Airport Technology Reports – Hydrant Dispensers – A New Approach – Stokata nv by Global Business Media

SPECIAL REPORT

Hydrant Dispensers â&#x20AC;&#x201C; A New Approach

Choosing Aircraft Refuelling Vehicles and Hydrant Dispensers Greener Refuelling Solutions for Airports Hydrants Versus Tanker Fuelling Improving Safety of Refuelling Procedures The Challenge of the Future

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In-Line Pressure Control System Filter Water Separator Meter and Control System

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Underwing Refuelling

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Greener Refuelling Solutions for Airports

Publisher Kevin Bell

Sampling

Tom Cropper, Editor

The Impact of Aviation Reducing Emissions from Ground Vehicles

Business Development Director Marie-Anne Brooks

Financial Imperatives

Editor Tom Cropper

Hydrants Versus Tanker Fuelling

Senior Project Manager Steve Banks Advertising Executives Michael McCarthy Abigail Coombes

James Butler, Staff Writer

The Financial Calculation Other Benefits When to Choose Tankers

Production Manager Paul Davies

Improving Safety of Refuelling Procedures

For further information visit: www.globalbusinessmedia.org

Jo Roth, Staff Writer

Misfuelling In Commercial Aircraft The opinions and views expressed in the editorial content in this publication are those of the authors alone and do not necessarily represent the views of any organisation with which they may be associated. Material in advertisements and promotional features may be considered to represent the views of the advertisers and promoters. The views and opinions expressed in this publication do not necessarily express the views of the Publishers or the Editor. While every care has been taken in the preparation of this publication, neither the Publishers nor the Editor are responsible for such opinions and views or for any inaccuracies in the articles.

Fuel Contamination and Ignition Advanced Refuelling Systems

The Challenge of the Future

Tom Cropper, Editor

A Crisis of Capacity Digital Technology

References 14

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SPECIAL REPORT: HYDRANT DISPENSERS – A NEW APPROACH

Foreword R

efuelling is a crucial yet surprisingly

of the calculations operators and investors will need

overlooked part of the aviation process, but

to consider before making a decision.

that is showing signs of changing. The market is

The issue of safety is then looked at by Jo Roth.

growing as airport operators look to deliver faster,

Refuelling accidents remain a serious issue for the

more efficient and safer services.

aviation sector. The next generation of refuelling

The purpose of this Report, then, is to ask what issues operators should consider when making the

solutions can mitigate risks by reducing fuelling errors, contamination and leaks.

move. We start with an article from Stokota, one of the

Finally, we ask how airports can manage the growing

leading providers of aviation fuelling systems in the

calls on their capacity. Demand is surging and airports

world, who outline what they see as a new approach

are under pressure to improve turnaround times

to refuelling hydrants.

and open up more available departure slots. Delays

Elsewhere the Report covers the key issues that

with refuelling can compromise all these efforts, so

airports should be looking at. First, we’ll examine how

advanced technology is crucial to eliminating delays

growing pressure on the aviation sector to manage its

and keeping the system moving smoothly.

carbon footprint is driving the move towards cleaner

This is a sector which is undergoing considerable

and more efficient solutions. The next generation of

change. Existing systems may be entrenched

refuelling systems play an important role in this, by

but new technologies can offer considerable

improving the delivery of fuel to the aircraft, reducing

benefits. The time may be right to consider what

waste and cutting emissions from ground vehicles.

changes an airport can, and should, make to the

James Butler, then compares the pros and cons

way they refuel aircraft.

of hydrants versus fuel tankers. As airports become larger and busier, they are considering investing in pipe systems but may be put off by the initial purchase and installation cost. He’ll run through some

Tom Cropper Editor

Tom Cropper has produced articles and reports on various aspects of global business over the past 15 years. He has also worked as a copywriter for some of the largest corporations in the world, including ANZ Bank, ING and KPMG.

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SPECIAL REPORT: HYDRANT DISPENSERS – A NEW APPROACH

Choosing Aircraft Refuelling Vehicles and Hydrant Dispensers Rein Van den Eeckhout, B.U. Manager STOKOTA nv Take a moment and place the conventional hydrant dispenser under the microscope. There are several things that can be reconsidered whilst staying within the requirements of the current standards.

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Hydrant Intake Line Starting from the hydrant intake line, it features a hydrant pit coupler without an in-line pressure control valve (ILPCV). This control valve is placed further downstream in the delivery system. The hydrant pit coupler is assisted with a “CLAD”, which is short for “Coupler Lift Assist Device”. This device improves the weight reduction for easier lifting by operators. It also improves operator comfort, safety and minimizes Health and Safety issues.

HYDRANT DISPENSER, CONSTRUCTED ACCORDING CUSTOMER SPECIFICATIONS, LOW PROFILE (>2,35M) AND LOW FLOW RATE (80M³/H OR 1.333 L/MIN).

This hydrant dispenser has features which are not commonly used on aircraft refuelling vehicles. The intake hose is a 3” hose with a total length of 18m. 11m of the total length is stretched around the vehicle. The remaining 7m is wound on a hose reel on the right hand side. The intake hose is fitted with several hose trolleys with marking lights and latching hooks. These hooks latch onto a

railing which can be lowered or lifted hydraulically. This results in less heavy lifting for the operator. The hydraulic supports also serve as stabilizers to stabilize the vehicle when the lifting platform is used.

In-Line Pressure Control System Following EN 12312-5+A1 and JIG 1 latest issue, above 5,5 bar pump and hydrant pressure and above 1.000 l/min delivery flow rate, an in-line pressure control system must be installed in addition to the pressure regulators found on underwing nozzles (also referred as Hose End Pressure Control Valve, HEPCV). Commonly used is an ILPCV which works with a regulating valve, activated by a deadman air reference pressure and regulated with a venturi downstream, closer to the delivery nozzle. Venturi systems provide the secondary pressure control system with a fuel sense pressure that simulates the hose end pressure. This hydrant dispenser features an ILPCV which works like a second HEPCV and regulates the pressure without the need of a venturi, thus making the regulating system simpler and less hard to set every 3 months. A secondary advantage is the lack of a venturi sense line and pneumatic line across the hydrant intake line to control the hydrant pit coupler. WWW.AIRPORTTECHNOLOGYREPORTS.COM | 3

SPECIAL REPORT: HYDRANT DISPENSERS – A NEW APPROACH

This SARIS features a 12” screen in the operating cabinet which can display all information coming from the interlock system, gauges, vehicle info, errors and warnings, user manual and instructions

Filter Water Separator Downstream of the hydrant intake line and ILPCV is a filter water separator. It consists of a filter vessel with a two-stage filter system designed to remove free water and particulates from the aviation fuel. On top of the filter vessel an automatic air eliminator and a pressure safety valve are installed. The saturation and state of the filter elements are constantly monitored by a differential pressure sensor. The sensor measures the pressure difference between filter in- and outlet. When the dP rises above 1 bar or 15 psi, the control system will automatically and immediately stop the refuelling operation.

Meter and Control System The hydrant dispenser module is controlled by the Alfons Haar PreciFUEL® system: l MID approved Measuring system l Pneumatic and electric control system of valves and other actuators l User friendly HMI l Filter monitoring (∆P, filter change, …)

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Interlock monitoring Vehicle control (PTO control, engine speed control, ...) l Communication with back office systems through FTL protocol l MID, ATEX, EMC & CE approvals Using this system makes the controls easier as there is only one HMI on the unit. For this dispenser our customer chose to have a second screen on the unit which replaces the gauges and the interlock indicators. All electric components used are cfr. ATEX regulations where applicable. On classic aircraft refuellers, the gauges are glycerine filled analogue gauges on the operating panel, and the interlock indicators a box full of LED lights, indicating if an interlock is active or not. On this hydrant dispenser we decided to replace all the analogue gauges with electric pressure sensors (4-20mA), connected to the SARIS (Stokota Aircraft Refueller Information System). This SARIS features a 12” screen in the l l

SPECIAL REPORT: HYDRANT DISPENSERS – A NEW APPROACH

operating cabinet which can display all information coming from the interlock system, gauges, vehicle info, errors and warnings, user manual and instructions, … Information on the interlock system is extracted from the A.Haar PreciFUEL ® system. The interlock status can also be seen on the HMI of the PreciFUEL® system, however the 12” screen offers a quicker look at the data. The system works seamlessly with externally connected equipment through the open-source FTL protocol.

Underwing Refuelling The hydrant dispenser has two ways of delivering aviation fuel to an aircraft. The first is by using a hose reel at the back of the vehicle which features a swivelling set-up. This set-up allows the operator to rotate the whole hose reel assembly over 180°. As the location of the hydrant pit relative to the aircraft is not always ideal, this swivelling set-up allows the operator to cover multiple areas. The hose reel can be manoeuvred with a lever and automatically locks in its current position when the lever is released. An interlock prevents the vehicle from being driven until the hose reel has been put back to the “transport mode”. The second method of delivery is with a deck hose in the lift platform. The lift platform can be hydraulically lifted and lowered to provide access to fuelling panels which are not accessible from the ground. It features all the necessary safety equipment according EN 1915, EN 12312-5+A1 and the machine directive and it bears the CE label. An extra feature for the platform is the twohand operation to lift and lower the platform for additional operator safety. Depending on the chosen operation on the HMI of the PreciFUEL® system, the correct flow path is set. Both the pipeline to the hose reel and to the deck hose have a pneumatic line valve which is controlled by the PreciFUEL® system. E.g. when the operation “Underwing refuelling reel hose” is selected, the valve to the hose reel opens, and the valve to the deck hose remains closed. This makes manual handling by the operator unnecessary and increases the level of safety and ergonomics.

Sampling The dispenser module has a complete system for taking fuel samples. It features a 4L closed sampling jar with back light and a pneumatic Shell Water Detector. Samples can be taken from the inlet or outlet of the FWS to the 4L sampler, or from the outlet to a separate sampling valve. The valves to open the sampling line to the sampling jar are pneumatically operated, making springreturn ball valves redundant. A simple push button is placed in the operating panel instead.

The sample is examined by the operator and tested for water and sediment. Depending on the quality of the fuel sample, the operator can choose to discard the fuel sample to a product recovery tank (fuel sample was good and can be reused) or to a product drain tank (fuel sample was not good and needs to be removed). The product recovery tank (PRT) is fitted with a level sensor and an automatic drain system. Once the high level is detected in the PRT, the drain pump is automatically activated and pumps the fuel from the PRT back to the inlet of the FWS. A third method of taking samples is possible through the sampling tray. A special portable device is needed to examine the fuel for particulate contamination and color rating. To be ready for the future, a provisional socket is placed to install a free water detector. The electronic system already has the necessary connections and software embedded.

Chassis Last but not least is the chassis on which is built the hydrant dispenser module. The chassis used is FUSO Canter Hybrid with EURO VI-standard. The internal combustion engine is assisted by an electric motor during driving and accelerating. The electric motor can also save energy during braking.

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It is standard equipped with a start-stop system which turns off the truck engine when the vehicle has come to a standstill. Fuel consumption can be reduced by up to 23%. During a fuelling operation, the engine can be turned off thus saving fuel. The battery is a latest generation 2 kWh lithiumion. During braking, the kinetic energy of the vehicle drives the electric motor, which then acts as a generator and charges the batteries. All the hybrid functions can be viewed in the driver cab on a display between the speedometer and the tachometer.

Contact Please consult our sales team to discuss your application! www.stokota.com General contact: info@stokota.com B.U. Manager AFV: rein.vandeneeckhout@stokota.com WWW.AIRPORTTECHNOLOGYREPORTS.COM | 5

SPECIAL REPORT: HYDRANT DISPENSERS – A NEW APPROACH

Greener Refuelling Solutions for Airports Tom Cropper, Editor New refuelling solutions can help the aviation sector meet its demanding carbon reduction goals while also improving bottom line performance.

The EU has placed tough targets on the aviation industry to cut emissions by 75% for CO2, nitrogen oxides by 90% and noise pollution by 65%. It’s an ambitious goal, but there are projects underway, across the aviation sector to achieve it

N 2018, the Intergovernmental Panel on Climate Change (IPCC) gave the world ten years to address climate change. Where so many scientific reports tend to be cautious, this was surprisingly blunt. The world needs to cut carbon emissions by 45% of 2010 levels by 2030 and reach net zero by 2050 if it is to limit global warming to 1.5% levels1. Meeting this target will require dramatic action, especially in industries which account for a sizeable chunk of those carbon emissions.

The Impact of Aviation The aviation industry’s impact on global warming is estimated at 5% through emissions of carbon and other emissions by the Climate Action Group and is one of the fastest growing sources of greenhouse gas2. IATA’s long-term passenger forecasts predict the number of passengers to double in 20 years3. If emissions grow at the same rate, the impact on the environment could be profound. Global targets set at Paris would become more or less meaningless. The solution is either to eliminate air travel altogether, or to make it more environmentally friendly. There may be many who prefer the first option, but that is not feasible. Customer demand places enormous pressure on airports to expand and airlines to increase the number of flights. The only realistic solution is to engineer a transformation in the way the sector uses fuel. Much of the rhetoric is positive. The EU has placed tough targets on the aviation industry to cut emissions by 75% for CO2, nitrogen oxides by 90% and noise pollution by 65%. It’s an ambitious goal, but there are projects underway, across the aviation sector to achieve it. Norway, for example, plans to make 100% of short haul flights electric by 2040. Despite being the leading oil and gas producer in Western Europe it is also a world leader in electric technology. It already has more electric vehicles on the road than anyone else and has projects underway to electrify shipping. They

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say that these ‘Teslas of the sky’ may be able to manage all short haul flights of up to 1.5 hours4. Fully electric flights may be some way off in the future, but there are opportunities to make improvements at every point. Aircraft can transfer to cleaner fuels and become more efficient in their use of fuel. Rolls Royce, for example, says its next generation ultra-fan will be 25% more fuel efficient than its firstgeneration Trent engine5. IATA has promoted the use of Sustainable Alternative Jet Fuel (SAF) which can be derived from sustainable crops jatropha, camelina and algae or from wood and waste biomass which they say could reduce the overall carbon footprint by 80%6.

Reducing Emissions from Ground Vehicles On the ground, maintenance vehicles, including those which refuel vehicles, require fuel. These could become electric to reduce the carbon footprint of daily operations. Even without the move towards electric vehicles it is possible to use vehicles with cleaner and more energy efficient engines. Progress has been remarkable over the decades. According to the RAC, it would now take 50 cars to produce the same emissions as one new care from the 1970s7. Much of the credit for this comes from European emissions standards which came into force in 1992. These started with EURO 1 which mandated catalytic converters and has now extended as far as Euro 6. These standards are the most stringent to date and have helped to cut emissions from newer vehicles. Today it is possible to choose refuelling vehicle chassis which are not only Euro 6 compliant but also come with hybrid engines which can reduce fuel consumption. FUSO Canter Hybrid trucks, used by Stokota as a base for their refuelling trucks, has an internal combustion engine which is assisted with an electrical motor which recovers energy during acceleration and braking. It also comes with

SPECIAL REPORT: HYDRANT DISPENSERS – A NEW APPROACH

a stop/start engine which turns the engine off whenever it stops. The manufacturers say that this can reduce fuel consumption by 26%. These vehicles deliver a financial benefit as well as helping companies to comply with environmental targets but there are issues which may need to be considered. A study by the Technic University of ClujNapoca in Romania found that some fuels could damage Euro 6 engines. The study found a gap between the engines’ specific needs for the burning process and the ability of new fuels to provide them. This issue could lead to the exhaust system clogging up8. Given that fuel quality in some airports around the world may vary, Euro 6 engines might present some problems. The Belgian Airforce, for example, moved from Euro 6 compliant engines to Euro 3 when commissioning new aircraft refuelling trucks. It’s an example of how regional variations in fuel quality may affect the choice of equipment and vehicles for any given project. Providers of refuelling systems will need to be flexible, where possible, to comply with the specific demands of each client. The quality of refuelling equipment can also impact overall fuel usage. Misfuelling errors or fuel contamination will waste fuel as well as placing personnel at risk. If fuel within an aircraft is contaminated this will have to be removed and replaced. Likewise, if an aircraft leaves with less fuel than it needs, the pilot will have to

divert or return to the origin airport. Each error wastes more fuel, increases overall use and detracts from wider efforts to deliver more environmentally friendly operations.

Financial Imperatives However, addressing refuelling technologies is not just about the environment. Recent volatility in oil prices have prompted the industry to reassess processes and business models. In 2014 the price of oil dropped dramatically from highs of more than $100 per barrel to lows of around $30. Since then, prices have fluctuated depending on global supplies and sociopolitical developments in oil producing regions such as Syria. Planning ahead and costing fuel requirements have become difficult. Airlines, for example, have introduced fuel surcharges of around £2 per passenger as a way of hedging against spikes in fuel costs. They are also focusing on fuel efficiency through improved operational profiles and aircraft design. Indeed, as profits become tighter, refuelling will take on even greater significance. Aircraft refuelling is more important than ever. The need to drive down emissions means the sector is much more sensitive to overall fuel use, while tightening budgets mean they must explore every single avenue to save money. Whether operators see it as an environmental or financial imperative, investment in more efficient refuelling systems can deliver real benefits.

• Tank semitrailers • Tank superstructures • Tank trailers • Aircraft refuellers • Aircraft dispensers • Waste and cleaning vehicles

The quality of refuelling equipment can also impact overall fuel usage. Misfuelling errors or fuel contamination will waste fuel as well as placing personnel at risk WWW.AIRPORTTECHNOLOGYREPORTS.COM | 7

SPECIAL REPORT: HYDRANT DISPENSERS â&#x20AC;&#x201C; A NEW APPROACH

Hydrants Versus Tanker Fuelling James Butler, Staff Writer As traffic volumes increase, more airports will be considering making the move from GA Tanker supplies to central pipelines. Where should they draw the line?

As with most issues, the prime consideration is cost. In general, hydrant systems are considered preferable because their running costs are lower, they are safer and perceived to be more environmentally friendly

IRPORTS CAN choose between fuel tankers which fill up with fuel from a central supply or fuel hydrants which tap into underground piping systems and deliver fuel to the aircraft. Both have their pros and cons and will be suitable to different situations. However, as traffic volumes increase, more and more airports will be considering which method to opt for. Each will have to make their own decisions about whether the time and conditions are right to change and if they can justify the investment.

The Financial Calculation As with most issues, the prime consideration is cost. In general, hydrant systems are considered preferable because their running costs are lower, they are safer and perceived to be more environmentally friendly. Against that, they can be impractical for some smaller airports and, where a hydrant system is not already in place, the airport may be looking at a considerable upfront investment. There is a point where size and traffic volume will make the hydrant pipe system cost effective. The question is: where does this point lie? Itâ&#x20AC;&#x2122;s not an easy question and each location will have its own specific characteristics which influence how this balances out. A paper from the university of Zilna in Slovakia attempts to calculate the point at which airports should be considering the move to hydrants9. Hydrant systems consist of three components: 1. Pipelines 2. Hydrant pits 3. Pumping and control systems It is relatively simple to standardise the costs of the first two, which depend on the total length of the pipelines, the number of pits and the pricing of each individual supplier. However, the performance of the pumping system and complexity of the control system is proportional to the size and robustness of a particular hydrant system. Added to this is operational cost, which will depend on the size of the airport.

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Against this, we must weigh the benefits. Firstly, the total time for refuelling is lower and there are fewer things that can go wrong. A tanker must fetch the fuel from the storage tanks and transfer the fuel to the location. Problems with the transport, or errors in paperwork, can lead to the tanker being forced to refuel, which may take an hour or more. With pipe networks, a hydrant simply needs to connect to the pipes and deliver the fuel to the aircraft. Flow rates can be faster, which helps the airport reduce on the ground turnaround times. As the number of flights rises, pressure is growing on airports to increase the number of available flight slots each day. If airports can reduce the overall time of refuelling, or at least make it more consistently reliable, with fewer delays, they can potentially increase the slots available and see their revenues grow.

Other Benefits In addition, airport operators may consider the impact on passenger satisfaction. An inefficient refuelling system based on tankers may be prone to delays. If passengers find themselves stuck on the tarmac waiting to be refuelled, it will affect their opinion of that airport. The impact on the environment will be lower because hydrants use less fuel and produce fewer emissions. This has both an environmental and financial benefit. Airports are under pressure to reduce fuel usage to minimise their overall carbon footprints. Minimising fuel usage and energy output not only helps them towards that goal but reduces operational costs. Hydrants are also considered safer because they do not carry any flammable fuel. Smaller and lighter dispensers also improve safety for ground personnel at the apron and make it easier to operate equipment. These elements may be difficult to quantify on a purely financial level, but airports can make their own calculations based on the likely financial and reputational impact of accidents or delays.

SPECIAL REPORT: HYDRANT DISPENSERS – A NEW APPROACH

The paper concludes by showing how an airport can determine the value of a hydrant system. It should start by proposing pipeline system tracing which will provide the total length of the pipeline infrastructure required. Next, thought must be given to how many hydrant pits will need to be installed. This will give a cost of installation allowing a comparison against the ongoing operational costs of the existing system. Even if this calculation does not show a clear financial return, it may be decided to implement the system in any case because of the other less tangible benefits highlighted earlier. Although it may be more expensive, an operator or investor may decide it is worth the additional cost to improve the service offering to their customers. This decision may depend on the ownership structure of the airport. Those which are privately owned will often be expected to answer to investors who will want to see a clear and immediate return on their money. If the financial analysis is negative, that alone could be enough to deter them from making the upgrade.

When to Choose Tankers Against this, there may be times when tankers represent a better option. These offer more flexibility and the ability to take the fuel

to where the aircraft is located. Given that aircraft positioning is not always perfect, it can be difficult to access the refuelling point without moving the plane. Tankers are effective where dedicated GA ramp services are readily available, allowing a much smoother and more efficient service than if repositioning to a commercial ramp is needed. This might involve additional cost, but operators may consider it to be worth the price in return for peace of mind. There have been technological advances in both tankers and hydrants. New vehicles can offer more efficient engines, which reduce fuel usage and cost. Hydrants, meanwhile, are becoming more flexible. Advanced systems, for example, offer more opportunities for refuelling and a swivel set up which allows operators to rotate the hydrant. This can be useful for when the aircraft has made a slight error with repositioning. Ultimately the decision will depend on the specific requirements of each individual airport and the attitude of those holding the purse strings. They will need a full understanding of their refuelling requirements, how the current system addresses it and the potential costs of upgrading to a new way of working.

• Tank semitrailers • Tank superstructures • Tank trailers • Aircraft refuellers • Aircraft dispensers • Waste and cleaning vehicles

The impact on the environment will be lower because hydrants use less fuel and produce fewer emissions

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SPECIAL REPORT: HYDRANT DISPENSERS â&#x20AC;&#x201C; A NEW APPROACH

Improving Safety of Refuelling Procedures Jo Roth, Staff Writer Safety is a primary consideration for the aviation sector and, when it comes to refuelling procedures, there are many risks which need to be managed.

Assessing fuel levels is a delicate business and mistakes here can lead to serious problems. Too much fuel will affect profitability and reduce the speed of the aircraft leading to increased fuel consumption. Too little, obviously, will leave an aircraft struggling to reach its destination

ANDLING FUEL is a critical procedure which requires close monitoring throughout its journey from the refinery to the aircraft. Human error and equipment failure can lead to problems that could put the lives of the passengers and crew in danger.

Misfuelling In Commercial Aircraft Assessing fuel levels is a delicate business and mistakes here can lead to serious problems. Too much fuel will affect profitability and reduce the speed of the aircraft leading to increased fuel consumption. Too little, obviously, will leave an aircraft struggling to reach its destination. Few cases highlight this as much as Transat Flight 236 from Toronto to Lisbon which ran out of fuel while flying over the Atlantic10. However, the pilots managed to glide the plane for 18 full minutes utilising warm air updrafts to perform a dead stick landing on the Azores, a tiny speck of land 900 miles short of Portugal. The pilots were applauded for their skill, but the airline has been the subject of legal action when it was revealed that mistakes had been made when the engine had been replaced. The airline was fined USD$165,000 by Canadian aviation authorities11. This case might be extreme, but misfuelling instances are more common than one might imagine. According to a report from the National Transportation Safety Board (NTSB), an average of 50 accidents per year occurred because of fuel management issues. Fuel exhaustion accounted for 56% of fuel related accidents while fuel starvation, in which an aircraft has fuel on board but it cannot reach the engines, accounted for 35%. In the vast majority of cases the issue was human error or equipment misuse rather than problems with the fuel system12. Over-fuelling can also create difficulties. In 2014, concern about fuelling levels of a Boeing 777 about to leave Singapore led to a manual check to resolve the issue. However, the aircraft had more fuel on board than the

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manual check suggested. Levels were monitored closely and, after an inflight warning suggested there may be less fuel on board than the reading suggested, the pilots returned to the airport where the issue was finally resolved. Investigators termed it as a fortunate error. Had it been made in the other direction it could have led to fuel starvation.

Fuel Contamination and Ignition Two of the biggest risks come from the ignition of spilled fuel or fuel vapour and fuel contamination. Both can happen at the point of refuelling. If vapour has built up, it only takes a small spark to start a fire, and static electricity can also build up within fuel inside tanks. Fuel contamination can occur at any point in the supply chain journey. It may be down to fuel being stored incorrectly, rust in fuel tanks or water leaking through the seals. It may be down to floating water, particulates, other petroleum products or microbial growth in the fuel. For example, an incident involving a Cathay Pacific flight from Surabaya to Hong Kong occurred due to saltwater contamination of the fuel system at Surabaya Airport. As the aircraft approached Hong Kong, the pilot reported difficulty controlling engine thrust. He was able to conduct a safe landing albeit at excessive speed. Floating water in the fuel can have even more dramatic consequences. At altitude this water can separate forming ice which can clog the engine. In 2008 a British Airways Flight arriving at Heathrow from Beijing crashed just short of the runway causing 47 injuries, one of which was serious. Investigators blamed ice crystals which had formed in the fuel clogging the fuel-oil heat exchanger in each engine13. To control these issues, airports need to develop comprehensive quality assurance programmes at the point of refuelling. To do this, they often employ safety management systems based on the Joint Inspection Group (JIG) Standards for aviation quality control. These standards

SPECIAL REPORT: HYDRANT DISPENSERS – A NEW APPROACH

have been approved by IATA and represent an internationally agreed set of standards for the handling of fuel. Other global safety standards include: Airline for American (A4A), 27 NFPA 407 standards from the National Fire Protection Association of the USA and the 8 CAAP 234 guidelines for aircraft fuel requirements which is used in Australia. They differ in the detail of routine fuel checking techniques but they all share the same goal of creating a standardised approach to fuel handling.

Advanced Refuelling Systems Operators can also benefit from upgrading refuelling equipment. The need to improve safety can increase the case for transitioning towards hydrants. These do not involve carrying flammable fuel or positioning vehicles, with an internal combustion engine, close to the aircraft. They have a lower risk of fuel leaks. Designs are also becoming more sophisticated with additional safety measures plugged in.

Advances in the design of fuel filters can more effectively remove free water from the fuel. Sensors can monitor pressure and stop refuelling if necessary. However, where hydrants aren’t available, the choice of refuelling vehicle can do a great deal to improve safety. Manufacturers with a strong track record, who design and build their own complete models inhouse will be more likely to deliver reliable units made to minimise risks. Manufacturers are constantly looking to improve the safety of their products, which is why it is worth reviewing existing refuelling provisions to see where improvements can be made. Safety should be a process of continual improvement. As we’ve shown in this article, accidents do happen and, when they do, they are often entirely avoidable. With airports likely to become busier in the future, operations of all kinds will come under increasing scrutiny. The busier airports become, the greater the risk of accidents if operations don’t evolve. Standing still should never be enough.

• Tank semitrailers • Tank superstructures • Tank trailers • Aircraft refuellers • Aircraft dispensers • Waste and cleaning vehicles

In 2008 a British Airways Flight arriving at Heathrow from Beijing crashed just short of the runway causing 47 injuries, one of which was serious. Investigators blamed ice crystals which had formed in the fuel clogging the fuel-oil heat exchanger in each engine

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SPECIAL REPORT: HYDRANT DISPENSERS – A NEW APPROACH

The Challenge of the Future Tom Cropper, Editor To meet future capacity requirements, airports must handle more and more flights each day, which puts a huge amount of pressure on refuelling teams.

This significant gap between capacity available and what is required results in excess demand, which needs to be managed. Without a process of allocating the capacity available we will see chaos

HE ECONOMIC landscape may be uncertain and the future hard to predict, but, even so, air travel looks set for exponential growth. With capacity limited, airports will have to get much more out of the infrastructure they have, which presents an enormous logistical challenge. Airports will be looking to increase the number of available slots they have each day and, for that to happen, they need turnaround times to improve dramatically. Refuelling is a crucial element in this.

A Crisis of Capacity The looming capacity crisis is easy to see but hard to solve. Both Airbus and Boeing predict the number of aircraft will double in the next 20 years14. However, capacity at airports is struggling to keep up. IATA warns that the surge in demand will outstrip supply as Lara Maughan, IATA’s Head of Worldwide Airport slots, explains. “This significant gap between capacity available and what is required results in excess demand, which needs to be managed. Without a process of allocating the capacity available we will see chaos,” she told a media gathering in Geneva15. Already, IATA estimates that there are 189 full airports around the world, with hundreds more likely to join them in the next ten years. Airports are being built and expanded, but this is expensive, time consuming and controversial. The only realistic option is to increase capacity from existing infrastructure. It’s an enormous challenge and is one in which refuelling takes centre stage. It sits in the middle of an administrative network which needs to be completed in order for a flight to be cleared for takeoff. Each flight requires a host of operational documentation to ensure operators have a clear audit trail and to ensure proper financial management. Issues with documentation and the supply of fuel can easily lead to delays. It is not unknown for the suppliers to hook up to the wrong aircraft or for errors to happen when deciding fuel type and volumes. Forward planning is crucial to ensure fuel can be delivered in the time slots available.

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All too often this doesn’t happen. Regular passengers will be all too accustomed to the feeling of sitting on the tarmac waiting to take off but being told that departure has been delayed while they wait for all the paperwork to be completed. Traditionally, it has been a slow, manual and cumbersome process with many of the documents being filled out by hand. A glitch in one operation could lead to a delayed take off, which in turn can increase the likelihood of delays to other flights at the airport. The impact will be felt in an airport’s reputation, passenger satisfaction levels and in revenues. Both airlines and airports have a vested interest in seeing the number of scheduled flights increase. As we move into the future, therefore, refuelling systems will be designed with these needs in mind. Vehicles and equipment will need to be lighter and more flexible to ensure airports can cater to different fuelling locations, fuel types and unexpected requests from any aircraft forced to divert. They will need the capacity to deliver fuel rapidly and accurately to ensure aircraft receive exactly the right amount of fuel for their journey.

Digital Technology Advanced technology will become an increasingly important factor. Digital technology is a critical tool for refuelling operations. It allows teams to share information, improve the accuracy of measurements, reduce error rates and improve turnaround. Digital sensors can be installed in fuel tanks to control remotely and measure the mass, temperature and density of the jet fuel in the tanks. Fuel quality data can also be transmitted remotely to a lab where it can be assessed and approved for use. Teams can receive requests for refuelling together with all relevant data on the type of aircraft coming into land, including flight number, parking slot and planned start and finish times for refuelling operations. Trucks can now come equipped with digital technology to expedite the processing of all

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required documents. Using mass meters, GSM units and a printer, it is possible to reduce the amount of time operators spend preparing all the necessary documents. Workers on the ground can also use tablets, in explosion proof cases, to record information such as post fuel delivery data. With just a few touches on the pad, they can transmit that data directly to a control centre for instant analysis and approval. Fuel tankers and hydrants are making use of the latest technology to improve fuel delivery, streamline processes and put more information in the palm of operators’ hands. Stokota, for example, have also turned to cutting edge solutions such as PreciFuel, which enable safer and more effective automated fuel tanker delivery operations without complex arrays of electrical distribution boxes. This bridges the gap between state-of-the-art

information and control technology and the mechanical world. It is combined with manifold systems and can automate every valve and monitor mission critical checkpoints. It can be used in a number of situations and is a good way to improve the accuracy and speed of fuel delivery. The PreciFuel system can be programmed to different settings automatically, such as underwing or deck delivery. This reduces the amount of manual operations required by operators, making the entire system easier and safer to use. Innovations such as these can streamline the turnaround process and reduce bottlenecks and the chance of errors. They make it easier for operations to stick to strict schedules to reduce delays. In an environment in which every second counts, they help airports to meet the capacity demands of the future.

• Tank semitrailers • Tank superstructures • Tank trailers • Aircraft refuellers • Aircraft dispensers • Waste and cleaning vehicles

Advanced technology will become an increasingly important factor. Digital technology is a critical tool for refuelling operations. It allows teams to share information, improve the accuracy of measurements, reduce error rates and improve turnaround

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References: 1

Intergovernmental Committee on Climate Change Report: https://www.ipcc.ch/

Pressure Mounts on Aviation Industry Over Climate Change: https://phys.org/news/2019-06-pressure-mounts-aviation-industry-climate.html

IATA Long Term Passenger Forecast: https://www.iata.org/pressroom/pr/Pages/2018-10-24-02.aspx

Norway Aims for all Short Haul Flights to be 100% Electric by 2040:

https://www.theguardian.com/world/2018/jan/18/norway-aims-for-all-short-haul-flights-to-be-100-electric-by-2040 5

Rolls Royce One Step Closer as Advanced Low Pressure Testing Gets Underway:

https://www.rolls-royce.com/media/press-releases/2019/25-02-2019-rr-ultrafan-one-step-closer-as-advanced-low-pressure-system-alps-testing-gets-underway.aspx 6

Sustainable Alternative Jet Fuels: https://www.iata.org/whatwedo/environment/Pages/sustainable-alternative-jet-fuels.aspx

Euro 1 to 6 Guide: https://www.rac.co.uk/drive/advice/emissions/euro-emissions-standards/

Current Fuels Might Damage Euro 6 Engines:

https://www.autoevolution.com/news/current-fuels-might-damage-euro-6-engines-study-says-88045.html 9

Hydrant Refuelling Systems as an Optimisation of Aircraft Refuelling:

https://www.exeley.com/exeley/journals/transport_problems/10/3/pdf/10.21307_tp-2015-035.pdf 10

Air Transat 236: https://en.wikipedia.org/wiki/Air_Transat_Flight_236

Passengers sue Airline: https://www.independent.co.uk/news/world/europe/passengers-sue-airline-after-jet-runs-out-of-fuel-9169472.html

Flying on Empty: https://ntsb.gov/safety/safety-alerts/Documents/SA-067.pdf

British Airways Flight 38: https://en.wikipedia.org/wiki/British_Airways_Flight_38

Global Aircraft Fleet to Double in Next 20 Years: https://www.traveldailymedia.com/global-aircraft-fleet-to-double-in-next-20-years/

Hundreds of Airports to Hit Capacity as Aviation Market Grows:

https://www.joc.com/air-cargo/iata-hundreds-airports-hit-capacity-airline-market-grows_20171207.html

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•TANK SEMITRAILERS •TANK SUPERSTRUCTURES •TANK TRAILERS •AIRCRAFT REFUELLERS •AIRCRAFT DISPENSERS •WASTE AND CLEANING VEHICLES

Please contact our sales team to discuss your requirements General contact: info@stokota.com - B.U. Manager AFV: rein.vandeneeckhout@stokota.com

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Notes:

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• Up to the minute news and other content available to all site users on a free-of-charge, open access basis. • Qualified signed up members are able to access premium content Special Reports and interact with their peers using a variety of advanced online networking tools. • Designed to help users identify new solutions, understand the implications of different choices and select the best options available. • Thought Leadership – Advice and guidance from internationally recognised key opinion leaders in the airport industry. • Peer Input – Contributions from senior airport industry professionals. • Independent Editorial Content – Expert and authoritative analysis from award winning journalists and leading industry commentators. • Unbiased Supplier Provided Content. • Designed to facilitate debate. • Written to the highest professional standards.

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