Connect the suction and discharge hoses as desired. Attach cable clips to battery. Turn on the switch. Open filter vent.

Note: The DC pump has a permanent magnet motor and must be connected correctly or it will run backwards.

The versatile Jet Test QD® has many uses other than those shown on Bulletin 14. This permanently installed, impact resistant, quick disconnect is unique because only its stainless steel hex is exposed.

Standard Jet Test QD®s require the long actuator. Refueling nozzles such as those made by Avery Hardoll (now known as Meggitt) use a shorter actuator because the long version would interfere with the nozzle strainer. Short versions have suffix S or AH in the model number.

See below for components and variations of these two assemblies.

Viper Additive Injectors are designed to accurately and reliably inject a wide range of additives into a flowing stream of fuel or other hydro-carbon liquid. All fluid-wetted components are 300 series stainless steel. For maximum accuracy, temperature range, and durability, we have a wide range of custom rubber seals available.

Available with or without controls, these injectors can be directly controlled by the new advanced LC, TCS, and other meter computers for simplicity and record keeping. Made in USA.

The Viper pump is a simple concept. A double-acting, positive displacement, solid stainless steel piston pump, tested to provide a long life on clean additive before seal change of 30,000,000 gallons. All rubber (check valve) and PTFE (shaft and piston) seals, for reliability and accuracy. Self-cleaning check valve design, inlet strainer and main seal leakage detector. Compressed air powered, electronically controlled.

Our Heavy Duty mechanical adjuster is linear so if you change the adjuster 10%, the additive output changes 10%, unlike some competitors. Tested to -50° F. Viper pumps in service as long as 15 years have never needed adjustment, just occasionally new seals or a strainer cleaning. Checking is simple, flow volume into a test jar is the same as flow into the fuel stream.

Flow rates up to 1,200 gpm, additive rates up to 1,500 ppm. Includes a special test valve, high-visibility flow indicator, and atomizing injector nozzle.

The Viper Scorpion is a smaller version of the Viper. Flow rates up to 500 gpm at 100 to 1,000 ppm. Compact and less expensive, but just as accurate and reliable.

The Viper Scorpion Mini is a simplified additive injection system without mechanical adjustment. Developed for use specifically with a meter computer such as the TCS or LC system. Additive meter required.

The Viper Concord was developed long ago to inject CI/LI additive for the Concord SST. Designed to accurately inject additive at as low as 20 ppm at flow rates up to 1,000 gpm, the Concord was “brought out of retirement” to join the Viper line. Interestingly, the Concord has no Piston seal, utilizing a clean “return” design to prevent leakage.

The “brain” is a simple control, preset before shipment. No programming needed! The Digital Viper takes a pulse from your existing meter, and paces the additive flow rate to match the fuel flow. When interfaced with an on-board meter computer, can inject additive at different ratios for different customers, simply! A very simple system, using robust parts specifically built for this purpose.

The Viper Eclipse builds on the Digital Viper. It has a more advanced brain and a digital display. But don’t worry about programming, we do it all, no field programming needed. It has self-checking and self-adjusting ability, as well as a digital display with ppm, percent, gallons (or liters) of fuel and gallons (or liters) of additive displayed. It has warning and shutdown modes if additive concentration falls out of the set range. Includes additive meter calibration and priming modes. The Eclipse adds an additive meter and an intelligent “permissive” control system. The operator cannot dispense fuel without first telling the Viper Eclipse to inject, or not to inject additive. No more “forgetting” to turn the injector on or off. Maintaining a 1,000 operation memory of additive and fuel dispensed, date and time.

The Viper Eclipse Control System can be used with any of the Viper pumps.

Order the GTP-9076, with additive type Q (Stadis 450/corrosion inhibitor). Fill out all other boxes on the chart above as necessary for your application.

To meet API-1581, you should have a 3-way valve. Our 3-way valve meets this requirement and is used to check calibration as well as to check free movement of the piston.

1. Establish flow in the system. The gauge should indicate a pressure drop.
2. Push the test button. The piston should travel to the bottom of the scale.
3. Release the button and stop flow in the system. The piston should return to zero.

If the piston returns to zero, you have not only calibrated the gauge, you have checked it for free moment across its entire range. If the piston moves slowly, the filter (located in the top of the gauge) may be clogged and need replacement. This calibration technique is accepted by all major oil companies, all major airlines, and military services worldwide. Gammon Gauges™ have been in service in virtually every major airport in the world for as long as 30 years and we have never heard of or seen a single gauge go out of calibration. Occasionally a piston will stick after many years in service, but hand cleaning with “Scotch Brite” plastic abrasive will make it as good as new (Note: Do not clean with sandpaper or steel wool). Replace the o-rings and reassemble.

If differential pressure suddenly increases or a facility is operated without personnel monitoring the differential pressure, filter element failure can occur. This new switch is unique. It adds differential pressure control at a low cost using a non-powered proximity switch. This simple double-sealed switch is ideal for use in PLC (miniature computer) and relay controlled systems. The connection box is rated NEMA 4X.

Control operations are also available if you don’t plan to use an external control. We have weather-tight and explosion-proof versions.

We strongly recommend a 3-way test valve for properly testing the Gammon Gauge™ and Proximity Switch and/or system.

Any Gammon Gauge™ can be converted to include the new proximity switch.

Note: To meet IATA JIG Bulletin 58, order one of the “KS” options for key switch reset and test functions. The ATA-103 does not require this. For vehicle mounting, we recommend the weather-tight housing.

The Sump Separator separates water from fuel that is drained from storage tank sumps. The fuel and water mixture from the bottom of a storage tank or from the sump of a filter is discharged to the Sump Separator through a nozzle that causes a swirling action to concentrate most of the dirt in the center of the cone-shaped bottom. Water and fuel are allowed to separate by gravity.

The Gammon Sump Separator:

• Prevents fuel contamination of ground water.
• Allows for pollution control of soil and streams.
• Saves valuable fuel.
• Requires minimal maintenance.
• Eliminates the need for conventional waste or “slop” tanks.
• Features an internal epoxy white coating (stainless steel available on request).
• Has a capacity of 50 gallons standard & up to 300 gallons on special order.

CLEAN CUT
Only the Gammon Sump Separator makes possible a clean cut. The operator can easily see when the fuel/water interface has reached the bottom of the cone. When closing the water drain valve, the operator makes a clean cut, preventing any fuel from leaving with the water. Only fuel remains at the bottom of the cone.

VISUAL CERTAINTY
Direct visual observation of the fuel/water interface is achieved by swinging the cover on its davit so that the operator sees through the fuel to the interface. This provides visual certainty to make a clean cut.

Other sump separator designs on the market rely on a sight glass that the operator observes when draining off the water. Invariably, some of the fuel leaves with the water because the level in the sight glass always lags behind the level in the vessel. The operator can overcome this problem by closing the water drain valve ahead of time. The result is that some of the water is then pumped back to the storage tank.

Gammon originated the sump separator in 1965 and has always used a stainless steel foot valve at the bottom of the cone as shown on page 2. All other manufacturers use common pipeline valves that cause some of the settled water to be pumped back to the storage tank.

No other manufacturer in the world can claim more than 50 years of experience in the sump separator business. In fact – we originated the name “sump separator”!

Not recommended for gasolines or other, low-flash point fuels.

Backed by 40 years of successful performance all over the world, the Jet Test QD® is a proven concept in Quick Disconnect Couplers for performing tests for dirt, water, and pressure regulation during the refueling of jet aircraft.

The Jet Test QD® is so small that it can be installed permanently on the underwing fuel nozzle. Prior to the introduction of this product, a pressure or contamination test at the nozzle could not be performed without considerable fuel spillage while a connection was fabricated at the plugged port.

The exposed portion of the Jet Test QD® coupler is no larger than a standard hex head pipe plug, yet it contains an inner or primary seal as well as an outer secondary seal which is created by the dust plug.

See the table below to determine the appropriate coupler for your application.

The three couplers shown here are pictured with the standard knurled dust plugs.

This is a dust plug that is also a secondary pressure seal. It is removed only when a test is to be run. GTP-235-9K is the standard plug for the GTP-235-3/8 coupler. GTP-235-9SK is the standard plug for the “AH” and “S” couplers. The standard plug is included unless otherwise specified. If the tee handle plug is desired, the customer must specify (GTP-235-9T for standard length, or GTP-235-9ST for “AH” and “S” couplers).

The actuator should be attached permanently to the test apparatus or pressure gauge. The standard actuator is GTP-235-2. A short version, GTP-235-2AH, is available to fit the “S” and “AH” couplers. Both actuators have 1/4” NPT threads.

Insert the actuator nipple, and rotate a quarter turn to lock on the bayonet pin. The internal valve automatically opens and a test can be performed.

MiniMonitor equipment uses standard plastic monitors listed by ASTM for Method D2276/IP-216.

This version of the test kit is made for operators who have to take samples from sampling points that are equipped with various different types of quick disconnects. See the following page for available fitting types.

CONSIDER THESE FEATURES:

• Clearly marked selector valve
• Bypass hose with quick disconnect for flushing
• Static charge bonding and grounding hose assembly
• Uses standard plastic monitors
• Improved sealing system – squeeze controlled – Viton A
• Stainless steel and anodized aluminum wetted parts throughout

THE KEY FEATURE OF THE MULTI MINIMONITOR® TEST KIT
IS THE UNIQUE DOUBLE-ENDED ADAPTER
MODEL GTP-988

Our unique double-ended adapters can be inserted into the Multi MiniMonitor® Assembly by either end, allowing them to connect to several different types of samplers.

Our fuel sampling kits have become the standard in the industry for obtaining test samples of jet fuel. With more than a million in service, they have proved to pay for themselves by saving countless hours of downtime because accurate contamination test results are obtained the first time.

In the past, thousands of work hours have been wasted and fueling facilities have been shut down simply because the sampling tap was contributing dirt during the sampling period. Rusty pipe threads, steel gate valves and collections of reducing bushings that are never subjected to fuel flow, except when a contamination test is to be run, have been found to be a prime cause of poor color results when tests are performed to ASTM D2276. Flushing does not clean normally stagnant steel fittings.

Our probe penetrates through the pipe coupling that is welded to the pipe. There is no possibility of rust and dirt, that usually collects in stagnant pockets (such as welded couplings), reaching the test membrane.

Non-ferrous materials are used in our kits, All passages are small (¼” pipe size) to insure that there will be enough velocity during the flushing cycle to carry away any sediment that may have collected.

Kit No. 7T allows pressure sensing and sampling independently through one pipe connection. Probe penetrates all the way through the tee. Sample never contacts the tee. Branch on tee is for pressure gauge connection; it senses pressure on the inside of probe tube.

1. INSTALLATION
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   1. Screw the GTP-144 probe in a ¼” NPT female thread using 1½ wraps of PTFE pipe thread sealant as a sealant and thread lube. Use reducing bushings if necessary. Wrap the tape tightly, so that it forms itself into the male thread. Do not let the tape extend beyond the open end of the fitting or fragments of the tape will get into the flow stream. NEVER screw stainless steel threads together without PTFE tape – they will gall.
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   2. Adjust the position of the probe by tightening until the arrow on the flat of the hex is pointing downstream – in the direction of flow in the pipe.
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   3. Install other components of the kit using PTFE pipe thread dope for each connection. Be certain that sample flow is in the correct direction.
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   4. The sampling coupler is supplied with a dust plug that has a lanyard for attachment. Place the lanyard before assembling.
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2. FLUSHING – A new sampling connection requires extensive flushing. For best results, use the GTP-1110 Bonding and Grounding Hose (see Bulletin 8) to obtain high velocity in the passages of the sampling kit components.
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3. CONTAMINATION TESTING – Use Gammon MiniMonitor® Kit model GTP-172. Follow detailed instructions for best results. The sampling coupler can be connected without the risk of spraying fuel, if this procedure is followed:
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   1. Slide the collar of the coupler as far as it will go toward its threaded end. Remember, the collar does not open the internal valve.
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   2. Insert the connecting nipple in the open port of the coupler as far as it will go without depressing the internal valve, but continue to hold the collar.
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   3. Then quickly press the nipple straight in with a force of about 25 lbs. and pull the collar back to its original position. This 25 lb. force causes the internal valve to open.
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   4. A dry disconnection can be made simply by depressing the collar.
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See also: GamGram 6.