december2022january2023 - 17

A manufactured skid to
be shipped to an airport
for tank installation.
The 407 document is not meant to
be used as the primary specifications
for the design or construction of aviation
fuel facilities, as other regulatory
requirements are in play - such as the
American Petroleum Institute (API)
and Environmental Protection Agency
(EPA). Other underground or above
ground storage tank regulations/requirements
may apply.
A retrofit
installation by
TWS Aviation
Fuel Systems
in Colorado.
Challenges
For airports needing to take action, the
situation at hand presents a unique set of
challenges including budget, scheduling
and optimum plan for compliance.
REGULATORY CONFUSION
One of the most pervasive hurdles in this
process is a general misunderstanding
of the regulations and erroneous speculations
on upgrade budgets. This has
led to some operators to resist or delay
moving forward with renovations. The
specific actions and investments to reach
compliance with NFPA 407 can be confusing.
There can be a wide assortment of
installed infrastructure on the fill stand
(tanks, piping, hoses, pumps, meter/registers,
bonding cable and deadman system).
Also, most airports have an array of refuelers,
often built by different manufacturers
with a range of model years.
What's more, NFPA 407 does not apply
to fuel servicing of hydrant systems,
flying boats or amphibious aircraft on
water, in-flight fueling, filling or draining
aircraft fuel tanks for maintenance, or
analysis of fuel quality.
VARIOUS UPGRADE PATHS
Many fill stands currently have deadman
systems and bonding cables. In these
instances, operators need only to address
the overfill portion of the fill stand
requirements by adding an overfill monitor
to communicate to an electronic sensor
added to the refueler. Although adding
just the overfill equipment seems straight
forward, contractors with experience
should be employed as electrical connections,
product piping layout and flow
control should be reviewed thoroughly.
These systems can be complicated when
considered as a whole.
Aviation refuelers are typically single-compartment
tanks that currently
have " jet level sensors " (single-level overfill).
To achieve two-level overfill, an electronic
sensor needs to be installed with a
cable and socket to connect to an overfill
monitor on the fill stand. Some of these
refuelers do not have an existing hole in
the top of the tank or man lid to mount
the sensor. In these situations, a new lid
must be added to the refueler to accommodate
the sensor.
For extensive renovations or new
build facilities, operators should consider
all solutions. There are systems available
that have the capabilities to achieve
two-level overfill, bonding and deadman
operations in one single-rack monitor
device. The monitor is connected to the
refueler with a cable and can interface
to a tank with two electronic sensors or
one electronic sensor and a (hydraulic) jet
level sensor to meet all regulations. Other
options are an audible alarm and an output
signal to other emergency systems.
CONTRACTOR CAPABILITY
If an operator delays, it may be difficult
to find a contractor that is willing or
capable of performing the work on both
the refueler and the fill stand. Most companies
are dedicated to either refuelers or
fill stands, averting a one-source " turnkey "
solution. Be advised that a refueler
usually cannot be driven off an airport to
a tank shop for the required work. With
the June 2023 deadline looming, available
contractors could be in tight supply.
Summary
NFPA 407 was formulated by aviation
industry stakeholders to improve safety,
and operational efficiencies for transferring
avgas and jet fuel from storage tanks
to aviation refuelers. Multiple options are
available to aviation facilities engaged in
upgrading to comply with the new NFPA
407 regulations. Operators should consider
short- and long-term operational
objectives when planning the upgrades.
Operators should seek contractors that
will provide a consultative approach
based on existing infrastructure and
refueler equipment capabilities.
ABOUT THE AUTHOR
DAVID ZUMBAUGH
David Zumbaugh has
been in the oil business
for decades and has
been with Scully Signal
Company for the last eight
years. Recently, he has
worked with commercial
air carriers, FBOs and
design/build firms to clarify pathways to
comply with NFPA 407. He emphasizes
there are a variety of options to satisfy the
NFPA 407 requirements.
December 2022/January 2023 || AviationPros.com || 17
TWS AVIATION FUEL SYSTEMS
WESTMOR FLUID SOLUTIONS, LLC
http://www.AviationPros.com
december2022january2023

Table of Contents for the Digital Edition of december2022january2023
