2016.LH Group Quality Assurance Fuel Manual Ver 13

Quality Assurance Manual Fuel
Issue: NOVEMBER 01/ 2016

Version 13
QUALITY ASSURANCE MANUAL FUEL
Table of Contents
Page:
1.1 Documentation Revision Status........................................................................................................5
2 INTRODUCTION ..............................................................................................................................6
2.1 Definition of the Lufthansa Group .....................................................................................................6
2.2 Purpose.............................................................................................................................................6
2.3 Regulatory Compliance ....................................................................................................................6
2.4 Responsibilities .................................................................................................................................6
2.5 Definitions .........................................................................................................................................7
3 SAFETY PRECAUTIONS ..............................................................................................................10
3.1 Regulation for Handling Aviation Fuel ............................................................................................10
3.2 Safety Precautions for Refuelling and Defuelling ...........................................................................10
3.2.1 Fundamental Safety Precautions....................................................................................................10
3.2.2 Use of flammable Fuels on Aircraft in Hangars or other Facilities .................................................16
3.2.2.1 General Safety Precautions ............................................................................................................16
3.2.2.2 Draining...........................................................................................................................................16
3.2.2.3 Fuel Transfer...................................................................................................................................16
3.2.2.4 Pressurisation of Fuel Pipes with Fuel............................................................................................17
3.2.2.5 Refuelling and Defuelling ................................................................................................................17
3.2.3 Bonding ...........................................................................................................................................17
3.2.4 Safety Measures to be observed by the Fuel Truck Operators ......................................................17
3.3 Regulation for Using and Handling Fire Extinguishers ...................................................................18
4 STORAGE AND QUALITY CONTROL OF JET FUEL .................................................................19
4.1 Jet Fuel ...........................................................................................................................................19
4.1.1 Quality Control performed by the Company ...................................................................................19
4.1.2 Inspection of Companies/ Fuelling Equipment at Lufthansa Group-Stations by Lufthansa Group-
personnel .....................................................................................................................................................20
4.1.2.1 Responsibility ..................................................................................................................................20
4.1.2.2 Handling / Information process of Fuel related problems. ..............................................................20
4.1.2.3 Inspection Interval ...........................................................................................................................20
4.1.2.4 Extent of Inspection Procedure.......................................................................................................20
4.1.3 Fuel Quality Control by taking a Fuel Sample ................................................................................21
4.1.3.1 Equipment .......................................................................................................................................21
4.1.3.2 Sampling Procedure .......................................................................................................................23
4.1.3.3 Shipment of the Fuel Sample .........................................................................................................23
4.1.3.4 Fuel Sample Specification ..............................................................................................................24
4.1.3.5 Lab Test of the Fuel Sample...........................................................................................................24
4.1.4 The Presence of Water in Fuel .......................................................................................................25
4.1.4.1 Undissolved Water ..........................................................................................................................25
4.1.4.2 Dissolved Water ..............................................................................................................................25
4.1.5 Methods to detect water in suspension ..........................................................................................25
5 REFUELLING, DEFUELLING ........................................................................................................26
5.1 Aircraft Refuel Sheet (Fuel Order) ..................................................................................................26
5.2 General Refuelling Instructions.......................................................................................................27
5.3 Additional / Extended Fuelling Procedures / Fuel Company Training Documentation...................28
5.3.1 Fuelling Procedure – Documentation - ...........................................................................................28
5.3.2 Fuel Company Training ..................................................................................................................28
5.4 Defuelling ........................................................................................................................................28
5.4.1 Fuel from other Aircraft fuel tank(s) ................................................................................................29
5.5 Jet Fuel Quantity Check .................................................................................................................31
5.5.1 Registration of the Remaining Fuel ................................................................................................31
5.5.2 Check at each Refuelling ................................................................................................................31
5.5.2.1 Determination of the required volume.............................................................................................31
5.5.2.2 Reference Calculation ....................................................................................................................32
5.5.2.3 Tolerance Ranges...........................................................................................................................32
5.5.2.4 Excess of the Tolerance Range......................................................................................................33
NOV 01/ 2016 Version 13 Page 1 of 42

FRA L/T-E - WE  Deutsche Lufthansa AG
5.6 Jet Fuel Specifications .................................................................................................................... 34

5.6.1 Use of Jet Fuel containing an Anti-Static-Additive ......................................................................... 34
5.6.2 Use of Jet Fuel containing a Corrosion-Inhibitor / Lubricity-Improver ............................................ 34
5.6.3 Table 1: Naming, Use and Specifications of Jet Fuel..................................................................... 35
6 FUEL RELATED FLIGHT SAFETY EMERGENCY PROCEDURE .............................................. 36
7 ABBREVIATIONS: ......................................................................................................................... 39
APPENDIX A: Airline additional specific information
APPENDIX B: Standardized Fuelling Procedures / Approved Lufthansa Group Trainers
APPENDIX C: Lufthansa Group Taskforce / Quality Panel List - only for Internal use
Page 2 of 42 Version 13 NOV 01/ 2016

 Deutsche Lufthansa AG FRA L/T-E - WE
Distribution
To: All, DLH, LCAG & LH-Regional Station Manager Copy: LBA:
Mr. M. Anastassiadis for DLH
MUC: CLHFO
Mr. Schneider for CLH
FRA: WA14, WB14, WE11, WE12, WE2, WE23,

TQ/M, TQ1, OZ/G, OB/T, NA, NC, NJ, FOCA: Mr. Ronald Meier
F/OT, F/OC-H, WF4, WF1/L, US/M, UN
4/M, CF/Q, PX/F, ZK613
HAM: MT, PX/H, WO3/P, WO341; TQ/M-C
NYC: MT
EN, EW, CL, 4U
SWISS: (incl. EDW)

ZRH: ZRHLX/TO, /OBM, /OSQ, /OFS, /TML,
/ESQ, /OGA /OGQ, /FBT
Edelweiss Q-Department ESQ,
Edelweiss Finance & Controlling EF
Austrian Airlines:
VIE: HGQ / OT / DO
Brussels Airlines:
BRU: Flight OPS, Ground OPS, Financing &
Purchasing Department, Quality Depart-
ment, Station Managers
Enclosed you will find the new Issue, dated NOV 01/2016 of the Lufthansa "QUALITY ASSURANCE
MANUAL FUEL".
Please remove the old "JUN 01/2016" Version from your files as they are no longer valid, and replace
them by the enclosed new Manual Version.
Reason of Revision:
- Changes / additional requirements at the safety and Into Plane training section….
- Change of organizational unit.

Attention Station Manager:

Please inform the personnel who performs the refuelling on your station. (e.g. OPS Agent, Station me-
chanic - Engineer, Handling Agent, etc..) about the existence of the new issue of the document.
Attention LHT: FRA WE11 ,WF1/L

SWR + SWU: ZRHLX/TML & ZRHLX/TO
EDW: Edelweiss / EF & ESQ
Inform your Subcontractor about the existence of this document.

Additional Copies can be downloaded
for Lufthansa: OB Lufthansa Intranet page: / Link see Abbreviations.
for Swiss: AMOS Web Drive / Technical Library / Standard Procedures / Ground services Web Page
for Austrian Airlines: Intranet / Fachbereiche / Crew Lounge / Cockpit Lounge / Planung & Traffic Mgmt /
Operations Control / Manuals and Forms
Best regards
FRA L/T-E
p.p. Peter Westphal

1.1 Documentation Revision Status
Issue Date Version 1 Issue Date Version
FEBRUARY 1st February 2007 / NOVEMBER

1st November 2012 10
01/2007 invalid 01/2012
MARCH 1st March 2008 / APRIL

1st April 2016 11
01/2008 invalid 01/2016
OCTOBER 1st October 2009 / JUNE

8 1st June 2016 12
01/2009 invalid 01/2016
MARCH 1st March 2011 / NOVEMBER

9 1st November 2016 13
01/2011 invalid 01/2016
The Manual will be revised on a irregular basis. A new Issue (the whole document) will be published if
significant changes, additions or deletions are necessary.
Revisions will be numbered consecutively. For identification of significant changes, additions or deletions,
a vertical line on the left side of the text / table is used. Insignificant changes are not marked
This Manual was agreed by the Lufthansa Group airlines.
Responsible contact persons for the Manual comprise:
- LH –FRA L/T-E Peter Westphal

(peter.westphal@dlh.de)
- LX – ZRHLX- TO Daniel Sollberger

(daniel.sollberger@swiss.com)
- OS – VIE HG/QO – Eva Maschler

(eva.maschler@austrian.com)
- SN – BRU QA
didier.vanderlinden@brusselsairlines.com)

2 Introduction
2.1 Definition of the Lufthansa Group

THE AIRLINES IN THE LUFTHANSA GROUP WHICH INCLUDES LUFTHANSA PASSAGE AIRLINE,
LUFTHANSA CARGO AIRLINE, LUFTHANSA CITYLINE, SWISS INTERNATIONAL AIR LINES,
BRUSSELS AIRLINES, AUSTRIAN AIRLINES, EDELWEISS AIR, SWISS GLOBAL AIR LINES, AER-
OLOGIC, AIR DOLOMITI, EUROWINGS AND GERMANWINGS HEREIN AFTER CALLED
LUFTHANSA GROUP.
2.2 Purpose
The purpose of this Quality Assurance Manual Fuel is to regulate the Aviation Fuel Handling process for a
safe Operation.
It defines the general Safety precautions of Aviation Fuel Handling, Fuel Quality Assurance, the Fuel
Quality Control Program and the correct Refuelling / Defuelling procedures for the whole Lufthansa
Group, to guarantee clean & "On Specification" Fuels for a safe Operation. It also takes into consideration
all EASA Subpart C Continuing Airworthiness Regulatory Requirements.
2.3 Regulatory Compliance

EASA Part M, Section A, Subpart C – AMC M.A. 301-1(c), Maintenance Responsibility requires "a control
that consumable fluids, gases etc. uplifted prior flight are of the correct specification, free from contamina-
tion, and correctly recorded.". This Manual complies with the aforementioned regulatory documents and is
applicable to all certified and operationally approved Lufthansa Group aeroplanes.
IOSA ItOBM GRH 2.2.4 requires, that the operator shall have a process to ensure ground handling per-
sonnel assigned to perform aircraft fuelling operation for the operator, complete initial and recurrent train-
ing in accordance with GRH 2.1.1 This Manual complies with the above-mentioned requirements and
applies to all certified and operationally approved Lufthansa Group fuelling processes (see Section 5.3)
2.4 Responsibilities
This Quality Assurance Manual Fuel is prepared / revised / published by:
Deutsche Lufthansa AG
Department FRA L/T-E
Rhein - Main Airport
D-60546 Frankfurt / Main
Germany
in corporation with the Lufthansa Group Airlines.

2.5 Definitions
Definition of the used word “Fuel vehicles”
The general terms 'fuel truck' or 'fuelling vehicle' or Aerodrome tanker include
- Mobile fuellers, - a tank or trailer carried to the aircraft for the purpose of fuelling
- Aerodrome tankers Aerodrome tankers are tankers that are only used for refuelling
aircraft. They comprise self-driven or towable vehicles that that are
designed for transporting jet fuel and that can refuel aircraft with their
on-board pumps. They comprise one actual vehicle or chassis,
one or several tanks and their fittings, plus the feed and
connection devices between vehicles or chassis and tank.
- Hydrant dispensers, fuelling the aircraft exclusively from an underground hydrant system.
Dispenser vehicles are self-driven or towable vehicles that are
required for refuelling aircraft with an external fuel supply.
While the pressure source for the fuel supply is the hydrant the
dispenser vehicles are fitted with an amplifier pump.
Definition of the used word Aerodrome refuelling points
Aerodrome refuelling points are, in accordance with § 2 subclause 15 BetrSichV, (Betriebssicherheits

Verordnung), points or areas at aerodromes where fuel containers of aircraft are filled from hydrants
or aerodrome tankers (hereinafter called aerodrome tankers).
- Equipment needed for operating this points (e.g. pumps, motor feed, ventilation equipment),
- Areas required for safety reasons (e.g. protection distances, safety distances, escape and res-
cue routes, explosion-hazardous areas) including limiting walls,
- Measuring, guidance and adjustment equipment for the safe operating of the point,
- Equipment for hazardous situations, e.g. for stopping hoisting devices,
- Cathodic corrosion protection equipment (CCP),
- Lightning and over voltage protection equipment,
- Retention devices and fuel draining areas including their sealed surfaces,
- Stationary extinguishing equipment,
- Hydrants including the related pipelines, pumps and fittings,
- Electrical power supply equipment connected to the aerodrome refuelling points,
- Aerodrome tankers and dispenser vehicles,
- Points or areas on airfields where fuel containers of aircraft are filled from hydrants or aero-
drome tankers.

Definition of the used word Fuels - See Table 1!!!
Definition of the used word Hydrants

Hydrants are piping systems, including the required fittings and supply equipment, for supplying fuel
to one or several hydrant connections upstream (see clause 2.10). Either stationary refuelling devic-
es, aerodrome tankers or dispenser vehicles can be connected to the hydrants as mobile refuelling
devices.
Definition of the used words Stationary refuelling equipment

Stationary refuelling equipment is feed equipment that is housed in refuelling shafts and generally
made up of guidance and adjustment devices, a filter, a volume meter and a removable feed device.
The removable feed device is made up of a wet hose with a wet hose coupling as well as a lifting
mechanism.
Definition of the used word Refuelling shafts

Refuelling shafts are underground areas where refuelling and feed equipment are housed. They are
found on the apron and directly connected to the supply shafts.
Definition of the used word Aprons

Aprons, in the sense of these technical regulations, are established areas of airports and landing
fields that are determined for accepting aircraft, for the boarding and alighting of passengers, loading
and unloading post or freight, refuelling or decanting and parking or maintenance
(also see ICAO Annex 14).
Definition of the used word Pits

Pits are shafts on aprons where the hydrants end with the male part of the connection coupling.
Definition of the used word Feed devices of aerodrome tankers and Hydrant dispensers
Feed devices of aerodrome tankers and dispenser vehicles are devices with the help of which aircraft
is fuelled and are made up of pipes, wet hoses, fittings, filters and pumps and raised platforms if
needed.
Definition of the used word Explosive atmosphere, explosion-hazardous area

(1) An explosive atmosphere is a mixture of air and flammable gases, steam or mist under atmos-
pheric conditions where a burning process after ignition is transferred to the entire unburned mix-
ture. Atmospheric conditions are where the total pressure from 0,8 bar to 1,1 bar and tempera-
tures range of -20 °C to +60 °C apply.
(2) A hazardous explosive atmosphere is an explosive atmosphere that is in such a quantity (omi-
nous quantity) that particular safety measures are required for maintaining the protection of the
safety and health of employees or third parties.
(3) An explosion-hazardous area is an area where a dangerous explosive atmosphere can be
formed. An area where such an explosive atmosphere in such a quantity is not expected, so that
particular safety measures are not needed, is not considered to be an explosion-hazardous area.
(4) Zone 0 is an area where a dangerous explosive atmosphere as a mixture of air and flammable
gases, steam or mist is present constantly or over a long period or frequently. N.B.: The term
„frequent“ is used in the sense „predominantly temporal“.
gases, steam or mist can be formed under normal operating occasionally.
gases, steam or mist under normal operating is normally not formed or only for a short time. N.B.:
This is synonymous with a dangerous explosive atmosphere forming only rarely and also only for
a short time.

Definition of the used word Area with an explosion risk

An area with an explosion risk is an area where it cannot be ruled out that a dangerous explosive at-
mosphere exists during certain activities or operating conditions.
Definition of the used word Inlet coupler

An inlet coupler is a hose connection fitting with a female connector that is placed on the male con-
nector in the pit (also see API 1584).
Definition of the used word Gas removal procedure

A gas removal procedure is a procedure for removing gas from the tank of an aerodrome tanker and
hazardous fuel fumes when fuelling via a connected tube or hose

3 Safety Precautions
3.1 Regulation for Handling Aviation Fuel
(1) Smoking is prohibited under all circumstances when handling aviation fuels.
(2) All rags or other materials containing aviation fluids must be disposed of properly by placing them in
available fire proof containers.
3.2 Safety Precautions for Refuelling and Defuelling

3.2.1 Fundamental Safety Precautions
Responsibility: Lufthansa Group and Fuel Company / Into Plane Fuelling Company
(“Company“)
(1) Refuelling may only be performed after permission has been given in the presence of the responsi-
ble Lufthansa Group personnel or their authorised representatives, except where other arrange-
ments have been made.
(2) Before connecting the refuelling hose, potential equalising between the aerodrome tank-
er/dispenser vehicle or the stationary refuelling device and the aircraft is to be made using a poten-
tial equalising cable. Ladders those are independent of the aerodrome vehicle that carry along the
refuelling hose are to be included in the potential equalising. After the end of refuelling, these items
should be uncoupled in reverse order.
(3) Refuelling has to be performed in conformance with the general refuelling regulations of the Com-
pany.
(4) The regulations “Fire Protection Rules / Airport Usage Rules“ existing at the respective airport shall
be adhered to. These rules shall at least address summoning the rescue and firefighting services in
the event of fire or major fuel spill.
(5) The definition of the responsibilities for refuelling has been arranged between Lufthansa Group and
the Company, as set forth in the Ground Operations Manual (GOM) / Aircraft Handling Manual
(AHM).
(6) No refuelling or defueling of neither flammable aviation fuels, nor any other such fluids except for
lubricants may be performed in aircraft hangars or other buildings.
EXCEPTION: see 3.2.2
(7) Prior to refuelling or defueling the aircraft engines must be shut down, wheel chocks must be
placed, and suitable fire extinguishers (see 3.3) must be placed nearby.
NOTE: In the exceptional case of pressure refuelling with one engine running, see respective AIR-
PLANE OPERATION MANUAL. The crew must contact the Station Manager / Representa-
tive to inform them about this special task.
Not valid for Air Dolomiti & Lufthansa CityLine & Eurowings
(8) The hose connection through which the fuel flows must not be left unattended.

(9) When a fuel spill occurs, a senior representative of the fuel supplier must be notified immediately,
with subsequent confirmation in writing with a copy: accountable parties in Lufthansa who should
receive all relevant information include FRA L/T-E. FRA L/T-E will inform the Lufthansa Group air-
lines immediately. Spilled fuels must be safely removed immediately in accordance with the local
regulations, or must first be completely covered with sand, saw dust or any other suitable material
and then removed immediately. Additionally an ASR will be issued by cockpit crew. (For Austrian
Airlines in IQSMS Reporting System)
(10) Do NOT start or stop the Auxiliary Power Unit (APU) during the refuel/defuel task on aircraft with
body-mounted APUs.
APU Start attempts and Shutdowns are permitted on aircraft with tail-mounted APUs
The following procedures apply to all aircraft types:
1. No Start attempt of the APU is allowed during the refuel/defuel task following an Automatic
Shutdown or Failed Start
2. ‘Normal’ APU Shutdown must be carried out in the event of a fuel spill during a refuel/defuel
Task
If the APU exhaust discharges cross the upper surface of an aircraft wing, overwing fuelling must
not be carried out while the APU is running.
If the APU exhaust discharges to the side or rear of the aircraft, fuelling vehicles should be posi-
tioned to avoid any risk of coming in the path of the exhaust stream. Refer to Aircraft Maintenance
Manual for clearances
In the event of a fire in an APU, the unit shall be stopped, the APU fire extinguishing system acti-
vated, and the flight crew and/or cabin crew and the Airport Fire Services shall be alerted.
In the event of a fuel spill, fuelling shall be stopped and the airline representative or aircraft crew in-
formed immediately. Unload and Shutdown the APU. The APU must NOT be restarted until the
spillage is removed and there is no further risk from fuel or vapours
(11) Ground Power Unit’s (GPU’s) must not be positioned within 3 metres of the fuelling equipment and
vent points
(12) ONE ESCAPE ROUTE FOR THE FUEL VEHICLES, EXCEPT HYDRANT DISPENSERS, MUST
BE AVAILABLE AT ALL TIMES.
(13) The refuelling hoses must not be driven over.
(14) Full attention should be paid to prevent damage to the fuel hose
(15) Refuelling or defueling must not take place during thunderstorms over or in close proximity to the
airport.
(16) Refuelling or defueling must not take place while oxygen bottles are being filled or changed at the
aircraft.
(17) Mobile fuelers and bowsers must only be driven backward to the aircraft when marshalled by ac-
companying persons.
(18) Do not disconnect fuel trailers from the towing truck, if the trailer cannot be easily moved by hand.

(19) Regulations for handling electrical equipment and units:
(a) The use of electrical power, particularly the actuation of switches, in and on the aircraft shall be
restricted to the units necessary to execute the fuelling procedure or to operate the loading/ un-
loading of the aircraft during refuelling or defueling of aviation fluids (except lubricants).
(b) During refuelling or defueling by means of the pressurised fuelling system, the electrical/ elec-
tronic systems, except weather radar, may be switched on and off when necessary for testing or
for flight preparation.
EXCEPTION: During refueling after overhaul or intermediate layover, prior to handing over an
aircraft to the maintenance or flight operation the weather radar may be switched
on and off, provided the fuel truck and the fuel hose are located behind the wing
leading edge or the line formed by its extension.
The push-to-talk button of the HF-equipment should not be operated.
(c) The use of an approved electric torch is allowed only under the following conditions:
- The torch must be in a faultless mechanical condition, i. e. no cracks or damages are al-
lowed.
- The torch may be used in the tank ventilation area during fuelling only for a brief moment,
without switching the torch “on“ or “off “.
CAUTION: DURING WORK / CHECKS IN THE TANK VENTILATION AREA ONLY AP-
PROVED TORCHES MAY BE USED.
- The torch must not be used during work on or in the fuel system.
(20) Additional safety measures for overwing refuelling:
(a) Only the filler port through which refuelling takes place may be open.
(b) The nozzle must not be left unattended.
(c) The filler port shall be covered during rain, snow, or dust.
(d) Ground and on board equipment shall be connected and started prior to refuelling and defuel-
ling, and shall not be switched off or disconnected during the refuelling and defuelling proce-
dure. Switch on electrical consumers prior to refuelling, and do not switch them off during refuel-
ling, except those components that are required for performing the refuelling procedure.
(21) Instructions on various aspects of the refuelling process (e.g. fuelling with passengers on board)
can be found in the GOM or AHM of each Lufthansa Group airline, which is available from the air-
line representative or online. (see “links”).

(a) Position of refuelling equipment:
See respective Aircraft Type Manual (ATM)
ATM group ATM

ATM DLH / CLH long range B747-400 - Subsect. 2.2
aircraft
B747-8 – Subsect. 2.2
A340-300 - Subsect. 2.2
A340-600 - Subsect. 2.2
A330-300 - Subsect. 2.2
A380-800 - Subsect. 2.2
ATM DLH narrow body aircraft A319 - Subsect. 2.2
For Germanwings aircraft GOM Subsect. 6.2.6.1
A320 - Subsect. 2.2 –
For Germanwings aircraft GOM Subsect. 6.2.6.1
A321 - Subsect. 2.2
B737-300/500 - Subsect. 2.2
ATM DLH Regional aircraft CRJ 900 - Subsect. 2.2
EMB190/195– Subsect. 2.2
ATM LCAG freighters B777 Freighter- Subsect. 2.2
MD-11 Freighter - Subsect. 2.2
Swiss International Air Lines A319 – AHM Chapter 2.7

Aeroplane Guides
A320 – AHM Chapter 3.7 & 4.7
A321 – AHM Chapter 5.7
A330 – AHM Chapter 7.7
A340 – AHM Chapter 9.7 & 10.7
Swiss Global Air Lines Aero- AVRO RJ – AHM Chapter 4.7 & 5.7
plane Guides
B777-300ER – AHM Chapter 3
CSeries -100 – AHM Chapter 1
CSeries -300 – AHM Chapter 2
Austrian Airlines
AHM - respective a/c type - Para 7
Brussels Airlines AVRO RJ100 AHM Part II Aircraft Guide

Airbus A320F/330 AHM Part II Aircraft Guide
Edelweiss Air Airbus A320 - GOM 5.9

Airbus A330 - GOM 5.9

(b) Refuelling with passengers on board / during boarding respective deboarding
For details refer to the latest revision of the GOM / SAM / GHP / ATM / AHM ,OM-A Chapters ,
respective Aircraft Data chapter which are available with the Station Manager / Airline Repre-
sentative.
(for detailed Information, please contact the individual airline representative):
(c) Safety zones around the tank vent scoops:
Explosion-hazardous areas with an explosion risk around aircraft
Preliminary remark:
An explosion-hazardous area with a zone classification on aircraft can only be established by

the airline. Consequently, to avoid problems for operating airports as well as compatibility be-
tween the equipment of the aerodrome refuelling equipment and the aircraft, no zone can be
established between the aircraft and the ground, but only an area with an explosion risk.
(1) Around the ventilation opening of the fuel container of the aircraft in the “Venting Ar-
ea” of the aircraft from arrival to departure of the aerodrome tanker or dispenser ve-
hicle there is - a hemisphere with a radius of 0,5 m that is an area with an explosion
risk, where ignition sources that could occur constantly, frequently or occasionally (in
accordance with category 2G in accordance with Directive 94/9/EG), and - a hemi-
sphere with a radius of 1,5 m that is an area with an explosion risk, where ignition
sources that could occur constantly or frequently (in accordance with category 3G of
directive 94/9/EG), should not be used (see pictures 3 to 5). TRBS 2152 part 3 is re-
ferred to.
(2) Around the refuelling connection from arrival to departure of the aerodrome tanker or
dispenser vehicle, there is a hemisphere with a radius of 0,25 m that is an area with
an explosion risk, where ignition sources that could occur constantly or frequently (in
accordance with category 3G or directive 94/9/EG), should not be used. TRBS 2152
Part 3 should be referred to.
During the refuelling process, it is not allowed to move or park any vehicle under
the aircraft wing except the already parked fuelling vehicle.

For details refer to the latest revision of the GOM / SAM / GHP / ATM / AHM ,OM-A Chapters ,
respective Aircraft Data chapter which are available with the Station Manager / Airline Repre-
sentative.
(d) Safety precautions apron (no smoking sign, etc.):
For details refer to the latest revision of the GOM / AHM which are available with the Station
Manager / Airline Representative.

3.2.2 Use of flammable Fuels on Aircraft in Hangars or other Facilities
Responsibility: Lufthansa Group
NOTE: The following safety precautions do not apply to the Hamburg noise suppression hangar, where
the same safety precautions shall be applied as for normal apron refuelling.
3.2.2.1 General Safety Precautions
The following safety precautions shall be observed when using flammable fuels on aircraft in hangars or
other facilities:
(1) Sufficient suitable and operational fire extinguishers (see 3.3) of the fire brigade or Lufthansa Group
with trained personnel must be available for immediate use in the vicinity of the parking positions of
the aircraft and particularly in the vicinity of each fuel tank vent outlet of the aircraft and the refuelling
or defueling equipment or container.
(2) If leakage's or spilling’s occur during refuelling or defueling, fuel transfer or pressurising the refueling
process must be stopped at once. Any fuel spilled must be removed immediately and and activity
that risks the generation of sparks must be avoided. The refuelling process must not recommence
until the cause of the leakage has been eliminated.
3.2.2.2 Draining
The surrounding area of the respective drain point shall be considered as a “Dangerous Area“.
Explanation of “Dangerous Area“:
A Dangerous Area exists when:
(1) a combustible gas or vapour mixture or a flammable mist from a sealed container can exist
(2) a combustible gas or vapour mixture escapes from an open container or area
Explanation of “Safety Precautions for the Dangerous Area“:

NOT allowed in a “Dangerous Area“ is:
(1) open fire
(2) electricity (EXCEPTION: Tools running on electricity, which are identified as explosion proof)
(3) any activity that can produce sparks
(4) running a radar transmitter on a distance less than 100 meters
(5) operating the push to talk switch of the HF equipment within 30 meters
The general safety precautions listed in 3.2.2 shall be observed.
3.2.2.3 Fuel Transfer
The fuel dump/Jettison valves must be closed.
The general safety precautions listed in 3.2.2 are sufficient for fuel transfer on all aircraft.

3.2.2.4 Pressurisation of Fuel Pipes with Fuel
During the pressurisation of fuel pipes, heat or spark producing activities (e.g. grinding, polishing, drilling,
milling) should not be performed on an affected aircraft component. If a leakage is discovered, pressuri-
sation must be stopped immediately. The open access panel shall be considered as a “Dangerous Area“
(see 3.2.2.2) if the leakage point or, if the leakage is located, within an open tank,. The safety precautions
for the Dangerous Area also listed in 3.2.2.2 shall be observed.
The affected tank must be cleared for entering (in writing).
The general safety precautions listed in 3.2.2 shall be observed.
3.2.2.5 Refuelling and Defuelling
Refueling and defueling of up to 600 litres maximum will only be permitted for performing special checks
by observing the following safety precautions:
(1) The electrical supply must be disconnected from the aircraft power supply.
(2) During refuelling or defueling electrical circuits of the hangar or dock power supply must not be
opened or closed in the dock area.
(3) Aircraft refuelling or defueling equipment must be properly bonded.
(4) The fuel dump valves must be closed.
(5) During refueling or defueling the aircraft and the hangar must be left by all persons except those
absolutely required for refueling or defueling.
In addition, the general safety precautions listed in 3.2.2 shall be observed.
3.2.3 Bonding
Responsibility: Lufthansa Group and Company
For details, please see Annex for Bonding
3.2.4 Safety Measures to be observed by the Fuel Truck Operators
Responsibility: Company
See respective Chapters in the IFQP procedure.

3.3 Regulation for Using and Handling Fire Extinguishers

(1) Fire extinguishers that are deployed must contain a minimum mass of 9 kg of powder for the fire
category “BC“. All refuelling vehicles should be equipped with at least two of the aforementioned fire
extinguishers. At least one extinguisher shall be readily accessible from either side of the vehicle.
Extinguishers containing Type A powder should be avoided because they can cause corrosive
damage to aircraft structure.
(2) Personnel dealing with aviation fluids must be familiar with handling and usage of available fire ex-
tinguishers.
(3) Fire extinguishers must be checked at regular intervals. The checks must be recorded. Metal tags or
other markings showing the checking dates must be attached to the equipment.
(4) Fire extinguishers must be refilled or replenished at certain periodic intervals as required (see manu-
facturer’s instructions).
(5) Spare fire extinguishers or refills must be available at all times.
(6) Since no fire extinguisher is adaptable for fighting all types of fires, the fire extinguisher must be se-
lected according to the type of the fire to be extinguished (Liquid Fire Extinguisher).

4 Storage and Quality Control of Jet Fuel

To guarantee a flawless operation of the aircraft systems it is essential to maintain clean tanks, fuel
trucks, etc., which are used to store or to dispense jet fuel or lubricants. In the same way extreme care
must be taken during filling or draining procedures to insure jet fuel or lubricants do not become contami-
nated.
4.1 Jet Fuel
4.1.1 Quality Control performed by the Company
Responsibility: Company
(1) Release certificates (fuel passports) which contain the quality and specification records have to be
kept available at the fuel station or fuel depot by the Company as evidence for the airline.
(2) The fuel storage and fuelling systems are to be equipped with filter elements and water separators
that have to be monitored periodically - at least once a day - by trained personnel. The Company it-
self carries out regular inspections of the water content the findings of which have to be put down in
writing and shown on request.
(3) The date of the last change of the filter elements as well as the fuel water samples and other
maintenance steps has to be proved. (History of filter element changes has to bee proved as well)
(4) Upon request the Company shall make available water detection syringes and capsules to the air-
lines in order to let them carry out independent checks.
(5) The fuel supplied to an aircraft must be sampled and tested for water. Lufthansa Group accepts that
there are wide discrepancies among oil companies at what point of the refueling procedure such
sampling and testing should be conducted. The details of the sampling and testing must however,
- be conducted in a manner which ensures that any contamination by free water is discovered
- be conducted timely enough to prevent contaminated fuel from entering the aircraft tanks, or, if
any contaminated fuel has entered the aircraft tanks, at least to ensure that Lufthansa Group is
informed of the fuel contamination before the aircraft has left its position.
- With reference to IATA Guidance Material For Aviation Turbine Fuels Quality Control & Operating
Procedures, Incorporating Joint Inspection Group Guidelines latest Issue – Joint Airport Depots
and Joint Into-Plane:
The quality control during refuelling dispenser after 1000 Litres are displaced, and Fueltruck dur-
ing first fuelling after leaving the depot shall at least consist of taking a fuel sample, which is visu-
ally checked for dirt, appearance and free water, including a test for dissolved water, using one of
the following approved chemical detectors: Shell Water Detector, Velcon Hydrokit, Mobil Water
Indicator, Aqua-Glo or POZ-T device.
- NOTE: A so called electronic water and / or contamination detection device (which switches off
the fuelling process if water and / or contamination is detected) can be accepted by the Lufthansa
Group airlines to replace the chemical water detector test, if it fulfils EI1598.
Where electronic water detection sensors are installed, the following requirements shall apply:
 The sensor shall be installed after filter

 Installation and maintenance shall be done acc. Manufacturers requirements.
 Devices shall sound an alarm between 15-30 ppm water. *
 Devices shall stop fuelling above 30 ppm water. *
 The reset switch must be safeguarded and cannot be operated by the fuelling operator
(* The time where the average ppm is above the mentioned limit must be >10 sec)

4.1.2 Inspection of Companies/ Fuelling Equipment at Lufthansa Group-Stations by Lufthansa

Group-personnel Responsibility
Lufthansa, Swiss International Air Lines, Austrian Airlines, Brussels Airlines, have entered into a shared-
service agreement to conduct Fuel Quality Inspections covered in this Manual. The inspection result
should be recorded on the “AIRPORT FUEL QUALITY AND SAFETY CHECKLIST“ (Latest version down-
loadable from the FQPS Web site) and documented at the station where Lufthansa Group is responsible
IFQP airline according to “Lufthansa Quality Assurance Program Fuel“. The first and the last page of the
inspection record shall be entered into the FQPS Internet Software Tool.(Fuel Quality Pool Software). The
FQPS report should be issued as soon as possible. Approximately within 3 weeks after the inspection.
In Line with the IFQP procedure, an Alert Letter should be submitted to the Lufthansa Group air-
lines flying to related destination within 3 days after a safety related finding was noticed which
require immediate action by each individual IFQP member.
4.1.2.2 Handling / Information process of Fuel related problems.
In the case that any fuel related information which affects flight safety received at any LH group airline,
the “Emergency Procedure” (see Chapter 6) has to be followed.
4.1.2.3 Inspection Interval
Should Lufthansa Fuel Procurement contract new Companies or enters into contracts with companies as
newcomers at a certain airport, the above mentioned airlines who conduct IFQP inspections for the
Lufthansa Group have to verify if an inspection has been performed and if the requirements described
above (see 4.1.1) were met.
If no inspection has been performed or inspection has been planned but not performed acc. 4.1.1: initiate
inspection
If an inspection has been performed,
- consider result of last inspection = recorded result acc. 4.1.2.1
- set new inspection date
Otherwise, considering the result of the last inspection according to 4.1.2.1, the subsequent inspection
period has to be specified by the inspecting airline but in no event should the period exceed 24 months.
4.1.2.4 Extent of Inspection Procedure
Inspections being performed by other airlines pursuant to co-operation agreements could be accepted in
lieu of a Lufthansa Group under the following circumstances:
(1) inspection procedures correspond with the Lufthansa Group-standard in scale and intensity
(2) inspection records are provided in an English version
Airlines who conduct IFQP inspections for the Lufthansa Group decide whether an inspection by other
airlines can be accepted or not.

4.1.3 Fuel Quality Control by taking a Fuel Sample
Responsibility: Lufthansa Group and Laboratory In Charge
In a situation where the conclusion is reached that the fuel quality does not comply with the Lufthansa
Group-demands and an on-site inspection is not possible, a fuel sample has to be taken out of the fuel
stream prior to aircraft entry (downstream sample: behind the fuelling vehicle filter element, upstream
sample: prior to the fuelling vehicle filter element) and to be sent back according to the corresponding
form sheet of the fuel sample kit. The sample should be analysed in a laboratory according to 4.1.3.5.
4.1.3.1 Equipment
In the normal case the fuel sample equipment is packed into an aluminium-box BM 532800088 serving as
a fuel sample kit. The kit contains:
(1) One sampling adapter BM 532800090 being placed between the fuelling station of the aircraft and
the connecting adapter of the fuelling equipment in order to take fuel samples
(2) One thin sampling tube.
(3) Two labelled tinplate drums BM 532800095 (5 litre) serving as fuel sample containers (the label to
clearly identify the fuel sample is shown below) including the cardboard box which belongs to the
tinplate drums
(4) One drain tool and one drain bucket BM 532800091 to take the fuel quantity needed to rinse the
tinplate drums as well as the fuel quantity arising from the sampling adapter
(5) One bonding wire to bond the tinplate drum to the fuelling equipment during the sampling process
(6) seals
(7) One fuel sample identification form
(8) Package of Bonding agent.
Following forms are also included
(9) Air Waybill
(10) Shippers Declaration for Dangerous Goods
(11) Dangerous Goods Notification to Captain
(12) Dangerous Goods Acceptance Check Sheet for not Radioactive Material
(13) Fuel Sample Identification Form & Tinplate drum label

Tinplate drum label
Fuel sample identification form:

(14) E.I.C. Decal
(15) Placard “Flammable Liquid Class 3”

In the case of Lufthansa-personnel taking fuel samples at several stations on one trip the above men-
tioned kit does not include the sampling adapter and the drain bucket, which then have to be transported
by the Lufthansa-personnel in a separate aluminium-box BM 532800092.
In the case of an additionally required upstream fuel sample 2 additional tinplate drums BM 532800095 (5
litre) labelled “Upstream“ and packed into suitable boxes have to be sent to the respective station.
In special cases requested by FRA L/T-E the tinplate drum BM 532800093 (1 litre) has to be used.
NOTE: The equipment needed to take the required fuel samples has to be ordered at FRA UN 4/M at
least two weeks before the inspection starts.

4.1.3.2 Sampling Procedure
Instruction for taking fuel samples

CAUTION: During each sampling procedure the involved tinplate drum has to be bonded to the
fuelling equipment by using the bonding wire of the fuel sample kit.
(1) Install the sampling adapter between the fuel nozzle of the aircraft and the connecting adapter of the
fuelling equipment.
(2) After ~2000 litres have refuelled rinse the tinplate drums three times with the fuel to be sampled.
(The needed fuel quantity has to be emptied into the drain bucket of the fuel sample kit.)
(3) Take the fuel samples by filling the two tinplate drums with fuel to be sampled.
(4) Seal the filled tinplate drums.
(5) Complete the tinplate drum labels (see 4.1.3.1).
(6) Complete the fuel sample identification form of the fuel sample kit correctly and completely (see
4.1.3.1).
(7) Disconnect the sampling adapter and drain it into the drain bucket after the refuelling procedure is
finished.
(8) One of the two fuel samples serves as a reference sample and has to be given to the Company.
In the case of an additionally required upstream fuel sample this sample has to be taken out of a position
before the filter element - the drain port of the fuel truck/ dispenser should not be used. Two separately
supplied tinplate drums labelled “Upstream“ serve as sample containers. The sample taking procedure is
analogous to the taking of the downstream fuel sample described above (except that no sampling adapter
is involved).
4.1.3.3 Shipment of the Fuel Sample
NOTE: The shipment of the Fuel Sampling Kit has to meet the valid DGR rules.
(1) The Fuel Sampling Kit has to be send to FRA UN 4/W

The Fuel Sample Kit (Whole box or container only!) needs to be clearly identified /labelled with fol-
lowing information:
Sent to Lufthansa LEOS
Building 401
Bahnhof 48
In case of additional questions, please contact Mr. Michael Schumacher (Phone +49 69 696 6348)
during normal office hours in Frankfurt.
An AWB needs to be published.
(2) The Fuel Sampling Kit must be entered on the NOTOC
(3) An exceptional permission of FRA F/OH which can be granted under certain conditions must be
presented by the Inspector for shipping ex stations with dangerous goods export embargo. All other
destinations do not need permission.
(4) Request for permit, to following Email Address: FRAFOHDGR@DLH.DE

(DLH - Outlook “F/OH, FRA DGR TEAM”)
See GHP 7.2.1 / Item Fuel samples.
(5) The Person who issues the DGR Shippers Declaration must not complete the Acceptance Check
Sheet.

(6) After the fuel sample have been packed and prior to loading into the aircraft, the Acceptance Check
Sheet must be filled out.
(7) A copy of the Shippers Declaration and the Acceptance Check Sheet must accompany the fuel kit.
(8) If a Lufthansa Cargo Office is available, the Lufthansa Cargo Office has to be informed of the fuel
sample kit shipment.
(9) The Person responsible for packing, marking, labelling and declaration must have a valid DGR Staff
Category 1 qualification.
(10)The Person completing the Acceptance Check Sheet must have a valid DGR Staff Category 6 qualifi-
cation.
4.1.3.4 Fuel Sample Specification
(1) Each time an inspection according to 4.1.2 is conducted a 5 litre downstream fuel sample has to be
taken.
NOTE: An additional upstream fuel sample may be requested by FRA L/T-E.
(2) In the case of fuel samples additionally requested by FRA L/T-E a 5 litre fuel sample has to be
taken downstream and - if necessary - upstream.
4.1.3.5 Lab Test of the Fuel Sample
(1) Execution of the tests at the laboratory in charge. The results have to be in writing.
(2) Test parameters according to the specification ASTM D 1655 resp. DEF STAN 91-91/1 or equiva-
lent:
Description Test Method

ASTM IP
appearance visually visually
thermal stability (JFTOT) D 3241 323
density D 1298, D 4052 (IP 365) 160
flash point D 56, D 3828 170, 303
Millipore-test D 2276 / IP 216 —
Electrical Conductivity D 2624 274
FAME - < 50 ppm - < 50 ppm

4.1.4 The Presence of Water in Fuel
In the fuel system of jet planes and the concerning engines only a limited fuel water content can be toler-
ated. With an integrated fuel heater only a total fuel water content up to 0.025 Vol. % ensures a satisfac-
tory operation. This value contains the normal quantity of dissolved water, which can amount to 0.02 Vol.
% depending on fuel temperature and atmospheric conditions. Therefore it is essential to take strict pre-
cautions to guarantee the supply of fuel not being contaminated during the operation of the aircraft. In this
context the ST weekly has to inspect the result of at least one fuel water detection test. (See 4.1.1)
Fuel contamination can be caused by particulate matter as well as water or other liquids. The following
types of water in fuel are possible:
4.1.4.1 Undissolved Water
(1) Free Water
This type of fuel water easily separates from the fuel and forms drops or bubbles that can be easily
seen. Free water can also be detected by means of chemicals, including the following:
(a) A normally brown paper indicating the presence of free water by the disappearance of the
brown dye and a residual white paper surface; reaction time about 10 seconds.
(b) A normally green paste indicating the presence of free water by a colour change to a lavender
blue colour; reaction time 5 to 10 seconds.
(2) Suspended Water
This type of fuel water is so finely dispersed that it forms a haze remaining in the fuel for a long
time. Suspended water can be discovered by visual or chemical detection. Normally clear and col-
ourless fuel turns to a milky hue in the presence of suspended water. The presence of suspended
water also causes a change in the colour of chemical detectors. One of the detectors being applied
in addition to the visual control has been developed by “SHELL“ in form of a disposable capsule
containing a disk of filter paper treated with water-sensitive chemicals. This capsule can be fitted to
a normal syringe. If there is suspended water in the fuel sample the open inner portion of the paper
disk will undergo a chemical reaction changing its colour and resulting in a difference in colour be-
tween the protected outer portion and the inner portion. This change in colour depends on the wa-
ter contamination level of the sample and the display covers the range from 0.003 weight % up to
0.01 weight %, where the dye is saturated. Other qualified methods are Russian POZ-T Device,
Devices from Repsol, Velcon etc… Details can be found in the latest issue of the IFQP Standard.
4.1.4.2 Dissolved Water
This type of fuel water is in solution in the fuel and can only be detected by lab-examination. Water in
solution - this is water which is dissolved in the fuel and as such not visible, the amount the fuel can retain
being a function of temperature. If the fuel is cooled the dissolved water will be released as water in sus-
pension, which will eventually settle to the bottom of the tank. This phenomenon occurs in airfield storage
tanks or vehicles when there is a temperature drop, particularly. Therefore the cooling of water-saturated
fuel can lead to a separation of water.
4.1.5 Methods to detect water in suspension
Approved methods to detect water in suspension see IFQP Standard (latest Issue)

5 Refuelling, Defuelling
5.1 Aircraft Refuel Sheet (Fuel Order)

The Aircraft Refuel Sheet is a standardised IATA form sheet, issued for all aircraft models by the flight
operation management. The Aircraft Refuel Sheet is used for recording of the required and replenished
quantities of aircraft fuel; furthermore, it serves as a document for the loading of the aircraft. The individu-
al Aircraft Refuel Sheet for each Lufthansa aircraft type can be downloaded on the “OB Lufthansa Intranet
Page / Bibliothek”.
NOTE: Only applicable for Lufthansa and Austrian Airlines
The required Fuel Uplift / Departure Fuel is normally transmitted to the Fuelling Company by Datalink
option. For Lufthansa, Swiss International Air Lines, Swiss European Air Lines aircraft the preparation of
the Aircraft Refuel Sheet by the station and hand over to the cockpit crew is not required anymore.
In case the Datalink option failed an individual aircraft type “Aircraft Refuel Sheet (Fuel Order)” have to be
used to transmit the Uplift / Departure Fuel to the fuel truck driver. The preparation of the individual “Air-
craft Refuel Sheet (Fuel Order)” and handover to the fuel truck driver have to be performed by the station
personal.
For automatic refuelling all grey fields in the “Aircraft Refuel Sheet (Fuel Order)” must be filled out.
Details with respect to the individual aircraft type “Aircraft Refuel Sheet” and its handling are found in the
IATA Guidance Material on Standard Into-Plane Fuelling procedures, Chapter 4.
See GHP 5.6

5.2 General Refuelling Instructions

The following shall be observed for any refuelling or defuelling:
Before refuelling:
(1) Provide fire extinguishers (see 3.3).
(2) Connect bonding connections according to 3.2.3.
(3) In order to prevent damages to the refuelling panel and its latches, DO NOT OPEN THE REFUEL-
LING PANEL WITH A TOOL. Damaged latches can result in a loss of the panel during flight
(4) Install and lock refuelling connections, etc.
(5) Ensure that the specified aviation fuel is going to be fuelled.
(6) Ensure that the aircraft fuel will not be contaminated during refuelling.
After refuelling:
(1) Close refuelling shutoff valves.
(2) Disconnect refuelling connections, etc.
(3) Install and lock filler caps, etc.
(4) Disconnect bonding connections according to 3.2.3.
(5) Safely remove spilled aviation fuel immediately in accordance with all local regulations or completely
cover the spilled fuel with sand, saw dust or any other suitable material and dispose it of as soon as
possible.
(6) Complete fuelling order or make entry in the TLB / TAL.
CAUTION: FRA L/T-E and ZRHLX/TO / ZRHLX-OGQ / VIE MOC / VIE HGQ / SN (MOCC/OCC)
have to be informed immediately by telex or telefax about the release of fuel due to
damaged or burst fuelling hoses. In the case of supplier faults being involved HAM /
NYC MT as well has to be informed. For Austrian Airlines: an IQSMS Report has to
be created

5.3 Additional / Extended Fuelling Procedures / Fuel Company Train-

ing Documentation
The so-called Extended / Additional Wing Refuel Service include simplified Refuel Instructions for each
individual Lufthansa Group Aircraft type. The detailed refuel Instructions can be found in the “IATA Guid-
ance Material on Standard Into-Plane Fuelling procedures”.
5.3.1 Fuelling Procedure – Documentation -
The fuelling of any listed Lufthansa group aircraft types shall be performed either by the valid aircraft
manufacturers AMM procedures or by the simplified procedures of the “IATA Guidance Material on
Standard Into-Plane Fuelling procedures” for 3rd parties. The IATA procedures are approved by the re-
spective Aircraft Manufacturer. The individual refuel Procedure for each Lufthansa group aircraft type can
be found in the IATA Guidance Material on Standard Into-Plane Fuelling procedures, Chapter 3
5.3.2 Fuel Company Training
The Extended / Additional Wing Refuel training of the Fuel Companies personnel is based on the train the
Trainer principle. The training will be performed by an experienced and trained engineer. The engineer
needs a formal approval from FRA L/T-E.
Approved Lufthansa Group Trainers for “Lufthansa Group - Extended Wing Service Training” can be
found in Appendix B:
Trainers that have been trained will be provided with a certificate indicating the date and location of the
training.
The Training Documentation shall be based on the “IATA Guidance Material on Standard Into-Plane Fuel-
ling procedures”. The training documents are kept on file by HAM MT. The list of the trained locations and
respective providers shall be distributed on a regular base to the responsible persons within the individual
AOC holder.
The list reflects at which location which aircraft types have been trained. Trainings from other carriers
which are also based on the IATA GM can be accepted by FRA L/T-E.
Accepted “other-carriers-trainings” will be added to the aforementioned list.
Appointed Trainers and Personnel of the fuelling company needs an initial training before working on a
Lufthansa Group aircraft and a training to refresh their knowledge on a frequency in accordance with re-
quirements of the local authority but not less than once during every 36 months period. This needs to be
documented by the fuelling company. The adherence to the refresher training is checked during the
scheduled IFQP inspections.
5.4 Defuelling
It may be necessary either to off-load fuel from an aircraft after the completion of the fuelling operation,
for aircraft fuel load adjustment, or to off-load (normally) large quantities, usually at the airline overhaul
base, to permit maintenance work to be carried out.
Both operations are designated defuelling and the procedures to be followed during defuelling are similar
to those, which apply to fuelling.

Note: Before defuelling into a truck through a hose starts, the strainer in the Hose End Pressure Control-
ler (HEPC) must be reversed, in order to protect delicate parts, such as ball valves and meter gears.
To protect the quality of the fuel in the fuelling equipment from getting contaminated by the fuel off-loaded
from the aircraft, the following procedures shall be adopted before defuelling begins:
(a) The grade of fuel contained in the aircraft tank must be established by
(i) taking samples for a Control Check and, water check by chemical detector and
determination of microbiological activity.
(ii) checking grade of fuel previously supplied (Aircraft Flight Logbook).
(b) If the aircraft is found to contain a mixture of Jet A-1 with Jet A or Jet B or Jet Fuel of East Eu-
ropean origin which was uplifted during one of the previous 3 refuelling, or if there is any reason
to suspect the quality of the fuel, any fuel off-loaded shall be segregated and subjected to a
Certificate of Analysis test and a test on microbiological activity which both of it must pass, be-
fore returning to operating storage or to another aircraft of another airline.
(c) If the check in (a) is satisfactory:

- Before defueling the aircraft, a microbiological test has to be performed to guarantee micro-
biologiocal free fuel. The usage of the test protocol, mentioned under Appendix 3 of the
“Guidance Material on Microbiological Contamination in Aircraft Fuel Tanks” shall be used.
- Subject to a satisfactory check, as mentioned in (a), delivery may be made to any customer.
- defuelled fuel in excess of these limits must be received into an empty fueller or defuelling
unit and held, preferably for redelivery to the aircraft concerned.
- If this is not possible, the fuel must be segregated and subjected to a Certificate of Analysis
test and test for microbiological activity, which it must both pass before returning to operat-
ing storage.
The product which has been defuelled for load adjustment purposes should, when-
ever possible, be returned to an aircraft of the same airline.
(d) Defuelled fuel may be received into segregated storage until redelivery to the aircraft concerned
or to an aircraft of the same airline
5.4.1 Fuel from other Aircraft fuel tank(s)
(a) Fuel which has been de-fuelled from other aircraft fuel tank(s) can contain Microbiological con-
tamination. Microbiological contamination of fuels can cause operational problems such as cor-
rosion of metallic structures, fuel quantity indication problems, blocking of the scavenge sys-
tems and fuel filters during flight. To protect Lufthansa Group aircraft from Microbiological con-
tamination therefore fuel from Other Aircraft fuel tank(s) can be used if one of the following
items are applied to.
(1) Fuel, which have been de-fuelled out of an Lufthansa Group aircraft and is free of Microbio-
logical contamination can be immediately refuelled to any Lufthansa Group aircraft.
Note: fuel which have been defuelled due to aircraft fuel load adjustment, can be automati-
cally declared as free of Microbiological contamination. The load adjustment needs to be
done in a suitable timeframe of less than 4 hours!
(b) Fuel, which have been de-fuelled out of an Lufthansa Group aircraft and which is treated with
Kathon FP1.5, but is free from Microbiological contamination, can be refuelled to any Lufthansa
Group aircraft after the Operator (for Lufthansa FRA L/OM & L/T-E, for Swiss ZRHLX/TO &
ZRHLX-OGQ & Edelweiss ESQ for OS VIE HGQ) have been informed.

(c) Due to the fact that fuel, which is loaded on Aircraft tanks from other carriers than Lufthansa
Group, is from an unknown source (unknown specification) the de-fuelled fuel only can be refu-
elled to any Lufthansa Group aircraft if the fuel is free from contamination and certified to fulfil
the Fuel Specification Standard according Def. Stan 91-91, by an approved Laboratory.
(d) (Fuelling receipts from the last 3 refuelling are not sufficient enough)

5.5 Jet Fuel Quantity Check

5.5.1 Registration of the Remaining Fuel
(1) After having shut down the engines the arriving crew verifies the indicated value of the totalizer re-
spectively the sum of the single fuel tank indications with the calculated fuel consumption and enters
the result into the Flight / Tech Log as “Remaining Fuel on blocks“.
(2) Every fuel consumption owing to a Run-Up as well as every tow-fuelling and excessive APU usage
has to be noted in the TLB / TAL and the resulting new Remaining Fuel has to be entered into the
TLB / TAL as “Remaining Fuel after Run-Up“ resp. “Remaining Fuel after tow-fuelling“.
5.5.2 Check at each Refuelling
Responsibility: Lufthansa Group (Cockpit Crew) and Station
5.5.2.1 Determination of the required volume
(1) Remaining Fuel
The CPT/FO adds the single indications and compares the resulting quantity with the indication of
the totalizer (except B737) / FOB. The reading of the indications should be done before the refuel-
ling. Unusual high differences between the indications of fuel tanks being symmetrically placed to
each other should be checked by means of drip sticks/ MLI if applicable.
(2) Supplied Fuel (See indication of the fuel truck)
(3) Total Fuel
The “Total Fuel“ indication should be used. Otherwise the total fuel should be determined by adding
the single tank indications.
CAUTION: THE DETERMINATION OF THE ACTUAL DENSITY IS NEEDED FOR AN EXACT

CONTROL OF THE FUEL QUANTITY; IT IS ESSENTIAL IN THE CASE OF AN EX-
CEEDED LIMIT ACCORDING TO 5.5.2.2/ 5.5.2.3.
(4) Density of the Supplied Fuel
In the case of an aircraft being equipped with density measuring gauges the value indicated by the
aircraft’s instruments (ACARS) has to be taken as accurate.
In the case of an aircraft with low fuel tank capacity without a density measuring gauge (e.g. B737)
the standard value of 0.800 kg/l should be taken as the actual density.
NOTE: If the density is not specified by the Company a thermo hydrometer should be obtained from
the Company in order to determine the density
In any other case the crew is responsible for the determination of the actual density.

5.5.2.2 Reference Calculation
The FE or the Cpt / FO compares the value “Total Fuel minus Remaining Fuel“ with the Supplied Fuel
according to the fuel truck indication. The following equation should be set up:
(1) Total Fuel - Remaining Fuel = Supplied Fuel (Cockpit)
(2) Supplied Fuel (fuel truck) - Supplied Fuel (calculated) = Difference
5.5.2.3 Tolerance Ranges
The following ranges are permissible:
 A319: +/- 400 kg

 A320: +/- 400 kg
 A321: +/- 400 kg
 A330: - 2000 kg / + 3000kg
 A340: - 2000 kg / + 3000 kg
 A380 TBD
 ARJ85/100: +/- 200 kg
 ATR 42 & 72 Series: +/- 150 kg
 BAe 146 (200/300) +/- 200 kg
 B737 /3/5: +/- 300 kg
 B747 – 400/800: - 1500 kg / + 3000 kg
 B777 TBD
 B77W TBD
 CRJ 100/200 +/- 200 kg
 CRJ 700/900 +/- 200 kg
 CSeries 100/300 TBD
 DHC 8-100/200/300: +/- 200 kg
 DHC 8–Q400: +/- 200kg
 EMB +/- 200kg
 MD11 +/- 2000 kg
For Swiss International Air Lines A340 / A330 / A320 FAM B777-300ER / CSeries the procedures in
FCOM-PRO-NOR-SOP before pushback are applicable.
For Edelweiss Air – OM A 8.2 / 1.9
For Austrian Airlines the respective OM B procedures (SOP) are applicable

5.5.2.4 Excess of the Tolerance Range
The first step should be a repetition of the density measuring procedure in order to improve the accuracy
of the supplied density value. In the case of the original result being confirmed, the following steps should
be executed:
(1) Excess of more than double the Tolerance Level
A written objection has to be entered into the TLB / TAL and refuelling volume has to be checked us-
ing drip sticks/ MLI until the discrepancy is corrected.
(2) Excess of less than double the Tolerance Level
(a) For the present no objection has to be written. Verification by using drip sticks/ MLI is required.
The indicated fuel tank quantities have to be entered into the TLB /TAL as an information item.
(b) At the next refuelling the difference again has to be determined according to the reference cal-
culation of 5.5.2.2.
 In the case of a difference exceeding the permissible tolerance range a check by using drip
sticks/ MLI is required and the indicated fuel tank quantities have to be entered into the TLB /
TAL as an information item.
 In the case of a difference not exceeding the permissible tolerance range the fact has to be
entered into the TLB / TALas an information item and a refuelling by using drip sticks/ MLI is
not required.
(c) In the case of three successive refuelling leading to an excess of the permissible tolerance
range a written objection has to be entered into the TLB / TAL and quantities have to be verified
by using drip sticks/ MLI until the discrepancy is corrected.
NOTE: In the case of a difference (even if it is less than the value specified in 5.5.2.3) being
considered to be critical by the crew, it is always within the crew’s direction to verify the
refuelling volume by using drip sticks/ MLI.
For Austrian Airlines the respective OM B procedures (SOP) are applicable

5.6 Jet Fuel Specifications

5.6.1 Use of Jet Fuel containing an Anti-Static-Additive
(1) An anti-static-additive is a static dissipater additive increasing electrical conductivity of jet fuel in or-
der to avoid the danger of a spark discharge resulting from static electrical charges that can build up
in the fuel during normal fuel handling practices.
(2) Aircraft being serviced according to the Lufthansa Group-instructions are allowed to be refuelled with
jet fuel containing an anti-static-additive approved in the “Aviation Turbine Fuel Specification“.
5.6.2 Use of Jet Fuel containing a Corrosion-Inhibitor / Lubricity-Improver
(1) A corrosion-inhibitor/ lubricity-improver is an additive preventing corrosion or improving the fuel’s

feature of lubrication.
(2) Aircraft being serviced according to the Lufthansa Group-instructions are allowed to be refuelled with
jet fuel containing a corrosion-inhibitor/ lubricity-improver approved in the “Aviation Turbine Fuel
Specification“.

5.6.3 Table 1: Naming, Use and Specifications of Jet Fuel
Type of Fuel KEROSENE
Description Jet A-1* Jet A** JP-8

Specification ASTM D-1655 ASTM D-1655 MIL-T-83133
latest issue latest issue
Old Descriptions JP-1-A JP-1 —
NATO Description F-35 F-30 F-34
Additional Specification
British DEF STAN 91-91 DEF STAN 91-91 —
latest issue latest issue
IATA Guidance Material Kerosene Kerosene —
United States — — MIL-T-83133
Saudi Arabia A-418 — —
(equivalent to Jet A-1 and
available in TIF, HOF, ELQ)
Application Lufthansa Standard Civil Aircraft Military Aircraft
Standard Fuel in Cana-

da and USA
For Lufthansa: For Lufthansa:

Civil aircraft world-wide 1. substitute Fuel 2. substitute Fuel
Fuel uplifted from east- Following offered fuels are tested and checked by FRA L/T-E .The tested
ern Countries e.g. CIS fuels are approved (but maybe not specified the OEM’s) and can be used
and China in Lufthansa group aircrafts.
Following some Fuel Names / Fuel types:
China: Jet Fuel No. 3
CIS: TS-1 (Cyrillic letters: TC-1), RT (Cyrillic letters: PT)
Jet A-1 in Russia according GOST R 52050-2006
Type of Fuel KEROSENE

Description JP-5,
Specification MIL-DTL-5624T (JP-5)
latest issue
Old Descriptions JP-5,
NATO Description F-44
Additional Specification
British
IATA Guidance Material —
United States MIL-T-5624
Application Military Aircraft
For Lufthansa:
3. Substitute Fuel
ASTM American Society for Testing and Materials
DEF STAN (Ministry of Defence) Directorate of Engine Research and Development (UK)
Jet A-1 and Jet A have different freezing points: * Jet A-1 -50 deg C (partly -47 deg C)
** Jet A -40 deg C up to -45 deg C

6 Fuel related flight safety emergency procedure

All airlines of the Lufthansa Group agree on the process described here. As a consequence the participat-
ing airlines will accept advice from any inspector of the group with the clear message that the final deci-
sion is still with the respective nominated persons. The names of the relevant contact persons are added
as Appendix C and may be changed from time to time.
Appendix C will be circulated to all parties involved.

Alert ; IFQP Finding; ATA Message

Station; other sources; Fleet issues
Notam
Supplier
InFlight problem
etc...
OPS‐Control
LH (FRA L/OG)
LCAG (FRA F/OC‐O) HAM MT LH Group IFQP
Station(s)
OS (DVOC) Inspectors
LX (NOC)
SN(datocc)
Detailed
No description what is needed
to define hotline activities :
- Hotline Telephone list : (See Appendix C)

- Fuel Quality issues which might
affect flight safety !
Yes
Hotline 24/7
FRA L/OG
No
Fuel Quality issues which might
affect flightsafety
Appendix: C
Yes
Excel List of Board
Email to Members. Board
End
distributionlist Available at all =
Initiated by Hotline relevant OPS-
Lufthansa Group Fuel
Control
Quality board
Organisations.
Hotline tries to
contact person
proi_1 or Prio_2
by phone until first Try 2 times within 1 hour !!
person is reached
No
Successful ?
Yes
First contacted
person initiates
board)
Minimum criteria for Recommendations given by Board
recommendation tbd
(Worst case) could be given by 1
On
prio_1 person(s) only
page 2

Off page
1
Lufthansa & AUA & spouses Swiss & spouses SN & spouses

spouses Internal decision Internal decision Internal decision
Internal decision making process & making process & making process &
making process & information information information
information process process process process
Appendix C
of
Feedback to board
1. Postholder
2. Deputy
3. L/OG; ELS;
DVOC
Problem solving
Board / Oilies /
etc….
Final /
recommendation by
Board decision how
to continue to
„normal“ flight ops
Lufthansa Taskforce/Quality Panel

7 Abbreviations:
ACARS AIRCRAFT COMMUNICATION AND REPORTING SYSTEM
AHM AIRCRAFT HANDLING MANUAL
AVRO 146 Series

AVRO ARJ85 / ARJ100
RJ85 / RJ100
BAe 146 (200/300) BRITISH AEROSPACE BAE 146 – 200/300 SERIES
BV/G GROUND HANDLING SERVICES CITYLINE
CRJ 100/200 CANADAIR CRJ100 / CRJ200 SERIES
CRJ 700/900 CANADAIR CRJ700 / CRJ900 SERIES
CSeries BOMBARDIER CSERIES
EMB EMBRAER EMB 170/190/195
F100 FOKKER F100
F/OH LCAG CARGO HANDLING
F/OC-H LCAG AIRCRAFT HANDLING
FQPS FUEL QUALITY POOL SOFTWARE
GOM GROUND OPERATIONS MANUAL

CONSIST OF:
- SAM STATION ADMINISTRATION MANUAL
- GHP GROUND HANDLING PROCEDURES
- ATM’S AIRCRAFT TYPE MANUALS
IFQP IATA’S INTERNATIONAL FUEL QUALITY POOL
JIG JOINT INSPECTION GROUP
MLI MAGNETIC LEVEL INDICATOR
MT (HAM / NYC) FUEL MANAGEMENT DEPARTMENT (LOCATED IN HAMBURG AND NEW YORK)
FRA L/OM TECHNICAL OPERATIONS DEPARTMENT – AIRCRAFT & MAINTENANCE ENGINEERING
FRA L/T-E TECHNICAL OPERATIONS DEPARTMENT – CENTRAL PROCESSES
OM OPERATIONS MANUAL
FRA L/OG OPERATIONS ENGINEERING AND STANDARDS DEPARTMENT
TLB / TAL TECHNICAL LOG BOOK / TECHNICAL AIRCRAFT LOG
FRA UN 4/M LUFTHANSA ENGINEERING AND OPERATIONAL SERVICES

FRA WE11 LUFTHANSA TECHNIK – CUSTOMER SUPPORT / PRODUCT DEVELOPMENT DEPARTMENT
FRA WF1/F LUFTHANSA TECHNIK – TECHNICAL PURCHASING DEPARTMENT
FRA ZK91 LUFTHANSA TECHNIK – DEPARTMENT FOR FUEL & ICE INSPECTIONS
ZRHLX/OGQ SWISS INTERNATIONAL AIR LINES – GROUND SERVICES QUALITY ASSURANCE
ZRHLX/TO SWISS INTERNATIONAL AIR LINES – POSTHOLDER CONTINUING AIRWORTHINESS
ZRHLX/TML SWISS INTERNATIONAL AIR LINES – TECHNICAL DIVISION – LINE MAINTENANCE
ZRHLX/OFSE SWISS INTERNATIONAL AIR LINES – OPERATIONS ENGINEERING
EDW ESQ EDELWEISS– COMPLIANCE MONITORING
VIE HGQ AUSTRIAN AIRLINES GROUND S&Q PROCESSES
VIE MOC AUSTRIAN AIRLINES MAINTENANCE OPERATION CENTER

Lufthansa Link:
Intranet 1) “Select business area”  “Lufthansa Passage” (top right corner of the Internet
Fuel browser)
documents
2) On left side: select “areas”  “”Bibliothek”
3) On left side: select “Bereiche”  “Handbücher”  “F”  “Fuel Dokumente” 
“Quality Assurance Program Fuel“
Internet 1) www.lh-handlingagent.com  Aircraft Handling  Other LH Manuals  Fuel

Fuel Management Manuals
documents
Username: lh - Password: welcome
Swiss International Air Lines Link:

Internet
Fuel doc- 1) SWISS Link see Lufthansa above.
uments
Austrian Airlines Link:
Intranet
Intranet / Fachbereiche / Crew Lounge / Cockpit Lounge / Planung & Traffic Mgmt / Operations Control /
Manuals and Forms
https://www.one-intra.net/de-
at/Fachbereiche/CrewLounge/CockpitLounge/PlanungTrafficMgmt/OperationsControl/Pages/Manuals-
and-Forms.aspx
Brussels Airlines Link

for access outside the b.airlines (b.tuned) network.
Brussels Airlines link.
Introduce following URL on the internet.
https://bmanuals.brusselsairlines.com.
username: DAT_NT\snmanuals
password: EUzoSdOwg
for access via the b. airlines (b.tuned) network.
Departments.
Ground Operations.
Manuals & Documentation

INTENTIONALLY LEFT BLANK

APPENDIX A:
Airline additional specific information
NOV 01 / 2016 Version 13 Page 1 of 11

FRA L/T-E WE Appendix A  Deutsche Lufthansa AG
Page 2 of 11 Version 13 NOV 01 / 2016

 Deutsche Lufthansa AG Appendix A FRA L/T-E WE
Specific information for Lufthansa

No additional specific information available

Specific information for SWISS


Specific information for Austrian Airlines

1. Relevant List of Contacts:
IFQP Inspectors:
Mrs. Eva Maschler
Phone: +43 5 1766 11912

Mobile: +43 676 854 11912
e-mail: eva.maschler@austrian.com
Mr. Gerhard Zieser
Phone: +43 5 1766 65194

Mobile: +43 676 854 65194
e-mail: gerhard.zieser@austrian.com
Mr. Slavko Ljoljic

Phone: +43 5 1766 65535
e-mail: slavko.ljoljic@austrian.com
Mr. Matthias Pindor

Phone: +43 5 1766 65532
e-mail: Matthias.Pindor@austrian.com
Operationscontrol:
Phone: +43 5 1766 66000
Email: occ@austrian.com
Nominated Person Flight Operations, Austrian Airlines:

Gerhard Pitsch
Office Park 2
1300 Vienna Airport
Austria
Phone: +43 5 1766 66320
Mobile: +43 676 8541 8320
E-mail: gerhard.pitsch@austrian.com


Specific information for Brussels Airlines


APPENDIX B:
Approved Trainers for the IATA Standardized Fuelling procedures Training
NOV 01/2016 Version 13

FRA L/T-E WE Appendix B  Deutsche Lufthansa AG
Following Persons are approved by FRA L/T-E to conduct the Training based on the “IATA Standardized Fuel-
ling procedures” on behalf of the Lufthansa Group.
 Mr. Michael Watzke - STR WA63
 Mr. Dieter Zimmermann – HAM MT/C
 Mrs. Eva Maschler – VIE HG/QO

 Deutsche Lufthansa AG Appendix B FRA L/T-E WE

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Quality Assurance Manual Fuel

Issue: NOVEMBER 01/ 2016

NOV 01/ 2016 Version 13 Page 1 of 42

5.6 Jet Fuel Specifications .................................................................................................................... 34

APPENDIX A: Airline additional specific information

APPENDIX B: Standardized Fuelling Procedures / Approved Lufthansa Group Trainers

Page 2 of 42 Version 13 NOV 01/ 2016

FRA: WA14, WB14, WE11, WE12, WE2, WE23,

EN, EW, CL, 4U

SWISS: (incl. EDW)

NOV 01/ 2016 Version 13 Page 3 of 42

Attention Station Manager:

Attention LHT: FRA WE11 ,WF1/L

Inform your Subcontractor about the existence of this document.

p.p. Peter Westphal

Page 4 of 42 Version 13 NOV 01/ 2016

1.1 Documentation Revision Status

Issue Date Version 1 Issue Date Version

FEBRUARY 1st February 2007 / NOVEMBER

MARCH 1st March 2008 / APRIL

OCTOBER 1st October 2009 / JUNE

MARCH 1st March 2011 / NOVEMBER

This Manual was agreed by the Lufthansa Group airlines.

Responsible contact persons for the Manual comprise:

- LH –FRA L/T-E Peter Westphal

- LX – ZRHLX- TO Daniel Sollberger

- OS – VIE HG/QO – Eva Maschler

NOV 01/ 2016 Version 13 Page 5 of 42

2.1 Definition of the Lufthansa Group

2.3 Regulatory Compliance

in corporation with the Lufthansa Group Airlines.

Page 6 of 42 Version 13 NOV 01/ 2016

Definition of the used word “Fuel vehicles”

Definition of the used word Aerodrome refuelling points

Aerodrome refuelling points are, in accordance with § 2 subclause 15 BetrSichV, (Betriebssicherheits

- Equipment for hazardous situations, e.g. for stopping hoisting devices,

- Cathodic corrosion protection equipment (CCP),

- Lightning and over voltage protection equipment,

- Stationary extinguishing equipment,

- Hydrants including the related pipelines, pumps and fittings,

- Electrical power supply equipment connected to the aerodrome refuelling points,

- Aerodrome tankers and dispenser vehicles,

NOV 01/ 2016 Version 13 Page 7 of 42

Definition of the used word Fuels - See Table 1!!!

Definition of the used word Hydrants

Definition of the used words Stationary refuelling equipment

Definition of the used word Refuelling shafts

Definition of the used word Aprons

Definition of the used word Pits

Definition of the used word Explosive atmosphere, explosion-hazardous area

Page 8 of 42 Version 13 NOV 01/ 2016

Definition of the used word Area with an explosion risk

Definition of the used word Inlet coupler

Definition of the used word Gas removal procedure

NOV 01/ 2016 Version 13 Page 9 of 42

3.2 Safety Precautions for Refuelling and Defuelling

EXCEPTION: see 3.2.2

Page 10 of 42 Version 13 NOV 01/ 2016

The following procedures apply to all aircraft types: