The containers meet UN/1A1/X1.5/250/11 (the last two digits reflect the current year). The UN standard is an international standard equal or superior to DOT 17C and the “250” rating is an improvement over the old container. The bung plug is epoxy coated and can be safety wire sealed. In the photos (below, left), note that when the technician pours fuel from the container, 26.8ml of fuel and dirt particles are trapped in the chime of other containers. Ours traps only 2.8ml.

These containers have been tested in accordance with the approval procedure defined in ASTM Standard Practice D-4306. This standard practice recommends the use of epoxy-lined containers when any of the following ASTM Standard tests are performed on aviation turbine fuels:

• D-2624 Electrical Conductivity of Aviation and Distillate Fuels
• D-3241 Thermal Oxidation Stability of Aviation Turbine Fuels (JFTOT Procedure)
• D-3948 Determining Water Separation Characteristics of Aviation Turbine Fuels by Portable Separameter
• D-4308 Electrical Conductivity of Liquid Hydrocarbons by Precision Meter
• D-5001 Measurement of Lubricity of Aviation Turbine Fuels by the Ball-on-Cylinder Lubricity Evaluator (BOCLE)
• D-5452 Particulate Contamination in Aviation Fuels by Laboratory Filtration

* This model has a bung plug that can be safety wired.

The rules by IATA 1.5 and 49 CFR 172,700 by the U.S. Department of Transportation require that any employee who offers dangerous goods for shipment must be trained in all aspects of packing and labeling. Training courses are offered by many organizations. This bulletin does not purport to provide all the information that is required to prepare and ship fuel samples, but it does show that we offer required decals and labels.

To ship samples of jet fuel or avgas in any of these steel containers, the use of shipping box is required as shown above.

Steady pointer reading even when pressure is pulsating or in cases of excessive vibration. All are silicone filled.

A basic self-contained package for the fixed base operator, fueling contractor or private carrier who must perform safety checks on jet fuel. Everything needed to determine the presence of solid contaminants and excess water is packaged together for carrying convenience and safe-keeping in a case with handle and lock. The new and improved case features a telescopic handle and wheels.

The test requires two simple steps. First, a measured sample of fuel is passed through a paper pad that is treated with sodium fluorescein on its upstream surface. Second, the pad is compared with a fluorescing standard in ultraviolet light. Water droplets that are smaller than the eye can see will cause the sodium fluorescein to fluoresce. The degree of fluorescence is greater for increasing amounts of water in the fuel.

The Aqua-Glo® Kit employs this unique approach in the determination of the degree of fluorescence (or water content). A single, permanent fluorescing standard is positioned under a photographic-type iris diaphragm which can be opened or closed to increase or decrease the amount of ultraviolet light.

To determine water content, the operator merely adjusts the diaphragm lever arm under the fluorescing standard and the test pad show equal brightness in the ultraviolet light. This balance is reached when the zero centering ammeter reads ZERO. The amount of water is read in parts per million (ppm) on the diaphragm lever arm scale which has been pre-calibrated in the factory. The scale numbers range from 1 to 12. These numbers are in ppm if the test sample of fuel that flowed through the pad was 500 ml. However, if water content is as great as 60 ppm, the test sample can be reduced to 100 ml. When a 100 ml sample is taken, the operating instructions explain that the scale reading must be multiplied by 5 to obtain the water content in ppm.

The Series V Aqua-Glo® was introduced in 2005 with an entirely new power supply. This power supply is external, automatically switching to work with either 120 VAC or 220 VAC, 50/60 Hz.

The water detector pads that are used in the Aqua-Glo® Kit are produced in compliance with MIL-D-81248 (WP) with the exception that the diameter is 25mm. Each pad is packaged in an air and moisture-proof envelope.

The Aqua-Glo® Kit pad holder is designed for ease in sampling. Fittings are available for several different methods of taking samples. For example, the standard fitting permits direct connection to the quick disconnect. Another fitting allows the sample to be drawn through the test pad with a syringe.

The Aqua-Glo® Kit is based on a technique developed by the U.S. Navy for accurate field determination of the free water content of jet fuels. Unlike the Navy equipment, the Aqua-Glo® Kit requires only one fluorescing standard and is instrumented to eliminate human error.

Available also in combination with our MiniMonitor® Kit for contamination testing per ASTM Method D2276.

See Bulletin 8 for details on the MiniMonitor® Kit.

The new version of this product has been designed so that the cover will fit a Mason jar as well as a bottle. The stopper will fit any drink bottle or common gallon jug.

Proper housekeeping of a tank farm requires that management knows the conditions of tank bottom accumulations. Is there a water bottom? What color – clear, brown, black? Is there any scum or obvious microorganism material?

The importance of knowing that the settled water in the sump of a storage tank is discolored cannot be overstated. After all, the coloration of the water is caused by contamination of the fuel itself. So when dark-colored water is found, it should be removed and the fuel should be checked using the color rating of filter membranes (ASTM D2276).

GTP-9670-20 (pictured above) combines a threaded cap that will fit a standard Mason jar (sold separately) with 20 feet of weighted, bonded polyurethane tubing. Simply lower the weighted end of the tubing to the desired level and operate the plunger pump to draw the sample. The assembly comes complete with internal bonding and grounding wire and clamp.

Every pump comes with both a jar connection and a conical stopper, designed to seal on the opening on a bottle or container with a 0.70-1.10” inside diameter.

One thing is true of all hydrant pit control valves, and that is that they occasionally leak and/or need service. To stop the leak or service the valve without depressurizing the hydrant system, or a portion of it, a manual shut-off valve must be located between the hydrant pipe connection and the hydrant pit control valve.

Shut-off valves are sized either 4×4”, 6×4”, or 6×6” depending on the hydrant pipe size and the connection size of the hydrant pit control valve. The shut-off valve cannot be a “wafer” style valve; it must be flanged on the inlet and outlet. By using a flanged-type under-hydrant valve, the entire hydrant pit control valve can be removed, if necessary, and no leakage will occur.

A shut-off valve may be a flapper-type or butterfly-type. The butterfly-type is good, but the disk remains in the flow path when the valve is open and acts as a restriction. The flapper-type is excellent on pressure drop, but a plain flapper cannot be opened against pressure. For this reason, our valve incorporates a “valve within a valve,” which automatically equalizes pressure when you start to move the operating handle. It is very easy to operate, yet provides all the advantages of a flapper-type valve. Other flapper-type designs rely on a separate tiny, vulnerable, manually operated valve for equalizing pressure. This is inconvenient, and it may also be accidentally left open.

The unique feature of the Gammon Under-Hydrant Shut-Off Valve is that, in addition to providing the standard shut-off feature, it can protect the airport and personnel from a disastrous fire because it closes automatically as soon as the temperature reaches 165°F (74°C). A fusible link in the chain that normally holds the valve open will melt at this temperature, resulting in instantaneous closure.

Under normal conditions, the valve can be closed easily by unhooking the chain. This action is totally independent of the fusible link. Unless the fusible link melts in a fire, it will never need to be replaced.

We usually refer to our Under-Hydrant Shut-Off Valve as an “Emergency Valve” because it will function in an emergency situation, which is usually more important to the approval authority than the basic shut-off feature. For any customer who does not need this added safety feature, we do not include the fusible link. Our valve then serves only as a “service valve,” like any other valve.

This valve has special features that were necessary to make it pass the API-6FA fire test. This test requires that leakage through the valve or outside the valve will not exceed specified amounts after the seals have burned away at a temperature of 1600°F. To meet those specifications, we were unable to seal the operating shaft with o-rings so we used a unique labyrinth-type seal assembly that has proven to be reliable in other products we make.

The primary advantage of this valve is its opening relief feature. Proven in many years of service on model GTP-2654, we made no changes when this feature was applied to model GTP-3978. In the closed position, the hydrant pressure assists the spring in keeping the valve tightly closed. Therefore, to open the valve, it is necessary to bleed fuel from the pressure side into the hydrant valve. To do this, the operator applies a small constant force (about 4-5 lbs.) to the handle. This force opens an internal bleed valve which passes fuel to the hydrant valve. When the pressure in the hydrant valve equals the hydrant system pressure, the operator can easily open the main valve and then attach the fusible link chain to arm it. A competitive valve on the market today has a separate, external bleed valve that can be opened by the operator who must reach under the hydrant valve to turn the handle. After the pressure equalizes, he must remember to close that valve.

Airport design engineers in many parts of the world are specifying the features of our Model GTP-3978-3 because they achieve two objectives that a plain butterfly valve (or even a fire-safe butterfly valve) does not offer. A non-fire-safe valve offers no leakage protection. A fire-safe butterfly valve is capable of stopping fuel flow in a fire only if it is in the closed position when a fire develops.

Clearly, an under-hydrant valve is expected to be in the open position except under unusual circumstances, such as for maintenance of the main hydrant control valve. Therefore, our valve is favored because it not only serves as a maintenance valve, but also will sense the presence of a fire and then close automatically to ensure that the fire will not be enhanced by more jet fuel.

Under such a condition, the fire may develop intense heat that will destroy all of the seals in any valve whether it is a butterfly or flapper-type. However, the unique design of our valve ensures that leakage will be minimized in accordance with API Bulletin 6FA even if the seals have been burned away.

In summary, our valves are in service at a number of airports worldwide, from New York’s JFK to Singapore’s Changi Airport. We have had virtually no replacement part orders, proving that these valves require no maintenance or replacement parts.

Our valves serve as manual shut-off valves and emergency valves. All working parts are solid stainless steel. They are very heavy duty. They offer almost no resistance to flow. Samples are available upon request. Once you have seen our valve and compared it with any and all alternatives, we are confident that you will agree no equal to our valve exists.

Approximate weights: 4” x 4” 150 lb. flanges 51 lbs., 6” x 6” 300 lb. flanges 78 lbs., 4” x 6” 150 lb. flanges 47 lbs.

Available through Gammon Technical Products distributors worldwide.

We are proud to have been appointed as the central custodian for this color standard booklet.

We supervise the manufacture and color certifications.

Each color standard panel has been certified in accordance with the Munsell Color rating system to Triple A standards for chroma, value, and hue. The colors, as specified in ASTM D2276/IP216, are as follows:

Every color page is wire bound.

Each color standard has a 1 inch (25mm) window so that the membrane can be viewed for better accuracy in color rating.

Every color page has an index tab to speed up finding the right page.

Margins are provided at the ends of color pages to avoid fingerprints on color panels.

Fuel resistant lamination is provided on the back on each color page and on an interleaf between each color page. This prevents a wet membrane from soaking the page and possibly altering the color.

IMPORTANT NOTE: Instrumented tests have proven that some colors in the old, original booklets dated 1981 have changed over the years since they were originally manufactured. Those booklets have been declared invalid and must be destroyed.

ASTM D2276, paragraph X1.5.1.1 states the following:

Charts in use should be checked periodically against a reference set of color standards to eliminate the possibility that sunlight or soiling due to handling may have appreciably changed the colors. The reference set is a set of color standards obtained new, stored in dry, dark conditions, and is only used for the purpose of checking the standards in day-to-day use.

The Gammon Aircraft Refueling Hose Tester is made of non-ferrous materials, designed for periodic testing of jet refueling hose, using jet fuel for pressurizing.

The unit consists of a 10 U.S. gallon (38 liter) aluminum tank (GTP-2234) equipped with a vented fill cap, hand pump (GTP-8076), 0-1000 psi 4.5” face pressure gauge (GTP-281-H), quick disconnect (GTP-1004-4MA), and six feet of 1/4” hose (GTP-8079) to connect to the tester.

Overview

This tester is designed to perform integrity tests on hose assemblies used in the refueling of aircraft. A thorough inspection of the hose should be done before testing, and if any significant flaw is found, the test should not be run. The purpose of this test is to ensure that the couplings are still secure and that no physical flaw exists that cannot be seen on a physical inspection. AIR MUST NOT BE PRESENT in the system or else, in the event of a failure of the hose or a fitting, the trapped air will cause an explosive release carrying particles at high speed as it expands.

Procedure

The primary application of this tester is for testing aircraft refueling hose in accordance with API Bulletin 1529. When testing newly coupled Grade 1 hose, the test pressure is 300 psi. Periodic tests are required at the working pressure which is 150 psi. When testing Grade 2 hose, the test pressure is 600 psi for newly coupled or recoupled hose, and 300 psi for periodic testing. Because most aircraft refueling hose is Grade 2, the instructions below are written for a 300 psi periodic test with the hose full of jet fuel and remaining attached to the hose reel or to piping on the refueling vehicle.

When testing equipment other than hose, the standard practice is to perform hydrotests at 1.5 times the design or working pressure.

Note: If failure occurs during this test, fuel may be released. Be sure to have the site of the test in a secure area so that the spill will be contained and no fire hazard exists. Wear the proper personal protection such as eye protection.

1. Extend the hose to its full length.
2. Be sure that:
   • No air is present in the hose
   • The hose and couplings are fully inspected for flaws
   • The hose reel is rated for 300 psi proof pressure and there is a 300 psi rated isolation valve upstream
   • The overwing nozzle has been removed and a pipe cap with vent valve has been installed
   • The underwing nozzle can handle 300 psi (some brands cannot), and that it is connected to a fueling adapter with a 300 psi rated stop valve downstream. Open the nozzle valve before pressurizing the hose.
   • Any hose reel and/or nozzle that does not meet the 300 psi rating has been removed before testing. Install a pipe cap with a vent valve on the hose end.
   • The hose is marked all the way around at the edge of the ferrule/fitting with a light coat of paint or by any other means so that you will be able to clearly see if the hose begins to slip out of the ferrule when the hose is pressurized.
     Vent valves are used to released all air before pressurizing the hose.
3. Close the hose reel inlet valve.
4. Connect the supplied hose “A” to the quick disconnect “B” on the hose tester and then to the nozzle, or any other point. Underwing nozzles have a plug in the side which can be used for this purpose. Once again, be sure no air is present in the hose, nozzle, or associated pipe.
5. Open valve “C” and step lightly on hose “A” to displace any air in it. Close valve “C.”
6. Pump the pressure up to 300 psi in accordance with API-1529 Appendix D for Grade 2 hose, observing for leaks, bubbles, cuts, or blisters. Roll the hose to observe the entire surface. If defects that penetrate the cover material to the reinforcing cord are observed, stop the test; it is a failure. Depressurize immediately as instructed in Step 8 below.
7. Look at the paint mark on the hose at the ferrule. If there is more than 1/32″ (0.8mm) gap after the test pressure has been released, the test is a failure; depressurize after the test.
8. When the test has been completed, open valve “C” to bleed off pressure by returning the pumped fuel to the hose tested reservoir. Disconnect the test equipment.