Del II Vedlegg F-1 Stanag 3149eed10 Minimum Quality Surveillance For Fuels
Del II Vedlegg F-1 Stanag 3149eed10 Minimum Quality Surveillance For Fuels
Del II Vedlegg F-1 Stanag 3149eed10 Minimum Quality Surveillance For Fuels
NSA/0285(2013)-DPP/3149
References:
a.
b.
1.
The enclosed NATO Standardization Agreement, which has been ratified by nations
as reflected in the NATO Standardization Document Database (NSDD), is promulgated
herewith.
2.
The references listed above are to be destroyed in accordance with local document
destruction procedures.
ACTION BY NATIONAL STAFFS
3.
National staffs are requested to examine their ratification of the STANAG and, if they
have not already done so, advise the Civil Co-Chairman, Petroleum Committee (AC/112) of
their intention regarding its ratification and implementation.
NATO/OTAN
NATO Standardization Agency- Agence OTAN de normalisation
B-111 0 Brussels, Belgium
Internet site: http://nsa.nato.int
E-mail: nsa@nsa.nato.int- Tel 32.2.707.5556- Fax 32.2.707.5718
NA TO/EAPC UNCLASSIFIED
NATO/EAPC UNCLASSIFIED
STANAG 3149
(Edition 10)
STANDARDIZATION AGREEMENT
(STANAG)
SUBJECT:
~v
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RECORD OF AMENDMENTS
No.
Reference/date of Amendment
Date Entered
Signature
EXPLANATORY NOTES
AGREEMENT
1.
This NATO Standardization Agreement (STANAG) is promulgated by the
Director NATO Standardization Agency under the authority vested in him by the NATO
Standardization Organisation Charter.
2.
No departure may be made from the agreement without informing the tasking
authority in the form of a reservation. Nations may propose changes at any time to the
tasking authority where they will be processed in the same manner as the original
agreement.
3.
Ratifying nations have agreed that national orders, manuals and instructions
implementing this STANAG will include a reference to the STANAG number for
purposes of identification.
RATIFICATION, IMPLEMENTATION AND RESERVATIONS
4.
Ratification, implementation and reservation details are available on request or
through the NSA websites (internet http://nsa.nato.int; NATO Secure WAN
http://nsa.hq.nato.int).
RESTRICTIONS TO REPRODUCTION
5.
No part of this publication may be reproduced, stored in a retrieval system, used
commercially, adapted, or transmitted in any form or by any means, electronic,
mechanical, photo-copying, recording or otherwise, without the prior permission of the
publisher. With the exception of commercial sales, this does not apply to member
nations and Partnership for Peace countries, or NATO commands and bodies.
FEEDBACK
6.
Any comments concerning this publication should be directed to NATO/NSA
Bvd Leopold III - 1110 Brussels - BEL.
ii
1
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Related Documents:
STANAG 1110 DPP -
1
NATO/EAPC UNCLASSIFIED
NATO/EAPC UNCLASSIFIED
AFLP-6 -
AFLP-8 -
API 2003
EI 1581
EI 1583
EI 1550
HM 50
ISGOTT
AIM
1.
The aim of this agreement is to set out the minimum quality surveillance measures for
fuels used by NATO Armed Forces in peace, crisis and conflict.
AGREEMENT
2.
the
2
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ANNEX A TO
STANAG 3149
(Edition 10)
PARAGRAPH No
Training of Personnel
Specifications
Qualification Testing
Procurement of Source Inspection
Conditions of Use of NATO Markings
Packaging, Marking and Identification
Single Fuel Policy
STANAG Structure
1
2
3
4
5-6
7
8
9-18
A-1
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ANNEX A TO
STANAG 3149
(Edition 10)
upon the full application by that nation of the minimum quality surveillance measures
in this STANAG.
6. If a fuel becomes off-specification with respect to the NATO allowable deterioration
limits given in STANAG 1110 before use, a line of colour contrasting with the NATO
Marking and the background colour of the container, is to be drawn diagonally
across and beyond the rectangle enclosing the NATO code number. The thickness
of the line will be such that it is clearly visible and the NATO marking easily read.
The NATO marking is then to be considered cancelled and the product may if
desired, be considered as an emergency substitute for the original product and thus
may only be used under technical advice.
7. Packaging, Marking and Identification. Distribution of fuels shall be made only from
batches that have passed the necessary inspection tests (see Annex C and E). All
bulk and packaged products that are not in reusable containers (e.g. Jerricans etc)
shall be identifiable and records are to be available enabling the origin, location and
history of fuels to be traced at any time. Details of the minimum marking
requirements for packaged petroleum products are given in Annex G, paragraphs 69.
SINGLE FUEL POLICY
8. The single fuel policy requires that F-34 fuel is available for NATO operations. The
supply and distribution of F-34 shall be to aviation fuel quality standards up to the
point of consumption. Aviation fuel quality procedures specified throughout this
STANAG shall apply to field and out-of-area deployments, where applicable. When
additional performance additives, for example, S-1750, are added for use by ground
systems, the fuel shall no longer be designated as F-34 and is therefore prohibited
for aircraft use. This fuel shall be designated F-63.
STANAG STRUCTURE
9. The purpose of this STANAG is to provide a set of agreed guidelines, to be used as
a minimum by participating nations in the handling and quality assurance of bulk
and packed fuels. The STANAG itself is broken down into informative annexes that
will aid in this process. Annexes B F are of a procedural nature where as annexes
G-K provide supporting information.
10. Operations are currently often multinational operations resulting in a sometimes
complex Fuel Supply Chain. It is necessary to make Roles and Responsibilities
clear during Bulk Fuel Supply activities. Annex B describes where the roles of
Military Authority and Technical Fuel Expert in the Fuel Supply Chain are
designated.
11. Annex C gives an explanation on the different test regimes, from extensive testing at
the source of the product to limited testing further in the Fuel Supply Chain. Annex C
also contains a number of tables with chemical and physical parameters to be
tested for all types of NATO-coded fuels under several regimes.
A-2
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ANNEX A TO
STANAG 3149
(Edition 10)
12. Proper sampling is a prerequisite for whatsoever analysis is to be conducted.
Details on the correct sampling of bulk fuels are described in Annex D.
13. The procedures for Quality Control in the Fuel Supply Chain are described in Annex
E of this STANAG. Annex E contains a number of flowcharts for different situations
in the Fuel Supply Chain for Aviation, Ground and Marine fuels. In these flowcharts
the quality control measures can be found which have to be taken for the described
situation.
14. Operations and exercises can occur under non-ideal, so called compromised
circumstances, in which the standard quality control procedure can not be fully met.
Annex F gives guidelines how to operate under such circumstances.
15. Although Bulk Fuels are the main part of the Fuel Supply Chain there are fuels
supplied in Packed Containers. Fuels in Packed Containers require a different
approach with respect to handling and sampling. This is described in Annex G.
16. As cleanliness is essential in the Fuel Supply Chain, it is described in Annex H and
outlines precautions that have to be taken in cases of change of grade in
whatsoever part of the Fuel Supply Chain. Cleanliness is also achieved by proper
filtration procedures. These are described in Annex I.
17. Also for laboratories there are a number of requirements. These are in general
described in Annex J. However, refer also to STANAG 4605, Appendix 14/module 4
deployable quality assurance equipment.
18. Annex K gives supporting information with respect to definitions and terminology
applicable to and essential for the Fuel Supply Chain both civilian and Military.
A-3
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ANNEX A TO
STANAG 3149
(Edition 10)
Annex
Title
Roles and
Responsibilities
H
I
J
Explanation
A-4
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ANNEX B to
STANAG 3149
(Edition 10)
ROLES AND RESPONSIBILITIES
1. With the exception of Compromised Circumstances (see Annex F) all NATO Fuel
Supply Chain (FSC) must provide fuel to the end user that has been subject to the
minimum acceptable quality surveillance procedures detailed in this document. This
fundamental principle applies equally to daily fuelling activities at the home base or
during expeditionary operations and exercises. It is essential the end user
understands the characteristics/ properties and quality of the fuel being delivered in
order to assess the impact of any potential adverse effect on equipment.
2. For home based activities, it is a national responsibility to ensure that fuel supply to
its own forces is meeting minimum national quality standards. Fuel supply to forces
of other NATO nations must comply with the minimum NATO quality standards as
outlined in this document.
3. The quality aspects of the FSC supporting NATO operations and exercises are the
responsibility of the NATO Command responsible for the operation/exercise. To that
extent, the NATO Command will have to rely on Technical Fuel Expert (TFE) from
participating nations or other NATO bodies. Therefore, proper consideration will be
given to it during the Logistics Operational Planning Process and when establishing
a Fuels Supply Plan.
4. In case multi-national solutions (i.e. Logistics Role Specialist Nation or NATO BOA
(Basic Ordering Agreement) Contract) for fuel supply in support of NATO
operations/exercises, the appropriate TFE would be provided by one of the
participating nations.
5. When transferring authority of the FSC to commercial contractor support or Troop
Contributing Nations, appropriate consideration will be given to TFE availability.
B-1
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ANNEX C to
STANAG 3149
(Edition 10)
MINIMUM TESTING REQUIREMENTS (INCLUDING FUELS HANDLED IN THE NATO
PIPELINE SYSTEMS)
General
1. The type of test which has to be performed as a minimum at a specific point within the
Fuel Supply Chain (FSC) is described in Annex E
2. The tests and their significances are described in Table C-1
3. The test methods for the various tests to be performed are prescribed in the relevant
specifications and/or STANAGS.
3.1. For tests performed in case of fuel transfers, STANAG 7036, Fuels to be
introduced into and delivered by the NATO pipeline systems, also applies.
3.2. For the B-2 tests that are performed for the check of deterioration during storage,
test result limits are given in STANAG 1110, Allowable deterioration limits for
NATO armed forces fuels, lubricants and associated products.
3.3. In cases where there are no limits given in STANAG 1110 or STANAG 7036, the
limits in the product specifications apply.
4. Visual test. The visual test is a check of the fuels appearance: check fuel by visual
means on clarity, solid matter and undissolved water at ambient temperature. The
sample has to be evaluated in a clean and clear transparent bottle.
5. C-test. Table C-3 prescribes which tests are to be performed to fulfil the requirement for
fuel testing at the type C-level.
6. C+-tests. C+-tests are designed to augment the type C-level test by providing an
additional level of confidence in the basic level checks and are prescribed in Table C-4.
7. Type A, B-1 and B-2 tests. For the different types of fuel the analysis required to be
performed at each level is prescribed in the following tables;
7.1. Table C-5 - Aviation gasoline F-18
7.2. Table C-6 - Aviation turbine kerosenes F-34, F-35, F-37, F-40, F-44
7.3. Table C-7 - Ground diesel fuel F-54 and heating kerosene F-58
7.4. Table C-8 - Automotive gasoline F-67
7.5. Table C-9 Naval distillate fuels F-75, F-76
C-1
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ANNEX C to
STANAG 3149
(Edition 10)
Test Types
Type
Description
B-1
B-2
Visual
C+ (C-plus)
C-2
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ANNEX C to
STANAG 3149
(Edition 10)
Visual test on fuels
Kerosine
Kerosine
Based
Diesel
Fuel
Ground
Use
Gasoline
Naval
Distillate
Fuel
Naval
Distillate
Fuel
F-58
F-63
F-67
F-75
F-76
x
x
x
report
x
x
x
report
Fuel
Aviation
Gasoline
Aviation
Kerosine
Aviation
Kerosine
Aviation
Kerosine
Aviation
Kerosine
Ground
Use
Diesel
Test
F-18
F-34
F-35
F-40
F-44
F-54
Table C-2
C-tests on fuels
Kerosine
Kerosine
Based
Diesel
Fuel
Ground
Use
Gasoline
Naval
Distillate
Fuel
Naval
Distillate
Fuel
F-58
F-63
F-67
F-75
F-76
x
x
x
report
x
x
x
x
report
X
Fuel
Aviation
Gasoline
Aviation
Kerosine
Aviation
Kerosine
Aviation
Kerosine
Aviation
Kerosine
Ground
Use
Diesel
Test
F-18
F-34
F-35
F-40
F-44
F-54
C-3
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ANNEX C to
STANAG 3149
(Edition 10)
C+-tests on fuels
Fuel
Aviation
Gasoline
Aviation
Kerosine
Aviation
Kerosine
Aviation
Kerosine
Aviation
Kerosine
Ground
Use
Diesel
Test
F-18
F-34
F-35
F-40
F-44
F-54
Kerosine
Kerosine
Based
Diesel
Fuel
Ground
Use
Gasoline
Naval
Distillate
Fuel
Naval
Distillate
Fuel
F-58
F-63
F-67
F-75
F-76
C-4
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ANNEX C to
STANAG 3149
(Edition 10)
A, B-1 and B-2 tests for aviation gasoline F-18 (AVGAS 100 LL)
Test type
Test
Appearance Note 2
Colour, visual
Colour, Lovibond
Density
Distillation
Freeze Point
Vapour Pressure
Water Reaction
Tetra Ethyl Lead
Knock Value, Lean Mixture
Knock Value, Performance number
Oxidation Stability
Copper Strip Corrosion
Existent Gum
Total Sulfur
Specific Energy
Conductivity
Bottom Water and Microbiological
contamination
Test Frequency B-2 tests
(in months)
A Note 1
B-1
B-2
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x Note 3
x Note 4
12 months in
fixed storage
media 6 months
in deployable
storage media
Note 5
Note 1. With reference to the specification and related test methods as agreed in the contract.
Otherwise the parameters identified under A, shall be met as a guideline with reference to
DEFSTAN 91-90 (latest issue) grade AVGAS 100LL.
Note 2. A visual assessment for Clear & Bright, solid matter and undissolved water is to be made
at ambient temperature.
Note 3. In cases where a Static Dissipator Additive has been added to the fuel, this parameter is
to be tested.
Note 4. Routine water drains are to be performed in accordance with standard operating
procedures for the infrastructure. When draining free water, visual checks for the presence of
MBC shall also be made in accordance with STANAG 7063. If MBC is suspected, appropriate
shall be taken and sent for analysis.
Note 5. In case of storage in a humid and warm climate, the inspection interval is to be reduced to
3 months irrespective of storage media.
Table C-5
C-5
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ANNEX C to
STANAG 3149
(Edition 10)
A, B-1 and B-2 tests for aviation kerosine F-34, F-35, F-37 Note 1, F-40, F-44
Test Type
Test
Appearance Note 3
Colour, visual
Density
Copper Strip Corrosion
Distillation
Existent Gum
Freeze Point
Water Reaction Interface Rating
Lubricity/BOCLE
Thermal Stability
A Note 2
B-1
B-2
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x Note 4
x
x
only for F-40
x
not for F-44
x
not for F-40
x
not for F-35
Vapour Pressure
Conductivity
Flashpoint
Fuel System Icing Inhibitor Note 5
Additives (anti-oxidant, metal
deactivator, static dissipator additive)
Lead
Total Acid Number
Aromatics
Olefins
Mercaptan Sulphur or Doctor Test
Sulphur, Total
Viscosity at -20C
Heating Value Net Heat of Combustion
Smoke Point or
Smoke Point & Naphthalenes
Microseparometer (MSEP)
Bottom Water and Microbiological
contamination
x
only for F-40
x
not for F-44
x
not for F-40
x
not for F-35
x
x
only for F-40
x
not for F-44
x
not for F-40
x
not for F-35
Report Note 6
x
x
For F-40 and for
F-44. Not for
F-34/F-35
x
x
x
x
x Note 7
-
x Note 7
-
Note 8
12 months in
fixed storage
media 6 months
in deployable
storage media
Note 9
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ANNEX C to
STANAG 3149
(Edition 10)
Note 1. F-37 is blended at point of issue from F-34 and a Thermal Stability Additive (+100).
Generally F-37 is not kept in stock. F-37 shall be tested in agreement with the requirements for F34.
Note 2. With reference to the specification and related test methods as agreed in the contract.
Otherwise the parameters identified under A, shall be met as a guideline with reference to
STANAG 3747.
Note 3. A visual assessment of the Appearance in relation to Clear & Bright, solid matter and
undissolved water is to be made at ambient temperature.
Note 4. Lubricity (BOCLE test): to be reported on CoA by the supplier in the following case;
-consists of more than 95% v/v hydro-processed material of which at least 20% v/v has been
severely hydro-processed material (subjected to a hydrogen partial pressure of greater than 7000
kPa (70 bar or 1015 psi) during manufacture).
-if there are concerns over the fuels lubricity.
Note 5. FSII is to be checked on delivery and after 1 month if no further deliveries have been
made to the storage tank.
Note 6. The dosage and trade name of all additives added to the fuel shall be reported, whether
on initial manufacture or subsequently whilst moving through the supply chain.
Note 7. Dependent on previous loads carried. If the previous load is F-18 or other leaded gasoline
then this is considered as cause for concern and a Lead value shall be determined before use.
Note 8. Routine water drains are to be performed in accordance with standard operating
procedures for the infrastructure. When draining free water, visual checks for the presence of
MBC shall also be made in accordance with STANAG 7063. If MBC is suspected, appropriate
samples shall be taken and sent for analysis.
Note 9. In case of storage in a humid and warm climate, the inspection interval is to be reduced to
3 months irrespective of storage media.
Table C-6 (Concluded)
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ANNEX C to
STANAG 3149
(Edition 10)
A, B-1 and B-2 tests for ground diesel fuel F-54 and kerosine F-58
Test Type
Test
Appearance Note 2
Density
Distillation
Carbon Residue (on 10% distillation
residue)
Cold Filter Plugging Point
Bottom Water and Microbiological
contamination
Cloud Point
Flash Point
Viscosity at 40C
Copper Strip Corrosion
Sulfur content
Ash Content
Oxidation Stability
Water Content
Total Contamination
Polycyclic Aromatic Hydrocarbons
Cetane Number
Cetane Index
Lubricity (corrected
diameter)
Corrosion inhibitor
wear
scar
A Note 1
B-1
B-2
x
x
x
x
x
x
x Note 3
for F-58 only
x
x Note 4
x
x
x
x
x
x
for F-54 only
x
for F-54 only
x
for F-54 only
x
for F-54 only
x
for F-54 only
x
for F-54 only
x
for F-54 only
x
for F-54 only
X
for F-54 only
Note 5
FAME
X
for F-54 only
Note 6
Composition
x
for F-58 only
x
for F-58 only
x
for F-58 only
x
for F-58 only
Colour Saybolt
Colour Stability
Smoke Point
Table C-7 (Concluded on page C-9)
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ANNEX C to
STANAG 3149
(Edition 10)
Test Type
Test
Freeze Point
A Note 1
B-1
B-2
x
for F-58 only
x
for F-58 only
Burning Quality
TEST FREQUENCY for B-2 testing,
the tests other than the check for
microbiological contamination
12 months in
fixed storage
media 6 months
in deployable
storage media
note 7
Note 1. With reference to the specification and related test methods as agreed in the
contract. Otherwise the parameters identified under A, shall be met as a guideline with
reference to STANAG 7090.
Note 2. A visual assessment of the Appearance in relation to Clear & Bright, solid matter
and undissolved water is to be made at ambient temperature.
Note 3. Only when a change in Colour and/or Density occurs after procurement.
Note 4. Diesel fuel, especially those containing a proportion of bio material (FAME) is
susceptible to MBC. Checks for the indication of MBC (See STANAG 7063) shall be part of
the routine draining procedures. In case of doubt perform the appropriate test to confirm the
presence of MBC. It is strongly advised that in cases where effective draining of storage
facilities is difficult, monthly checks on the presence of MBC have to be performed using the
appropriate testing method.
Note 5. As required by the procuring agency, if corrosion inhibitor is used: only approved
additives are allowed.
Note 6. F-54 with FAME, is not suitable for long-term storage. The percentage of FAME
allowed in F-54 shall not exceed the limit stated in STANAG 7090.
Note 7. In case of storage in a humid and warm climate, the inspection interval is to be
reduced to 3 months irrespective of storage media.
Table C-7 (Concluded)
In cases where ground fuels are used for aviation purposes (i.e. UAVs), the ground fuel is to be
supplied via an independent supply chain. In this independent supply chain, the fuel shall be
treated as if it were aviation kerosine/gasoline.
C-9
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ANNEX C to
STANAG 3149
(Edition 10)
A, B-1 and B-2 tests for automotive gasoline F-67
Test Type
Test
AppearanceNote 2
Density
Distillation
Vapour Pressure
Copper Strip Corrosion
Existent Gum
Oxidation Stability
Bottom Water and Microbiological
contamination
RON
Aromatics content
Benzene content
Lead
MON
Olefins content
Oxygen content
Oxygenates content
Sulfur
Vapour Lock Index
A Note 1
B-1
B-2
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x Note 3
x
x
x
x
x
x
x
x
x
x Note 4
12 months in
fixed storage
media 6 months
in deployable
storage media
Note 5
Note 1. With reference to the specification and related test methods as agreed in the
contract. Otherwise the parameters identified under A, shall be met as a guideline with
reference to STANAG 7090.
Note 2. A visual assessment of the Appearance in relation to Clear & Bright, solid matter
and undissolved water is to be made at ambient temperature.
Note 3. Routine water drains are to be performed in accordance with standard operating
procedures for the infrastructure. When draining free water, visual checks for the presence
of MBC shall also be made in accordance with STANAG 7063. If MBC is suspected,
appropriate shall be taken and sent for analysis.
Note 4. For certain seasonal classes only.
Note 5. In case of storage in a humid and warm climate, the inspection interval is to be
reduced to 3 months irrespective of storage media.
Table C-8
In cases where ground fuels are used for aviation purposes (i.e. UAVs), the ground fuel is to be
supplied via an independent supply chain. In this independent supply chain, the fuel shall be
treated as if it were aviation kerosine/gasoline.
C-10
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ANNEX C to
STANAG 3149
(Edition 10)
A, B-1 and B-2 tests for naval distillate fuels F-75 and F-76
Test Type
Test
AppearanceNote 2
Colour, visual
Density
Flash Point
Distillation
Carbon Residue
Cloud Point
Bottom Sediment and Water
Water Separation
Water Reaction
Bottom Water and Microbiological
contamination
Ash content
Copper Corrosion
Pour Point
Ignition Quality:
Cetane Number or Cetane Index
Suphur content
Viscosity, kinematic at 40C
Total Acid Number
Strong Acid/Base Number
or Inorganic Acidity
OR Neutrality
Water and Sediment by centrifuge
Accelerated Storage Stability, total
sediment
Demulsibility
TEST FREQUENCY for B-2 testing,
the tests other than the check for
microbiological contamination
A Note 1
B-1
B-2
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x Note 3
x
x
x
x Note 3
x
x
x
x
x Note 4
x
x
x
x
x
x
x
x
x
x
x
12 months in
fixed storage
media 6 months
in deployable
storage media
Note 5
Note 1. With reference to the specification and related test methods as agreed in the contract.
Otherwise the parameters identified under A, shall be met as a guideline with reference to
STANAG 1385.
Note 2. A visual assessment of the Appearance in relation to Clear & Bright, solid matter and
undissolved water is to be made at ambient temperature.
Note 3. Only when a change in Colour and/or Density occurs after procurement.
Note 4. Routine water drains are to be performed in accordance with standard operating
procedures for the infrastructure. When draining free water, visual checks for the presence of
MBC shall also be made in accordance with STANAG 7063. If MBC is suspected, appropriate
samples shall be taken and sent for analysis.
Note 5. In case of storage in a humid and warm climate, the inspection interval is to be
reduced to 3 months irrespective of storage media.
Table C-9
C-11
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ANNEX D to
STANAG 3149
(Edition 10)
SAMPLING
General
1. Sampling can be carried out at various times and for various reasons, such as:
1.1.Upon receipt: to ensure that product is on specification
1.2.During storage for custody transfer and pricing determination, or
1.3.During storage and handling to monitor fuel quality and condition.
2. Many precautions are required to ensure representative samples are taken dependent on
the type of product being sampled, the type of container from which it is drawn, and the
sampling procedures employed. Procedures and sample size must be suitable for sampling
the specific product under the particular storage, transportation and container conditions
encountered.
3. The single most important aspect when sampling fuel is to follow proper sampling
procedures. Failure to provide a truly representative sample can lead to inaccurate analysis
resulting in the reporting of both false positive (a pass when in fact the fuel fails) and false
negative (a failure when in fact the fuel passes) results and thus placing risk on the end
user. This can be in the use of fuel that is not suitable for use or the need to expend
resources investigating a problem that does not exist.
Personnel conducting sampling
4. Only fully trained and experienced personnel shall be assigned to sample fuel products. It is
critical that a truly representative sample of the product under investigation be obtained
since improperly taken samples can completely invalidate a test.
Proper Identification and Logging of Samples
5. Immediately after sampling, each sample container shall be identified by securely attaching
a Sample Identification Tag. Information on the tag shall include pertinent information to
understand both the context in which the sample was taken and where it was taken from for
each submission. For turbine fuel, where the electrical conductivity has been previously
determined, the fuel temperature at point and time of testing shall be reported.
6. A log of samples shall be maintained and kept for a minimum of 12 months that contain as a
minimum but not limited to the following information:
6.1.Sample number
6.2.Location sample taken (e.g. tank number, truck number, filter-separator number, etc.)
6.3.Type of sample
6.4.Date sample taken
6.5.Name of person taking sample
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6.6.Reason sample taken
6.7.Product and Grade
6.8.Specification (include approved waivers on limits, if known)
6.9.Volume sample represents
6.10.Type of tests requested
6.11.Date sample sent to the laboratory
Sampling Apparatus, Containers, and Precautions
7. Approved sample containers shall be used as specified by ASTM, IP, or UN. Sample
containers could be as follows: epoxy-coated metal containers; borosilicate (hard) glass
bottles (Pyrex is the popular brand name); polytetrafluoroethylene bottles (Teflon is the
popular brand name); polyethylene bottles; steel cans; and stainless steel beakers
appropriate to the material to be sampled.
8. For the transportation of fuel, sample containers and over packs shall comply with
local/national regulations for the transport of dangerous goods. Containers for the
transportation of samples by air shall be of an International Civil Aviation Organisation
(ICAO) approved design, and shall be dispatched in accordance with the latest edition of the
ICAO Technical Instructions for the Safe Transport of Dangerous Goods by air and IATA
Dangerous Goods Regulations.
9. Samples of fuel submitted specifically for visual appearance (clear and bright test) and
water and sediment determinations only, shall whenever practicable be collected in clear
glass bottles and protected from exposure to sunlight. For sampling of aviation turbine fuels
for water reaction and thermal stability analysis, epoxy-coated metal containers conforming
to ASTM D4306 that have been pre-soaked with the product being sampled are preferred. If
none are available, then clear or amber 4L glass containers may be used although shall be
prepared (e.g. wrapped in aluminium foil) to prevent light absorption. Some products,
especially gasoline, will change colour rapidly on exposure to sunlight resulting in a rapid
increase in gum and a decrease in stability. Lead additives, such as tetraethyl lead, are
particularly unstable in sunlight and may appear as a gray or an off white precipitate on the
bottom of the sample container. If clear glass bottles are the only containers available for
sampling product containing lead, the bottles shall be covered with foil or paper immediately
after filling to avoid exposure to sunlight.
9.1.The amount of sample to be taken is as follows:
9.1.1.Normal Sample Size: Normally, the liquid sample volume submitted for type B
or C analysis is approximately 4 litres. Samples of aviation turbine fuel
requiring full specification testing (type A) will require up to 8 litres (2 X 4 litres
portions), one portion of which will be used for the particulate contamination
test. The possible partitioning of the sample between different parties such as
supplier, client, local customs in case of custody transfer, must be considered in
order to take the respective number and adequate fuel sample volume.
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9.1.2.Special Sample Size: Special samples can vary from 1 litre to several litres
dependent on the circumstance. Aviation gasoline samples requiring ASTM
D909 aviation supercharge method of determining performance numbers shall
be a minimum of 20 litres unless otherwise directed.
10. All sampling apparatus and containers shall be thoroughly clean and dry and special care
shall be taken to ensure no lint or fibrous material remains in or on them. Unless otherwise
specified in the test procedures, apparatus and containers shall be rinsed with a portion of
the product being sampled to ensure they do not contaminate the sample to be tested with
the previous sampled material. Care must be exerted if sample containers have been
previously used since they could possibly contaminate the fuel being sampled. In all
circumstances care shall be taken to prevent as far as practicable the ingress of foreign
matter not associated with the fuel into the sample vessel.
Note: it is recommended to have a separate sampling device for use with low/ultra low sulphur
products as sulphur analysis is very sensitive to minute traces of any high sulphur product
previously sampled. If aviation fuel samples are taken to check for contamination with fatty acid
methyl esters (FAME) then it is imperative that a brand new sample container is used.
11. Sufficient liquid product shall be in the sample lines and fittings before taking any sample.
12. Containers such as drums shall be sampled using a glass thief or metal sampling tube
designed for the purpose. For further guidance the user shall refer to Annex G.
13. Immediately after taking the sample, the sample container is to be securely sealed. The use
of sealing wax, paraffin, rubber gaskets, pressure sensitive tapes, or similar material to seal
containers is not permitted. Lightweight sample containers shall be adequately packaged to
withstand the rigours of transportation. To prevent leakage caused by thermal expansion of
the product, sample containers shall not be filled above 90% capacity.
14. Sampling apparatus shall be cleaned immediately after use and stored so it will remain clean
until next use.
15. Samples of gasoline and aviation turbine fuels requiring a vapour pressure test to be
performed shall be carefully handled and collected to prevent as far as is practically possible
the loss of light-ends. Vapour pressure determinations are extremely sensitive to
evaporation losses and to slight changes in composition. Whenever practicable,
arrangements should be made to maintain liquid fuel samples at a temperature between
minus 1C and plus 4C. This helps preserve its characteristics from the point of sampling to
the laboratory.
16. When obtaining, storing, or handling samples, all necessary precautions shall be observed
to ensure that they are truly representative of the product to be tested and where necessary
satisfactory for vapour pressure tests.
17. If the densities of the fuel samples taken from the upper, middle and lower levels of a tank
do not differ by more than 3 kg/m then a composite of these samples can be made for
additional testing. If the density variation is greater than 3 kg/m, the individual samples must
be tested separately due to layering for conformance to the product specification.
Representative Samples
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18. A sample is a portion of fuel taken which represents that entire batch or delivery or a specific
location within a tank or container. Type and quantity of samples and sample containers
must be chosen to ensure that the samples are representative of the fuel in question and are
satisfactory for the purpose intended.
19. The different types of samples are as follows:
19.1.All level sample: A sample obtained by submerging a closed sampler (closed bottle) to
a point as near as possible to the draw off level, then opening the sampler and raising
it at such a rate that it is about 75 percent full as it emerges from the liquid.
19.2.Spot Sample: A sample taken at a specific location/level within a tank or other
container, or from a line at a specific time during a pumping operation.
19.3.Top Sample: A spot sample taken 15 cm (6 inches) below the fluid surface within a tank
or other container contents.
19.4.Upper Sample: A spot sample taken from the middle of the upper third of the fluid within
a tank or other container contents.
19.5.Middle Sample: A spot sample taken at the middle height of the fluid within a tank or
other container contents.
19.6.Lower Sample: A spot sample taken at the middle of the lower third of the fluid within a
tank or other container contents.
19.7.Bottom Sample: A sample obtained at the bottom surface of the tank, container, or line
at its lowest point.
19.8.Drain Sample: A sample obtained from the water draw off, sump or discharge valve.
NOTE. Drain and bottom samples are usually obtained to check for water, sludge, scale, or
other contaminants.
19.9.Single Tank Composite Sample: A sample consisting of a blend of the upper, middle,
and lower samples of the tank contents. The portion of the sample quantity to be
taken at each level varies according to the type of tank (e.g. vertical or horizontal) and
shall be determined by applicable procedure.
19.10.Multiple Tank Composite Sample: A sample consisting of a blend of individual all-level
samples from each compartment of the ship, barge, or carrier containing the same
grade of product in proportion to the volume of product in each compartment.
19.11.Outlet (suction) Sample: A sample taken at the level of the tank outlet.
19.12.Automatic Sample (Line Sample): A sample taken from a pipeline conveying the
product in such a manner that ensures a representative average of the stream
throughout the period of transit. Such samples are not deemed acceptable for the
initial establishment of a batch.
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19.13.Hose Sample: A sample obtained from a refuelling vehicle or dispensing cabinet
delivery hose. This type can also be termed an open line sample.
19.14.Tube or Thief Sample: Either a core or spot sample from a specified point in the
container taken with a sampling tube or special thief. When sampling fuel drums,
contamination that may have settled out shall be avoided.
19.15.Batch/Lot Samples: A sample obtained from a collection of units of packaged
products.
Sampling Procedures and Guidance
20. Fuel samples taken manually shall be done in accordance with Manual Sampling of
Petroleum and Petroleum Products (ASTM D 4057), Petroleum Liquids Manual Sampling (IP
475/ISO 3170) or equivalent national procedures.
21. In-line sampling shall be in accordance with Automatic Sampling of Petroleum and
Petroleum Products (ASTM D 4177), or as prescribed by product specification or contract
requirements. Such samples are not deemed acceptable for the initial establishment of a
batch.
22. Product lot acceptance in case of large shipment of packed fuels can be assessed in
accordance with ANSI Z1.4 Sampling Tables, API MPMS, Chapter 8. 1 - Standard
Practice for Manual Sampling of Petroleum and Petroleum Products.
23. A sample is considered as a witness (retained) sample if all parties involved have the
opportunity to be present during the sampling.
Tactical Equipment
24. The procedure for sampling of tactical equipment is not to be confused with the requirement
for fuel tank sump draining, which is to be carried out regularly.
25. The reason for obtaining a sample from the tank is to determine the quality of fuel in the
tactical equipment. Most samples will be obtained from the tank sump drain, (as this is the
most convenient location) however, special precautions must be taken prior to obtaining the
sample. In order that the sample be representative, any foreign material which has
accumulated at the low point or sump of the tank (for which it was designed), must first be
removed by flushing. Unless otherwise specifically stated, the following procedures shall be
followed to obtain a representative sample the tank:
25.1.Using a bonded container (pail, large jar, etc.), a minimum of 4L of fuel shall be drained
from the equipment sump drain and discarded as per local regulations. This fuel shall
not to be tested.
25.2.The sampling container shall be rinsed thoroughly three times with the fuel to be
sampled prior to filling.
25.3.The quantity of fuel required for testing shall be taken.
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Refuelling Vehicles
26. Samples taken from refuelling vehicles can be taken from several points. Generally
most dispensing equipment will have an in-line sampler connection point or a draw-off
valve downstream of the filtration vessel used for obtaining a sample via Matched
Weight Monitor sampler in by-pass mode or by using a cheater hose. Samples can
also be taken either from the nozzle (open line) or from the tank by dipping through the
overhead hatch (this should only be used as a last resort) or from the low level drain
point (if taken from the low level drain point care should be taken to ensure that any
accumulated water and/or particulate is first discarded before taking the sample. Low
pressure hoses may be sampled directly from the nozzle spout; high pressure hoses
may be sampled from the Matched Weight Monitor sampling port for gravimetric
analysis but by taking samples directly from nozzles you are more susceptible to
accumulating particulate contaminants in the sample. Other sampling devices/locations
can also be encountered. Samples shall never be taken from the filter vessel sump,
unless specifically directed to do so in the course of an investigation.
Refuelling Tender Fill-stand
27. An in-line sample connection point or a draw-off valve downstream of the filtration
vessel is to be used for gaining a sample via Matched Weight Monitor sampler in test
mode. If not available, the fill-stand nozzle, if present, can be used to obtain a
representative sample of fuel being delivered to the refuelling tender. At this point the
fuel has already passed through at least one Filter Water Separator. It is important to
ensure that the fill-stand line has been drained from its contaminant and that fuel has
been re-circulated prior to sampling.
Bulk Storage Tanks and Marine Vessels
28. A representative fuel sample from a bulk storage tank or marine vessel cargo tank shall
be obtained by dipping, using a weighted sampling beaker or other acceptable
sampling equipment. Multiple samples may be required based on the size of the tank
and number of compartments to be tested.
29. Unless specifically required for special testing, samples shall not be taken through
storage tank clean-out lines, manifolds, water draw-offs, bleeder valves, or hose
nozzles. Such samples would not be representative of the product in the tank. When it
is necessary to sample service station tanks and access to such tanks cannot be
gained though a manhole or sampling hatch, the tanks may be sampled through a
servicing hose after first discharging from the hose a volume of product estimated at
two-times the capacity of the piping system.
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Laboratory Handling of Samples
30. Samples shall be registered in accordance with the laboratory procedures and shall be
tested based on the respective priority. The following requirements should be noted;
30.1.All samples shall be properly labelled.
30.2.Fuel samples are required to be conditioned prior to performing certain test.
30.3.Samples shall be thoroughly mixed prior to performing the required test to ensure
homogeneity.
30.4.Good sample handling is essential to prevent external contamination.
30.5.Retained samples, witness samples, and remaining fuel sample not tested shall be kept
in the original container in a controlled environment and stored in accordance with
local and national directives for a minimum of six months. All samples shall be readily
available in cases of dispute with a fuel supplier or to perform additional tests.
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To
Supplier Fuel
Terminal
BFI
Supplier Fuel
Terminal
BFI Nation A
BFI Nation A
BFI Nation A
Civilian pipeline
system
BFI
BFI
Remarks
BFI Nation A
BFI Nation B or
NPSS
BFI Nation B or
NATO Pipeline and
Storage System
(NPSS)
NPSS
Table
Table E-3
Custody transfer point at the
Table E-4
delivery point of BFI Nation A
Custody transfer point at the
Table E-5
entry point of BFI Nation B
to
Aircraft
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To
Remarks
Military ship
(Supply ship or
Warship)
Military ship
(Supply ship or
Warship)
Military ship Nation
A (Supply ship or
War ship)
Military ship Nation
B
Warship
Daytank
Table
Aircraft
Table E-14
Table E-15
To
Supplier Fuel
Terminal
BFI
Supplier Fuel
Terminal
BFI Nation A
BFI Nation A
BFI Nation A
BFI
BFI Nation A
BFI Nation B or
NPSS
BFI Nation B or
NPSS
Civilian pipeline
system
NPSS
BFI
Military Fuel
Station
BFI
Military Fuel
Station
(Deployable) BFI
Military Ground
Equipment
Remarks
Custody transfer point at the
delivery point of the Supplier
Fuel Terminal
Custody transfer point at the
entry point of the BFI
Table
Table E16
Table
17
Table
18
Custody transfer point at the Table
delivery point of BFI Nation A
19
Custody transfer point at the Table
entry point of BFI Nation B
20
Table
21
Custody transfer point at the Table
delivery point of BFI
22
Custody transfer point at the
Table
entry point of the Military Fuel
23
Station
Table
24
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To
Supplier Fuel
Terminal
BFI
Supplier Fuel
Terminal
Supplier Fuel
Terminal
Supplier Fuel
Terminal
Supplier Fuel
Terminal
Supplier Fuel
Terminal
BFI Nation A
BFI Nation A
BFI Nation A
BFI Nation A
BFI Nation A
Supply Ship
BFI
Military Supply
Ship
Military War Ship
Military Supply
Ship
Military War Ship
Military Supply
Ship Nation A
Military War Ship
Nation A
Military Supply
Ship Nation B
Military War Ship
Nation B
Military Supply
Ship Nation B
War Ship
Remarks
Custody transfer point at the
delivery point of the Supplier
Fuel Terminal
Custody transfer point at the
entry point of the BFI
Custody transfer point at the
Supplier Fuel Terminal
Custody transfer point at the
Supplier Fuel Terminal
Custody transfer point at the
military ship
Custody transfer point at the
military ship
Table
Table E25
Table
26
Table
27
Table
28
Table
29
Table
30
Table
31
Table
32
Custody transfer point at the Table
delivery point of BFI Nation A
33
Custody transfer point at the Table
delivery point of BFI Nation A
34
Custody transfer point at the Table
Military Supply Ship
35
Table
36
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5. Flowcharts Pictograms
Mobile Filtration
System
Pipeline
Supplier Fuel
Terminal
Iso Container
Supplier or Military
Rail Cars
Refueller System
Marine Vessels
Aircraft
Military Ground
Equipment
Jerrican
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6
Terminology
TERMINOLOGY
Bulk Fuel Installation (BFI) consists of fixed infrastructure tanks or
deployable collapsible tanks. Unless otherwise stated, this acronym
applies to either Troup Contributing Nations or NATO Operated
BFI.
BFI
Means of transportation
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TERMINOLOGY
Receipt tank
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Aviation Fuels flowcharts
Table E-1 : Supplier Fuel Terminal To BFI (custody transfer point at the delivery point of the Supplier Fuel Terminal: to be physically determined)
DEPARTURE
Before loading
After loading
Type C+ on an in-line
sample at the loading
point prior to each
convoy/train and after
change of issue tank.
Type C+ results to be
checked with the
suppliers release
certificate. Any
discrepancies are to be
identified and
investigated.
Retain sample if
applicable as per
contract.
ARRIVAL
Before unloading (1)
Transportation vehicle
Receipt tank
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AVIATION Fuels: F-35/F-34/F-44
Each batch issued from a Suppliers
refinery storage shall have been
subjected to a Type A test. A Type B2
is acceptable for terminal (non refinery
location) recertification.
Type C+ on in-line
sample (fully segregated
system)
Type B-1 on in-line
sample (non segregated
system) (2)
All results to be checked
with the suppliers release
certificate. Any
discrepancies are to be
identified and
investigated.
Retain sample if
applicable as per
contract.
Type C+ on an in-line
sample at the loading
point prior to each
convoy/train and after
change of issue tank.
Type C on each
compartment.
Type C+ results to be
checked with the
Type B1 on ship
composite sample.
suppliers release
certificate. Any
discrepancies are to be
identified and
investigated.
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AVIATION Fuels: F-35/F-34/F-44
Each batch issued from a Suppliers
refinery storage shall have been
subjected to a Type A test. A Type B2
is acceptable for terminal (non refinery
location) recertification.
Retain sample if
applicable as per
contract.
Type A on a composite
sample (representing
maximum 5 tanks) to be
compared with the
original type A issued
from the supplier for
temporary acceptance
(product to be introduced
into a NATO pipeline and
storage system.
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Table E-2: Supplier fuel terminal to BFI (custody transfer point at the entry point of the BFI: to be determined physically)
AVIATION Fuels: F-35/F-34/F-44
Each batch issued from a Suppliers refinery
storage shall have been subjected to a Type
A test. A Type B2 is acceptable for terminal
(non refinery location) recertification.
DEPARTURE
Before loading
ARRIVAL
After loading
Transportation vehicle
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AVIATION Fuels: F-35/F-34/F-44
Each batch issued from a Suppliers refinery
storage shall have been subjected to a Type
A test. A Type B2 is acceptable for terminal
(non refinery location) recertification.
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AVIATION Fuels: F-35/F-34/F-44
Each batch issued from a Suppliers refinery
storage shall have been subjected to a Type
A test. A Type B2 is acceptable for terminal
(non refinery location) recertification.
certificate. Any
Each cargo compartment
discrepancies are to be
is to be sounded for
identified and
water using water-finding
investigated.
paste.
A retained sample (all
levels or drain) from each
compartment is to be
taken.
(1) The density measured during the type C analysis is to be compared with the density mentioned in the supplier certificate. If the difference
between the two figures is above 3 kg/m3, a contamination may have been occurred and investigation shall be done to explain this difference.
Table E-2 concluded
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Table E-3: BFI Nation A to BFI Nation A
AVIATION Fuels: F-35/F-34/F-44
DEPARTURE
Before loading
After loading
Means of transportation
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ARRIVAL
Before unloading (1)
Reception tank
Type B1 on an all level
Type C on a sample (all
sample taken from each
levels or drain) from each
receipt tank after the
compartment of the
appropriate settling time
transportation vehicle.
(required only when the
delivery is made through
All results to be checked
a non segregated system
with the tank release
or where doubt exists on
certificate. Any
the integrity of the
discrepancies are to be
supply).
identified and
investigated.
Type C+ if a B1 test is
not required.
Type C on in-line sample Type B1 on an all level
taken at the start, middle
sample taken from each
and end of the delivery. If
receipt tank after the
a change of batch is
appropriate settling time
advised for purposes of
(required only when the
quality control the new
delivery is made through
batch shall be considered
a non segregated system
as being a new delivery.
or where doubt exists on
the integrity of the
All results to be checked
supply).
with the suppliers release
certificate. Any
Type C+ if a B1 test is
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AVIATION Fuels: F-35/F-34/F-44
DEPARTURE
Before loading
After loading
ARRIVAL
Before unloading (1)
Reception tank
discrepancies are to be
not required.
identified and
investigated.
Type C on a
Before product can be
representative sample
released for use a Type
from each compartment.
B2 on an all level sample
taken from each receipt
All results to be checked
tank after the appropriate
with the suppliers release
Type C on in-line sample
settling time has been
certificate. Any
at the loading point and
observed.
discrepancies are to be
after change of issue
identified and
All results to be checked
tank
investigated.
with the suppliers release
certificate. Any
Each cargo compartment
discrepancies are to be
is to be sounded for
identified and
water using water-finding
investigated.
paste.
(1) The density measured during the type C analysis is to be compared with the density mentioned in certificate from the issuing tank. If the
difference between the two figures is above 3 kg/m3, a contamination may have been occurred and investigation shall be done to explain this
difference.
(2) Performed by the relevant NATO pipeline and storage system if responsible for the transportation.
Means of transportation
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Table E-4: BFI Nation A to BFI Nation B or NPSS (custody transfer point at the delivery point of BFI Nation A).
AVIATION Fuels: F-35/F-34/F-44
DEPARTURE
Before loading (2)
After loading
Type C on in-line sample
at the loading point prior
to each convoy/train and
after change of issue
tank
All results to be checked
with the tank release
certificate. Any
discrepancies are to be
identified and
investigated.
Type C on in-line sample
(fully segregated system)
Type B-1 on in-line
sample (non segregated
system) (4)
All results to be checked
with the suppliers release
certificate. Any
discrepancies are to be
identified and
investigated.
Means of transportation
ARRIVAL
Before unloading (1) (3)
Reception tank
Type B1 on an all level
sample taken from each
Type C on a sample (all
levels or drain) from each
receipt tank after the
compartment of the
appropriate settling time
transportation vehicle.
(required only when the
delivery is made through
All results to be checked
a non segregated system
with the tank release
or where doubt exists on
certificate. Any
the integrity of the
discrepancies are to be
supply).
identified and
investigated.
Type C+ if a B1 test is
not required.
Type C on in-line sample Type B1 on an all level
taken at the start, middle
sample taken from each
and end of the delivery. If
receipt tank after the
a change of batch is
appropriate settling time
advised for purposes of
(required only when the
quality control the new
delivery is made through
batch shall be considered
a non segregated system
as being a new delivery.
or where doubt exists on
the integrity of the
All results to be checked
supply).
with the suppliers release
Type C+ if a B1 test is
certificate. Any
E-15
NATO/EAPC UNCLASSIFIED
NATO/EAPC UNCLASSIFIED
ANNEX E to
STANAG 3149
(Edition 10)
AVIATION Fuels: F-35/F-34/F-44
DEPARTURE
Before loading (2)
After loading
ARRIVAL
Before unloading (1) (3)
Reception tank
discrepancies are to be
not required.
identified and
investigated.
Type C on a
Before product can be
representative sample
released for use a Type
from each compartment.
B2 on an all level sample
taken from each receipt
All results to be checked
tank after the appropriate
with the suppliers release
Type C on in-line sample
settling time has been
certificate. Any
at the loading point and
observed.
discrepancies are to be
after change of issue
identified and
All results to be checked
tank.
investigated.
with the suppliers release
certificate. Any
Each cargo compartment
discrepancies are to be
is to be sounded for
identified and
water using water-finding
investigated.
paste.
(1) The density measured during the type C analysis is to be compared with the density mentioned in certificate from the issuing tank. If the
difference between the two figures is above 3 kg/m3, a contamination may have been occurred and investigation shall be done to explain this
difference.
(2) The Type C analysis shall be performed by Nation A or Nation B/NPSS (as per agreement between the two parties) in the presence of each
partys representatives.
(3) The Type C analysis shall be performed by receiving party.
(4) Performed by the relevant NPSS if responsible for the transportation.
Means of transportation
E-16
NATO/EAPC UNCLASSIFIED
NATO/EAPC UNCLASSIFIED
ANNEX E to
STANAG 3149
(Edition 10)
Table E-5: BFI Nation A to BFI Nation B or NPSS (custody transfer point at the entry point of BFI Nation B)
AVIATION Fuels: F-35/F-34/F-44
DEPARTURE
Before loading (2)
After loading
Type C on in-line sample
at the loading point prior
to each convoy/train and
after change of issue
tank
All results to be checked
with the tank release
certificate. Any
discrepancies are to be
identified and
investigated.
Type C on in-line sample
(fully segregated system)
Type B-1 on in-line
sample (non segregated
system) (4)
All results to be checked
with the suppliers release
certificate. Any
discrepancies are to be
identified and
Means of transportation
ARRIVAL
Before unloading (1) (3)
Reception tank
Type B1 on an all level
sample taken from each
Type C on a sample (all
levels or drain) from each
receipt tank after the
compartment of the
appropriate settling time
transportation vehicle.
(required only when the
delivery is made through
All results to be checked
a non segregated system
with the tank release
or where doubt exists on
certificate. Any
the integrity of the
discrepancies are to be
supply).
identified and
investigated
Type C+ if a B1 test is
not required.
Type C on in-line sample
Type B1 on all level
taken at the start, middle
sample taken in every
and end of the delivery. If
reception tank after
a change of batch is
settling time (NPSS and
advised for purposes of
Multi-products system
quality control the new
only).
batch shall be considered
Type C+ if no B1
as being a new delivery.
performed on reception
All results to be checked
tank.
with the suppliers release
E-17
NATO/EAPC UNCLASSIFIED
NATO/EAPC UNCLASSIFIED
ANNEX E to
STANAG 3149
(Edition 10)
AVIATION Fuels: F-35/F-34/F-44
DEPARTURE
Before loading (2)
After loading
investigated.
ARRIVAL
Before unloading (1) (3)
Reception tank
certificate. Any
discrepancies are to be
identified and
investigated.
Type C on a
Before product can be
representative sample
released for use a Type
from each compartment.
B2 on an all level sample
taken from each receipt
All results to be checked
tank after the appropriate
with the suppliers release
Type C on in-line sample
settling time has been
certificate. Any
at the loading point and
observed.
discrepancies are to be
after change of issue
identified and
All results to be checked
tank.
investigated.
with the suppliers release
certificate. Any
Each cargo compartment
discrepancies are to be
is to be sounded for
identified and
water using water-finding
investigated.
paste.
(1) The density measured during the type C analysis is to be compared with the density mentioned in certificate from the issuing tank. If the
difference between the two figures is above 3 kg/m3, a contamination may have been occurred and investigation shall be done to explain this
difference.
(2) The type C analysis shall be performed by Nation A.
(3) The Type C analysis shall be performed by Nation A or Nation B/NPSS (as per agreement between the two parties) in the presence of each
partys representatives.
(4) Performed by the relevant NPSS if responsible for the transportation.
Means of transportation
E-18
NATO/EAPC UNCLASSIFIED
NATO/EAPC UNCLASSIFIED
ANNEX E to
STANAG 3149
(Edition 10)
Table E-6: Civilian pipeline system to NATO Pipeline and Storage System (NPSS)
Civilian system
E-19
NATO/EAPC UNCLASSIFIED
NPSS
NATO/EAPC UNCLASSIFIED
ANNEX E to
STANAG 3149
(Edition 10)
Table E-7: BFI to Aircraft
AVIATION Fuels: F-35/F-34/F-44
DEPARTURE
Before loading
After loading
Visual test at the loading Type C on a sample (all
levels or drain) from each
point prior to the first
compartment of the
fuelling of the day and
refueller after a minimum
after change of issue
10 minute settling time.
tank.
ARRIVAL
Aircraft
Mean of transportation
Mean of filtration
Type C+
Reception tank
Type C+
E-20
NATO/EAPC UNCLASSIFIED
NATO/EAPC UNCLASSIFIED
ANNEX E to
STANAG 3149
(Edition 10)
Table E-9: Supplier Fuel Terminal to military ship (Supply ship or Warship) - Custody transfert point at the Supplier Fuel Terminal
AVIATION Fuels: F-44
Each batch issued from a Suppliers
refinery storage shall have been
subjected to a Type A test. A Type B2
is acceptable for terminal (non refinery
location) recertification.
DEPARTURE
Before loading
After loading
Type C+ on in-line
sample at the loading
point prior to each convoy
and after change of feed
none
tank.
Check certificate of
analysis issued by the
supplier.
Type C+ on in-line
sample.
Check certificate of
analysis issued by the
supplier.
Retain sample at the
custody transfer point.
Means of transportation
Type C on each
compartment.
Type B1 on ship
composite sample.
ARRIVAL
Before unloading (1)
Reception tank
Type C + on 1 sample (all
levels or drain) for each
compartment of the mean Type C+ on all level
of transportation.
sample taken in every
reception tank after
Check certificate of
settling time.
analysis issued by the
supplier. One copy per
truck.
Type C + on 1 sample for
each compartment.
Each cargo compartment Type C+ on all level
sample taken in every
is to be sounded for water
reception tank after
using water-finding paste.
settling time.
Check certificate of
analysis issued by the
supplier.
none
E-21
NATO/EAPC UNCLASSIFIED
none
NATO/EAPC UNCLASSIFIED
ANNEX E to
STANAG 3149
(Edition 10)
AVIATION Fuels: F-44
Each batch issued from a Suppliers
refinery storage shall have been
subjected to a Type A test. A Type B2
is acceptable for terminal (non refinery
location) recertification.
DEPARTURE
ARRIVAL
Before unloading (1)
Reception tank
Type C+ on in-line
sample.
Check certificate of
analysis issued by the
supplier.
Type C+ on all level
sample taken in every
Type C+ on in-line
If
the
pipeline
is
one
of
none
reception tank after
sample.
the NPSS, and if a
settling time.
buffering tank has been
used during the transport,
a B-1 test will be
performed on the tank by
NPSS.
(1) The density measured during the type C analysis is to be compared with the density mentioned in the supplier certificate. If the difference
between the two figures is above 3 kg/m3, a contamination may have been occurred and investigation shall be done to explain this difference.
Before loading
After loading
Means of transportation
E-22
NATO/EAPC UNCLASSIFIED
NATO/EAPC UNCLASSIFIED
ANNEX E to
STANAG 3149
(Edition 10)
Table E-10: Supplier Fuel Terminal to military ship (Supply ship or Warship) - Custody transfer point at the military ship
AVIATION Fuels: F-44
Each batch issued from a Suppliers
refinery storage shall have been
subjected to a Type A test. A Type
B2 is acceptable for terminal (non
refinery location) recertification.
DEPARTURE
Before loading
After loading
Means of transportation
none
none
none
none
E-23
NATO/EAPC UNCLASSIFIED
ARRIVAL
Before unloading (1)
Reception tank
Type C + on 1 sample for
each compartment.
Retain sample by the
transporter (all levels or
Type C+ on all level
sample taken in every
drain) for each
reception tank after
compartment of the mean
settling time.
of transportation).
Each cargo compartment
is to be sounded for water
using water-finding paste.
Type C + on 1 sample (all
levels or drain) for each
compartment of the mean Type C+ on all level
of transportation.
sample taken in every
reception tank after
Check certificate of
settling time.
analysis issued by the
supplier. One copy per
truck.
NATO/EAPC UNCLASSIFIED
ANNEX E to
STANAG 3149
(Edition 10)
AVIATION Fuels: F-44
Each batch issued from a Suppliers
refinery storage shall have been
subjected to a Type A test. A Type
B2 is acceptable for terminal (non
refinery location) recertification.
DEPARTURE
ARRIVAL
Before unloading (1)
Reception tank
Type C + on in-line
sample.
Check certificate of
analysis issued by the
supplier.
Type C+ on all level
sample taken in every
If
the
pipeline
is
one
of
none
none
reception tank after
the NPSS, and if a
settling time.
buffering tank has been
used during the transport,
a B-1 test will be
performed on the tank by
NPSS.
(1) The density measured during the type C analysis is to be compared with the density mentioned in the supplier certificate. If the difference
between the two figures is above 3 kg/m3, a contamination may have been occurred and investigation shall be done to explain this difference.
Before loading
After loading
Means of transportation
E-24
NATO/EAPC UNCLASSIFIED
NATO/EAPC UNCLASSIFIED
ANNEX E to
STANAG 3149
(Edition 10)
Table E-11: BFI Nation A to Military Ship Nation A (Supply Ship or Warship)
AVIATION Fuels: F-44
DEPARTURE
Before loading
After loading
Means of transportation
Type C+ on in-line
sample.
Type C+ on in-line
sample at the loading
point prior to each convoy
and after change of feed
tank.
Type C+ on in-line
sample.
E-25
NATO/EAPC UNCLASSIFIED
ARRIVAL
Before unloading
Reception tank
Type C+ on 1 sample for
each compartment.
Each cargo compartment Type C+ on all level
sample taken in every
is to be sounded for water
reception tank after
using water-finding paste.
settling time.
Check certificate of
analysis issued by the
supplier.
Type C+ on 1 sample (all
levels or drain) for each
compartment of the mean Type C+ on all level
of transportation.
sample taken in every
reception tank after
Check certificate of
settling time.
analysis (Type C+ or B1
or B2) from the issuing
tank
Type C+ on in-line
sample.
Type C+ on all level
Check certificate of
sample taken in every
analysis issued by the
reception tank after
supplier.
settling time.
If the pipeline is one of
the NPSS, and if a
NATO/EAPC UNCLASSIFIED
ANNEX E to
STANAG 3149
(Edition 10)
buffering tank has been
used during the transport,
a B-1 test will be
performed on the tank by
NPSS.
E-26
NATO/EAPC UNCLASSIFIED
NATO/EAPC UNCLASSIFIED
ANNEX E to
STANAG 3149
(Edition 10)
Table E-12: BFI Nation A to Military Ship Nation B (Custody transfer point at the delivery point of BFI Nation A).
AVIATION Fuels: F-44
DEPARTURE
Before loading (2)
After loading
Type C on in-line sample
at the loading point prior
to each convoy/train and
after change of feed tank.
None
Check certificate of
analysis (Type C+ or B1
or B2) from the issuing
tank.
Type C on in-line sample
at the delivery point of
the issuing depot.
None
Type B1 on in-line
sample at the delivery
piont of issuing (4)
Type C on in-line
sample.
None
ARRIVAL
Before unloading (1) (3)
Means of transportation
Reception tank
E-27
NATO/EAPC UNCLASSIFIED
NATO/EAPC UNCLASSIFIED
ANNEX E to
STANAG 3149
(Edition 10)
(1) The density measured during the type C analysis is to be compared with the density mentioned in certificate from the issuing tank. If the
difference between the two figures is above 3 kg/m3, a contamination may have been occurred and investigation shall be done to explain this
difference.
(2) The Type C analysis shall be performed by Nation A or Nation B/NPSS (as per agreement between the two parties) in the presence of each
partys representatives.
(3) The Type C analysis shall be performed by receiving party.
(4) Performed by the relevant NPSS if responsible for the transportation.
E-28
NATO/EAPC UNCLASSIFIED
NATO/EAPC UNCLASSIFIED
ANNEX E to
STANAG 3149
(Edition 10)
Table E-13: Supply ship to War ship
DEPARTURE
Before loading
After loading
ARRIVAL
Means of transportation
Before unloading
none
None
E-29
NATO/EAPC UNCLASSIFIED
Reception tank
Type C+ on in-line
sample
or
Type C+ on all level
sample taken in every
reception tank after
settling time.
NATO/EAPC UNCLASSIFIED
ANNEX E to
STANAG 3149
(Edition 10)
Table E-14: Warship internal fuel transfer from Storage Tank to Daytank.
DEPARTURE
Before loading
After loading
none
ARRIVAL
Daytank
Means of transportation
E-30
NATO/EAPC UNCLASSIFIED
NATO/EAPC UNCLASSIFIED
ANNEX E to
STANAG 3149
(Edition 10)
Table E-15: Warship to Aircraft
DEPARTURE
Before loading
After loading
Means of transportation
E-31
NATO/EAPC UNCLASSIFIED
ARRIVAL
Aircraft
NATO/EAPC UNCLASSIFIED
ANNEX E to
STANAG 3149
(Edition 10)
7
Table E-16: Supplier Fuel Terminal to BFI (custody transfer point at the delivery point of the Supplier Fuel Terminal: to be determined physically
GROUND Fuels: F-54/F-67
Each batch issued from a
Suppliers refinery storage
shall have been
subjected to a Type A test.
A Type B2 is acceptable for
terminal (non refinery
location) recertification.
DEPARTURE
Before loading
After loading
Check COA
Check Issuing tank
identity COAidentification information
Retain sample if
applicable as per
contract
None
Means of transportation
ARRIVAL
Before unloading (1)
After unloading
Type C on 1 sample (all
Type B1 on all level
levels or drain) for each
sample taken in every
compartment of the mean
reception tank after
of transportation
settling time (required
only when the delivery is
Results to be checked
made through a Nonwith the suppliers
dedicated means or
certificate of analysis. Any
doubt exists on the
discrepancies are to be
integrity of the supply)
identified and fuel not
unloaded until resolved
Type C+ if no B1
performed on reception
One copy per
tank.
truck/train/container.
E-32
NATO/EAPC UNCLASSIFIED
NATO/EAPC UNCLASSIFIED
ANNEX E to
STANAG 3149
(Edition 10)
GROUND Fuels: F-54/F-67
Each batch issued from a
Suppliers refinery storage
shall have been
subjected to a Type A test.
A Type B2 is acceptable for
terminal (non refinery
location) recertification.
DEPARTURE
Before loading
After loading
Type C+ on in-line
sample (mono product
connected installation)
Type B-1 on in-line
sample (NATO multiproduct connected
None
installation) (2)
Check certificate of
analysis issued by the
supplier.
Retain sample if
applicable as per
contract.
Table E-16 concluded on page E-27
ARRIVAL
Before unloading (1)
After unloading
Means of transportation
E-33
NATO/EAPC UNCLASSIFIED
NATO/EAPC UNCLASSIFIED
ANNEX E to
STANAG 3149
(Edition 10)
GROUND Fuels: F-54/F-67
Each batch issued from a
Suppliers refinery storage
shall have been
subjected to a Type A test.
A Type B2 is acceptable for
terminal (non refinery
location) recertification.
DEPARTURE
Before loading
After loading
Means of transportation
Type C+ on in-line
sample.
Results to be checked
with the suppliers
certificate of analysis.
Any discrepancies are to
be identified and
investigated.
Retain sample at the
custody transfer point.
Type C on each
compartment.
Type B1 on ship
composite sample.
E-34
NATO/EAPC UNCLASSIFIED
ARRIVAL
Before unloading (1)
After unloading
Type C on 1 sample for
Type B2 on all level
each compartment.
sample taken in every
Results to be checked
reception tank after
with the suppliers
settling time.
certificate of analysis. Any
Type A on in-line sample
discrepancies are to be
or on each consolidated
identified and investigated
tank after settling time for
Each cargo compartment
definitive acceptance
is to be sounded for
(NPSS).
water using water-finding
Only tankers transporting
paste..
one type of product will
Type A on a composite
be accepted into a NATO
sample (representing
pipeline system, except
maximum 5 tanks) to be
for military tankers.
compared with the
Results to be checked
original type A issued
with the suppliers
from the supplier for
certificate of analysis.
temporary acceptance
Any discrepancies are to
(product to be introduced
be identified and
into a NATO pipeline and
investigated
storage system.
NATO/EAPC UNCLASSIFIED
ANNEX E to
STANAG 3149
(Edition 10)
GROUND Fuels: F-54/F-67
Each batch issued from a
Suppliers refinery storage
shall have been
subjected to a Type A test.
A Type B2 is acceptable for
terminal (non refinery
location) recertification.
DEPARTURE
Before loading
After loading
Means of transportation
ARRIVAL
Before unloading (1)
After unloading
E-35
NATO/EAPC UNCLASSIFIED
NATO/EAPC UNCLASSIFIED
ANNEX E to
STANAG 3149
(Edition 10)
Table E-17: Supplier Fuel Terminal to BFI (custody transfer point at the entry point of the BFI: to be determined physically)
GROUND Fuels: F-54/F-67
Each batch issued from a
Suppliers refinery storage
shall have been subjected
to a Type A test. A Type
B2 is acceptable for
terminal
(non
refinery
location) recertification.
DEPARTURE
Before loading
After loading
none
None
Means of transportation
ARRIVAL
Before unloading (1)
After unloading
Type C on 1 sample (all
levels or drain) for each
compartment of the mean
Type B1 on all level
of transportation.
sample taken in every
Results to be checked
reception tank after
with the suppliers
settling time (Noncertificate of analysis. Any
dedicated means only or
discrepancies are to be
doubt on the dedication).
identified and investigated
Type C+ if no B1
Retain sample by
performed on reception
transporter (all levels or
tank.
drain) for each
compartment of the
mean of transportation).
E-36
NATO/EAPC UNCLASSIFIED
NATO/EAPC UNCLASSIFIED
ANNEX E to
STANAG 3149
(Edition 10)
GROUND Fuels: F-54/F-67
Each batch issued from a
Suppliers refinery storage
shall have been subjected
to a Type A test. A Type
B2 is acceptable for
terminal
(non
refinery
location) recertification.
DEPARTURE
Before loading
After loading
ARRIVAL
Before unloading (1)
After unloading
Type C on in-line sample
Type B1 on all level
taken at the start, middle
sample taken in every
and end of the delivery.
reception tank after
Results to be checked
settling time (NPSS and
with the suppliers
multi-products system
None
None
certificate of analysis. Any
only).
discrepancies are to be
Type C+ if no B1
identified and investigated
performed on reception
In line retain sample to
tank.
be kept by the transporter
Type C on 1 sample for
Type B2 on all level
each compartment.
sample taken in every
reception tank after
Results to be checked
settling time.
with the suppliers
certificate of analysis. Any Results to be checked
none
None
discrepancies are to be
with the suppliers
identified and investigated
certificate of analysis.
Any discrepancies are to
Each cargo compartment
be identified and
is to be sounded for water
investigated
using water-finding paste
(1) The density measured during the type C analysis is to be compared with the density mentioned in the supplier certificate. If the difference
between the two figures is above 3 kg/m3, a contamination may have been occurred and investigation shall be done to explain this difference
Means of transportation
E-37
NATO/EAPC UNCLASSIFIED
NATO/EAPC UNCLASSIFIED
ANNEX E to
STANAG 3149
(Edition 10)
Table E-18: BFI Nation A to BFI Nation A
GROUND Fuels: F-54/F-67
DEPARTURE
Before loading
After loading
ARRIVAL
Means of transportation
None
None
E-38
NATO/EAPC UNCLASSIFIED
After unloading
Type B1 on all level sample
taken in every reception tank
after settling time (required
only when the delivery is
made through a Nondedicated means only or
doubt exists on the integrity
of the supply)
Type C+ if no B1 performed
on reception tank.
Type B1 on all level sample
taken in every reception tank
after settling time (required
only when the delivery is
made through a Nondedicated means only or
doubt exists on the integrity
of the supply)
Type C+ if no B1 performed
on reception tank.
NATO/EAPC UNCLASSIFIED
ANNEX E to
STANAG 3149
(Edition 10)
GROUND Fuels: F-54/F-67
DEPARTURE
Before loading
After loading
ARRIVAL
Before unloading (1)
After unloading
Type C on 1 sample for
Type B2 on all level sample
each compartment
taken in every reception tank
after settling time.
Results to be checked
with the C-certificate of
Type C on in-line sample
Results to be checked with
None
at the loading point.
analysis from issuing tank
the suppliers release
certificate. Any discrepancies
Each cargo compartment
are to be identified and
is to be sounded for water
investigated.
using water-finding paste.
(1) The density measured during the type C analysis is to be compared with the density mentioned in certificate from the issuing tank. If the
difference between the two figures is above 3 kg/m3, a contamination may have been occurred and investigation shall be done to explain this
difference
(2) Performed by the relevant NATO Pipeline and Storage System (NPSS) if responsible for the transportation
Means of transportation
E-39
NATO/EAPC UNCLASSIFIED
NATO/EAPC UNCLASSIFIED
ANNEX E to
STANAG 3149
(Edition 10)
Table E-19: BFI Nation A to BFI Nation B or NPSS (Custody transfer point at the delivery point of BFI Nation A)
GROUND Fuels: F-54/F-67
DEPARTURE
Before loading (2)
After loading
Type C on in-line sample
at the loading point prior
to each convoy/train and
after change of feed tank.
Results to be checked
with the suppliers
certificate of analysis.
Any discrepancies are to
be identified and
investigated
None
None
Means of transportation
ARRIVAL
Before unloading (1)(3)
After unloading
Type B1 on all level
sample taken in every
reception tank after
Type C on 1 sample for
settling time (required
each compartment of the
only when the delivery is
mean of transportation.
made through a NonResults to be checked with
dedicated means only or
the C- certificate of
doubt exists on the
analysis from issuing
integrity of the supply)
tank.
Type C+ if no B1
performed on reception
tank.
Type B1 on all level
sample taken in every
reception tank after
Type C on in-line sample
settling time (required
taken at the start, middle
only when the delivery is
and end of the delivery.
made through a Non Results to be checked
dedicated means only or
with the B1 certificate of
doubt exists on the
analysis from issuing
integrity of the supply)
tank.
Type C+ if no B1
performed on reception
tank.
E-40
NATO/EAPC UNCLASSIFIED
NATO/EAPC UNCLASSIFIED
ANNEX E to
STANAG 3149
(Edition 10)
GROUND Fuels: F-54/F-67
DEPARTURE
Before loading (2)
After loading
ARRIVAL
Before unloading (1)(3)
After unloading
Type B2 on all level
Type C on 1 sample for
sample taken in every
each compartment
reception tank after
Results to be checked
settling time.
with the C-certificate of
Type C on in-line sample
Results to be checked
None
analysis from issuing
at the loading point.
with the suppliers release
tank.
certificate. Any
Each cargo compartment
discrepancies are to be
is to be sounded for water
identified and
using water-finding paste.
investigated.
(1) The density measured during the type C analysis is to be compared with the density mentioned in certificate from the issuing tank. If the
difference between the two figures is above 3 kg/m3, a contamination may have been occurred and investigation shall be done to explain this
difference.
(2) The Type C analysis shall be performed by Nation A or Nation B/NPSS (agreement between the two parties) in the presence of each partys
representatives.
(3) The Type C analysis shall be performed by receiving party.
(4) Performed by the relevant NPSS if responsible for the transportation.
Means of transportation
E-41
NATO/EAPC UNCLASSIFIED
NATO/EAPC UNCLASSIFIED
ANNEX E to
STANAG 3149
(Edition 10)
Table E-20: BFI Nation A to BFI Nation B or NPSS (Custody transfer point at the entry point of BFI Nation B)
GROUND Fuels: F-54/F-67
DEPARTURE
Before loading (2)
After loading
Type C on in-line sample
at the loading point prior
to each convoy/train and
after change of feed tank.
Results to be checked
with the suppliers
certificate of analysis.
Any discrepancies are to
be identified and
investigated
None
None
Means of transportation
ARRIVAL
Before unloading (1)(3)
After unloading
Type B1 on all level
sample taken in every
reception tank after
Type C on 1 sample for
settling time (required
each compartment of the
only when the delivery is
mean of transportation.
made through a Non Results to be checked
dedicated means only or
with the C- certificate of
doubt exists on the
analysis from issuing
integrity of the supply)
tank.
Type C+ if no B1
performed on reception
tank.
Type B1 on all level
sample taken in every
reception tank after
Type C on in-line sample
settling time (required
taken at the start, middle
only when the delivery is
and end of the delivery.
made through a Non Results to be checked
dedicated means only or
with the B1 certificate of
doubt exists on the
analysis from issuing
integrity of the supply)
tank.
Type C+ if no B1
performed on reception
tank.
E-42
NATO/EAPC UNCLASSIFIED
NATO/EAPC UNCLASSIFIED
ANNEX E to
STANAG 3149
(Edition 10)
GROUND Fuels: F-54/F-67
DEPARTURE
Before loading (2)
After loading
ARRIVAL
Before unloading (1)(3)
After unloading
Type B2 on all level
Type C on 1 sample for
sample taken in every
each compartment
reception tank after
Results to be checked
settling time.
with the C-certificate of
Type C on in-line sample
Results to be checked
None
analysis from issuing
at the loading point.
with the suppliers release
tank.
certificate. Any
Each cargo compartment
discrepancies are to be
is to be sounded for water
identified and
using water-finding paste.
investigated.
(1) The density measured during the type C analysis is to be compared with the density mentioned in certificate from the issuing tank. If the
difference between the two figures is above 3 kg/m3, a contamination may have been occurred and investigation shall be done to explain this
difference.
(2) The Type C analysis shall be performed by Nation A.
(3) The Type C analysis shall be performed by Nation A or Nation B/NPSS (agreement between the two parties) in the presence of each partys
representatives
(4) Performed by the relevant NPSS if responsible for the transportation.
Means of transportation
E-43
NATO/EAPC UNCLASSIFIED
NATO/EAPC UNCLASSIFIED
ANNEX E to
STANAG 3149
(Edition 10)
Table E-21: Civilian pipeline system to Nato Pipeline and Storage System (NPSS)
GROUND Fuels: F-54/F-67
Civilian system
Type A on in line
sample performed by
NPSS
NPSS
Table E-22: BFI to Military Fuel station (custody transfer point at the delivery point of BFI: to be determined physically).
Ground Fuels: F-54/F-67
DEPARTURE
Before loading
After loading
Visual test on 1 sample
(all levels or drain) for
Visual test at the loading
each compartment of the
point at the first fuelling of
mean of transportation
the day and after change
after a minimum 10
of feed tank.
minutes settling
ARRIVAL
Means of transportation
E-44
NATO/EAPC UNCLASSIFIED
Before unloading
After unloading
none
B-2 (periodically)
NATO/EAPC UNCLASSIFIED
ANNEX E to
STANAG 3149
(Edition 10)
Table E-23: BFI to Military Fuel Station(Custody transfer point at the entry point of the Military Fuel Station: to be determined physically)
DEPARTURE
Before loading
After loading
none
Means of transportation
none
E-45
NATO/EAPC UNCLASSIFIED
ARRIVAL
Before unloading
After unloading
Type C on 1 sample (all
levels or drain) for each
compartment of the
mean of transportation.
Results to be checked
with the certificate of
analysis of the issuing
B-2 (periodically)
tank. Any discrepancies
are to be identified and
investigated.
Retain sample by
transporter (all levels or
drain) for each
compartment of the
mean of transportation.
NATO/EAPC UNCLASSIFIED
ANNEX E to
STANAG 3149
(Edition 10)
Table E-24: (Deployable) BFI to Military Ground equipment
DEPARTURE
Before loading
After loading
Visual test on 1 sample
(all levels or drain) for
Visual test at the loading
each compartment of the
point at the first fuelling of
mean of transportation
the day and after change
after a minimum 10
of feed tank.
minutes settling
ARRIVAL
Means of transportation
Before unloading
After unloading
none
none
none
none
none
none
none
none
pump/filtration unit
E-46
NATO/EAPC UNCLASSIFIED
NATO/EAPC UNCLASSIFIED
ANNEX E to
STANAG 3149
(Edition 10)
8
Table E-25: Supplier Fuel Terminal to bulk fuel installation (BFI) (custody transfer point at the delivery point of the Supplier Fuel Terminal: to be
determined physically).
NAVAL Fuels: F-75/F-76
Each batch issued from a Suppliers
refinery storage shall have been
subjected to a Type A test. A Type B2
is acceptable for terminal (non refinery
location) recertification.
DEPARTURE
Before loading
After loading
Means of transportation
ARRIVAL
Before unloading (1)
Reception tank
Type C+ on 1
representative sample for
each compartment.
Each cargo compartment Type B2on all level
sample taken in every
is to be sounded for
reception tank after
water using water-finding
settling time.
paste.
Type B2 on in-line
Check certificate of
sample or on each
analysis issued by the
consolidated tank after
supplier.
settling time for definitive
C+ on a composite
acceptance (NPSS).
sample (representing
maximum 5 tanks) to be Only tankers transporting
one type of product will
compared with the
be accepted into a NATO
original type A issued
pipeline system, except
from the supplier for
for military tankers.
temporary acceptance
(product to be introduced
into a NATO pipeline and
storage system.
E-47
NATO/EAPC UNCLASSIFIED
NATO/EAPC UNCLASSIFIED
ANNEX E to
STANAG 3149
(Edition 10)
NAVAL Fuels: F-75/F-76
Each batch issued from a Suppliers
refinery storage shall have been
subjected to a Type A test. A Type B2
is acceptable for terminal (non refinery
location) recertification.
DEPARTURE
Before loading
After loading
Means of transportation
ARRIVAL
Before unloading (1)
Reception tank
E-48
NATO/EAPC UNCLASSIFIED
NATO/EAPC UNCLASSIFIED
ANNEX E to
STANAG 3149
(Edition 10)
Table E-26: Supplier fuel terminal to BFI (custody transfer point at the entry point of the BFI: to be determined physically)
NAVAL Fuels: F-75/F-76
Each batch issued from a Suppliers
refinery storage shall have been
subjected to a Type A test. A Type B2
is acceptable for terminal (non refinery
location) recertification.
DEPARTURE
Before loading
none
ARRIVAL
After loading
none
Means of transportation
Reception tank
E-49
NATO/EAPC UNCLASSIFIED
NATO/EAPC UNCLASSIFIED
ANNEX E to
STANAG 3149
(Edition 10)
Table E-27: Supplier Fuel Terminal to Military Supply Ship - Custody transfer point at the Supplier Fuel Terminal
NAVAL Fuels: F-75/F-76
Each batch issued from a Suppliers
refinery storage shall have been
subjected to a Type A test. A Type B2
is acceptable for terminal (non refinery
location) recertification.
DEPARTURE
Before loading
Type C+ on in-line
sample at the loading
point prior to each convoy
and after change of feed
tank.
Check certificate of
analysis issued by the
supplier.
After loading
Means of transportation
None
Type C+ on in-line
sample.
None
E-50
NATO/EAPC UNCLASSIFIED
ARRIVAL
Before unloading (1)
Reception tank
Type C+ on 1
representative sample (all
levels or drain) for each
Type C+ on all level
compartment of the mean
sample taken in every
of transportation.
reception tank after
Check certificate of
settling time.
analysis issued by the
supplier. One copy per
truck.
Type C+ on in-line
sample.
Check certificate of
analysis issued by the
supplier.
Type C+ on all level
sample taken in every
If the pipeline is one of
reception tank after
the NPSS, and if a
settling time.
buffering tank has been
used during the transport,
a B-1 test will be
performed on the tank by
NPSS.
NATO/EAPC UNCLASSIFIED
ANNEX E to
STANAG 3149
(Edition 10)
Type C+ on in-line
sample.
Check certificate of
analysis issued by the
supplier.
Retain sample at the
custody transfer point.
Type C+ on each
compartment.
Type C+ on ship
composite sample.
Type C+ on 1
representative sample for
each compartment.
Each cargo compartment
is to be sounded for water
using water-finding paste.
Check certificate of
analysis issued by the
supplier.
E-51
NATO/EAPC UNCLASSIFIED
NATO/EAPC UNCLASSIFIED
ANNEX E to
STANAG 3149
(Edition 10)
Table E-28: Supplier Fuel Terminal to Military War Ship - Custody transfer point at the Supplier Fuel Terminal
NAVAL Fuels: F-75/F-76
Each batch issued from a Suppliers
refinery storage shall have been
subjected to a Type A test. A Type B2
is acceptable for terminal (non refinery
location) recertification.
DEPARTURE
Before loading
After loading
Type C+ on in-line
sample at the loading
point prior to each convoy
and after change of feed
none
tank.
Check certificate of
analysis issued by the
supplier.
Means of transportation
Type C+ on in-line
sample.
none
E-52
NATO/EAPC UNCLASSIFIED
ARRIVAL
Before unloading (1)
Reception tank
Type C+ on 1 sample (all
levels or drain) for each
National standard or
compartment of the mean
minimum Type C+ on all
of transportation.
level sample taken in
every reception tank after
Check certificate of
settling time.
analysis issued by the
supplier. One copy per
truck.
Type C+ on in-line
sample.
Check certificate of
analysis issued by the
National standard or
minimum Type C+ on all
supplier.
level sample taken in
If the pipeline is one of
every reception tank after
the NPSS, and if a
settling time.
buffering tank has been
used during the transport,
a B-1 test will be
performed on the tank by
NPSS.
NATO/EAPC UNCLASSIFIED
ANNEX E to
STANAG 3149
(Edition 10)
Type C+ on in-line
sample.
Check certificate of
analysis issued by the
supplier.
Retain sample at the
custody transfer point.
Type C on each
compartment.
Type B1 on ship
composite sample.
Type C+ on 1
representative sample for
each compartment.
National standard or
minimum Type C+ on all
level sample taken in
Each cargo compartment
every reception tank after
is to be sounded for water
settling time.
using water-finding paste.
Check certificate of
analysis issued by the
supplier.
E-53
NATO/EAPC UNCLASSIFIED
NATO/EAPC UNCLASSIFIED
ANNEX E to
STANAG 3149
(Edition 10)
Table E-29: Supplier Fuel Terminal to Military Supply ship - Custody transfer point at the military ship
NAVAL Fuels: F-75/F-76
Each batch issued from a Suppliers
refinery storage shall have been
subjected to a Type A test. A Type
B2 is acceptable for terminal (non
refinery location) recertification.
DEPARTURE
Before loading
After loading
Means of transportation
none
none
none
none
E-54
NATO/EAPC UNCLASSIFIED
ARRIVAL
Before unloading (1)
Reception tank
Type C+ on 1 sample for
each compartment.
Retain sample by the
Type C+ on all level
transporter (all levels or
sample taken in every
drain) for each
reception tank after
compartment of the mean
settling time.
of transportation).
Each cargo compartment
is to be sounded for water
using water-finding paste.
Type C+ on 1 sample (all
levels or drain) for each
compartment of the mean Type C+ on all level
of transportation.
sample taken in every
reception tank after
Check certificate of
settling time.
analysis issued by the
supplier. One copy per
truck.
NATO/EAPC UNCLASSIFIED
ANNEX E to
STANAG 3149
(Edition 10)
Type C+ on in-line
sample.
Check certificate of
analysis issued by the
supplier.
Type C+ on all level
sample taken in every
If
the
pipeline
is
one
of
none
none
reception tank after
the NPSS, and if a
settling time.
buffering tank has been
used during the transport,
a B-1 test will be
performed on the tank by
NPSS.
(1) The density, corrected to 15C, measured during the type C+ analysis is to be compared with the density mentioned in the supplier certificate.
If the difference between the two figures is above 3 kg/m3, the product shall not be discharged until the discrepancy has been resolved to the
customers satisfaction
E-55
NATO/EAPC UNCLASSIFIED
NATO/EAPC UNCLASSIFIED
ANNEX E to
STANAG 3149
(Edition 10)
Table E-30: Supplier Fuel Terminal to Military War Ship - Custody transfer point at the military ship
NAVAL Fuels: F-75/F-76
Each batch issued from a Suppliers
refinery storage shall have been
subjected to a Type A test. A Type
B2 is acceptable for terminal (non
refinery location) recertification.
DEPARTURE
Before loading
After loading
Means of transportation
none
none
none
none
E-56
NATO/EAPC UNCLASSIFIED
ARRIVAL
Before unloading (1)
Reception tank
Type C+ on 1
representative sample for
each compartment.
Retain sample by the
National standard or
minimum Type C+ on
transporter (all levels or
all level sample taken in
drain) for each
every reception tank
compartment of the mean
after settling time.
of transportation).
Each cargo compartment
is to be sounded for water
using water-finding paste.
Type C+ on 1 sample (all
levels or drain) for each
National standard or
compartment of the mean
minimum Type C+ on
of transportation.
all level sample taken in
Check certificate of
every reception tank
analysis issued by the
after settling time.
supplier. One copy per
truck.
NATO/EAPC UNCLASSIFIED
ANNEX E to
STANAG 3149
(Edition 10)
Type C+ on in-line
sample.
Check certificate of
analysis issued by the
National standard or
supplier.
minimum Type C+ on
If the pipeline is one of
none
none
all level sample taken in
the NPSS, and if a
every reception tank
buffering tank has been
after settling time.
used during the transport,
a B-1 test will be
performed on the tank by
NPSS.
(1) The density, corrected to 15C, measured during the type C+ analysis is to be compared with the density mentioned in the supplier certificate.
If the difference between the two figures is above 3 kg/m3, the product shall not be discharged until the discrepancy has been resolved to the
customers satisfaction
E-57
NATO/EAPC UNCLASSIFIED
NATO/EAPC UNCLASSIFIED
ANNEX E to
STANAG 3149
(Edition 10)
Table E-31: BFI Nation A to military Supply ship Nation A
NAVAL Fuels: F-75/F-76
DEPARTURE
Before loading
After loading
Means of transportation
Type C+ on in-line
sample.
Type C+ on in-line
sample at the loading
point prior to each convoy
and after change of feed
tank.
E-58
NATO/EAPC UNCLASSIFIED
ARRIVAL
Before unloading
Reception tank
Type C on 1
representative sample for
each compartment.
Type C+on all level
Each cargo compartment
sample taken in every
is to be sounded for water
reception tank after
using water-finding paste.
settling time.
Check certificate of
analysis issued by the
supplier.
Type C on 1 sample (all
levels or drain) for each
compartment of the mean Type C+ on all level
of transportation.
sample taken in every
reception tank after
Check certificate of
settling time.
analysis (Type C+ or B1
or B2) from the issuing
tank
NATO/EAPC UNCLASSIFIED
ANNEX E to
STANAG 3149
(Edition 10)
Type C+ on in-line
sample.
E-59
NATO/EAPC UNCLASSIFIED
NATO/EAPC UNCLASSIFIED
ANNEX E to
STANAG 3149
(Edition 10)
Table E-32: BFI Nation A to military War ship Nation A
DEPARTURE
Before loading
After loading
Means of transportation
Type C+ on in-line
sample.
Type C+ on in-line
sample at the loading
point prior to each convoy
and after change of feed
tank.
E-60
NATO/EAPC UNCLASSIFIED
ARRIVAL
Before unloading
Reception tank
Type C+ on 1
representative sample for
each compartment.
National standard or
minimum Type C+ on
Each cargo compartment
all level sample taken in
is to be sounded for water
every reception tank
using water-finding paste.
after settling time.
Check certificate of
analysis issued by the
supplier.
Type C+ on 1 sample (all
levels or drain) for each
National standard or
compartment of the mean
minimum Type C+ on
of transportation.
all level sample taken in
Check certificate of
every reception tank
analysis (Type C+ or B1
after settling time.
or B2) from the issuing
tank
NATO/EAPC UNCLASSIFIED
ANNEX E to
STANAG 3149
(Edition 10)
Type C+ on in-line
sample.
Type C+ on in-line
sample.
Check certificate of
analysis issued by the
supplier.
If the pipeline is one of
the NPSS, and if a
buffering tank has been
used during the transport,
a B-1 test will be
performed on the tank by
NPSS.
E-61
NATO/EAPC UNCLASSIFIED
National standard or
minimum Type C+ on
all level sample taken in
every reception tank
after settling time.
NATO/EAPC UNCLASSIFIED
ANNEX E to
STANAG 3149
(Edition 10)
Table E-33: BFI Nation A to Military Supply ship Nation B (Custody transfer point at the delivery point of BFI Nation A).
NAVAL Fuels: F-75/F-76
DEPARTURE
Before loading (2)
After loading
Type C on in-line sample
at the loading point prior
to each convoy/train and
after change of feed tank.
Check certificate of
analysis (Type C+ or B1
or B2) from the issuing
tank.
none
none
Type C on in-line
sample.
none
Means of transportation
ARRIVAL
Before unloading (1) (3)
Reception tank
Type C+ on 1
Type C+ on all level
representative sample
sample taken in every
(all levels or drain) for
reception tank after
each compartment of the
settling time (Nonmean of transportation.
dedicated means only or
Check certificate of
doubt on the dedication).
analysis (Type C+ or B1
or B2) from the issuing
.
tank.
Type C+ on all level
Type C+ on in-line
sample taken in every
sample.
reception tank after
Check certificate of
settling time (NPSS and
analysis (Type C+ or B1
Multi-products system
or B2) from the issuing
only).
tank.
Type C+ on 1
representative sample
Type C+ on all level
for each compartment.
sample taken in every
reception tank after
Each cargo compartment
settling time.
is to be sounded for
water using water-finding
E-62
NATO/EAPC UNCLASSIFIED
NATO/EAPC UNCLASSIFIED
ANNEX E to
STANAG 3149
(Edition 10)
paste.
Check certificate of
analysis issued by the
supplier.
(1) The density, corrected to 15C, measured during the type C+ analysis is to be compared with the density mentioned in the supplier certificate.
If the difference between the two figures is above 3 kg/m3, the product shall not be discharged until the discrepancy has been resolved to the
customers satisfaction
(2) The type C analysis shall be performed by Nation A.
(3) The Type C+ analysis shall be performed by Nation A or Nation B (as per agreement between the two parties) in the presence of each
partys representatives.
E-63
NATO/EAPC UNCLASSIFIED
NATO/EAPC UNCLASSIFIED
ANNEX E to
STANAG 3149
(Edition 10)
Table E-34: BFI Nation A to Military War ship Nation B (Custody transfer point at the delivery point of BFI Nation A).
DEPARTURE
Before loading (2)
After loading
Type C+ on in-line
sample at the loading
point prior to each
convoy/train and after
change of feed tank.
none
Check certificate of
analysis (Type C+ or B1
or B2) from the issuing
tank.
Type C+ on in-line
sample at the delivery
point of issuing
none
Type C+ on in-line
sample.
none
Means of transportation
ARRIVAL
Before unloading (1) (3)
Reception tank
Type C+ on 1
representative sample
(all levels or drain) for
National standard or
each compartment of the
minimum Type C+on all
mean of transportation.
level sample taken in
every reception tank after
Check certificate of
settling time.
analysis (Type C+ or B1
or B2) from the issuing
tank.
Type C+ on in-line
National standard or
sample.
minimum Type C+ on all
Check certificate of
level sample taken in
analysis (Type C+ or B1
every reception tank after
or B2) from the issuing
settling time.
tank.
Type C+ on 1
National standard or
representative sample for
minimum Type C+ on all
each compartment.
level sample taken in
Each cargo compartment
every reception tank after
is to be sounded for
settling time.
water using water-finding
E-64
NATO/EAPC UNCLASSIFIED
NATO/EAPC UNCLASSIFIED
ANNEX E to
STANAG 3149
(Edition 10)
paste.
Check certificate of
analysis issued by the
supplier.
(1) The density, corrected to 15C, measured during the type C+ analysis is to be compared with the density mentioned in the supplier certificate.
If the difference between the two figures is above 3 kg/m3, the product shall not be discharged until the discrepancy has been resolved to the
customers satisfaction
(2) The type C analysis shall be performed by Nation A.
E-65
NATO/EAPC UNCLASSIFIED
NATO/EAPC UNCLASSIFIED
ANNEX E to
STANAG 3149
(Edition 10)
Table E-35: BFI Nation A to Military Supply ship Nation B (Custody transfer point at the military Supply ship).
DEPARTURE
Before loading (2)
After loading
Type C+ on in-line
sample at the loading
point prior to each
convoy/train and after
change of feed tank.
Check certificate of
analysis (Type A or B1 or
B2) from the issuing tank.
none
Type C+ on in-line
sample at the delivery
point of issuing
none
Type C+ on in-line
sample.
none
Means of transportation
ARRIVAL
Before unloading (1) (3)
Reception tank
Type C+ on 1
Type C+ on all level
representative sample
sample taken in every
(all levels or drain) for
reception tank after
each compartment of the
settling time (Nonmean of transportation.
dedicated means only or
Check certificate of
doubt on the dedication).
analysis (Type C+ or B1
.
or B2) from the issuing
tank.
Type C+ on all level
Type C+ on in-line
sample taken in every
sample.
reception tank after
Check certificate of
settling time (NPSS and
analysis (Type C+ or B1
Multi-products system
or B2) from the issuing
only).
tank.
Type C+ on 1
Type C+ on all level
representative sample for
sample taken in every
each compartment.
reception tank after
Each cargo compartment
settling time.
is to be sounded for
E-66
NATO/EAPC UNCLASSIFIED
NATO/EAPC UNCLASSIFIED
ANNEX E to
STANAG 3149
(Edition 10)
water using water-finding
paste.
Check certificate of
analysis issued by the
supplier.
(1) The density, corrected to 15C, measured during the type C+ analysis is to be compared with the density mentioned in the supplier certificate.
If the difference between the two figures is above 3 kg/m3, the product shall not be discharged until the discrepancy has been resolved to the
customers satisfaction
(2) The type C analysis shall be performed by Nation A.
(3) The Type C+ analysis shall be performed by Nation A or Nation B (as per agreement between the two parties) in the presence of each
partys representatives.
E-67
NATO/EAPC UNCLASSIFIED
NATO/EAPC UNCLASSIFIED
ANNEX E to
STANAG 3149
(Edition 10)
Table E-37: Supply ship to War ship
DEPARTURE
Before loading
After loading
ARRIVAL
Means of transportation
none
E-68
NATO/EAPC UNCLASSIFIED
Before unloading
Reception tank
none
National standard or
minimum Type C+ on all
level sample taken in
every reception tank after
settling time.
NATO/EAPC UNCLASSIFIED
ANNEX F to
STANAG 3149
(Edition 10)
Quality Control Procedures in Compromised Circumstances
Definition
1. The notion of a "Compromised Circumstance" applies to any situation in which it is not practicable
to undertake or complete the level of analysis normally made in a laboratory, required in support of
the routine procedures of quality control.
2. Such conditions may be encountered during a nations undertakings either at home or whilst on
deployment within the framework of operations, exercises or normal activities. The following
paragraphs offer a guide to the various means which may be implemented in compromised
circumstances, so that as far as is feasibly possible routine procedures as defined in this STANAG
can be met. Criteria, with which the relevant authority is to rely on to grant the authorisation to
operate fuels under these conditions, are also described.
Absence of any means of analysis
3. Only under extreme operational circumstances should fuel that has not been tested in accordance
with the requirements of Annex C be used. Fuel is an important enabler and failure to meet a
certain degree of quality may jeopardise the successful operation of equipment.
4. Authorisation to use fuel that has not been subjected to the correct level of analysis is only to be
given by exception and then only to meet operational needs by the relevant authority as defined in
Annex B. The use of uncertificated fuel shall only be permitted following an evidenced based
analysis of the products traceability relating to previous quality history and experience in relation to
the quality of product normally seen at the location including any potential issues associated with
the supply chain. The use of uncertificated fuel shall be notified to all users.
Incomplete means of analysis
5. Under certain circumstances it may not be possible to carry out the full level of analysis as
required by Annex C. This may be due to a number of factors such as equipment failure or an
incomplete testing facility being available at the location in which the analysis is taking place. As a
consequence it is only possible to provide partial information on the quality of the fuel.
6. Authorisation to use fuel that has only been partially tested must be conducted on an evidenced
based risk assessment by the relevant technical authority as defined in Annex B. Factors that shall
be considered, but not limited to when making any assessment on fuel quality are the extent of
analysis conducted, traceability of the products previous quality history and previous experience in
relation to the quality of product normally seen at the location including any potential issues
associated with the supply chain.
Field analysis means
7. Field laboratories
7.1. Some nations and commercial companies provide portable field laboratories for the
analysis of fuels. These may take the form of being incorporated into an ISO container or
be capable of being assembled from their transportation cases in any location such as a
military vehicle or tent. In the majority of instances they contain equipment capable of
providing a B type analysis and in some cases they may even be capable of being able to
provide a full type A service. It should also be noted that in some cases the instruments
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available are of a scaled down type (i.e. micro) to that normally experienced in a laboratory.
These instruments will have been chosen based on their ability to mimic the full scale test
methodology and whilst would not be considered for use in a full scale certification laboratory
have been deemed adequate for the work to be completed.
Other means of analysis
7.2. Decision making tools (examples being near-infrared or gas chromatography analytical
processes) comprise equipment for determining a limited number of characteristics relative to
the nature of the fuel and its quality. Knowledge of how these systems work and the level of
their ability must be known before any decision can be made on the information they provide.
Data produced in this way, shall be supported further with additional evidence. This shall
include, although not limited to an understanding of the assessment undertaken on fuel
quality;
7.2.1.the extent of analysis conducted
7.2.2.traceability of the products
7.2.3.previous quality history and experience from the source of supply and the supply chain
Validity of results
7.3. The results obtained using non standardised laboratory methods shall not be used in cases of
dispute.
7.4. It is the responsibility of the relevant authority to estimate the degree of reliability of these
means and to decide to use them.
Decision of fuel use
8. When operating under compromised circumstances decision shall only be made by qualified
personnel as identified in Annex B. Any such decision shall be based on the following;
8.1.Partial results of analysis, when they exist, obtained with standardised methods or decisionmaking tools.
8.2.Degree of reliability of the implemented means of analyses.
8.3.The document attesting to the quality of the product, when it was contained in the upstream
storage capacity.
8.4.Results of type-C or C+ analysis which must be conducted systematically by operators prior to
any receiving operation.
8.5.The reliability of upstream logistical means (dedicated logistics or not, cleanliness of
transportation means, degree of confidence in civilian operators/civilian means, etc.)
8.6.The volume of fuel is to be verified and compared to the original loading document where
available.
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HANDLING AND SAMPLING FUEL IN PACKED CONTAINERS
General Precautions
1. When filling or emptying an approved container, care is to be taken that all
equipment used is clean, and that adequate precautions are taken to ensure that
foreign matter does not enter the container.
2. When filling a drum by hose, the hose nozzle is to be bonded to the drum and splash
filling is to be minimised as much as is feasibly possible. Splash filling can lead to
the build up of static electricity in fuels that have poor static dissipation and can
result in an explosion if suitable precautions are not taken.
3. Ensure that both bungs are open to allow air venting. Filling rates shall not exceed
that requirement stated in API 2003 standard. If additives such as FSII and SDA are
introduced, ensure that the concentration meets the product specification
requirements.
4. Fuel stored in packed containers is susceptible to contamination from rust particles
and water. Provided reasonable care is taken to ensure the removal of any water
and rust particles prior to removing the fuel from the drums no serious defects are
normally found in the operating efficiency of the fuel.
5. New, small, collapsible containers, e.g. sealed drums should not be used for the
long term storage of aviation fuels unless previously soaked with the desired product
for at least 24 hours, drained and then refilled.
Marking of Containers
MINIMUM CONTAINER MARKINGS FOR PACKED PETROLEUM PRODUCTS
6. It is essential that containers for petroleum products are marked so that;
a.
The product they hold may be readily identified in national and NATO supply
systems.
b.
The origin and age of the product may be established at any time.
c.
The hazards associated with the product eg flammable, toxic or corrosive,
are clearly indicated.
7. The following common markings are the minimum to be applied to all petroleum
products packed in main base areas or manufacturers works and, where possible, to
products packed in the field:
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a.
NATO Marking (NATO code number in accordance with STANAG 1135
enclosed by a rectangle).
b.
c.
* Batch number.
d.
e.
f.
g.
Health and safety and Transportation Dangerous Goods information in
accordance with (inter) national regulations. Where applicable, use of the Global
Harmonised System (GHS) shall be made.
h.
Re-inspect date.
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12. Drums containing fuel should be inspected immediately upon receipt. Those received
with broken seals or any bung leaks, shall be set aside and checked for mishandling
or contamination. Containers found leaking in any part other than at a bung must be
emptied at once through a filter into an intermediate storage tank (this may be
another drum filled in accordance with 2 above). When the possibility of
contamination in connection with bung leaks, or packages received with broken seals
has been eliminated as a result of an investigation, these containers, too, should be
emptied at the earliest opportunity.
13. A record is to be kept of the information noted on the package, including the new
markings, the date of receipt, and the source of supply. In the event of any signs
deterioration being noted on the testing of a sample, this information will aid in the
tracking of stock of the same batch and source. This will permit arrangements being
made for the early use or disposal of the entire batch. The record is to be kept for a
minimum of two years or until the batch is consumed, whichever is the longer.
14. Before opening a drum, the bungs and top surface are to be carefully wiped clean.
After the drums have been placed in the correct orientation, a bung wrench is to be
used to remove the bungs.
15. Immediately after drums have been emptied, the bungs must be carefully cleaned
and replaced in the drum to prevent the escape of fuel vapours and to safeguard
against the accumulation of moisture and foreign substances inside the drum. The
bung must be screwed in tightly using a new gasket when available. If new gaskets
are not available, care must be taken to preserve the old gasket for this purpose.
When screwing in the bungs, care must be taken to avoid the stripping of the
threads. The empty drums must be promptly removed from the immediate vicinity.
Container Storage
16. Whenever possible, containers should be stored under cover, in a cool place where air
is permitted to circulate.
17. 25 litre drums.
17.1. Indoors. Stacked upright with each tier inset half a drum (Figure 1).
Where the design of the drum makes this method impracticable, the drums are to be
stacked immediately on top of each other. The height is not to exceed 5 tiers.
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18.1. They should be stored either upright or belly stacked on their side (Figure 2 and
3). When belly stacked bungs shall be in a horizontal position so leaks may be
detected and/or eliminated (that is at the 3 oclock and 9 oclock positions) with the
bung seals immersed in the fuel. If stored upright the drums must be covered to
prevent water contamination or must be slightly slanted to keep water from
covering the bungs, see figures 1 and 2. If stored on a concrete floor, the floor
should be sloped to permit controlled and contained drainage.
18.2. Where it is necessary to store drums in the open they are to be arranged in rows
of 2, butt to butt, with the end bungs outward. Normally they should be stored 1
tier high but if real estate does not permit this then 3 tiers is acceptable in groups
totalling no more than 50 drums. Ensure drums are stored on hard dry standings
otherwise their weight will cause them to sink and rust will form. Each group shall
only include drums of the same batch.
19. Jerricans.
19.1. These are to be stored where possible upright to avoid leakage from closures.
Jerricans can be stacked up to 4 tiers high but where real estate permits, 2 tiers
upright should be provided for ease of working and extraction of leakers. On
uneven ground belly stacking may prove necessary (Figure 4) and if this is the
case then closures are to be uppermost. Jerricans can be belly stacked up to 10
tiers high.
Quality Control
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22. Every 12 months after the filling date, a representative sample from each batch shall
be sent to a laboratory for testing to verify that the fuel continues to conform to its
specification.
23. When sampling from more than one aviation fuel containers, a representative,
composite sample shall be drawn from each individual batch. One in 10 containers
shall be sampled (e.g., if there are 8 drums in stock, 1 shall be sampled; if there are
45 drums, 5 samples shall be taken and a composite of equal parts of these shall be
made).
24. It is not permissible to mix samples from different batches in the preparation of a
composite.
25. If the test results are within specification limits and show no change in comparison
with the original test certificate or STANAG 1110, the fuel may be kept for an
additional 12 months. If acceptable deterioration is noted this fuel shall be used in
priority over all other stocks. Records shall be maintained indicating the test results
and the fuels new re-test date. Records are to be kept for a minimum of two years.
Fuel no longer meeting specification shall be either downgraded or disposed of in
accordance with applicable regulations and the original drum markings shall be
changed accordingly.
Sampling Fuel from Containers
26. Prior to drawing a sample from a container, where feasible the container shall be
placed in a tilted position on a support block so that the large bung is in the uppermost
position for a minimum of 10 min to allow the contents to settle (Figure 3).
27. To take a sample, first remove the bung and place it beside the bunghole, with the wet
side up. Then flush a clean and dry glass sampling thief or bonded metal tube with the
product to be sampled by following the procedure below;
27.1.Insert the open end (lower) of the clean, dry glass thief or bonded metal tube into
the fluid to be sampled to a depth of approximately 150 mm (6 in), with the
opposite (upper) end closed.
27.2.Open the upper end by removing the obstruction and allow the liquid to flow into
the tube.
27.3.Close the upper end and withdrawing the glass thief or bonded metal tube.
27.4.Flush the glass thief or bonded metal tube by holding it horizontally and turning it
to ensure that the liquid makes contact with the entire inner surface.
27.5.Drain and dispose of the rinsing fluid in an acceptable manner.
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Note: Handling any part of the tube that will be immersed in the fuel during the sampling
operation should be avoided.
28. To draw a representative sample (e.g. for a retest sample), lower the freshly
prepared glass thief or bonded metal sampling tube into the fuel, with the upper end
open, at such a rate that the level of the liquid inside the tube is approximately even
with the level outside, so that the full depth of liquid is sampled. Place a thumb on the
open end, quickly withdraw the tube, and transfer the contents to the prepared
sample container. Repeat until the required volume has been withdrawn taking care
not to disturb the fuel in the drum as much as possible.
29. To draw a bottom sample, lower the freshly prepared glass thief or bonded metal
tube into the fuel, with the upper end closed with a bung or your thumb. When the
tube reaches the bottom, remove the bung/thumb and allow the tube to fill. Close the
open end with the bung or thumb, and quickly withdraw the tube and transfer the
contents to the sample container. Repeat until the required volume has been
withdrawn taking care not to disturb the fuel in the drum as much as possible.
Water in Fuel
30. All fuel obtained in drums is to be suspected of being contaminated with water.
Water detection tests are to be carried out using a chemical test kit such as the Shell
Water Detection capsule, Hydrokit or Aqua-glo on a bottom sample.
31. If free water is detected it should be removed by means of a sample tube or a drum
thief. If this equipment is not available special care must be exercised when
removing the fuel from the drum (for example, tilt the drum so that the water will
gather away from the area where the pump standpipe will be, or, keep the standpipe
at least 5 cm (2 in.) from the bottom of the water level). Alternatively, the drum can
be marked as being contaminated and the fuel disposed of in accordance with
applicable regulations.
32. Regardless of the type of pump to be used (hand operated or electric) to deliver fuel
from the drum to the aircraft, the fuel must pass through an approved Filter Water
Separator prior to entering the aircraft fuel tank. The standpipe of the pump shall
have a diagonal cut-away at the bottom to ensure that suction is lost before the drum
is completely empty.
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CLEANLINESS REQUIREMENTS
CONTENTS
PARAGRAPH No.
General
Tankage
Segregation
Settling times
Pipelines and pipeline transfers
Hoses
Critical contamination factors
Change of grade
Storage tanks
Military Fuels (white grade to white grade)
Other changes of grade
Waterborne transport
Tankers and barges, recommended cleanliness
requirements for loading of military fuels
Dispensers and hydrant systems
1
2 14
15 16
17 18
19 21
22 23
24 and Table H-1
25-28
Table H-2
29
30 40 and
Table H-3
41- 43 and Table H-4
GENERAL
1.
Cleanliness is essential throughout the Fuel Supply Chain. Failure to meet the
requirements in this annex may have a serious impact on fuel quality. In general
the requirements for aviation fuel are the most severe compared with those for
ground and naval fuels. As one of the aviation fuels covered in this document is
intended for use on board of aircraft carrying ships, one must take into account that
the term "air bases" used in this STANAG includes aircraft carriers and any other
ships designed or adapted to carry and refuel aircraft.
TANKAGE
2.
Before any internal coating or protective treatment is used in any tank, the qualified
national authorities must approve its suitability for use with the products stored in
the tank, also in the case that, deliberately or not deliberately, freshwater or
seawater is present at the same time.
3.
All new and replacement tankage at airbases, that is normally used for direct filling
of refuelling vehicles or which directly serve hydrant refuelling points, other than
those constructed of non-corrodible material, shall be internally coated.
4.
This coating must be approved by the qualified national authorities for use with the
products stored in the tank, also in the case that, deliberately or not, freshwater or
seawater is present at the same time.
4.1 In cases where uncoated tanks are in use and are likely to remain in use at an
airbase, they should be internally coated as opportunity permits.
5.
All fuel tankage that has been cleaned, or that is newly installed, shall be flushed
and/or soaked, to ascertain that all cleaning/build materials have been removed
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and that any newly applied lining has cured and are now suitable for receiving and
storage of product without having a detrimental effect on product quality. Sampling
and testing of fuel is required prior to commissioning newly installed tanks or
bladders. The required testing level is a B-2 test for all products plus an MSEP for
F-35.
6.
Internal Preservation. In any fuel installation likely to be out of service for 4 months
or more, pumps, fans, motors etc are to be given adequate protection, either in situ
or by transferring to storage. All tanks shall be isolated, cleaned, and dried.
Additionally:
6.1 Aviation fuel tanks have to be sealed.
6.2 Water-displacing fluids shall not be used for the internal protection of aviation
fuel tanks, as they are difficult to remove completely and will affect the fuels
natural ability to separate water.
6.3 All other tanks shall be protected internally with a suitable water displacing
fluid.
7.
Use of Zinc and Copper Compounds in Contact with Fuel. The internal protection
of pipelines, storage tanks and other equipment used for aviation fuels, with
protective treatments containing zinc is prohibited.
7.1 Zinc chromate can be used as a primer provided that it is overcoated with an
approved epoxy finish coat.
7.2 The use of copper and copper alloys are prohibited, select materials such as
stainless steel.
8.
Railcars, (road) truck tanks and refuelling vehicle tanks shall be made of corrosion
resistant materials or mild steel internally coated with a material approved by the
national authority. All types of vehicles and tanks are to be kept dedicated to one
product wherever possible. Where this is not possible the appropriate change of
grade procedures as identified in Table H-2 shall be followed before filling the
vehicle/tank with the new product to be carried. In addition the following should be
maintained:
8.1 Blanking caps are to be fitted to all filling and discharge connections when not
in use.
8.2 Domes of railcars and all tank vehicles are to be secured and sealed
immediately after filling.
8.3 Prior to discharge into storage, a settling time of 20 minutes is to be imposed
before the quality of the consignment is to be checked (see Table H-1)
9.
Tanks of all vehicles and railcars are to be inspected internally at intervals not
exceeding 24 months. In cases where legal requirements require a more frequent
periodicity of inspection, then these shall prevail. They are to be cleaned internally
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as necessary, and in the case of internally protected tanks, any defects in the
protective lining are to be remedied immediately.
10. Water removal. A suitable means of removal of accumulated water is to be
provided in any tankage construction, whether fixed or deployable. Unless
specifically authorised by the appropriate authority, the use of water bottoms is
prohibited for the storage of aviation fuels.
11. Tanks containing static stocks should be checked for presence of free bottom water
at least weekly and any water found should be removed immediately. Proper
draining is essential to maintain the cleanliness and the quality of all fuels.
12. Any water that cannot be removed by routinely draining should be sampled and
examined visually for evidence of microbiological activity. The presence of slime at
the water interface or cloudiness should be investigated to establish whether
microbiological organisms are present. If microbiological activity is confirmed,
action shall be taken in accordance with STANAG 7063 to eradicate the problem.
13. In all cases, excess water shall in all cases be drawn off before any fuel transfer.
14. Tank cleaning. Tankage shall be cleaned when there is evidence from product
samples, internal inspections or sludge tests, that a tank is excessively dirty with
rust or sludge. The cleaning of tanks as part of a planned inspection scheme, to
ascertain the mechanical integrity of the tank, is specified by STANAG 3609.
SEGREGATION
15. All products are to be positively segregated from one another and all issues shall
be made through a segregated system. Segregation of approved products is to be
by positive means, e.g. a blank flange, spectacle plate, spool piece or double valve
with an open drain. Segregation by a single valve only is prohibited.
16. Whenever possible, bulk storage tanks are to be used for one product only. Where
it is necessary to change the use of a tank from one product to another the
appropriate change of grade procedures as identified in Table H-2 shall be
followed.
SETTLING TIME
17. After receipt of fresh stocks, the maximum practible settling time should be allowed
in bulk storage tankages, in order to permit settlement of water and solid matter.
Minimum settling period for gasolines (aviation and automotive):
Minimum settling period after bunkering for all fuels aboard ship:
24 hours
18. Where systems are constructed to prevent the introduction of contaminants into or
the formation of contaminants within the system, the settling time may be reduced
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to a total of 2 hours for the entire tank contents before issues can be made. In this
type of design, fuel shall enter the storage tank through filter separators, all internal
surfaces of pipelines and tanks shall be constructed from non-corrodible materials
and the system is equipped with continuous quality monitors. In case no continuous
quality monitors are present, separate sampling and analysis of the sample is
required before issues can be made.
PIPELINES AND PIPELINE TRANSFERS
19. Pipeline Condition Checks. Pipelines shall be kept clean by pig cleaning or other
suitable means. The internal condition of the pipelines should be monitored and
checked by testing product samples, by examining spool pieces, or by periodic
evaluation of statistical data.
20. 'Pumping procedures. The highest safe and practical pumping rate throughput shall
be adopted. Adequate measures to prevent electrostatic discharge hazards shall
be taken. In all events the following shall be observed:
20.1 The product must be moved at turbulent flow rate.
20.2 Pumping interruptions and variations in the throughput rate, shall be limited as
far as is practically possible.
20.3 The pipeline shall whenever practicable be kept full of product and be
maintained under pressure.
21. Multi-Product Operations. During multi-product operations the following steps shall
be taken:
21.1 Pumping is to be continuous whenever possible, up to the moment when only
one fuel type is left in the line between block valves or depots.
21.2 The progress of the interface in the pipeline shall be followed carefully so that
the receiving depot or installation can be informed in sufficient time of the
arrival of the interface.
21.3 The arrival of the interface shall be carefully monitored. Only pure product cuts
shall be made, except in a situation as described in the next line.
21.4 The interface shall be received into an interface tank unless previously
approved procedures permit disposal through direct injection into a lower
grade product with the assurance that the resultant mixture will be within the
applicable product specification or authorised control limits.
21.5 Re-injection of the interface into product shall be carried out only when a
pumping operation is in progress and under laboratory control.
21.6 Re-injection of interfacial mixtures shall not be made into fuel being delivered
directly to users.
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21.7 Specific caution is brought to avoid any cross-contamination: control of the
valves, installation of double bleed valves, flushing of the dead legs, etc.
21.8 Special attention is required for pumping fuel with polar bio-components, such
as Fatty Acid Methyl Esters (FAME). The polar nature of the bio-component
adheres to the pipeline material and causes a forward creep and a backward
tailing of contaminant. Because of the extremely low, maximum amounts of
bio-components that are permitted as a contaminant (especially in aviation
fuels), a thorough evaluation must be made of the complete product transfer
and dispensing system, which shall include connected non-segregated
manifolds. Further information on the possesses for the handling of aviation
fuels in multiproduct systems can be found in bulletins 15, 16, 20, 21 and 26
issued by the Joint Inspection Group that may be found at JIG.
21.9 The pumping of gasoline containing ethanol requires special attention to
prevent contamination of other products.
HOSES
22. To keep systems clean, all hoses that are not in use must be blanked.
23. Aviation Refuelling Hoses shall comply with STANAG 7029. Hoses shall be used
within 2 years of their cure date or date of manufacture and shall be in-service for a
maximum of 5 years for refuelling vehicles and a maximum of 10 years on loading
fill stands.
24. Refuelling hoses must be flushed in the following situations:
24.1 New Hoses. Before use of a new or re-issued hose, it shall be filled with the
appropriate grade of fuel and left to soak for a minimum of 8 hours at a
temperature of 15C or higher before flushing with at least 2,000 litres of the
fuel to be transferred. Longer soak times are required where the fuel
temperatures are lower. After flushing take a one-litre sample and examine the
fuel visually for excessive discoloration or solids. If the sample indicates
contamination, internally soak the hose for a further three hours, flush with at
least 2,000 litres of the fuel for which the hose will be used. After flushing take
another sample and examine for contamination. Failure will require additional
internal fuel soaking until the sample is free of contamination.
24.2 Hoses on aircraft refuelling equipment which have not been used for 7 days or
more shall be flushed prior to refuelling an aircraft with a volume of fuel not
less than 3 times the content of the hose.
24.3 All hoses: shall be kept under observation during the refuelling operation. If a
weakness or defect is observed, the refuelling operation is to cease
immediately and shall not continue until the hose is replaced.
24.4 Other hoses: in any case where contamination is suspected, for example due
to improper storage, the hose(s) must be flushed with a quantity of fuel equal
to not less than 3 times the volume of the hose.
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CRITICAL CONTAMINATION FACTORS
25. Table H-1 outlines the major areas of concern that shall be considered when fuels
are received from systems that have been subjected to change of grade
procedures in relation to the previous cargoes carried.
Next Cargo
AVIATION
GASOLINE
Water
GROUND USE
GASOLINE
Sulphur from any aviation grade
(Lead free, low
Sulphur)
Lead from aviation gasolines
Where the last cargo carried was Dyed Kerosene:
Some commercial kerosenes are powder-dyed after loading. Dye powder can
adhere to bulkheads and become impregnated in scale above the liquid level.
This may subsequently cause white products to not meet specification
requirements with respect to colour.
Where the last cargo carried was either a Distillate fuel, residual fuel,
lube oil or any vegetable or animal oil:
As little as 50 litres of any of these fuels can contaminate up to 1300 m of
gasoline by increasing gum content.
KEROSENE
(heating oil)
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Next Cargo
AVIATION
TURBINE
FUEL
Water
Where the last cargo carried was Gasoline:
Small quantities of all gasolines (ground use and aviation) will cause the flash
point and explosivity of most aviation turbine fuels to not meet specification
requirements (only the flashpoint of wide cut aviation turbine fuel will remain
unaffected).
Lead, a common component in aviation gasolines, is detrimental to all
aviation turbine fuels.
Where the last cargo carried was Ground diesel fuel or Distillate Fuel:
Small quantities of these fuels will cause these products to not meet
specification requirements with respect to freezing point.
Where these fuels contain bio-components such as FAME, 0.7 litre of B7-fuel
can contaminate 10 m3 of jet fuel which will result in the aviation turbine fuel
having a FAME contamination level in excess of the currently permitted
5mg/kg.
Residual Fuel:
Small quantities of residual fuel will cause these products to not meet
specification requirements with respect to gum content.
HIGH
FLASHPOINT
AVIATION
TURBINE
FUEL
Water
DISTILLATE
FUEL (ground
Where the last cargo carried was any gasoline:
use
diesel,
Small quantities of any gasoline will cause this product to not meet
marine diesel
specification requirements for flashpoint.
fuel, gasoil)
Where the last cargo carried was aviation gasoline:
Lead, a common component in aviation gasolines, is detrimental to all
distillate fuels.
Where the last cargo carried was wide cut aviation turbine kerosene and
or Aviation Turbine Fuel or heating kerosene:
Small quantities of these aviation grades may cause distillate fuels to not
meet specification requirements for flashpoint. However, high flash point
aviation turbine kerosene F-44 will not affect the flashpoint of F-54 / F-75 / F76.
Table H-1 concluded on page H-8
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Next Cargo
Where the last cargo carried was any Aviation Turbine Fuel :
DISTILLATE
The Sulphur content of Low Sulphur distillate fuels may be affected by all
FUEL (ground
Aviation Turbine Fuels, depending on their Sulphur content, which may be up
use
diesel,
to 3000 ppm
marine diesel
fuel,
gasoil)
continued.
Where the last cargo carried was Residual Fuel:
Small quantities of some residual fuels will precipitate sludge in distillate fuels.
Small traces of residual fuel will reduce the water separability of distillate fuels.
Table H-1 (concluded)
CHANGE OF GRADE
26.The following tables outline the minimum actions to be taken when the grade of
product either stored or transported is changed to another grade. Care must always
be taken to ensure that following any such action the quality of the new product
either stored or transported is not adversely affected in anyway.
27.The tables will deal with the change of grade for:
27.1 Fixed, deployable and mobile storage in relation to Military Fuels
27.2 Waterborne transport, (tankers, barges and small vessels)
27.3 Dispensers and hydrant systems
28. F-18, aviation gasoline containing lead shall only be stored as packed product and
not in bulk storage. In instances where F-18 is transported and/or stored in bulk, the
national technical authority must evaluate all aspects of the cleanliness
requirements and must issue instructions on the cleanliness measures that are to
be taken. In cases of multi-national cooperation, these measures shall be made
available to all partner nations concerned, so that a decision can be made on
whether these requirements fulfil the demands of all those involved.
29. F-37 is a thermally stable aviation turbine fuel prepared by the addition of a further
additive to F-34. In the main, F-37 will not be encountered during multi national
operations. However, if it becomes necessary to defuel aircraft fuelled with F-37
every effort shall be made to return the fuel directly to the original aircraft or another
aircraft capable of using this fuel grade. If this is not possible then it may be diluted
in either F-34 or F-35 provided that the volume of F-37 does not exceed 1% of the
total bulk fuel volume.
H-8
NATO/EAPC UNCLASSIFIED
NATO/EAPC UNCLASSIFIED
ANNEX H to
STANAG 3149
(Edition 10)
TABLE H-2 FIXED , DEPLOYABLE AND MOBILE STORAGE
REQUIREMENTS FOR CHANGE OF GRADE OF MILITARY FUELS (white grades) IN FIXED AND DEPLOYABLE STORAGE TANKS, IN
RAILCARS, ROADTANK VEHICLES AND REFUELERS
New
Non- Leaded
Turbine Fuel
Turbine Fuel
Turbine Fuel
Heating
Diesel Fuel
Diesel Engine Naval
military
Gasoline
Aviation
Aviation (High Aviation
Kerosene
Fuel Kerosine Destillate Fuel
Previous
grade
(Kerosene
Flash Point
(Wide Cut
type
stored
product
Type)
Kerosene
Kerosene
F-75
product
to be
F-67
F-35
Type)
Type)
F-54
F-76
F-34
F-44
F-58
F-63
stored
F-40
Non-Leaded Gasoline
tanks and
tanks and
tanks and
II
II
II
II
F-67
railcars : II
railcars : II
railcars : I
roadtankers
roadtankers
roadtankers
and refuelling and refuelling and refuelling
vehicles and
vehicles and
vehicles and
bladders: see bladders: see bladders : see
Note 1
II
II
II
II
Note 1
Note 1
II
II
II
II
II
II
II
II
H-9
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NATO/EAPC UNCLASSIFIED
ANNEX H to
STANAG 3149
(Edition 10)
Previous
stored
product
New
military
grade
product
to be
stored
Kerosene (heating),
undyed
F-58 without biocomponents
Diesel fuel
F-54
Non- Leaded
Gasoline
F-67
Turbine Fuel
Aviation
(Kerosene
Type)
F-35
F-34
Turbine Fuel
Aviation (High
Flash Point
Kerosene
Type)
F-44
Turbine Fuel
Aviation
(Wide Cut
Kerosene
Type)
Heating
Kerosene
Diesel Fuel
II
II
previous
grade with <
15%
biocomponent
:I
roadtankers,
refuelling
vehicles and
bladders:
NOT
ALLOWED
roadtankers,
refuelling
vehicles and
bladders:
NOT
ALLOWED
roadtankers,
refuelling
vehicles and
bladders:
NOT
ALLOWED
F-63
I
previous
grade with >=
15% biocomponent: II
I
Note 1
Note 1
Note 1
other storage
media : III
II
other storage
media : III
II
other storage
media : III
II
II
II
II
H-10
NATO/EAPC UNCLASSIFIED
Naval
Destillate Fuel
F-75
F-76
F-54
F-58
F-40
I
Diesel Engine
Fuel Kerosine
type
III
III
I
NATO/EAPC UNCLASSIFIED
ANNEX H to
STANAG 3149
(Edition 10)
There is no change of grade. New loaded product can be filled in storage or transport medium on condition that multi-product loading arms
have been flushed with the new product.
In all cases, tanks, lines etc. are to be drained to their fullest practicable extent.
When draining railcars and tank vehicles, attention should be given to sumps, pumps, filters, hoses and other components that are likely to trap quantities
of liquids.
Loading arms that have previously carried any FAME (Fatty Acid Methyl Ester) containing biodiesel with up to 5% FAME shall have as a minimum at least
one (1) non bio/FAME containing product passed through them prior to the loading of aviation grade fuel. In case of FAME content between 5 and 15%: at
least three (3) non bio/FAME containing products as intermediate before loading of any aviation grade fuel. In case of FAME content of 15% or more, the
installation is unsuitable for loading aviation grade fuels unless thorough cleaning plus three intermediate products are pumped through it.
Manifolds and cargo and/or tank lines shall be cleared as best as practicable
The following change of grade procedures are to be taken as a minimum:
I
Drain previous grade as best as practicable; fill with desired grade
II Drain previous grade as best as practicable; flush with the grade to be loaded, drain, fill with new grade
In the case of large storage tanks flushing may be omitted. Draining shall be accomplished by main suction line, followed by further product removal
through the water drain off point to remove the previous product as best as is practically possible. The decision on whether flushing or draining of large
tanks must be taken is the responsibility of the Technical Authority and shall be documented. Documents shall be archived for a minimum of 5 years or
at least 20 fillings with the new product.
III In cases where the previous grade was a fuel with a FAME content of < 15 weight%: at least one (1) intermediate filling with non FAME containing
grade is required, together with extra cleaning prior to the loading of jet-fuel
In cases where the previous grade was a fuel with a FAME content of >= 15 weight%: at least three (3) intermediate fillings with non FAME containing
grades are required, together with extra cleaning prior to loading of jet-fuel
Extra cleaning shall include, but not be limited to a hot water wash (50-60C), cold water rinse, drain dry and mop.
Note Not applicable for roadtankers, refuellers and bladders, ONLY DEDICATED transport and storage equipment is permitted.
1
Table H-2 concluded.
H-11
NATO/EAPC UNCLASSIFIED
NATO/EAPC UNCLASSIFIED
ANNEX H to
STANAG 3149
(Edition 10)
30. For all situations (white to white or black to white products) that are not represented
in Table H-2 advice shall first be sort from the National Technical Authority before
any change of grade is undertaken. The civilian document HM-50 will provide
guidance on the cleanliness and cleaning requirements. The National Technical
Authority though shall be the final arbiter in such situations. HM-50 is freely available
from the internet at EI HM 50 , see Table 4 of this document for circumstances not
covered Table H-2.
BULK WATERBORNE TRANSPORT
31.This section deals with the transportation of petroleum products in ocean going
cargo vessels, barges and small motor vessels. The term "tankers" when used in
this section shall include ocean going and coastal tankers, barges, fleet
replenishment vessels and refuelling crafts.
32.Tankers shall be used for one product unless the products carried can be contained
in segregated tanks and segregated piping and (un)loading-system. A positive
means of segregation is preferred in these multi product operations. However, if
this is not available on the vessel, at least two valves should separate all systems
containing different products. In circumstances where different product types are
transported in the same tanker and the products are not subjected to positive
segregation, each compartment is to be checked for contamination prior to offloading. Piping and (un)loading systems have to be flushed thoroughly.
33. Fleet replenishment vessel delivery. Replenishment vessels shall take all possible
steps to remove water from their cargoes. Non-aviation fuels delivered by fleet
replenishment vessels shall be filtered in accordance with the standard for the
particular product involved, as set forth in Annex I (Filtration) unless the receiving
ship waives these filtration requirements. Aviation fuels shall allways be filtered in
accordance with the standard for the particular product involved, as set forth in
Annex I (Filtration), an exemption is not allowed.
34. Aviation fuels shall only be transported in a vessel in which the tanks and auxiliary
equipment such as pumps, loading arms etc, are dedicated to the transportation
and transfer of these products.
35. In cases where it is unavoidable that aviation fuels are transported within a nondedicated vessel, additional precautions have to be taken, with intermediate loads
and cleaning operations, including the piping, pumping and (un-)loading systems, so
as to prevent any deterioration of the aviation fuel carried.
36. In cases aviation fuel has to be transported in a vessel which has transported before
either black products, chemicals, fuels with 15 wt% or more of bio-components, like
FAME, Ethanol, Ethers or non-specified renewable fuel from vegetable or animal
origin, or similar non-white petroleum products, at least three white intermediate
cargos must have been transported after the last transport of one the previously
mentioned non-white products and before the loading of any aviation fuel, and full
attention must be paid to the cleaning actions that are necessary between the
several loads. Especially polar bio-components like FAME are very persistent and
difficult to remove sufficiently to prevent contamination of aviation fuels.
H-12
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NATO/EAPC UNCLASSIFIED
ANNEX H to
STANAG 3149
(Edition 10)
37. In cases aviation fuel has to be transported in a vessel which has transported before
any fuel with bio-components in a concentration of less than 15 wt%, at least one
white intermediate cargo must have been transported between the fuel with biocomponent and the aviation fuel. The other precautions of the paragraph above also
apply.
38. If for the carriage of any military fuel a change of grade is necessary, the tanker
shall be thoroughly cleaned to the standards set out in Table H-3 of this Annex. The
standards in this Annex are limited to military fuels. Table H-3 is based on the
commercial practices for similar civilian grades of fuels. These commercial practices
are outlined in The Energy Institute document HM-50 Guidelines for the cleaning of
tanks and lines for marine tank vessels carrying petroleum and refined products.
HM-50 is freely available from the internet, EI HM 50. For all other situations, best
commercial practices from the HM-50 document shall be taken into account and
advice sought from the National Technical Authority.
39. It is recognised that in some instances, machine washing may not be practicable or
possible. In such cases, the National Technical Authority may permit cleaning by
other methods which will render the equipment acceptable for the intended cargo.
40. Where the guidelines cannot be applied, transportation of the product(s) shall be
considered as being compromised. In such an event controls before unloading have
to be reinforced: control of all tanks and of the lines (Type A analysis). The National
Technical Authority has to advise on measures to be taken.
H-13
NATO/EAPC UNCLASSIFIED
NATO/EAPC UNCLASSIFIED
ANNEX H to
STANAG 3149
(Edition 10)
NEW CARGO
LAST CARGO
F-18
F-34/F-35
F-40
F-44
F-54 without
FAME
F-54 with
up to 5% FAME
F-54 with
5 to 15% FAME,
F-54 with 15% or
more FAME
F-58 dyed
F-58 undyed
F-63
F-67 without
Ethanol and
without MTBE /
ETBE
F-67 with Ethanol
or with MTBE /
ETBE
F-75/F-76 (without
FAME), undyed
AVIATION GRADES
F-34 / FF-40
35
NAVAL GRADES
1
2
2
2
2PM
1
2PM
1
2M
1
1
1
2PM
2PM
2PM
1
F-54 ultra
low
sulphur
2PM
2PM
2PM
1
2M
2M
2M
2M
3M
3M
3M
3M
3M*
3M*
3M*
3M*
X*
X*
X*
X*
2M
2M
1
1
1
1
2PM
2PM
2M
1
2PM
2
1
1
1
1
1
2PM
1
2PM
1
1
2P
2PM
2M
2PM
2PM
2P
2PM
2PM
3PM
3M
3PM
2PM
2P
2PM
2PM
2M
2M
2M
2M
2PM
F-18
F-44
F-58
undyed
F-63
F-67
F-75/
F-76
2P
1
2P
1
2PM
1
2PM
1
2PM
2PM
2PM
2PM
2P
2P
2P
1
TABLE H-3 TANKERS AND BARGES - CARGO TANKS CLEANING RECOMMENDATIONS (concluded on page H-15)
H-14
NATO/EAPC UNCLASSIFIED
NATO/EAPC UNCLASSIFIED
ANNEX H to
STANAG 3149
(Edition 10)
Explanation of codes:
X
Not to be loaded without special cleaning instructions.
X*
Not to be loaded without special cleaning instructions. Three clean
product/zero
biological
content
intermediate
cargoes
strongly
recommended
1
Drain well. Inspect the tank coating. In cases where the tank coating
exhibits evidence of deterioration (damaged coating or proven to have
discoloured since previous cargo) then the procedure described under 2M
shall be adopted.
2
Wash with cold sea water and drain well.
3
Wash with hot sea water and drain well
3M*
A stringent hot water wash, drain and mop may be sufficient if tanks are in
good condition. As an alternative one clean product/zero biological content
intermediate cargo is strongly recommended, followed by hot water wash,
drain and mop. Fresh water rinse required if seawater is used.
P
Purge to below 2 vol-% hydrocarbons
M
Gas free, lift scale and mop
#
Fresh water rinse after any salt water wash when loading these products
H-15
NATO/EAPC UNCLASSIFIED
NATO/EAPC UNCLASSIFIED
ANNEX H to
STANAG 3149
(Edition 10)
Previous grade
New grade
Action
F-34
F-35
F-35
F-34
F-44
F-34 or F-35
F-34 or F-35
F-44
F-40
F-34, F-35 or
F-44
F-34, F-35 or
F-44
F-40
None
The filter system shall be suitable for the
handling of fuels containing FSII. The use of fuel
filter monitors is forbidden in the handling of F34.
None
Drain as well as possible to prevent aviation
turbine fuel F-34/F-35 from affecting the flash
point of high flash kerosene type aviation turbine
fuel.
To prevent that wide cut F-40 is being
transferred to an aircraft that uses aviation
turbine fuel:
1. drain F-40 as well as possible
2. flush system with new grade, with a volume of
at least three times the contents of the
dispenser-system.
At end of flushing process: take a sample of the
flushing fluid and perform a flashpoint test. If
flashpoint test fails the requirement, repeat
flushing and testing process.
Drain as well as possible
TABLE H-4
H-16
NATO/EAPC UNCLASSIFIED
NATO/EAPC UNCLASSIFIED
ANNEX I to
STANAG 3149
(Edition 10)
FILTRATION
1.
During fuel transfers within the supply chain and on transfer to equipment, a
suitable means of filtration shall be used. It is important to remove particulate and
free water contamination from fuels so as to ensure safe operation with regard to
these factors. Failure to remove such contaminants may cause failure of the
equipment being fuelled placing significant risk on the user.
2.
3.
Ensuring that the filtration requirement is met is the responsibility of the receiving
installation. The only exception to this is the fuelling of aircraft which should only be
achieved through the use of dedicated equipment that is designed to perform the
correct level of filtration.
4.
For clarity, a comparison between filter mesh and pore size of filters is given in
Table I-1.
All aviation fuel shall pass through two independent filtration systems. One filtration
system shall be at the inlet of the operating tank while the second filtration system
shall be at the outlet. This principle shall also apply for aviation fuel delivered via a
hydrant system or refuelling vehicle. In all situations, the final level of filtration shall
be a Filter Water Separator (FWS) in accordance with either EI 1581 or STANAG
3967. However, it is anticipated that both filtration systems will conform to either of
these standards.
6.
Upon filtration, aviation fuel must be Clear & Bright with no visual evidence of solid
contaminant or undissolved water. Particulate concentration shall be less than 1
mg/L and have an undissolved water max 30 ppm.
I-1
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NATO/EAPC UNCLASSIFIED
ANNEX I to
STANAG 3149
(Edition 10)
NOTE. The design of new equipment and new systems for the handling of military
fuels shall not include the use of fuel filter Monitor elements qualified to the standard
EI 1583. Fuel filter Monitor elements have not been qualified, nor are they designed
or compatible, for use with fuels containing Fuel System Icing Inhibitor (FSII), such
as F-34 and F-44.
Fuel filter Monitors contain Super Absorbing Polymers (SAP). The SAP is prone to
disintegration when exposed to mixtures of water and FSII. It is also widely
acknowledged that the disintegrated SAP material may form deposits downstream
of the Monitor vessel, typically within the aircraft fuel system. In the most severe
cases this has lead to the blockage of aircraft fuel filters. Evidence of SAP migration
is generally identified by the presence of a brown sticky deposit and often referred to
as apple jelly.
In those cases where the use of SAP containing fuel filter Monitors are unavoidable
due to design of equipment, frequent change of SAP-containing fuel monitors is
strongly advised. In addition, good housekeeping procedures for the draining of free
water from bulk storage tanks are mandated.
7.
In all situations, filtration equipment shall be designed so that fuel bypass is not
possible. If this is not achievable, additional fuel quality testing may be required to
ensure fuel integrity.
8.
9.
10. Extreme or sudden changes in the differential pressure across the filter vessel are
cause for investigation. Such sudden changes may indicate that events such as
filter element rupture or the element becoming unseated may have occurred.
Replacement of filter elements may be required. It should also be noted, that even
when new elements are fitted, there will be a differential pressure across the
vessel. In systems where the differential pressure is zero, the elements should be
checked to ensure that they have been seated correctly.
11. Inspection and cleaning of the inner wall of filter vessels must be performed
whenever filter elements are replaced.
12. Following the replacement of filter elements in any filter system, the effectiveness
of the filter system shall be checked by gravimetric (Millipore) or other approved
means of analysis.
13. It is imperative that any free water is drained from the filtration vessel before the
start of fuelling at the beginning of the day and whenever else deemed necessary
to prevent the possible delivery of free water to the aircraft. This process may be
relaxed where a fully working automatic water drain is fitted.
14. In instances where the aviation turbine fuel F-37 is encountered (F-37 is F-34 with
the addition of a Thermal Stability Additive, NATO S-1749), a suitable FWS (e.g. EI
I-2
NATO/EAPC UNCLASSIFIED
NATO/EAPC UNCLASSIFIED
ANNEX I to
STANAG 3149
(Edition 10)
1581 class M-100) for this type of fuel shall be used during refuelling or defueling
operations.
Delivery of fuel
15. Fuel Delivery Nozzles for Aviation purposes:
15.1 Wire mesh strainers fitted to pressure couplings and over wing nozzles shall
be removed and inspected monthly. Where the hose end coupling has to be
disassembled to remove the strainer for inspection the integrity of the
coupling shall be checked by pressurising the hose to working pressure after
reassembly.
15.2 The wire mesh strainers in the refuelling nozzle and pressure refuelling
equipment are to have a maximum porosity of 240 m (60 mesh). These
strainers are intended to prevent the entry of coarse particulate into the fuel
system of the receiving system.
15.3 If there is evidence of hose break up, the hose(s) identified must be changed
immediately. If this is not possible, the refueller is to be withdrawn from
service until the hose can be replaced.
15.4 The nozzle dust caps are to be inspected daily for security. They are to be
removed only during refuelling operations and replaced immediately
afterwards.
16. Direct refuelling from packed stocks is to be avoided whenever possible. In cases
where it is not possible, all fuel is to be filtered between the container and the
aircraft tank to the standard defined in Table I-2.
I-3
NATO/EAPC UNCLASSIFIED
NATO/EAPC UNCLASSIFIED
ANNEX I to
STANAG 3149
(Edition 10)
MINIMUM STANDARDS OF FILTRATION - AVIATION USE FUELS
Fuel/ NATO-code
Application
F-18
Aviation
gasoline
Aviation turbine
kerosene
Thrust Augmentation
Fluids (methanol and
water2/methanol
mixtures)
F-54
F-67 3
Deliveries to
Airfield
Receipt/
Settling tanks1,
(filter porosity
at entrance of
storage
medium)
Filter Water
Separator,
nominal 1 m
Filter Water
Separator,
nominal 5 m
Filling of
containers from
bulk storage
(filter porosity
at outlet of
filling unit)
Filling of railcar
tanks or road
tankers
(filter porosity
at outlet of
filling unit)
Issue into
On-Base
Operating
Tanks
(filter porosity at
inlet of
operating tank)
Issue into
refuelling
vehicles or into
dispensers
(filter porosity
at outlet of
filling unit)
Issue into
aircraft
(filter porosity
at outlet of
filling unit)
Filter Water
Separator,
nominal 1 m
Filter Water
Separator,
nominal 1 m
80 m
150 m
Filter Water
Separator,
nominal 1 m
Filter Water
Separator,
nominal 1 m
Filter Water
Separator,
nominal 1 m
Filter Water
Separator,
nominal 1 m
80 m
Filter Water
Separator,
nominal 1 m
Filter Water
Separator,
nominal 1 m
80 m
Filter Water
Separator,
nominal 5 m
Filter Water
Separator,
nominal 5 m
25 m
150 m
As per the
OEMs
requirement
As per the
OEMs
requirement
25 m
TABLE I-2
See STANAG 3748 DPP Technical Guidance for the Design and Construction of Aviation and Ground Fuel Installations on NATO Airfields
Water to be used for the preparation of Thrust Augmentation fluids shall ALSO comply with: total solids (residue on evaporation) max 10 ppm and a pH of minimum 5.0 and maximum 7.0
Note. It has been identified that it is not possible to remove water from gasolines containing bio Ethanol. Further, it has also been identified that a two phase mixture will not manifest itself until there is at
least 1500 ppm of water present.
2
3
I-4
NATO/EAPC UNCLASSIFIED
NATO/EAPC UNCLASSIFIED
ANNEX I to
STANAG 3149
(Edition 10)
MINIMUM STANDARDS OF FILTRATION - GROUND USE FUELS
F-541
F-63
F-67
F-75/ F-76 additional use
Application
25 m
25 m
25 m
25 m
no requirements
25m
TABLE I-3
MINIMUM STANDARDS OF FILTRATION - NAVAL DISTILLATE USE FUELS
Deliveries to ships, filter porosity at
outlet of fuel delivering equipment
F-75/ F-76
200 m
TABLE I-4
1
2
When ambient temperatures are at or around the cloud point, filtration may be difficult or impossible.
For on board gas turbine engines, the fuel must comply with a particulate content of max 10 mg/l.
I-5
NATO/EAPC UNCLASSIFIED
Issue into
equipment from
packed stock
NATO/EAPC UNCLASSIFIED
ANNEX J to
STANAG 3149
(Edition 10)
Testing Laboratories and Testing Capability
General
1. An officially designated laboratory (military or commercial) capable of carrying out
full inspection testing of fuels by the approved methods is to be located in, or
available to, each NATO nation, and be available to the Service Inspection
Authority. Products shall be accepted by the cognisant national inspecting authority
in accordance with the nations regulations. Deployable or field laboratories with
limited fuel and petroleum products testing capabilities shall also comply with the
requirements of this STANAG.
Training of Personnel
2. Qualified
personnel
are
to
be
assigned
responsibility
for
the
receiving/storing/releasing, sampling, and testing of NATO fuels and petroleum
products. Laboratories shall have an established written policy to include
documented individual training records of assigned personnel.
Testing Laboratories
3. Petroleum products shall be tested by proficient laboratories having a quality
program and operated by qualified and competent personnel in support of the
applicable contracts and product specifications and/or standards. NATO National
laboratories are listed in STANAG 4616 with their respective testing capability. In
addition, nationally fielded laboratories, contractors laboratories or limited testing
capability facilities are commonly used to accept or reject fuel loads at point of
custody transfer.
4. Testing laboratories shall adopt a quality program which shall contain a quality
control plan describing the method by which all laboratory and field testing and
measuring equipment is calibrated in accordance with ISO 10012-1. For items not
covered by that publication, the applicable manufacturers recommended calibration
method(s) and time interval shall be used.
5. Forward operating laboratories having limited testing capability and equipment shall
be capable of testing representative fuel samples in accordance with the product
specification requirements.
Product Specifications
6. Petroleum product laboratories and testing facilities shall maintain an up-to-date file
of specifications as per STANAG 1135 Annex C (both Military and non-Government
specifications and standards).
Fuel Traceability
7. Fuel manufacturers produce fuel in batches. Each production batch is a discrete
volume size and upon compliancy to the specification/standard requirements, is
assigned an identifying batch number. The batch number shall remain valid until
stocks are exhausted or until fresh stock is introduced at which time another
analysis shall be performed and a new batch number assigned. Fuel traceability
J-1
NATO/EAPC UNCLASSIFIED
NATO/EAPC UNCLASSIFIED
ANNEX J to
STANAG 3149
(Edition 10)
is critical when investigating a fuel contamination situation. When fuel batches
from different sources are co-mingled, either a cursory verification test schedule
is performed for a segregated system or a re-certification test schedule may be
required in case of a non-segregated system to ensure fuel integrity. This test
should be made in comparing the recertification results with the corresponding
values shown on the last previous analysis made on the fuel. Only by checking
that the determined properties have not changed can it be safely assumed that
the remaining unchecked specification properties have also not changed
significantly and remain satisfactory.
Batch Analysis Test Report
8. An original manufacturer batch analysis test report, designated as a refinery
Certificate of Analysis (CoA), shall be raised for each batch tested and shall show
the specification requirements for the product tested, the date, the test method, and
the test results. It shall also include the quantity of the batch and the number of the
tank containing the product. The test report shall be signed by a designated
representative of the test laboratory. At point of custody transfer, minimum quality
control testing shall be performed in accordance with the Type B-1 testing defined in
the appropriate product Table in Annex C. Results shall be compared to the original
batch analysis test report and any discrepancies identified. When fuel is co-mingled
and further distributed along the supply chain, acceptance tests are performed and
documented. Additional testing to confirm the absence of contaminants may be
performed to issue a re-certification certificate. Note that a refinery CoA includes the
amount of hydroprocessed and severely hydroprocessed jet fuel, and the amount of
anti-oxidant injected. A downstream CoA may not include such information.
Testing capabilities
9. Laboratories shall be equipped and capable of performing acceptance and recertification tests (Type B-1 and/or B-2) required by the appropriate product Table in
Annex C. When the capability does not exist locally, other laboratories may be used
in support of the tasking authority. Samples for testing shall be obtained in
accordance to recognized standards such as ASTM D4057. For automatic sampling
ASTM D 4177 shall be used. Field testing facilities should institute a formal process
for fuel acceptance based on the minimum quality testing as detailed in the
appropriate product Table in Annex C.
Test methods
10. All laboratory tests shall be conducted in accordance with the method prescribed in
the specification covering the product. Special or modified method shall be
documented and reported. Specification and intra-Governmental receipt limits such
as those listed in STANAG 1110 are absolute. Multiple tests may be performed and
when the results do not differ from each other by more than the amount specified for
the repeatability of the method, these results may be averaged to determine
compliance with the specification limits.
Alternate test methods
11. The use of alternate test methods to measure physical properties of fuel is allowed,
provided that: the test results are presented in the format required in the
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specification; the test device has a demonstrated reliability and repeatability equal or
better than called for by the standard method; and the device has been approved for
use by the military services or the handling nations technical authority.
Calibrating Test Equipment
12. All laboratories shall calibrate testing and measuring equipment to the accuracy
necessary to ensure the equipment is within allowable tolerance limits. ISO 100121, Part I shall be used. Chemical solutions used in quantitative analysis shall be
prepared from reagent grade chemicals and shall be prepared and standardized in
accordance with test method requirements. Control, charts, reference tables, etc.,
prepared or used in connection with tests or in calculating final results shall have a
factual basis, and be mathematically correct.
Testing for Contamination
13. Laboratories testing for suspected contamination of petroleum products shall be
confirmed and controlled by documented laboratory tests by using standardized or
non-standardized test methods. The use of non-standard test protocols should, as a
minimum, detail the procedure, equipment used including chemical reagents and
calibration procedures. Non-conformance results shall be documented and reported
to justify the appropriate corrective actions.
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GLOSSARY
1. Throughout this STANAG, a number of definition/terms are used. In order to aid the
user, these definitions/terms are identified in this annex.
Acceptance
Additives
Appearance
Barrel
Batch
Black Cargo
Blending
Bulk products
Conductivity
Contaminant
Contaminated product
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Custody Transfer Point
Dedicated system
(Single product,
Segregated)
Density
Deteriorated product
Dissolved water
Filtered (filtering)
Free-on-Board (FOB)
Destination. Shipper
provides transportation
Free-on-Board (FOB)
Origin. The procuring
activity provides
transportation
Fuel Monitor
Gum
Heavy distillates
A blend of distillate and residual fuel oil, for use in low- and
medium-speed diesel engines in applications involving
predominantly constant speed and load
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Homogeneous /
Homogeneity
Identification tests
Injection
Inspect
Interface
Intermediate Bulk
Container (IBC)
Micron (m)
Micronic Filter
Middle distillates
National Technical
Authority (NTA)
Definition required.
Off-specification product
Quality
Quality assurance
Quality surveillance
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Quality Surveillance
Programme
Refinery Certificate of
Quality
Sample
Specification
Testing
Thief
Tolerance
Undissolved (Free)
Water
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White Cargo
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