing procedures must be carried out for new systems and for existing systems that have been expanded or supplemented.

2. Slowly fill the pipeline to ensure as much air as possible is expelled from the system. High point vents must be cleaned until all air has been purged.

3. After filling the pipeline, the system must be pressure tested according to Clause 2 of Article 38 of this Circular, unless the pipeline has already been tested with water before fuel fills the system.

4. After pressure testing, fuel must remain in the pipeline for at least one week of soaking. At the end of the soaking period, representative samples must be taken from the system and sent for testing. Test results must be compared with the test results of the fuel used to fill the system. Allowable deviation limits are set forth in Appendix II issued together with this Circular. If testing shows the fuel is unsuitable for use, it must be replaced with new fuel and the soaking process repeated.

5. After draining, membrane filter tests must be conducted on selected representative valve pits around the system to ensure the fuel quality is acceptable for aircraft use.

Article 37. Cathodic Protection

The connecting pipelines must have a coating and be protected from corrosion by a cathodic protection system and must have a maintenance procedure. Record the type or technical characteristics of production of the cathodic protection system.

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

1. Tightness Check

a) Annually, the tightness of the underground pipeline loading system must be checked according to the standard based on the manufacturer's recommendations and Vietnamese legal regulations.

b) For pipeline loading systems without leak detection systems: Every six months, a tightness check must be conducted using one of the leak detection systems; monthly, the system must be checked at operating pressure when there is no loading activity and the pressure drop (after two hours of testing) must be recorded. Any pressure drop (less than 10 psi) must be compared with previous test results. If the pressure drops while increasing, and the cause is not due to changes in test pressure or fuel temperature in the pipeline, it indicates that the system has a leak or a shut-off valve failure. All test results must be recorded.

2. Pressure Testing of Underground Pipeline Loading Systems

a) All underground sections and pipeline loading systems without leak detection systems must undergo annual pressure testing at the highest operating pressure to ensure system tightness.

b) The highest operating pressure is the maximum push pressure at the highest tank height.

c) Pressure testing must be carried out for eight hours (API 570); if the test results show no significant pressure drop, the testing time can be reduced to a minimum of one hour.

d) If the test results indicate a leak, pressure testing must be performed at 110% of the permitted highest operating pressure.

đ) If the value of the highest permitted operating pressure cannot be determined, pressure testing must be performed at 125% of the system's working pressure. The pressure testing must follow a pre-prepared procedure, particularly paying attention to isolating the pipeline safety valves.

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

g) Underground pipelines and above-ground sections where the pipe begins to go underground must also be inspected at a frequency equivalent to the pipeline pressure testing.

h) All test results must be recorded.

Article 39. Shock Absorbers, Pressure Regulating Valves

When installing shock absorbers, the pressure in the pipeline must be checked to ensure it meets the manufacturer's recommendations.

Article 40. Vent Valves at High Points of Pipelines

1. Vent valves at high points of pipelines must be purged of all air from the system immediately after the underground pipeline loading system has been filled with fuel and put into operation or after repairs and modifications to the pipeline. Remaining air in the pipeline can cause vibration and affect the accuracy of the system's leak detection.

2. Special inspection procedures must be established for vent valves at high points of the system, and precautions must be taken against the formation of fuel mist, gas (which poses a high risk of fire and explosion).

Article 41. Fueling Valve Rooms of Pipelines

Annually, fueling valve rooms must be regularly inspected visually to check the construction status, operational status of pipelines, and auxiliary equipment.

Chapter IV

SAFETY REQUIREMENTS AND QUALITY CONTROL WHEN FUELING AIRCRAFT

Section 1

FUELING PASSENGER FLIGHTS

Article 42. Responsibilities of Parties Involved in Aircraft Fueling

1. Responsibilities of the Airports and Airfields Operator:

a) Must specify lanes, routes, and sequence for ground equipment to approach aircraft.

b) Must develop plans to ensure safety during fueling in case of oil spills, fires, or explosions; ensure facilities, means, and personnel for firefighting and handling incidents related to fueling operations.

c) Coordinate with the aircraft operator and fueling unit to establish positions, procedures for fueling aircraft, sequence of activities, approach directions, and other regulations to ensure safe fueling operations at airports and airfields.

2. Responsibilities towards fueling staff:

a) Must be familiar with the fueling process, use of fueling equipment, and safety requirements when fueling aircraft.

b) Must be familiar with regulations on approach direction and speed; must ensure coordination with fueling vehicle operators during approach and departure from the aircraft; ensure close coordination with technical staff during fueling and draining operations.

c) Must have knowledge about fire prevention and explosion safety, trained in fire prevention and control measures during fueling operations.

d) Must hold a permit for controlling aviation equipment in restricted areas issued by the Civil Aviation Authority according to Circular No. 61/2011/TT-BGTVT.

3. Responsibilities of the Fueling Vehicle Operator:

a) Speed on apron: not exceeding 5 km/h in safe areas for aircraft on the ground; not exceeding 35 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 brakes fail. In cases where the vehicle must back up to approach the aircraft, there must be someone guiding the backing until it stops completely; semi-trailer fueling vehicles and trailer fueling vehicles cannot back up to approach the aircraft.

c) Mobile phones must not be used while operating the vehicle.

4. Position of the Fueling Vehicle on the Apron:

a) The left wing fueling position viewed from the tail is preferred.

b) Can only approach the aircraft once it has fully stopped, chocks are in place, main engines are off, and warning lights are extinguished, except in cases where support equipment is required to shut down the engines.

c) The position of the fueling vehicle must not obstruct access to the cabin door and cargo hold door. The fueling vehicle must not face directly toward the aircraft engine and must not interfere with the operations of other ground service vehicles.

d) The fueling vehicle must park in accordance with the standard ground service equipment layout diagram; maintain a certain distance from the aircraft and other ground service vehicles to avoid potential collisions; must not be obstructed by other equipment to allow quick movement away from the aircraft in emergencies.

đ) The fueling vehicle must be parked outside the engine exhaust plume with a minimum radius of 3 meters and APU exhaust or other hazardous areas.

e) When the vehicle is parked at the fueling position, the driver must not leave the cab until the parking brake is applied.

g) When the fueling vehicle is parked under the wing of the aircraft, the operator must consider the possibility of the aircraft sinking due to increased load from fuel, cargo, and passengers to prevent wing, fuel filler cap, or other parts from colliding with the fueling vehicle.

5. Static Electricity Connection and Grounding Between the Fueling Vehicle and the Aircraft

a) The aircraft, fueling vehicles, and flexible hoses on the wing must be electrically connected during fueling to ensure no voltage difference between the vehicles.

b) Static electricity transfer between the fueling vehicle and the aircraft must be performed before installing the fueling hose or opening the fuel filler cap of the aircraft. Maintain connection until all fueling hoses are removed or the aircraft's fuel filler cap is closed.

c) Aircraft grounding: 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; 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. Situations Where Fueling of Aircraft is Prohibited

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. Requirements for Quality Inspection of Fuel Before Fueling

a) Fuel supplied to the aircraft must meet the correct type, quality standards according to TCVN 6426 and AFQRJOS (JIG) current version attached as Appendix II of this Circular, free of water and impurities, and must have valid fuel quality certificates.

b) Conduct sampling for quality inspection on the apron for fuel tankers: after the remaining fuel in the tanker's discharge pipe and filter have been replaced, take one liter of filtered sample for visual inspection (for jet fuel); if the sample meets the quality requirements after visual inspection, determine the specific gravity of the sample. If water is found in the sample or if the water test indicator changes color, a second sample must be taken. If water is still present in the second sample, immediately stop refueling and notify the airline representative. Refueling shall not be permitted until the cause of the water presence is determined and addressed; samples shall be taken at the following times: the first refueling of the day; the first refueling after the tanker has left the warehouse; the first refueling after the tanker has been fully pumped or filled with fuel; the first refueling after heavy rain. If the customer (airlines) requests sampling, the refueling company must take two samples, seal them, and label them. One sample is transferred to the customer, and the other is retained by the refueling unit until a notification letter from the customer is received;

c) Conduct sampling for quality inspection on the apron for fuel tankers equipped with absorbent filters: take a sample during each refueling to conduct a visual inspection; if the sample meets the quality requirements after visual inspection, determine the specific gravity of the sample. During the refueling process, take one liter of filtered fuel after pumping one thousand liters for visual inspection. After refueling, take one liter from the inlet of the absorbent filter;

d) Conduct sampling for quality inspection on the apron for fuel tankers equipped with coalescing filters: take a sample during each refueling to conduct a visual inspection; if the sample meets the quality requirements after visual inspection, determine the specific gravity of the sample. During the refueling process: take a filtered sample after pumping one thousand liters (not mandatory). After refueling: under pressure, take one liter of sample from the outlet of the coalescing filter or before the absorbent filter for visual inspection;

đ) Nếu xe truyền tiếp nhiên liệu ngừng sử dụng hoặc được chuyển sang tra nạp cho một tàu bay khác trước khi kết thúc nạp nhiên liệu thì việc lấy mẫu phải được thực hiện sau khi tháo vòi ra khỏi tàu bay. Nếu trong mẫu có nước thì dừng ngay việc nạp nhiên liệu và phải thông báo ngay cho đại diện hãng hàng không. Không được phép tra nạp đến khi xác định được các nguyên nhân và đã xử lý.

8. Các quy định để đảm bảo an toàn trong và sau khi tra nạp

a) Khi tra nạp nhiên liệu cho tàu bay, nhân viên tra nạp phải ở vị trí có thể quan sát rõ bảng điều khiển xe tra nạp và cửa nạp nhiên liệu tàu bay, điều khiển bằng bộ điều khiển cầm tay (deadman), không được dùng vật để chèn mở bộ điều khiển cầm tay, quan sát, kiểm tra rò rỉ nhiên liệu, chênh lệch áp suất trên bầu lọc và các thông số kỹ thuật khác;

b) Phải dừng ngay tra nạp khi có rò rỉ nhiên liệu hoặc chênh lệch áp suất trên bầu lọc giảm đột ngột;

c) Trong quá trình tra nạp nhiên liệu, không được làm các công việc bảo dưỡng tàu bay có nguy cơ ảnh hưởng đến an toàn tra nạp nhiên liệu tàu bay;

d) Cấm sử dụng điện thoại cá nhân trong khu vực tra nạp nhiên liệu;

đ) Không được tra nạp làm tràn nhiên liệu; nếu tràn nhiên liệu, nhân viên tra nạp phải lau sạch ngay; nếu nhiên liệu bị tràn với diện tích hơn 4 m² phải yêu cầu nhân viên cứu hỏa đến làm sạch;

c) Khi đang tra nạp nhiên liệu cho tàu bay, không được thực hiện các hành vi bật, tắt nguồn điện tàu bay hoặc sử dụng các thiết bị sinh ra tia lửa điện; thông điện để kiểm tra thiết bị và hệ thống tàu bay; sưởi ấm động cơ; dùng nguồn sáng hở để kiểm tra quá trình tra nạp nhiên liệu;

g) Khi đang tra nạp nhiên liệu cho tàu bay, các phương tiện hoạt động trên khu bay phải đỗ cách tàu bay 15 m, không được khởi động động cơ;

h) Cấm hút thuốc trong khu vực tra nạp;

i) Sau khi hoàn thành việc tra nạp: trước khi rời khỏi tàu bay đã kết thúc việc tra nạp, nhân viên tra nạp phải kiểm tra xung quanh phương tiện tra nạp lần cuối để đảm bảo các nắp cửa nạp nhiên liệu của tàu bay đã được đóng chắc chắn, phương tiện tra nạp nhiên liệu đã được ngắt hoàn toàn với tàu bay và tất cả các chi tiết của phương tiện đã được xếp gọn;

k) Người điều khiển phương tiện tra nạp và nhân viên tra nạp phải phối hợp chặt chẽ khi điều khiển phương tiện rời khỏi tàu bay theo quy trình quy định.

Điều 43. Tra nạp nhiên liệu cho tàu bay

1. Tra nạp nhiên liệu cho tàu bay bằng xe tra nạp dưới cánh tàu bay, ngoài các quy định tại Điều 42 của Thông tư này, vị trí đỗ của phương tiện tra nạp nhiên liệu dưới cánh tàu bay phải thực hiện đúng các yêu cầu sau đây: chiều dài triển khai ống mềm là ngắn nhất, ống được lắp theo phương thẳng đứng, không được tạo lực kéo nghiêng đối với cửa nạp nhiên liệu của tàu bay, không được cản trở hoạt động của các phương tiện phục vụ mặt đất khác và có tín hiệu nhận biết để phòng ngừa va quệt; phải xác định khoảng cách an toàn về chiều cao để tránh va chạm giữa phương tiện tra nạp và tàu bay khi tiếp cận và khi tàu bay đủ tải trọng.

2. Tra nạp nhiên liệu cho tàu bay bằng xe tra nạp trên cánh tàu bay, ngoài các quy định tại Điều 42 của Thông tư này, phải sử dụng cò tra nạp có đường kính phù hợp để thực hiện việc tra nạp nhiên liệu trên cánh và phải thực hiện theo đúng quy trình nối và lắp các họng tra nạp vào cửa nhập thùng nhiên liệu tàu bay để đảm bảo an toàn.

a) Nếu các nắp thùng nhiên liệu của tàu bay đã bị tháo ra trước khi tiến hành các bước tra nạp nhiên liệu, cần phải lắp lại và để hơi nhiên liệu phân tán hết trong khu vực cho phép trước khi bắt đầu quá trình nạp nhiên liệu. Quá trình này có thể thay đổi tùy theo loại tàu bay và cần chú ý thực hiện như sau: cho miệng ống tiếp xúc với bề mặt kim loại của cánh tàu bay để cân bằng hiệu điện thế; mở nắp cửa nạp nhiên liệu trên cánh; gắn kẹp của họng nạp với điểm nối hoặc nắp cửa nhập nhiên liệu (nếu điểm nối thích hợp hoặc cửa nạp có sẵn trên tàu bay), trong khi nắp thùng nhiên liệu của tàu bay vẫn đóng; mở nắp thùng nhiên liệu của tàu bay; đưa ống nạp nhiên liệu vào, gắn chặt vào cửa nạp và tiến hành nạp nhiên liệu;

b) Các cảnh báo bổ sung đối với quá trình nạp nhiên liệu trên cánh tàu bay: các đồ vật mang theo người của nhân viên tra nạp có thể rơi vào trong thùng nhiên liệu tàu bay; các ống tra nạp phải được đặt qua phía trước cánh tàu bay đến cửa nạp nhiên liệu (không được qua phía sau cánh của tàu bay) để tránh những hư hại có thể xảy ra với tàu bay; phải dùng thang và đệm lót để tránh hư hại đối với tàu bay do cọ xát trong khi tra nạp nhiên liệu; các vòi tra nạp trên cánh phải được đóng mở bằng tay và không được phép dùng chèn để mở cò tra nạp.

3. Tra nạp nhiên liệu cho tàu bay bằng xe truyền tiếp nhiên liệu dưới cánh tàu bay, ngoài các quy định nêu tại Điều 42 của Thông tư này, phải thực hiện theo các yêu cầu sau:

a) Phải kiểm tra chủng loại nhiên liệu ở hố van và xe truyền tiếp nhiên liệu trước khi nối ống; hố van và ống hút kết nối giữa van ngầm với xe truyền tiếp nhiên liệu phải có các biển báo hoặc cắm cờ có màu sắc dễ nhận biết về ban ngày và ban đêm, có thể sử dụng nguồn sáng màu an toàn chiếu dọc ống hút đến hố van để cảnh báo, phòng tránh các phương tiện khác phục vụ tàu bay chèn, cán lên; nối dây truyền tĩnh điện với tàu bay; gắn dây buộc vào van ngầm, đảm bảo van ngầm vẫn đóng bằng cách giật dây buộc để đóng van; đặt dây buộc trên sân đỗ sao cho dễ quan sát và sẵn sàng nạp nhiên liệu, đồng thời để các nhân viên khác trên sân bay có thể sử dụng trong trường hợp khẩn cấp; lau sạch cặn bẩn hoặc hơi nước trên khớp nối giữa van ngầm và đầu khớp nối (coupling); lắp khớp nối của ống xe truyền tiếp nhiên liệu vào hố van ngầm và họng tra nạp vào tàu bay (phải kiểm tra các cửa nạp nhiên liệu của tàu bay); mở khớp nối của họng nạp và khớp nối cửa nạp tàu bay nếu khớp nối được điều khiển bằng tay;

b) Kích hoạt hệ thống điều khiển cầm tay (Deadman) để bắt đầu tra nạp: khi kết thúc quá trình nạp nhiên liệu, thực hiện các bước ngược lại theo thứ tự đã được thực hiện (tháo trước lắp sau). Nhân viên tra nạp trước khi rời khỏi vị trí phải đóng hố van, họng tiếp nhiên liệu; phải đậy nắp che bụi của van và các đầu khớp nối mỗi khi không sử dụng; xả lấy mẫu phải được thực hiện và kiểm tra theo quy định tại khoản 7 Điều 42 của Thông tư này.

4. Tra nạp nhiên liệu cho tàu bay bằng xe truyền tiếp nhiên liệu trên cánh tàu bay

a) Không được nạp nhiên liệu trên cánh tàu bay từ hệ thống tra nạp bằng đường ống ngầm qua các xe truyền tiếp nhiên liệu do có thể gây rò tràn do áp suất cao;

b) Chỉ áp dụng trường hợp này khi xe truyền tiếp nhiên liệu đã được thiết kế để có thể nạp nhiên liệu từ trên cánh tàu bay và xe không lắp bộ phận giải phóng xe khẩn cấp;

c) Mọi quá trình nạp nhiên liệu trên cánh tàu bay từ xe truyền tiếp nhiên liệu phải được hai nhân viên thực hiện theo quy trình đã được thông qua trong đó một người phải giữ bằng bộ điều khiển cầm tay (deadman) và dây giật của hố van trong suốt quá trình nạp.

Mục 2

 TRA NẠP HOẶC HÚT NHIÊN LIỆU TRONG CÁC TRƯỜNG HỢP ĐẶC BIỆT

Điều 44. Tra nạp nhiên liệu hàng không cho các chuyến bay chuyên cơ

1. Tra nạp nhiên liệu cho tàu bay chuyên cơ của Việt Nam thực hiện theo quy định tại Thông tư số 28/2010/TT-BGTVT ngày 13 tháng 9 năm 2010 của Bộ trưởng Bộ Giao thông vận tải quy định chi tiết về công tác đảm bảo chuyến bay chuyên cơ (Thông tư số 28/2010/TT-BGTVT).

2. Tra nạp nhiên liệu cho tàu bay chuyên cơ nước ngoài tại các sân bay Việt Nam: thực hiện theo yêu cầu của đại diện nước có chuyên cơ và quy định tại Thông tư số 28/2010/TT-BGTVT.

Điều 45. Tra nạp hoặc hút nhiên liệu khi hành khách đang lên, xuống hoặc ở trên tàu bay

1. Việc tra nạp hoặc hút nhiên liệu khi hành khách đang lên, xuống hoặc ở trên tàu bay chỉ có thể thực hiện được với các điều kiện sau:

a) Người khai thác tàu bay thông báo, phối hợp chặt chẽ với người khai thác cảng hàng không, sân bay đảm bảo sân bay đã chuẩn bị các phương án đảm bảo an toàn, triển khai xe cứu hỏa sẵn sàng ở vị trí theo quy định.

b) Người khai thác tàu bay phải có phương án sơ tán hành khách kịp thời khi có tình huống khẩn cấp: chuẩn bị xe thang, ống trượt, các cửa và đường thoát hiểm.

c) Người khai thác tàu bay phải thông báo cho hành khách và nhân viên đang ở trên tàu bay việc nạp nhiên liệu; phổ biến các chỉ dẫn cho nhân viên về việc đảm bảo an toàn cho toàn bộ hành khách trong quá trình tra nạp nhiên liệu và phải tuân thủ nghiêm ngặt theo những chỉ dẫn đó.

d) Hành khách và nhân viên trên tàu bay không được thắt dây an toàn. Phải thực hiện nghiêm ngặt quy định “Cấm hút thuốc”, cấm sử dụng bất cứ thiết bị có thể bắt lửa, không đi lại trong khoang.

2. Phải ngừng tra nạp khi xảy ra các sự cố như tràn nhiên liệu, các sự cố phát sinh khác, hay có bất kỳ sự vi phạm những quy định nêu trên mà có thể dẫn tới các tai nạn nguy hiểm.

3. Các trường hợp không được phép tra nạp khi có hành khách đang lên xuống tàu bay:

a) Tàu bay trực thăng; tàu bay dưới 20 ghế hành khách; tàu bay dùng nhiên liệu JP4 (nhiên liệu thành phần cất rộng (wide-cut), dùng cho tàu bay quân sự) hoặc trộn lẫn JP4; xăng Avgas.

b) Một trong các yêu cầu quy định tại khoản 1 Điều này không thực hiện được, trừ khi có sự cho phép đặc biệt của người khai thác cảng hàng không, sân bay và Cảng vụ hàng không.

Điều 46. Tra nạp khi động cơ phụ của tàu bay (APU) đang hoạt động

1. Khi luồng khí xả của APU ngoài chu vi phòng hỏa

a) Phải bố trí phương tiện tra nạp cách luồng khí xả của APU càng xa càng tốt.

b) Trong khi tra nạp có thể dừng hoặc khởi động APU không cần thông báo trước.

c) Khi nhiên liệu bị tràn, phải dừng ngay hoạt động của APU cho đến khi nhiên liệu tràn đã được cách ly và không còn sự nguy hiểm của hơi nhiên liệu dễ cháy.

2. Khi luồng khí xả của APU trong phạm vi phòng hỏa

a) Phải khởi động APU cho hoạt động ổn định trước khi tháo các nắp đậy và lắp ghép các đầu nối để tra nạp.

b) Nếu dừng hoạt động của APU khi đang tra nạp nhiên liệu, không được khởi động lại APU cho đến khi dừng tra nạp.

c) Khi luồng khí xả của APU ở một phía của tàu bay hoặc phía đuôi của tàu bay, xe tra nạp phải được đỗ tại vị trí tránh được luồng khí xả.

d) Khi nhiên liệu bị tràn, phải dừng ngay hoạt động của APU cho đến khi nhiên liệu tràn đã được cách ly và không còn sự nguy hiểm của hơi nhiên liệu dễ cháy.

đ) Nếu luồng khí xả của APU xả trực tiếp qua mặt trên của cánh tàu bay, không được tiến hành nạp nhiên liệu trên cánh khi APU đang hoạt động.

3. Không được tra nạp khi APU đặt trong buồng động cơ cùng phía với cửa nạp nhiên liệu đang hoạt động.

Điều 47. Tra nạp khi xe cung cấp điện (GPU) cho tàu bay đang hoạt động.

1. Xe cấp điện (GPU) phải cách phương tiện tra nạp ít nhất 6 mét và không gần các điểm thông hơi của thùng chứa nhiên liệu cánh tàu bay.

2. Động cơ xe cấp điện (GPU) phải được khởi động và đóng điện trước khi bắt đầu quá trình nạp nhiên liệu. Không được đóng, ngắt dòng trong khi đang tra nạp.

3. Khi nhiên liệu bị tràn, phải dừng ngay lập tức hoạt động của xe cấp điện (GPU) cho đến khi nhiên liệu tràn đã được cách ly và không còn sự nguy hiểm của hơi nhiên liệu dễ cháy.

Điều 48. Tra nạp khi một động cơ tàu bay đang hoạt động

1. Tra nạp nhiên liệu dưới cánh tàu bay

a) Nạp nhiên liệu dưới cánh tàu bay chỉ được thực hiện khi một động cơ tàu bay không hoạt động và không được nạp nhiên liệu ở phía có động cơ đang hoạt động;

b) Phải đỗ tàu bay ở khoảng cách ít nhất 50 mét so với khu vực hành khách lên tàu bay của sân bay và bất kỳ tòa nhà hay các tàu bay nào khác;

c) Tàu bay phải quay đầu về hướng gió;

d) Không được bắt đầu tra nạp nhiên liệu trừ khi tất cả hành khách đã rời khỏi tàu bay ở khoảng cách ít nhất 50 mét;

đ) Phải chuẩn bị đầy đủ bên cạnh tàu bay các thiết bị chữa cháy di động như xe cứu hỏa và các thiết bị cứu hỏa cầm tay;

e) Nhiên liệu phải được nạp ở phía đối diện của động cơ đang hoạt động. Phương tiện tra nạp phải đỗ ở khoảng cách lớn nhất so với động cơ đang hoạt động;

g) Khi có yêu cầu nạp nhiên liệu bổ sung ở phía động cơ đang hoạt động, cần phải thực hiện theo trình tự sau: dời phương tiện tra nạp khỏi vị trí vừa kết thúc việc tra nạp nhiên liệu. Phương tiện tra nạp đỗ cách động cơ phải được khởi động ít nhất 50 mét; nhân viên của hãng hàng không khởi động động cơ phía vừa mới được nạp nhiên liệu và tắt động cơ phía phải được nạp nhiên liệu; đưa phương tiện tra nạp nhiên liệu tới gần cánh tàu bay phải được nạp với khoảng cách lớn nhất có thể so với động cơ đang hoạt động; tiến hành tra nạp nhiên liệu.

2. Không được phép tra nạp nhiên liệu bên trên cánh tàu bay trong khi một động cơ đang hoạt động.

Điều 49. Tra nạp khi hệ thống điều hòa không khí trên tàu bay đang hoạt động

Việc tra nạp nhiên liệu phải được thực hiện theo các điều kiện tương tự các hoạt động phục vụ tàu bay khác, nhưng trừ trường hợp tràn nhiên liệu, phải tắt hệ thống điều hòa không khí trên tàu bay. Điều này nhằm ngăn chặn hơi dễ bắt lửa bay qua khu vực hành khách của tàu bay.

Điều 50. Tra nạp nhiên liệu trong nhà để tàu bay (hangar)

Không được phép tra nạp nhiên liệu trong nhà để tàu bay hay các vị trí tương tự, trừ trường hợp có thỏa thuận đặc biệt giữa hãng hàng không và đơn vị quản lý nhà để tàu bay đó.

Điều 51. Tra nạp nhiên liệu khi tàu bay bị can thiệp bất hợp pháp

1. Người khai thác cảng hàng không, sân bay phải xây dựng kế hoạch tổ chức phục vụ tàu bay bị can thiệp bất hợp pháp, trong đó có phục vụ tra nạp nhiên liệu theo yêu cầu của can thiệp bất hợp pháp; Kế hoạch này được điều chỉnh, bổ sung hàng năm và thông báo bằng văn bản đến các đơn vị cung ứng nhiên liệu, cung ứng dịch vụ tra nạp nhiên liệu tại sân bay.

2. Nếu phải tra nạp trong trường hợp này thì việc bảo vệ tính mạng của các nhân viên, hành khách trên tàu bay và phi hành đoàn cần phải được quan tâm hàng đầu.

3. Trường hợp phải thực hiện tra nạp nhiên liệu cho tàu bay bị can thiệp bất hợp pháp phải thực hiện theo đúng Quyết định số 44/2009/QĐ-TTg ngày 26 tháng 3 năm 2009 của Thủ tướng Chính phủ ban hành Phương án khẩn nguy tổng thể đối phó với hành vi can thiệp bất hợp pháp vào hoạt động hàng không dân dụng (Quyết định số 44/2009/QĐ-TTg).

4. Trách nhiệm của người đứng đầu tổ chức được thành lập theo Quyết định số 44/2009/QĐ-TTg giải quyết vụ việc tàu bay bị can thiệp bất hợp pháp trong trường hợp phải tra nạp nhiên liệu cho tàu bay:

a) Thống nhất với hãng hàng không để chỉ định đơn vị tra nạp nhiên liệu cho tàu bay, có thể huy động lực lượng quân đội làm nhiệm vụ tra nạp;

b) Xác định tổ chức chịu trách nhiệm chi cho việc tra nạp nhiên liệu: chi phí nhiên liệu, chi phí phục vụ tra nạp, đền bù thiệt hại nếu xảy ra;

c) Thông báo bằng văn bản cho công ty được chỉ định tra nạp nhiên liệu về kế hoạch thực hiện;

d) Xây dựng phương án bảo đảm an toàn tính mạng cho những người phục vụ tra nạp, hành khách và tổ lái tàu bay. Thông báo cho đối tượng can thiệp bất hợp pháp về số lượng nhiên liệu, phương tiện, nhân viên và trang phục để nhận biết, thời gian thực hiện tra nạp;

đ) Cử người có kinh nghiệm xử lý tình huống điều hành hoạt động tra nạp; các nhân viên phục vụ, giám sát quá trình tra nạp phải chấp hành chỉ đạo của người điều hành hoạt động tra nạp.

5. Đơn vị cung ứng dịch vụ tra nạp nhiên liệu phải xây dựng “Quy trình tra nạp nhiên liệu cho tàu bay bị can thiệp bất hợp pháp” và hàng năm phải tiến hành huấn luyện quy trình này cho nhân viên tra nạp nhiên liệu. Khi nhận được thông báo về tra nạp nhiên liệu cho tàu bay bị can thiệp bất hợp pháp, đơn vị cung ứng dịch vụ tra nạp phải tiến hành các bước sau:

a) Triển khai thực hiện phương án khẩn nguy đối phó với các hành vi can thiệp bất hợp pháp, chịu sự chỉ huy của chỉ huy trưởng điều hành phối hợp các lực lượng trực tiếp thực hiện phương án đối phó với hành vi can thiệp bất hợp pháp tại hiện trường;

b) Cử người có kinh nghiệm phụ trách giám sát việc tra nạp và lựa chọn những người có kinh nghiệm, tự nguyện làm nhiệm vụ tra nạp cho tàu bay bị can thiệp bất hợp pháp. Trường hợp người giám sát và nhân viên tra nạp không sử dụng thành thạo hệ thống nhiên liệu của tàu bay, phải đề nghị cử nhân viên kỹ thuật tàu bay thành thạo công việc tham gia phục vụ tra nạp nhiên liệu;

c) Chuẩn bị đủ số lượng nhiên liệu, phương tiện làm nhiệm vụ tra nạp cho tàu bay bị can thiệp bất hợp pháp;

d) Báo cáo bằng văn bản cho người người đứng đầu tổ chức được thành lập theo Quyết định số 44/2009/QĐ-TTg về giải quyết vụ việc tàu bay bị can thiệp bất hợp pháp về số lượng nhiên liệu, phương tiện và nhân sự tham gia tra nạp; báo cáo cấp trên quản lý trực tiếp về quyết định phục vụ tra nạp nhiên liệu cho tàu bay bị can thiệp bất hợp pháp của tổ chức giải quyết vụ việc và kế hoạch thực hiện tra nạp;

đ) Trước khi đưa phương tiện đi tra nạp cho tàu bay bị can thiệp bất hợp pháp, đơn vị cung ứng dịch vụ tra nạp phải lấy hai mẫu nhiên liệu trên phương tiện tại kho nhiên liệu, không được lấy tại tàu bay. Niêm phong mẫu và lưu tại công ty tra nạp và tại hãng hàng không.

6. Thông tin về tàu bay bị can thiệp bất hợp pháp

Tất cả mọi nhân viên phục vụ tàu bay bị can thiệp bất hợp pháp không được cung cấp thông tin cho các phương tiện truyền thông trong và sau khi giải quyết xong vụ việc trước khi có thông báo của người có thẩm quyền.

Điều 52. Cảnh báo bom trên tàu bay đã được nạp nhiên liệu

Trường hợp tàu bay được cảnh báo bị cài bom, người đứng đầu tổ chức giải quyết vụ việc theo quy định tại Quyết định số 44/2009/QĐ-TTg.

Điều 53. Hút nhiên liệu từ thùng chứa nhiên liệu tàu bay

1. Đơn vị cung ứng dịch vụ tra nạp nhiên liệu hàng không phải có các trang thiết bị cần thiết để sử dụng kịp thời trong trường hợp các hãng hàng không yêu cầu hút nhiên liệu từ tàu bay để điều chỉnh trọng tải hoặc bảo dưỡng tàu bay hoặc các nguyên nhân khác.

2. Đơn vị 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, tra nạp hoặc bảo quản phải được sự thống nhất của cả hai bên.

3. Việc 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, đào tạo

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

a) Sự cố rò rỉ, tràn nhiên liệu;

b) 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) Sự cố tai nạn lao động;

đ) Chỉ dẫn thoát hiểm.

2. Phương án huấn luyện, đào tạo 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 cơ sở 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, đào tạo về chữa cháy: hàng năm phải tổ chức huấn luyện, đào tạo 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, đào tạo xử lý sự cố tràn nhiên liệu: huấn luyện người lao động sử dụng các phương tiện tại chỗ để ngăn chặn, cô lập, thu gom 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.

c) Huấn luyện, đào tạo 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.

d) Huấn luyện, đào tạo về vệ sinh, an toàn lao động.

3. Đối với với những người thực hiện công tác tra nạp và bảo quản nhiên liệu hàng không, công ty chủ quản phải xây dựng kế hoạch huấn luyện, đào tạo ban đầu và đào tạo lại trong quá trình làm việc.

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, chỉ dẫn các đường thoát hiểm, 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 Phòng cháy, chữa cháy (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.

đ) 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.

e) 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 phòng cháy chữa cháy cấp giấy chứng nhận theo phân cấp, chứng nhận đủ điều kiện an toàn về phòng cháy chữa cháy.

5. Trong quá trình hoạt động doanh nghiệp cung ứng và tra nạp nhiên liệu hàng không phải xây dựng hệ thống quản lý an toàn (Safety Management System). Hệ thống quản lý an toàn của tổ chức cung cấp dịch vụ hàng không phải tối thiểu phải có 4 mục sau:

a) Các chính sách và mục tiêu an toàn;

b) Công tác quản lý rủi ro an toàn;

c) Công tác đảm bảo an toàn;

d) Công tác đẩy mạnh an toàn.

Điều 56. An ninh

1. Người quản lý kho nhiên liệu hàng không có trách nhiệm bảo đảm việc bố trí trang thiết bị phù hợp 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.

4. Quy chế an ninh của doanh nghiệp cung ứng và tra nạp nhiên liệu hàng không phải được Cục Hàng không phê duyệt theo quy định tại Thông tư số 30/2012/TT-BGTVT ngày 01/08/2012 của Bộ trưởng Bộ Giao thông vận tải quy định chi tiết về Chương trình an ninh hàng không dân dụng Việt Nam và kiểm soát chất lượng an ninh hàng không dân dụng.

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;

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

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

g) Các sự cố, tai nạn tàu bay mà nguyên nhân có thể 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.

2. Tai nạn, sự cố được xác định là nghiêm trọng khi gây ra các hậu quả sau:

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

g) Gây thiệt hại về tài sản, máy móc, thiết bị với giá trị lớn hơn 1.050.000.000 VNĐ;

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

d) 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;

đ) Sự cố được xác định là nghiêm trọng, nếu không tránh được mà gây ra thiệt hại nêu tại các điểm a, b, c và d khoản này;

e) Sự cố được xác định là kéo dài khi gây trở ngại cho ca làm việc 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.

3. 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.

4. Đối với trường hợp gặp sự cố uy hiếp an toàn thì đơn vị cung ứng dịch vụ tra nạp 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 trong quá trình tra nạp nhiên liệu.

5. Đối với 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.

6. Đối với 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:

a) Đơn vị cung ứng dịch vụ tra nạp nhiên liệu hàng không phải 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 nhân dân tỉnh, thành phố trực thuộc Trung ương và tổ điều tra để làm rõ nguyên nhân tai nạn;

b) Người quản lý công ty tra nạp nhiên liệu phải thông báo ngay về sự cố, tai nạn tàu bay cho lãnh đạo của công ty, 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 Cảng vụ hàng không theo các thông tin sau: tên và địa danh sân bay; ngày tháng và thời gian xảy ra sự cố, tai nạn; 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;

c) Người khai thác cảng hàng không, sân bay phải 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 nạp có liên quan.

7. Báo cáo về tai nạn sự cố, sự cố tránh được, rủi ro và chậm trễ

a) Đối với trường hợp báo cáo các sự cố và tai nạn nghiêm trọng thì đơn vị cung ứng dịch vụ tra nạp phải báo cáo ngay tới lãnh đạo công ty; Người khai thác cảng hàng không, sân bay; Cảng vụ hàng không bằng văn bản về tai nạn hoặc sự cố và các báo cáo đó phải được gửi đi trong vòng 24 giờ bằng fax hoặc 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 phải được hoàn thành trong thời hạn sớm nhất có thể, nhưng không quá 30 ngày.

b) Đối với 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 thì việc báo cáo các sự cố kéo dài phải được điều tra tức thời và đơn vị cung ứng dịch vụ tra nạp phải báo cáo tới lãnh đạo công ty, người khai thác cảng hàng không, sân bay, Cảng vụ hàng không sau 24 giờ thông qua fax hoặc e-mail. Báo cáo phải được hoàn thành trong vòng 48 giờ sau khi xảy ra sự cố.

c) Báo cáo các sự cố tránh được, sự cố nhỏ và các rủi ro: đơn vị cung ứng dịch vụ tra nạp phải thiết lập một hệ thống bảo đảm cho người lao động có thể báo ngay những sự cố tránh được và những rủi ro.

Điều 59. Bảo vệ môi trường

Doanh nghiệp cung ứng và tra nạp nhiên liệu hàng không, các tổ chức bảo dưỡng và các hãng hàng không có kinh doanh nhiên liệu hàng không tại các sân bay dân dụng Việt Nam có trách nhiệm:

1. Lập báo cáo đánh giá tác động môi trường hoặc bản cam kết bảo vệ môi trường theo quy định của pháp luật về bảo vệ môi trường.

2. Xây dựng kế hoạch ứng phó sự cố tràn dầu và tuân thủ Quy chế hoạt động ứng phó tràn dầu ban hành kèm theo Quyết định số 02/2013/QĐ-TTg ngày 14 tháng 01 năm 2013 của Thủ tướng Chính phủ.

3. Xây dựng các phương án phòng ngừa, ứng phó sự cố môi trường tại cảng hàng không sân bay theo hướng dẫn tại Thông tư số 53/2012/TT-BGTVT ngày 25 tháng 12 năm 2012 của Bộ trưởng Bộ Giao thông vận tải quy định về bảo vệ môi trường trong hoạt động hàng không dân dụng.

a) Người khai thác cảng hàng không, sân bay có trách nhiệm xây dựng, áp dụng các biện pháp phòng ngừa, ứng phó sự cố môi trường tại cảng hàng không sân bay: lập kế hoạch phòng ngừa, quy trình ứng phó sự cố môi trường tại cảng hàng không, sân bay và xử lý sự cố môi trường.

b) Kế hoạch phòng ngừa, ứng phó sự cố môi trường của cảng hàng không, sân bay bao gồm các nội dung: dự báo khả năng gây ra sự cố môi trường; sơ đồ các khu vực chịu ảnh hưởng của sự cố môi trường và đưa ra kịch bản xử lý sự cố môi trường tại cảng hàng không, sân bay; quy trình giám sát, xử lý và hoàn nguyên môi trường.

c) Hoạt động triển khai ứng phó sự cố môi trường tại cảng hàng không, sân bay được thực hiện như sau: thiết lập vùng nguy hiểm; liên hệ, thông báo cho Cảng vụ hàng không, Cục Hàng không Việt Nam để phối hợp giải quyết; tiếp cận vùng nguy hiểm theo hướng gió để giảm thiểu tiếp xúc với hơi, khí độc hại; cung cấp thông tin về hóa chất bị rò rỉ cho người có trách nhiệm ứng phó; đánh giá sự cố môi trường; thực hành ứng phó sự cố môi trường và báo cáo chi tiết toàn bộ kết quả ứng phó sự cố môi trường về Cục Hàng không Việt Nam và Bộ Giao thông vận tải.

d) Chủ cơ sở sản xuất, kinh doanh, cung cấp dịch vụ tại cảng hàng không có khả năng xảy ra sự cố môi trường có trách nhiệm xây dựng năng lực phòng ngừa, ứng phó sự cố phù hợp với kế hoạch phòng ngừa, ứng phó sự cố của Người khai thác cảng hàng không, sân bay và có biện pháp đảm bảo an toàn người và tài sản khi có sự cố môi trường.

e) Cảng vụ hàng không có trách nhiệm kiểm tra, giám sát việc xây dựng và thực hiện kế hoạch phòng ngừa, ứng phó sự cố môi trường tại cảng hàng không, sân bay.

4. Quản lý chất thải nguy hại tại cảng hàng không, sân bay

a) Người khai thác cảng hàng không, sân bay; doanh nghiệp cung ứng và tra nạp nhiên liệu hàng không phải đăng ký chủ nguồn thải chất thải nguy hại, tổ chức phân loại, quản lý chất thải nguy hại theo quy định tại Thông tư số 12/2011/TT-BTNMT ngày 14 tháng 4 năm 2011 của Bộ trưởng Bộ Tài nguyên và Môi trường quy định về quản lý chất thải.

b) Tổ chức và cá nhân có giấy phép hành nghề vận chuyển, quản lý chất thải nguy hại mới được phép vận chuyển chất thải nguy hại trong khu vực cảng hàng không, sân bay.

Chương VI

HIỆU LỰC THI HÀNH VÀ TỔ CHỨC THỰC HIỆN

Điều 60. Hiệu lực thi hành

1. Thông tư này có hiệu lực thi hành từ ngày 01 tháng 11 năm 2014 và thay thế Thông tư số 01/2012/TT-BGTVT ngày 09 tháng 01 năm 2012 của Bộ trưởng Bộ Giao thông vận tải quy định về việc bảo đảm kỹ thuật nhiên liệu hàng không tại Việt Nam.

2. Khi các văn bản quy phạm pháp luật, tiêu chuẩn, quy chuẩn kỹ thuật được dẫn chiếu, áp dụng tại Thông tư này có sửa đổi, bổ sung hoặc thay thế thì áp dụng văn bản sửa đổi, bổ sung hoặc thay thế đó.

Điều 61. Tổ chức thực hiện

1. Cục Hàng không Việt Nam chịu trách nhiệm tổ chức triển khai thực hiện Thông tư này, cập nhật các tiêu chuẩn, quy chuẩn kỹ thuật, tài liệu kỹ thuật được sửa đổi nêu trong Thông tư này; tổng hợp, báo cáo Bộ Giao thông vận tải những vấn đề phát sinh, vướng mắc trong quá trình thực hiện để giải quyết kịp thời.

2. Chánh Văn phòng Bộ, Chánh Thanh tra Bộ, các Vụ trưởng, 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./.