These decals are large and provide clear marking for refueling vehicles, fuel farms, and tanks. They are color coded for all fuels.

Pipe Band Kits are made to provide colored bands for marking pipes to API-1542. These kits use 4” wide solid color bands long enough to mark pipes up in 6” in diameter. Forget the paintbrushes, these bands are neat, affordable, and easy!

PIPE IDENTIFICATION AND FLOW DIRECTION DECAL SETS allow for easy marking. They are color coded for all fuels, and are 5×16”. In this set, the identification decal (shown above) comes with arrow decals that can be cut apart with scissors and placed to indicate the direction of flow.

NARROW PIPE DECALS are the same as the pipe decals above, but they are 2×15” and come with the flow arrows attached. Simply use scissors to cut off one of the arrows and turn it to indicate flow direction.

NOZZLE BAND DECALS are used on overwing nozzles to positively identify the fuel type. These band decals are made to the industry standard and measure 7/8” x 10”

EMERGENCY STOP and EMERGENCY FUEL SHUTOFF decals are intended to be used in accordance with the NFPA 407 specification for fixed and vehicle emergency stop controls. The specification calls out 2” high letters and the words “push,” “pull,” or an arrow to indicate operation of the emergency stop switch. As you can see, we have included these instructions on two separate decals. Choose the style you prefer.

This decal has over 50 labels which can be cut with a pair of scissors and used as necessary. The advantage is fourfold: low cost per label, easy installation, long life and durability, and easy replacement when necessary. Even if you only use a quarter of the sheet, you come out ahead. Labels can be cut out and used differently than shown. For example, the “SUMP DAILY” decal can be cut in half and combined with the “BEFORE FUELING” decal to read “SUMP BEFORE FUELING.”

Our 37mm, 0.8μm (micrometer) membranes are produced in exact accordance with ASTM Research Report D1012, under which they have been granted approval for use in methods D2276/IP216 as well as Ip216. We manufacture our own plastic monitors using clear Tenite. Our monitors are made to fit all recognized brands of holders including the Gammon MiniMonitor® Kit and the Millipore® Corp. XX64-037-30.

Refill membranes are packaged with a blue paper separator between each one to aid in separation.

Matched-weight refill membranes are packaged with each pair in a glassine envelope. Each pair is matched in weight within 100μg (micrograms) in a closely controlled atmosphere.

Support pads are 34mm in diameter so as to fit into the recess of the plastic monitor beneath the membrane.

Matched-weight monitors have yellow plastic plugs in the inlet port and a red plug in the outlet. Single membrane monitors, used for color rating tests, have blue plugs in the inlet and red plugs in the outlet.

Quality stainless steel safety wire. Annealed (softened) for easy use. Dispenses neatly from top of 1 lb. box.

When reducing the number of elements, a “dummy” or non-functional element can be used to fill unnecessary element mounts. Our “dummy” elements are carefully machined from high grade aluminum and designed to replace any brand of 2” outside diameter element in any vessel. The seal is a Viton o-ring. Includes an adjustable center “rest” to allow easy installation in vessels with element aligning guides. Needs no additional hardware, works with cover interlocks. Available in standard 10″, 20″, or 30″ sizes, or custom order.

The heart of any deadman is the switch. The switch in this deadman has a built-in rolling diaphragm seal, aluminum body (not glass, rubber, or plastic), and an 8 amp contact rating. It is hermetically sealed, yet is easily replaceable, incorporating “push on” type electrical connections, eliminating troubles with wire nuts or soldering. In addition, the housing is o-ring sealed and has an anodized aluminum switch carrier and cable base fitting. The strain relief is a spiral type with a watertight seal.

Solid, super durable, cold molded, and virtually unbreakable, this handle is made of pure polyurethane. This new Dura-Deadman handle is the strongest and most reliable deadman we offer. It was tested for over half a million cycles, we’ve driven over it with trucks, and it’s been dragged on pavement – all without failure. It features replaceable polyurethane drag bosses for even longer life. Made in USA.

The problem with water detector probes has always been that others are impossible to test periodically without stopping flow, dismantling, or injecting water into the vessel. People are afraid that too much water may be injected. The One-CC Probe solves this simply. First, it has a patented design that only needs 1 ml (1cc) of water for a complete test. Second, it has a built-in water pump, and this pump is only capable of injecting 1 ml (1 cc) of water.

The One-CC™ Water Detector Probe is designed for use in any intrinsically safe electronic control system sensitive enough to detect water by conductivity/resistance. This new probe can therefore replace existing probes in Meggitt/Whittaker equipment if they utilize our replacement controls.

We offer electronic controls in DC, AC, weather tight and explosion proof versions.

• Pressures to 300 psi
• Stainless Steel Construction
• Available with 3/4” NPT or 1 1/2” NPT male connection
• Manual available on our website with test procedure
• US Patent No. 7523645

For those who prefer a smaller and less expensive water probe. All-stainless construction. Push button circuit tester. Can be fitted to a simple valved drain line assembly which allows for true water testing to EI1596. 3/4” NPT or BSPT connections.

Manufactured to Gammon Technical Products, Inc. specifications, this hose is superior to any available air Deadman hose on the market. It is suitable for all refueling operations.

The tubes are made out of Buna-N (nitrile rubber) to resist fuel from cross-leakage in the control system. The braided, reinforced tubes have neoprene covers to resist oils that contaminate ramp areas. A special additive is included to give the cover superior resistance to cracking.

Available in cut lengths or reels, with or without fittings.

When performing filter membrane tests, the difficult part of the task is disposing of the test fuel. The Meter Monitor solves that problem completely. The flush and the test fuel are both returned to the fuel system and are never exposed to air, rain, or other contaminant sources. No buckets, funnels, or fuel spills. The Meter Monitor has two 1/8” NPT connections (connections are 1/4” NPT, inlet and outlet; we install bushings to 1/8” NPT).

Available with gallon or liter calibration.

1. Install a return connector at the inlet of the system pump (GTP-992-4MS).
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2. Using a MiniMonitor® housing that you may already own, insert a plastic monitor (see Bulletin 8).
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3. Install the Meter Monitor between the MiniMonitor® assembly and grounding hose (GTP-1110) which comes with the MiniMonitor® kit.
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4. Turn the MiniMonitor® valve to the stop position.
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5. Start flow in fuel system and read the meter position, for example 000089.23
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6. Connect the MiniMonitor® inlet to the sampling connector and connect the outlet of the hose to the return connector.

• NOTE: The six numerals to the left of the decimal point read whole gallons. The right hand window reads tenths (0.1) of gallons. The dial reads hundredths (0.01) and can be estimated to 0.002. This is a non-reset type meter.

7. Turn the MiniMonitor® valve to the flush position. If you plan to flush one gallon, stop the flushing after one gallon. In this example, stop at a reading of 000090.23.
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8. Turn the MiniMonitor® valve to the test position. Then turn the valve off when the correct number of test gallons has passed. Disconnect the return connection, then the sample connection.

A controlled volume of water is slowly pumped by hand into the filter separator sump. If the emergency shut-down system is operating correctly, fuel flow will stop automatically when the level of water in the sump reaches the sensors. This test is performed while the fuel system is operating.

When the test has been completed, and while there is still pressure in the fuel system, the operator opens a drain valve that directs the liquid from the filter separator sump to the bucket (Model GTP-1787) or to the transparent measuring container (Model GTP-1799). Any fuel that is drained will float on the water. The operator can then confirm that all of the water that was injected into the sump has been removed.

A transparent measuring container at the top has an adjustable level indicator so that the operator can see that all of the water that was pumped into the filter separator sump has been recovered. The water filling port is at the top – see the chained plug. An overflow pipe carries excess fuel to a 5-gallon slop collector on the lower platform. See the drain valve for emptying slop collector.

Constructed with materials that will not rust or corrode in water, this specially-designed apparatus can be stored for long periods with clean water inside without danger of malfunction. Stainless steel and brass are the primary materials. The hoses are pressure rated for 250 psi, five times higher than is expected in a fueling system. Buna-N is used in the hose tube while Hypalon® is the cover material.

Testing of water sump controls has been a controversial subject for many years (refer to GamGram Number 1). Some operators are afraid to pump water into the sump to test the system because they fear “human failure,” resulting in water getting into an aircraft. However, if these systems do not perform correctly, the filter separator cannot do its job of preventing water from getting into the aircraft. In a typical 600 gpm filter separator, the separator elements will be underwater if 5 gallons are collected – any additional water goes into the aircraft.

Some operators rely on the procedure of checking the sump drain for the presence of water after each refueling operation. This is surely a good practice but it is subject to “human error.” Other operators use float testers to check the operation of the control circuit. This good practice checks everything except the float. Periodically, the float must be tested to ensure that it will float on a fuel/water interface.

From the above comments, the conclusion is that periodic injection of water to test the entire system offers the greatest reliability.

1. Place a measured volume of clean water in a bucket or graduated container. Mark the level of water on the container. See note under Step 4, below.
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2. Attach the swivel coupler to the water drain outlet of the filter separator.
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3. Start fuel flow through the system. A refueller truck can be recirculated. A hydrant cart must dispense to tankage.
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4. When normal flow rate and pressure have been established. open the water drain valve and pump water into the filter separator sump.‌

• NOTE: The volume of water required to activate the float or sensor in the filter separator depends on the design of the sump. The volume must be determined by a test for each piece of equipment. To insure against contaminating the flow system, the operator must not inject more than this amount of water.‌
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• If the emergency shut-down system operates properly, fuel flow will stop automatically. If it does not stop fuel flow, the system must be repaired before the aircraft can be refueled.‌

5. To remove water from the sump after the test, open the small toggle valve with the return hose in the water container. Allow some fuel to flow into the container to be sure that all of the injected water has been returned. Close the toggle valve. When the water has settled to the bottom of the container, the water level should be at the original mark as created in Step 1.
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6. Close the water drain valve and remove the swivel coupling.

The symbols on the left side of the charts below may help you to select the hydrometers you should order. Hydrometers and thermohydrometers marked with these symbols have special ranges that avoid the need to purchase two instruments to cover the range for aviation fuels. ASTM has assigned special numbers and has officially approved them. For example, most jet fuels have an API gravity range that requires ASTM S555HL but there are some fuels that need ASTM S554HL to reach 37° API. So the new ASTM S561HL, with a range of 37-49°, covers all jet fuels. ASTM S562HL covers Avgas. Each symbol also indicates additional qualities as described below:

GTP-1857 is shown. Other models may vary in appearance.

These hydrometers are thermometers have been shortened so they will fit in Aljac JM-3001 samplers when the lid is closed. Graduated spacings remain the same as ASTM instruments but the ranges have been shortened in some cases.

GTP-3312-1GB is shown. Other models may vary in appearance.

Graduated to 0.01, 320mm length. No thermometers are included.

Any of the hydrometers in this brochure may be furnished with a NIST Traceable Certificate of Calibration at extra cost, upon request. This certificate shows actual data at three test points as required by ASTM E-100 (for hydrometers) or the test points required by ASTM E-1 (for thermometers). Actual readings are resolved to 1/10 of the smallest scale division. The test methods and NIST standards that are used, as well as uncertainties of measurement and all other necessary data to maintain full traceability are provided.

This calibration is performed by an independent calibration laboratory which is accredited to the international standard ISO/IEC 17025. Copies of the laboratory’s ISO 17025 Accreditation are available upon request for your qualified vendor files. To order this certificate, add the suffix “C” to our GTP number. There is an additional charge for this service.

These circular calculators eliminate the need for books of tables for making gravity or density corrections to standard temperature. Easy to use and very fast – about half a minute.

There are two methods that you can use. The best way is by cooling. The more difficult way is by using heat. The object of both methods is to get the broken pieces of mercury into a chamber where they can rejoin. The bulb at the bottom is large enough to hold all of the mercury in the capillary when it is cooled in dry ice. If there are pieces of mercury left in the capillary after cooling, carefully tap it vertically on a padded surface. Allow the thermometer to warm naturally (do not heat it) in a vertical position, and observe the mercury column as it ascends into the capillary to be certain it is intact.

If dry ice is not available, you must use heat. Thermometers and thermohydrometers that are offered by Gammon Technical are made with an “expansion chamber” at the top of the capillary tube. The purpose of this chamber is to provide over-range protection in case the thermometer is heated beyond its scale range. This chamber may be used to rejoin separations provided that the amount of separated mercury is very small (not more than a few scale divisions in length). The thermometer should be heated in water that is warmed only slightly higher than its maximum reading. The objective is to apply only enough heat to urge the broken pieces of mercury into the expansion chamber, followed by a small portion of the main (intact) column. DO NOT USE FLAME! Great care must be taken to not fill the expansion chamber more than halfway, because the developed pressure can break the glass. Remove the thermometer from the heat, maintain it in a vertical position, and observe the mercury column as it retreats into the capillary to be sure it is intact.

CAUTION: When installing a floating suction, do not enter the tank until all fuel vapors are cleared.

HORIZONTAL TANKS
In most cases it will be necessary to remove the float assembly before installation is attempted. This simply requires removal of one stainless steel cotter pin. If an attempt is going to be made to install a floating suction without someone working inside, we recommend Style 5 with the riser flange bolted to a spool piece welded into the cover of the manway. Style 6 is another option. Assembly can be inserted through the manway until the cover comes to rest on the top of the manway. Care must be taken to insure that the swivel turns in the right direction so that the float is located above the suction arm. Also, a special provision must be made for attaching the test cable by threading it through a special port in the manway cover. The minimum manway inside diameter to permit installation of Style 5 without removing the float is shown in the following chart for each size:

This chart does not apply to Styles 1, 2, or 3 because the limiting factor on being able to insert these long suction arms is whether or not the arm will contact the bottom of the tank before it can pass through the manway. We have developed simple charts for each size of floating suction for a wide range of tank diameters, manway diameters, and manway lengths so that we can quickly determine the maximum suction arm length that can be inserted in your tank. This is why you must give us the dimensions of your tank when you place an order. It should be understood that it will be necessary in most instances to remove the float and swivel before installation if Styles 1, 2, or 3 are selected.

SUCTION ARM LENGTH for our standard designs of Styles 1, 2, and 3H is based on the assumption that the fitting in your tank is positioned so that the arm will operate freely without contacting the end of the tank. The customer is expected to inform us if he wants a non-standard suction arm length. We do not recommend allowing the arm to rise to an angle greater than 45°.

TEST CABLE INSTALLATION should be arranged so that the cable will not be bent at a sharp angle when the yardman pulls upward. Ideally, the opening through which the cable is installed should be as close as possible to the point where the center of the float contacts the top of the tank (see typical arrangement for Style 4). The cable may be attached to the lower face of a pipe cap that will close the top of the access port.

All connection flanges for all styles are 150# ANSI-RF unless otherwise specified.

VERTICAL TANKS
Floating suctions for vertical tanks must be disassembled during installation. The purchase order must specify the manway diameter so that a float can be selected that will pass through. If the arm length/diameter ratio is very great, we add intermediate legs as necessary, especially if the outlet flange is lower than the inlet, causing the arm to remain full when the tank is empty.

If the height of the tank is greater than 75% of the diameter, the arm will rise to such a steep angle that it may hang up. One option is for us to add a restraining cable and let the fuel rise as far above the float as necessary (see Style 3VR). The other option is to add swivel joints and use multiple arms (see style 3VA); we have had to use as many as four in very tall, small-diameter tanks. Special provisions are made to guide the float and arms.