1. This Standard is approved for use by all Departments and Agencies of the Department of Defense (DoD).

2. Certain provisions of this Standard are subject to international standardization agreements. When amendment, revision, or cancellation of this Standard is proposed and would affect or violate the international agreement concerned, the preparing activity shall take appropriate reconciliation action through international standardization channels, including departmental standardization offices, if required.

3. The tables in this Standard are numerous; therefore, they are located at the end of Section 6, preceding the Appendices and Index.

4. Unless specifically stated, all references to Government documents and non-Government publications refer to the most recent version or revision of that document or publication.

5. References to the Quality Assurance Representative (QAR) include Military Service personnel designated to perform these functions.

6. Details about Packaged Products are included in MIL-STD-3004-2 published by DLA (Defense Logistics Agency) Aviation. For additional information about Packaged Products, contact DLA Aviation, ATTN:VEB, 8000 Jefferson Davis Hwy. Richmond, VA 23397-5616, or email: [email protected].

7. Due to the extent of the changes in this revision, marginal notations are not used to identify changes with respect to the previous issue.

8. Address comments, suggestions, or questions regarding this document to Defense Logistics Agency Energy (DLA Energy) Policy and Training Division, Room 2843, DLA Headquarters Building, 8725 John J. Kingman Rd, Fort Belvoir VA, 22060-6222, or to the Lead Standardization Office, at [email protected]. For exceptions, deviations or waivers to the requirement cited in this document, contact Defense Logistics Agency Energy (DLA Energy) Quality Technical Directorate Room 2843, DLA Headquarters Building, 8725 John J. Kingman Rd, Fort Belvoir VA, 22060-6222. Since contact information can change, please verify the currency of this address information using the ASSIST (Acquisition Streamlining and Standardization Information System) Online database URL https://assist.dla.mil

This Standard provides DoD Policy, general instructions, and minimum procedures for use by the Military Services and the Defense Logistics Agency in performing quality assurance functions of U.S. Government-owned fuels, lubricants, and related products worldwide at all locations except product procurement facilities, which are covered by requirements contained in the contract. Requirements for procurement needs may be derived from this document and included in contracts as necessary. This Standard includes policy and responsibilities derived from Executive Agency (EA) documents (see 1.3 below). The information contained relates to quality assurance where applicable (e.g., direct delivery to customers, destination acceptance, etc.). This Standard also contains Intra-Governmental Receipt Limits (IGRL). This Standard is available for download from ASSIST Online website: https://quicksearch.dla.mil.

Quality assurance (QA) is a planned and systematic pattern of all actions necessary to provide confidence that adequate technical requirements are established; products and services conform to established technical requirements; and satisfactory performance is achieved. For the Government, Contract Quality Assurance (CQA) is a method to determine if a supplier of products and/or services fulfilled its contract obligations pertaining to products and/or services provided. It includes all actions required to ensure the Government is receiving the proper products and/or services. By common usage, CQA responsibility is fulfilled when the product or service is accepted by the Government and the product no longer belongs to the contractor or the service is complete.

Quality surveillance (QS), as used herein, is the aggregate of measures (blending, stock rotation, sampling, testing, etc.) used to determine and maintain the quality of product receipts and Government-owned bulk petroleum products to the degree necessary to ensure that such products are suitable for their intended use. A vigilant quality surveillance program, implemented by properly trained personnel, is necessary to protect product quality and the interests of the Government. Policy and procedures discussed for QS on receiving Government-owned fuel apply to Military Service acceptance requirements for fuels purchased by DLA Energy under the Bulk and Direct Delivery program groups.

Pursuant to the authority of the Secretary of Defense, DoD Instruction 4140.25, DoD Management Policy for Energy Commodities and Related Services, designates the Director, Defense Logistics Agency (DLA), as the DoD Integrated Material Manager (IMM) for Bulk Petroleum for the DoD, with authority to re-delegate to DLA Energy.

The DoD IMM for Bulk Petroleum executes supply chain management for all Bulk Petroleum owned by the Department of Defense and is responsible for all Bulk Petroleum supply management (to include quality management). The DoD IMM for Bulk fuels is responsible for coordination with Defense customers, other Federal Agencies, and friendly forces where the United States is the designated fuels Role Support Nation.

In conjunction with the other DoD Components, DLA Energy develops standardized quality policy and procedures across the supply chain to reflect the various DoD fuel system requirements and maximize effectiveness/efficiency.

The documents listed in this section are specified in sections 3, 4, or 5 of this Standard. This section does not include documents cited in other sections of this Standard or recommended for additional information or as examples. While every effort has been made to ensure the completeness of this list, document users are cautioned that they must meet all specified requirements of documents cited in sections 3, 4, or 5 of this Standard, whether or not they are listed below.

The following specifications, standards, and handbooks form a part of this standard to the extent specified herein. Unless otherwise specified, the issues of these documents are those cited in the solicitation or contract.

The following other Government documents, drawings and publications form a part of this standard to the extent specified herein. Unless otherwise specified, the issues of these documents are those cited in the solicitation or contract.

The following documents form a part of this document to the extent specified herein. Unless otherwise specified, the issues of these documents are those cited in the solicitation or contract.

(Copies of these documents are available online from https://publishing.energyinst.org

Unless otherwise noted herein or in the contract, in the event of a conflict between the text of this standard and the references cited herein, the text of this standard takes precedence. Nothing in this document, however, supersedes applicable laws and regulations unless a specific exemption has been obtained.

The act of an authorized Government Representative by which the Government assumes for itself, or as agent of another, ownership of existing and identified supplies tendered, or approves specific services rendered, as partial or complete performance of the contract on the part of the contractor.

A material added to another, usually in small amounts, to impart or enhance desirable properties or to suppress undesirable properties.

Appearance. Color, clarity, or evidence of stratification and contaminants that may be observed by visual examination of sample. Rating a sample for appearance means to visually confirm that no free water and/or visual solid particulate are present and has a “clear & bright” appearance at ambient temperature.

Acquisition Streamlining and Standardization Information System. The ASSIST-Online database is the official source for all Defense Standardization Program documents and contains the most current information on these documents prepared by Department of Defense DoD. Access to ASSIST is via https://assist.dla.mil. The ASSIST database lists defense and federal specifications and standards, defense handbooks, and commercial item descriptions. Qualified Product Lists (QPLs), adopted non-Government Standards and other related standardization documents used by the DoD may be accessed at https://qpldocs.dla.mil/.

A fuel blend consisting of 20 (+/-1) volume percent (vol %) of biodiesel with the remaining 80 vol % light middle or middle distillate diesel fuel meeting Specification D7467 for any sulfur level specified. The biodiesel component of the blend will conform to the requirements of ASTM D6751 or EN 14214. The B6 to B20 blends conform to the requirements of ASTM D7467 specification. DoD only allows the use of B20 in non-tactical equipment.

Water taken on board when a vessel is empty or partially loaded/ discharged to increase vessel draft so that the propeller is fully immersed, stability and trim are maintained, and stresses are minimized.

A volume of liquid equal to 42 U.S. gallons (USG) (159 Liters (L)).

3.8 Basic Sediment and Water (BS&W) Test (ASTM D4007). The BS&W test is conducted on fuel to determine the amount of water and other foreign materials that may be present. Excessive sediment will plug the burner tips and may prevent proper atomization. Clogging of the strainers, accumulation of sediment in fuel tanks and formation of carbon deposits may be a result of a high percentage of BS&W. Water in the fuel may freeze and also clog the lines resulting in improper flow of the fuel.

A specific quantity of product that is processed or utilized as a single unit and tested to meet test criteria and specifications.

A unique number that is assigned by the refinery, intermediate terminal, or pipeline company that provides traceability to a specified quantity of product.

Generic term for fuel comprised of mono-alkyl esters of long-chain fatty acids derived from vegetable oils or animal fats meeting ASTM D6751 or EN 14214. Biodiesel can be used alone or blended with petroleum diesel as outlined in ASTM D7467. DoD only allows the use of B20 biodiesel. Biodiesel is meant for use in standard diesel engines and should not be confused with the vegetable and waste oils or renewable diesel fuel used as fuel in converted diesel engines.

A mixture of a specified percentage of biodiesel with diesel fuel. The blend is identified as "B##" where "##" is the percentage by volume of biodiesel in the blend. As such, B20 is a mixture of 20 percent biodiesel and 80 percent diesel fuel.

The procedures by which predetermined quantities of two or more similar products are homogeneously mixed to upgrade one of the products or to produce an intermediate grade or quality. This term is also used to define the injection of additives, such as corrosion or icing inhibitors, into fuels.

Liquid petroleum product transported by various means and stored in tanks or containers having an individual fill capacity greater than 205 liters (about 55 gallons). Exceptions: various sized collapsible containers may also be considered packaged products.

Fuel intended for consumption to propel water-borne craft. Bunkers can be distillate, such as F-76, commercial MGO (e.g. DMA) or JP-5. The term bunkers can also refer to a residual fuel oil such as Intermediate Fuel Oil 180 or Fuel Oil 380.

Any petroleum liquid suitable for the generation of heat by combination in a furnace or firebox as a vapor or a spray, or a combination of both.

An index of the ignition quality of a residual fuel oil (marine fuel) calculated using results of tested density, kinematic viscosity, and temperature at which viscosity was determined. CCAI results provide an estimate of the ignition delay of a fuel.

Adjustment of measurement instruments based on comparison to reference standards in order to provide accuracy and consistency in measurements.

The process whereby the DLA division of the DWCF assumes management responsibility and ownership (title) for inventories financed from other DoD appropriations or funds, without reimbursement except as stipulated in UFC 3-460-01. Fuel that is capitalized is owned by the DWCF while in storage tanks, servicing vehicles, and ships until the point of sale.

Fuel carried on board ship for eventual issue to consuming vessels as a bunker fuel or turn-in to a deep-water Defense Fuel Support Point (DFSP).

A CoA is issued by independent inspectors and/or laboratories and contains the results of measurements made of all properties included in the relevant fuel specification and the requirements of the latest specification edition in accordance with contractual requirements. A CoA is not treated as a Refinery Certificate of Quality (RCQ).

A statement applied to the Material Inspection and Receiving Report or Energy Receiving Report (ERR) by the Contractor indicating that the product being provided conforms to specification/contractual requirements. This statement is in lieu of a Government Inspection.

The absence of visible particulate, a cloud, a haze, an emulsion, and free water in the product (some specifications define this as Appearance, Workmanship, or as Workmanship, Finish, and Appearance). Bright is the sparkle of clean, dry product in transmitted light.

To unite to form one mass. A coalescer is an element that contains a porous media through which fuel is passed to remove free water by causing very small droplets of water to form larger drops (coalesce) that separate from fuel by gravity. Coalescers also remove fine particulates. Many filters in use are combination filter/coalescer usually called filter- separators.

The mixing of two or more products of different ownership, type, or grade.

The ability of a given substance to conduct electric current.

A foreign substance in a product.

A product into which one or more grades of another product has been accidentally mixed, or a product containing foreign matter such as dust, rust, water, or emulsions to the extent it changes the characteristics of the product.

A dynamic sample of fuel obtained from a pipeline in such a manner as to provide a representative average. This sample may be collected on a continuous basis (drip sample), or intermittently and proportional to time or flow (flow-proportional sample).

A petroleum fraction obtained from a cracking process rather than from simple distillation. In a cracking process, the larger hydrocarbon molecules are split into smaller molecules resulting in increased quantities of low- boiling fractions.

The point at which possession and control of product passes from one party to another, such as from a contractor to the Government. Title (ownership) normally passes between the parties involved at this point also

An arrangement of pipeline(s), vessel(s), and/or truck(s) used exclusively to move only one fuel type (e.g., aviation turbine fuel, diesel, etc.).

A DoD revolving fund that finances the buying and selling of goods and services. It also provides cost visibility and accountability to facilitate business operations. DLA inventories are sold to end user operational accounts (military units/Federal Agencies) that reimburse the DLA Division DWWCF for costs incurred.

A bulk fuel storage facility (depot, terminal or Fleet Logistics Centers (FLC)) that receives, stores and issues DLA-owned product in support of a Military Service or Federal Agency’s requirements. There are three categories of DFSP.

DFSP that stores fuel for subsequent issue to multiple end customers.

DFSP located on a Service-operated or Service-owned, contractor-operated military installation that routinely issues to the end user.

Any MSC or Navy asset afloat that carries and issues DWWCF fuel.

A unique number that is assigned that identifies a specific quantity of product in a single tank at a location holding DWWCF fuel.

The removal of water.

The density of a material is defined as its mass per unit volume. Density is typically reported at 15°C in kg/L or kg/m3. In some cases (for instance in the U.S. oil and gas industry), density is also defined as its weight per unit volume at specified temperature, although this quantity is more properly called specific weight.

An industrial (military, Government, or commercial) facility for the storage of bulk fuel, additives, or lube oils from which these products are usually transported to end users or further storage facilities. Within the text of this standard, the terms depot, DFSP and FLC are considered interchangeable, unless otherwise specified.

A product in which one or more characteristics have degraded over time to a level of quality outside the limits of the applicable specification.

Characteristics of petroleum products change as the product ages and the change may be accelerated by storage conditions. Weathering and oxidation also accelerate deterioration.

A distillate fuel used in diesel engines. DLA Energy procures many grades of diesel, based on customer requirements. Some of the more common grades are: DF1, DF2, DS1, DS2, DSS, and F-76.

Water in a solution which cannot be removed by mechanical means (e.g., filter/separator). The concentration of dissolved water varies with product temperature, the relative humidity of air contacting the product surface, and the chemical composition of the product.

A distillate fuel whose derived sources can be from petroleum, synthetic, or renewable, used in marine diesel engines, gas turbines, and boilers. The official name of the fuel is “Distillate Marine Fuel” according to the specification ISO 8217. It is often designated Marine Gas Oil (MGO) with the most common grades being DMA under ISO 8217 and F-76 under MIL-DTL-16884.

The procedures by which an off-specification product (due to deterioration or contamination) is approved for use as a lower grade of the same or similar product, or as a completely different product.

Also known as Drag Reducing Agents, DRAs and Flow Improvers are any material that reduces frictional pressure during fluid flow in a conduit or pipeline. Refer to guidance in 5.2.1.12.

The removal by draining of final contents from lines, piping, pumps, etc. prior to introducing a different content.

The EBS is used to perform real property management, materiel management, supply chain tasks of finance, order fulfillment, planning, procurement, and system outcomes for energy commodities.

The Wide Area Workflow (WAWF) ERR is the electronic equivalent of the DD Form 250 for overland shipments and DD Form 250-1, Tanker/Barge Material Inspection and Receiving Report, for waterborne shipments.

Entrained water is free water suspended in fuel as extremely small droplets. Small amounts are not usually visible to the naked eye, but larger amounts create a milky haze or cloud in fuel. Water can become entrained in fuel by condensation of atmospheric moisture in the vapor/air mixture in a tank when the ambient temperature drops. Entrained water can be removed by mechanical means (e.g., filter/separator).

Test methods that provide analogous results and fully correlate with standard ASTM methods but have not yet been formally accepted by ASTM. These test methods have been found to provide test results essentially identical to those produced by ASTM testing methods. Information on equivalent IP/ISO test methods can be found at https://publishing.energyinst.org/ip-test-methods.

Fuel blend consisting of 51 to 83 vol % denatured ethanol with the remainder of gasoline or other suitable spark-ignition hydrocarbon fuel by volume. It is used in flexible-fuel ground vehicles with automotive spark-ignition engines. It is defined by ASTM D5798.

Diesel fuel meeting specification MIL- DTL-16884 is designed for use at all temperatures above 35°F (1.7°C) and as the principal burner fuel for ship propulsion (See 5.10.6 for more details).

Sometimes referred to as biodiesel or B100. FAME must meet the requirements of ASTM D6751 or EN 14214. It is produced (along with glycerol) by the transesterification process of a fat or oil (vegetable or animal) with an alcohol in the presence of a catalyst. Methanol is the alcohol used to form this product.

A process of mechanically removing particulate or free water from a petroleum product using a medium such as filtering paper, clay or diatomaceous earth.

A mechanical device designed to remove particulate contaminants and to coalesce and separate water from fuels.

Within the text of this Standard, FLC refers to a U.S. Navy fuel depot.

A term in international commercial law specifying at what point respective obligations, costs, and risk involved in the delivery of goods shift from the seller to the buyer.

The buyer takes ownership of the product when it arrives at their delivery location. Typically, under FOB Destination, the seller bears the risk of loss or damage to the item during shipment.

The buyer takes ownership of the product at the seller’s location and is responsible for it at that point. Typically, under FOB Origin, the buyer bears the risk of loss or damage to the item during shipment.

Water in a petroleum product other than dissolved water. Free water may be in the form of droplets or haze suspended in the product and/or a water layer at the bottom of the container.

Fuel that is fully interchangeable with other fuels of the same chemical properties or specification. This means fuel of the same grade manufactured by different refineries may be mixed and blended during transit. Such fuel would lose its manufacturer’s identity but would have the same chemical properties as the specified product. Fuels containing formulations or characteristics which can be mixed and shipped in common distribution systems are fungible. Fuels containing unique formulations or characteristics (e.g., military specifications) are not fungible.
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Fungible pipeline systems are those that transport fungible fuel product batches commingled with others meeting the same specifications. In accordance with pipeline agreements and operating standards, all batches entering the fungible system have full documentation (RCQ or CoA) showing compliance with specification requirements.

A tank, compartment, or container is considered gas-free when sufficient fresh air is introduced into it to lower the level of flammable, toxic, or inert gas to that required for specific purpose, e.g., hot work, entry, etc.

Defined by ASTM D4814, gasohol is a mixture of 90 volume % gasoline and 10 volume % denatured ethyl alcohol (ethanol) used as automotive gasoline.

Spark-ignition engine fuel used in internal engines. DLA Energy procures many grades of gasoline, based on customer requirements. Some of the more common grades are Motor Unleaded, Mid-Grade (MUM), Motor Unleaded, Premium (MUP) & Motor Unleaded, Regular (MUR). For a complete listing of DLA Energy Product Codes, email [email protected].

Spark-ignition engine fuel consisting primarily of gasoline with one or more oxygenates.

The act of measuring the height of product in a tank. During the process of gauging a tank, the temperature of the fuel is also normally measured.

Obtaining the depth of the water bottom by taking a water measurement. This is normally accomplished by coating a plumb bob, tape, or gauging stick with water-finding paste.

Description of resin-like, fuel insoluble deposits (contaminants) formed during the oxidative and thermal deterioration of petroleum fuels. The term is also used to mean a residue remaining after fuel is evaporated.

Previous batch of product remaining in a tank prior to refilling. The size/quantity of the product heel may be attributed to factors such as pumping limitations, tank design, stockage objectives, or various other reasons. Product heel should be kept as small as possible to maintain batch integrity.

A quality or state of being homogeneous or having a uniform composition. A product is considered homogeneous when its base components are mixed uniformly throughout (no stratification). Truly homogenous product is assumed when the API Gravity differs by no more than ± 0.3 degrees. This limit is established from the precision and bias criteria contained in ASTM D1298.

Note: The criteria for homogeneity may not apply for post-procurement products. For example, a sample taken from a depot tank after the receipt of a new batch may not, and in all likelihood would not, meet the precision requirements.

Selected tests applied to a sample to quickly determine the type or grade of the product represented or to determine if a product property may have been altered by time or handling. See Type C test.

A gas or mixture of gases that contain insufficient oxygen to support hydrocarbon combustion, used in cargo tanks to reduce the possibility of fire, explosion, or product deterioration. Introducing an inert gas or, more commonly, exhaust which has been “scrubbed” or filtered to remove any particulates, prevents the formation of a flammable atmosphere in cargo tanks during cargo operations in tankers.

The height of liquid in a tank or container measured from the bottom of the tank to the top surface of the liquid.

To examine critically to detect flaws, errors, etc.

The common boundary (or surface) between two liquids (immiscible liquids) (e.g., oil and water).

The extent that properties of DoD- owned petroleum products may change beyond specification requirements and remain acceptable for receipt and issue within the DoD logistic system.

A Combatant Command (CCMD) staff function responsible for all aspects of petroleum logistics within the cognizance of the Combatant Commander. Responsibilities include management of petroleum products, including war reserves, peacetime operating stocks, distribution of product, quality control, facilities management, and the development of contingency plans.

The lower-boiling fractions of a fuel or oil.

The loading, unloading, or transportation of goods by means of a barge or vessel.

A bulk petroleum product is considered under long-term storage conditions when held for a period longer than six months without an exchange of at least two-thirds of the tank contents. (See 5.9.1 for additional information.).

Diesel fuel with a maximum sulfur content of 0.05 mass percent (500 Parts per million (ppm) by mass).

The ability of a fluid to reduce friction between two surfaces in motion.

A distillate fuel, containing no residuals, used primarily for vessel propulsion. MGO is the generic term that refers to a distilled petroleum product intended for use in a maritime environment. There are several grades of MGO governed by specifications such as ISO 8217 (commercial). Some grades of MGO may contain FAME which could be detrimental to marine propulsion systems.

The Government document identifying the contractor, product origin, product type, quality, quantity, and the destination of the product. The DD Form 250 document is signed by the Government Representative while the DD Form 250-1 (Tanker Barge Material Inspection and Receiving Report) is signed by the Government Representative, a refinery/facility representative, and a vessel representative. (See Energy Receiving Report (ERR) for details about the iRAPT/WAWF electronic equivalent of the DD Form 250/250-1.)

Note: For bunkers, a completed commercial report and/or order form should be used instead of the DD Form 250, which the Government will clearly annotate with quantity of fuel received, then sign and date the form.

MDA is a fuel additive that contains N,N’- disalicylidine-1,2-propanediamine as an active ingredient, a chelating molecule that wraps itself around trace metal atoms in fuel and thus shields the fuel from their catalytic propensity. Experience has shown that MDA at the recommended dosage rate is usually sufficient to treat aviation turbine fuel and F-76 that is off-specification for thermal stability. If used, its concentration must be reported on the Certificate of Quality (COQ). It is typically not added without the written consent from the procuring activity and user.

One micron (μm, micrometer) is 1/1000 of one millimeter or 10-6 meter (approximately 25,400 μm equal one inch). The average human hair is about 100 μm in diameter. The openings in a 100- mesh screen are 150μm.

Lubricating oils produced from petroleum sources with or without additives.

The Military Sealift Command (MSC) is a United States Navy organization that executes the replenishment at sea mission of the Navy. These ships are made up of a core fleet of Combat Logistics Force (CLF) or Expeditionary Shore Based (ESB) ships owned by the United States Navy and other Prepositioned ships under long-term-charter augmented by short-term or voyage-chartered ships.

An arrangement of pipeline(s), vessel(s), and/or truck(s) used to move two or more fuel types.

A product which fails to meet one or more of the physical, chemical, or performance requirements of the specification.

The material present in a vessel’s cargo tanks, void spaces, and pipelines before the vessel is loaded. On-board quantity may include any combination of water, oil, slops, oil residue, oil/water emulsion, and sediment.

The linear distance between the top surface of the liquid in a drum, tank, or tank car/truck and the top of the container (or ullage may refer to available fill volume of the tank and is the difference between the full (rated) capacity and the actual contents of a storage container). In some tanks and tank cars/trucks, it is the difference between a reference mark and the surface of the liquid. It is important to note that some significant difference exists to allow free space for content expansion in case temperature rises. This quantity in ships’ tanks is normally determined by outage (ullage) gauges.

An oxygenate is a hydrocarbon that contains an oxygen atom bonded in a chain of hydrogen and carbon atoms. Oxygenates are usually alcohols or alcohol- derived ethers and are added to gasolines to increase its oxygen content.

A fuel containing a chemical compound that has oxygen as a part of its chemical structure (e.g., alcohols, ethers) and is miscible with conventional hydrocarbon fuels. Oxygenated fuel generally has higher octane, but lower heating values than that of hydrocarbon fuels.

A method for determining the level of dispersed particles, specifically dirt particles and water droplets in the range from 4μm (c) to 30μm (c). A cumulative channel count is collected and provided for each defined channel. Results are reported ISO Codes in accordance with ISO 4406.

The quantity of a product pumped into a pipeline in one continuous operation.

A quantity of product offered or designated for pipeline shipment. It may be moved in one or more batches.

The Posts, Camps, and Stations purchase program supports the military Services, DoD activities, and Federal agencies with fuels that are delivered by a vendor directly to the customer.

An evaluation of a prospective contractor’s capability to perform a proposed contract.

Product codes are used by DLA Energy to identify items of supply in various computer systems. Product codes are usually a combination of 2 or 3 letters and/or numbers. DLA Energy-AT maintains the current listing of all product codes and creates addition product codes as required. (See Table XXV)

The determined outcome to use, remediate, or dispose of a product.

When all residual movement has ceased in a storage tank after receipt of a product. Ensure tank is at equilibrium for final gauging or measurement after receipt.

A PQDR must be submitted to DLA Energy by a customer or depot to report an off-specification condition upon receipt of product from a DLA Energy procurement contract or for an operational issue where the product is suspected of causing the problem. PQDRs must be submitted to DLA Energy via Joint Deficiency Reporting System (JDRS) https://www.jdrs.mil/jdrs or Product Data Reporting and Evaluation Program (PDREP) https://www.pdrep.csd.disa.mil/. PQDRs are used to identify, report, and resolve conditions negatively impacting the war fighter.

The PQDR process provides timely quality feedback to activities responsible for design, development, purchasing, production, supply, maintenance, contract administration, and other functions so that action can be initiated to determine cause, take corrective action, and prevent recurrence. It also integrates deficiency analysis and resolution processes to identify root cause and prevent or mitigate recurrence within acquisition, quality, systems engineering, and overall life cycle management plans. It allows originating activities a means to obtain cost credit, replacement, and/or contractual remedy for procurement related quality deficiencies resulting from poor workmanship, nonconformance to applicable specifications, drawings, standards, processes or other technical requirements.

A database that consists of the officially approved government electronic Qualified Products List (QPL) and Qualified Manufacturers List (QML) and may be accessed through ASSIST. Only Government electronic QPLs and QMLs in the QPD are the official source for qualified products and manufacturers. The link to the QPD webpage is found on ASSIST Online.

An electronic listing in the QPD of products or families of products that have successfully completed the formal qualification process (including all specified periodic tests) that examines, tests, and verifies that a specific product design meets all the applicable specification requirements. The link to the QPL webpage is found on ASSIST Online.

A list of manufacturers who have had their products examined and tested and who have satisfied all applicable qualification requirements for that product. The Qualified Manufacturers List outlines the processes and materials each manufacturer has demonstrated a capability to manufacture reliably and in compliance with the manufacturer‘s requirements and the military specifications.

The composite of materiel attributes including performance, features and characteristics of a product, or service to satisfy a given requirement.

A system of activities, the purpose of which is to provide to the producer and user of a product, measurement, or service the assurance that it meets the defined standards of quality with a stated level of confidence and includes quality planning and quality control. A planned and systematic pattern of all actions necessary to ensure that adequate technical requirements are established; that product, quantity accountability, and services conform to these established technical requirements; and that satisfactory performance is achieved.

It includes Quality planning during specification development and review; quality support to contracting and acquisition teams; Quality oversight of product and service providers to assure compliance to contracts and agreements; Quality control operations for products and services incoming or in the Government supply chain; and quantity measurement and control activities. Contract QA (CQA) is a method the Government uses to determine if products and/or services a supplier provided fulfilled its contractual obligations and includes all actions required to ensure compliance to contractual or agreement terms and conditions. Generically the term QA refers to all processes and procedures encompassing Quality planning/development, CQA, Quality surveillance, and Quality Control.

An organizational title assigned to the individual responsible for Government contract QA functions. QARs have cognizance over the procurement of product and/or services at contractor facilities (e.g., refineries, terminals, packaging plants, laboratories, and into- plane sites). DLA Energy QARs perform QA and in some cases QS functions. The Military Services may use Quality Representative or other organizational titles for their personnel who perform QA and QS functions.

A designation used for product that is of unverified quality (for example product awaiting initial or retest testing results following receipt or internal transfer or beyond its shelf-life testing per guidance identified in this document).

A designation used for product with a verified off-specification test result and outside the Intra-Governmental Receipt Limits (IGRL) that prevents using the product for its intended purpose. If capitalized product, process a disposition request using the DD Form 3075 Disposition Request in accordance with 5.13.2 of this standard. If Service-owned product, contact your Service Control Point for disposition.

The written procedures developed by a contractor, encompassing contractor programs, processes, and inspections, which assures the quality of services, quality and quantity of products, and conformance to other related contract requirements.

Quality Notifications are EBS communications/entries such as ZB type for off-specification product, ZG type for customer/depot complaints and Z0 or Z1 for Product Quality Deficiency Reports (PQDRs).

A subset of QA encompassing inspections, sampling, testing, quantity measurement and control, and documentation established to monitor the quality/quantity of product being received, stored and issued within the supply chain.

A limited test analysis used to verify product quality.

Procedure to restore or change the quality of an off-specification or contaminated product so it meets the specification of the original product or a lower grade product. The reclamation process, when properly applied, results in re-grading, blending, purification, or dehydration.

The RCQ is produced at the point of manufacture and is the definitive original document describing the quality of a production batch of fuel. All other testing reports done downstream of the refinery (COA, COQ, RC, RT, etc,) are used to establish traceability back to the RCQ.

Re-designation of an energy commodity that fully complies with its specification requirement to another energy commodity grade for unconditional use.

The ratio of the mass of a volume of a liquid at a specific temperature to the mass of an equal volume of pure water at the same or different temperature. Both reference temperatures are explicitly stated. Common reference temperatures include 60°F, 20°C and 15°C.

The Release Certificate is an operational document issued by the operator of the site handling/transferring the product that is linked to one or more laboratory test certificates.

The difference between two test results, obtained by the same operator using the same apparatus under constant operating conditions on identical test material would, in the long term and with correct operation of the test method, exceed the values given only in one case in twenty.

A portion extracted from a total volume that contains the constituents in the same proportions as are present in the total volume.

Difference between two single and independent results, obtained by different operators working in different laboratories on identical test materials, would in the long run, in the normal and correct operation of the test method, exceed the values given only one case in twenty.

A military installation, organization, or facility authorized to requisition and receive material from designated distribution and storage points.

Petroleum residual fuel for use in marine diesel engines and boilers. This product (grade) of marine fuel is a heavier fuel than a marine distillate fuel (MGO/DMA).

The material remaining in a vessel’s cargo tanks, void spaces, and pipelines after a cargo is discharged. Remaining on board quantity may include any combination of water, oil, slops, oil residue, oil/water emulsions, and sediment.

A portion extracted from a total volume which may or may not contain constituents in the same proportions that are present in that total volume. Bulk products samples can be taken from acceptance tanks, storage tanks, delivery trucks, intermodal containers, pipelines, barges or tankers. Samples may be taken either manually (upper, middle, lower, bottom, composite or all-level) or automatically (line, flow- proportionate).

For DLA Energy contracts, samples are taken in accordance with API Manual of Petroleum Measurement Standards (MPMS), Chapter 8, Section 1, Standard Practice for Manual Sampling of Petroleum and Petroleum Products (ASTM D4057), ISO 3170 and/or Automatic Sampling of Petroleum and Petroleum Products (ASTM D4177). Samples are identified by a sample tag noting location, product, tank number, type of sample/sampler, and date (see continuous sample).

DD Form 2927, Petroleum and Lubricants Sample Identification Tag or equivalent label used for identification of petroleum and lubricant samples.

The time a product remains undisturbed or un-agitated in a storage tank to reduce the static charge of the fuel, allow product to reach equilibrium and/or to allow water/sediment to precipitate/settle from the product.

Military Service Agency that provides technical guidance on the use of commodities (bulk or packaged), equipment and infrastructure. The three SCPs are the Army Petroleum Center (APC), the Navy Petroleum Office (NPO), and the Air Force Petroleum Office (AFPET).

A directive or requirement; a command.

A definite non-extendable period of shelf life.

An assigned shelf-life period that may be extended after successful completion of inspection, testing, or restorative action.

Not required, but highly recommend.

A document prepared to support acquisition that describes essential technical requirements for material and the criteria for determining whether those requirements are met. Specifications are classified as Federal, Military, Commercial, or Voluntary Standard. Specifications are categorized as functional, design, or a performance specification. Petroleum specifications are usually a combination of functional and performance categories.

Boundaries or parameters that define acceptable performance for a characteristic expressed as a target maximum or minimum limit, or both an upper and lower limit (range).

The ratio of the density of any substance to the density of some other substance taken as standard, water being the standard for liquids and solids. (Also referred to as relative density.)

A fixed container that can be above ground, underground, or collapsible, made of steel, fiberglass, or fabric, that is used to store liquid product.

The removal of final contents of a cargo tank, possibly using equipment additional to the vessel’s main cargo pumps.

SAP is water absorbing polymer used in fuel filter monitors designed in accordance with Energy Institute specification. Filter monitors containing SAP are not used for fuel containing Fuel System Icing Inhibitor (FSII).

A fluid having a specified particulate contamination limit so low that the product is packaged in hermetically sealed containers under clean room conditions.

In fuels, surface active material (or surface-active agent) that could disarm (deactivate) filter separator (coalescing) elements so that free water is not removed from the fuel.

A “drop-in” liquid hydrocarbon jet fuel produced from renewable or waste resources that is compatible with existing aircraft and engines. ASTM D7566 has been designated as the governing specification for aviation turbine fuel containing synthesized hydrocarbons. By blending an approved SAF component from D7566 with conventional commercial or military aviation fuel at an approved ratio, the resultant product may be certified for aviation use. Fully formulated fuels containing SAF blend components can be treated as traditional fuels. At this time all fully formulated fuels containing SAF must contain a conventional petroleum component. No additional testing is required for fuels containing SAF at this time. Fuel with SAF drop-ins will be tested in accordance with the grade of fuel it is.

Material not refined from petroleum sources; usually produced by chemical synthesis.

Rail car specifically designed to transport product.

Fleet replenishment oilers which provided fuel and cargo to US Navy and foreign vessels at sea through connected underway replenishment evolutions. They are the largest subset of Naval Fleet CLF ships..

Fast combat support ships provide fuel, ammunition, food and other cargo to US Navy and foreign vessels at sea through connected underway replenishment evolutions.

Dry Cargo/Ammunition ships provide fuel, ammunition, food and other cargo to US Navy and foreign vessels at sea through connected underway replenishment evolutions.

Analytical techniques using instruments, equipment, and other methods to determine fuel and lubricant property values using compositional data typically determined by chemistry methods.

The resistance to permanent changes in properties caused solely by heat.

A sampling apparatus designed so a liquid sample can be obtained from a specified point in the container.

Allowed variations within a specified standard.

A mixture of gasoline, diesel fuel and/or aviation turbine fuel resulting from various operations such as pipeline transfers, barge transfers, cross contamination of tanks.

As defined in DoDM 4140.25 and this Standard, can be either a tank truck, tank wagon, or truck trailer.

A delivery truck with capacity between 4,000 to 11,000 USG (15,000 to 41,600 L), equipped with a 15-ft (5m) hose, but usually not requiring a meter.

Delivery truck with a capacity up to 5,200 USG (19,700 L) equipped with a meter, nozzle, 100 feet (30m) of hose, and used for making multiple, small deliveries.

A delivery truck (line haul) usually having a 9,000 USG (34,000 L) capacity (minimum) equipped with a 15-foot (5 m) hose. A meter is not required unless specifically stated in contract terms and conditions.

Turbine fuel is a mixture of hydrocarbons, broadly classified as kerosene based.

A high flash point kerosene type of fuel. It is additized with CI/LI (Corrosion Inhibitor/Lubricity Improver) and FSII.

A kerosene type fuel similar to commercial Jet A-1 with the addition of Corrosion Inhibitor/Lubricity Improver (CI/LI), Fuel System Icing Inhibitor (FSII), and Static Dissipater Additive (SDA). This is also referred to as dual purpose kerosene.

Standard commercial aviation turbine engine fuels.

Jet A w/Additives (NATO F-24). Jet A (ASTM D1655) with mandatory addition of CI/LI, FSII, and SDA at concentrations prescribed in accordance with MIL-DTL-83133.

An aviation turbine fuel used in limited quantities for special applications in high altitude aircraft requiring a high thermal stability fuel prescribed in MIL-DTL-25524.

A kerosene type fuel meeting the requirements in GOST 10227 that is supplied in various locations in southwest Asia. Typically, this fuel has a lower flash point than JP-8. For DoD use, it is additized with CI/LI, FSII, and SDA. Use of the Russian additive package is not authorized without approval from the Service Control Point.

See 3.90 above.

Diesel fuel with a maximum sulfur content of 0.0015 mass percent (15 ppm by mass). (See Low Sulfur Diesel).

The pressure exerted by the vapor of a liquid when in equilibrium with the liquid.

The testing performed by the supplier on samples verified (witnessed) by the QAR after the supplier has completed full specification testing and certified each shipping tank as ready for acceptance. The scope of the testing is the minimum required to verify that the results presented by the supplier on the full specification test report in fact reflects the product being offered.

Volatile alkyl lead compounds (e.g., tetramethyl lead and tetraethyl lead (TEL)) which increase the octane rating when added to gasoline in small proportions.

Wide Area Workflow (WAWF) eBusiness Suite is a secure web-based system for electronic invoicing, receipt, and acceptance. The iRAPT application within WAWF allows Government vendors to submit and track invoices and receipt/acceptance documents over the web. It also allows Government personnel to process those invoices in a real- time, paperless manner.

Used to express a declaration of purpose on the part of the Government.

Yard Oiler, Navy (YON). Non-self-propelled liquid cargo barge used for delivering liquid petroleum products to other Navy vessels in port or at sea. Fuel is loaded aboard the YON at a shore-side location. That fuel can easily be transported to moored NAVY vessels which are not easily accessed and re-fueled through typical land-based fuel trucks. The YON may have separate fuel tanks for transportation of different grades of fuel (e.g., aviation, lube oil, and marine grade diesel). YONs may be used in other applications, but the quality surveillance measures required will be dependent on the application.

Personnel responsible for handling fuels and lubricants shall be thoroughly trained and fully qualified to perform their assigned responsibilities. They shall be aware of the hazards involved with handling fuels and lubricants, as well as the applicable safety, environmental and operating procedures.

The custodial Service/Contracted activity shall maintain quality and quantity of Defense Wide Working Capital Fund (DWWCF) products while in their possession (e.g., receiving, storing, sampling, testing, and releasing) and shall dispense those products as required to using activities. The Service/Contracted activity shall develop, establish, and maintain a quality surveillance program in accordance with this Standard for DWWCF products from the point of receipt on the installation to the point of sale.

The program shall be in accordance with this Standard and be in effect from receipt of product to end-item issue. Quality problems involving DWWCF product (e.g., off- spec product, downgrading of product, etc.) shall be addressed as outlined in this Standard. Appropriate sampling and testing programs can reduce or in some cases eliminate quality problems.

All samples shall be taken in accordance with ANSI Z1.4, API MPMS, Chapter 8, Section 1, Manual Sampling of Petroleum and Petroleum Products (ASTM D4057), ISO 3170 Section 2, Automatic Sampling of Petroleum and Petroleum Products (ASTM D4177), and/or as prescribed by product specification or contract requirements. For Aerospace Energy Commodities (e.g., gases, cryogenics, liquid propellant, and hypergols), refer to the appropriate product specification to determine appropriate sampling methods and procedures.

The precautions required to ensure representative sampling are many and depend on environmental conditions, the type of product being sampled, the type of container from which it is drawn, and the sampling procedures employed. Each procedure is suitable for sampling a specific product under definite storage, transportation, and container conditions.

Because improperly taken samples can completely invalidate a test, only trained and experienced personnel shall be assigned to sample the products. This cannot be overstressed: no amount of laboratory work gives reliable data on a product if the sample is not a true representation of that product.

This Standard shall in no way alter any assigned responsibilities of the various activities outside the continental United States to submit special samples to a designated laboratory or as directed by cognizant headquarters.

A sample is a portion of a product taken which represents that entire batch or delivery or a specific spot within a tank or container. The various types of samples are as follows.

A sample obtained by submerging a stoppered beaker or bottle to the bottom of the outlet suction level but always above free water, then opening the sampler and raising it at a uniform rate such that it is between 70 percent and 85 percent full when withdrawn from the product.

A sample taken at a specific location in a tank, container or from a flowing stream in a pipe at a specific time.

A spot sample taken from the middle point of the upper third of the tank contents.

A spot sample taken from the middle tank’s contents (a distance of one-half of depth of liquid below the liquid’s surface).

A spot sample taken at the middle point of the lower third of the tank contents.

A spot sample taken within six inches below the top surface of the tank contents.

A sample taken on the bottom surface of the tank, container, or pipeline at its lowest point. The drain and bottom samples are usually obtained to check for water, sludge, scale, or other contaminants.

A spot sample of free water taken from beneath the petroleum contained in a ship or barge compartment or a storage tank.

A sample taken at the level of the tank outlet.

A sample taken from a pipeline conveying the product in such a manner as to give a representative average of the stream throughout the period of transit

A sample obtained by mixing or vigorously stirring the contents of the original container and then pouring out or drawing off the quantity desired.

A spot sample taken with a sampling tube or special thief, either as a core or spot sample from a specified point in the container.

Sample prepared by combining a number of samples and treated as a single sample. Also refer to “tank composite sample,” “volumetric composite sample,” and “multiple tank composite sample” definitions.

A blend created from a single tank, as an example combining the upper, middle, and lower samples. For a tank of uniform cross section, such as an upright cylindrical tank, the blend consists of equal parts of the three samples. A combination of other samples may also be used, such as running, all-levels or additional spot samples.

Multiple tank composite sample, a mixture of individual samples or composites of samples that have been obtained from several tanks or ship/barge compartments containing the same grade of material. The mixture is blended typically in proportion to the volume of material contained in the respective tanks or compartments.

A sample consisting of measured proportional parts from each zone if it is for a single tank. If the volumetric composite is for multiple tanks, or vessel compartments, it consists of measured proportional parts from each tank or compartment sampled.

A sample log shall be maintained for all samples taken (See 4.2.1.5.2 for sample log requirements)

Warning! All safety instructions shall be strictly observed. Sampling equipment fabricated from copper or its alloys shall not be used for sampling aviation fuels.

a. Approved type sample containers, appropriately sized for the application, shall be used as specified by ASTM, API, Department of Transportation, or International Civil Aviation Organization. Samples of aviation fuel submitted specifically for water and sediment determinations shall always be collected in clear glass bottles and protected from exposure to sunlight. Aviation fuel sample containers used for samples taken for thermal stability, Micro- Separometer (MSEP), electrical conductivity, lubricity, trace metals, copper corrosion, or particulates shall conform to ASTM D4306.

b. All sampling apparatus and containers shall be thoroughly clean and dry and special care shall be taken so that no lint or fibrous material remains in or on them. Unless otherwise specified in the test procedures, apparatus and containers shall be rinsed three times with a portion of the product being sampled to ensure the sample is not contaminated with the previous material. Coated cans that have been presoaked with a product are preferred when sampling for water reaction and for thermal stability.

If not available, then clear or amber gallon glass bottles are acceptable. If clear glass containers are used, then they shall be prepared (e.g., wrapped in aluminum foil immediately after sampling) to prevent light exposure. Sufficient liquid product shall be in the sample lines and fittings before taking any sample. Sampling apparatus shall be cleaned immediately after use and stored so it will remain clean until next use. Sampling apparatuses used for aviation turbine engine fuels shall not contain any yellow metal, lead, zinc, or cobalt.

c. 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 are not likely 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. When sampling from Afloat DFSPs and access to a representative sample cannot be obtained through a manhole or sampling hatch, tanks may be sampled through a sounding tube. In these cases, ensure all foreign matter is cleaned/flushed from the sounding tube to prevent entry of contaminants that are not representative of the tank’s content.

d. Containers such as drums shall be sampled with a thief. When sampling drums and cans, care shall be taken to remove all foreign matter from the area near the enclosure before the plug is removed.

e. For sampling collapsible bladders, obtain an in-line sample from a sampling port that is located on an attached hose, filter separator or pump. Before obtaining the sample, ensure the fuel in the attached hoses, strainers and pumps is displaced by rotating or flushing twice the amount of fuel contained between the bladder and sample point.

f. Immediately after taking samples, close all sample containers tightly. Do not use sealing wax, paraffin, rubber gaskets, pressure sensitive tapes, or similar material to seal containers. Lightweight sample containers shall be adequately crated to withstand shipment. To prevent leakage caused by thermal expansion of the product, do not fill any sample container above 80 percent volume capacity.

g. Samples for air shipment of turbine fuels and automotive gasoline shall be in UN1A1 cans, National Stock Number (NSN) 8110-01-371-8315 (1 gallon), with 4G fiberboard boxes, NSN 8110- 01-436-7340 (drum and box combination). The round sample can, NSN 8115-01- 192-0935, is suitable for ground shipment of fuels products via commercial carrier.

Each activity shall maintain a sample log that at minimum shall contain the following information. This information shall be annotated at the time of sampling, regardless of test results.

m. Laboratory Status results (e.g., on-specification, within IGRL, off-specification)

a. Samples shall be well protected from contamination and exposure to direct sunlight. Some products, especially gasoline, will change color rapidly on short exposure to sunlight and result in rapid increase in gum and decrease in stability. Lead additives, such as tetraethyl lead, are particularly unstable in sunlight and may appear as a gray or gray-white precipitate on the bottom of a container. Direct sunlight also causes Thermal Oxidation Stability degradation in aviation fuel. If clear glass bottles are the only containers available for sampling a product that is sensitive to sunlight exposure, cover the bottles with foil or paper immediately after filling to avoid exposure to sunlight.

b. Samples of gasoline and aviation turbine fuel that require the vapor pressure test shall be carefully handled and collected to preclude the loss of light-ends. Vapor pressures are extremely sensitive to evaporation losses and to slight changes in composition. When obtaining, storing, or handling samples, necessary precautions shall be taken to ensure samples are representative of the product and satisfactory for vapor pressure tests (see ASTM D4057). Whenever practicable, liquid fuel samples should be maintained at a temperature between minus 1°C and 4°C (30°F and 40°F). This helps preserve product characteristics from the point of sampling to the laboratory.

c. If the API gravity or density of fuel samples taken from the upper, middle, and lower levels of a tank do not differ by more than the reproducibility precision statement of the test method used for the type of liquid in question, then prepare a composite of these samples for additional testing. If the API gravity or density variation is not within reproducibility limits, test each sample separately because the fuel may have stratified. In this case, each of the various stratified layers shall be tested independently for conformance to the product specification.

Except for liquid units of issue greater than one gallon and semi- solids greater than a 6.5-pound can or container, all samples shall be submitted in the original unopened container. When instructed, the sample size shall be as follows:

b. For packaged products, refer to MIL-STD-3004-2 (latest edition).

c. For container sizes not listed above, contact the appropriate focal point for instructions.

Normally, liquid samples submitted for type A or B analysis shall not be less than 4L (1 USG) total size. In addition to the below details in 4.2.1.7.2 through 4.2.1.7.5.

Special samples and gasoline samples requiring ASTM D909 aviation supercharge method of determining performance numbers shall be 20L (5 USG) unless otherwise directed.

Samples of aviation turbine fuel requiring full specification testing shall be 8L (2 USG), 4L (1 USG) of which will be used for the filtration time/particulate contamination test.

When required, submit a 4L (1 USG) sample for specification conformance testing, to include ethanol content.

When required, submit a 4L (1 USG) sample for specification conformance testing.

Following sampling, each sample container shall be marked by securely attaching a DD Form 2927, Petroleum and Lubricants Sample Identification Tag, or other equivalent approved tag. Required information can be found in paragraph 5.15

Each sample shall be assigned a number that allows for the sample to be uniquely identified. The unique sample ID number shall include reference to the calendar year for historical purposes.

See Table XXX.

To ensure sample integrity, a record of the chain of custody shall be maintained by the sample owner until sample disposal. Federal Express and/or UPS documentation shall be on file when shipped from the DFSP. Each change of custody shall be documented at the time and place of transfer including signature of the custodian.

Gauging, sampling, and measuring water content of JPTS compartments should not be conducted at terminals unless it is discharged at the terminal or there is a clear indication of contamination or an abnormal unaccountable quantity loss/gain. If JPTS compartments are gauged/sampled, all equipment introduced into the fuel shall be cleaned and repetitions shall be minimized. All cleaning of equipment shall be in accordance with Section 4.2.1.5.1.b. A note shall be placed on the DD Form 250, DD Form 250-1, equivalent WAWF ERR, or accompanying cargo inventory report explaining complete circumstances.

When a partial cargo is to be loaded aboard a vessel, the QAR/Government Representative shall witness sampling/gauging of compartments loaded at previous ports. In the case of JPTS, this procedure can present a contamination problem, because JPTS requires special handling due to it being easily contaminated. JPTS is usually the first loaded in a multi-product/multi-port lifting and often the last discharged.

The quality surveillance testing presented in this section is the minimum essential for sound management of Government-owned product. It represents the balance between good QS practices, cost of quality, associated risks, and the need to confirm adherence to specification requirements through full specification testing. Utilizing appropriate testing procedures helps ensure quality surveillance is maintained.

Suspected contamination of petroleum products shall be confirmed by laboratory tests. Tests which have proved most useful in determining whether a product is contaminated and in identifying the contaminating agents are listed under the individual products (see section 5.10).

All laboratory tests shall be conducted in accordance with the methods prescribed in the specification covering the product. However, any special or modified method outlined in this Standard shall be used in lieu of the specification method when products are evaluated within the scope of this Standard. Intra-Governmental Receipt Limits (IGRLs) are absolute. Multiple tests may be performed and if the results do not differ from each other by more than the amount specified for the method’s repeatability limit, the results may be averaged to determine compliance with the specification or established IGRL.

Test results shall be reported to the same degree of accuracy as stated in the applicable product specification. The instructions for reporting results (including accuracy) should be included in the governing test method standard. These requirements may be superseded by the requirement within the product specification document.

a. Test characteristics shall be reported in accordance with the rounding protocol as cited in the product specification. The only exception to Section 4.2.2.2.1 of this standard is the determination of the flash point required by the F-76 and JP-5 specifications. For these products the flash point value is an absolute limit as defined in ASTM Practice E29, for using significant digits in test data to determine conformance with specifications.

b. For quality surveillance oversight of DLA Energy capitalized product, this rounding protocol shall also be adhered to.

Long-term storage Section 5.9.1 of petroleum products requires a testing frequency of every six months. Since it is the responsibility of the cognizant QAR, petroleum officer, or supply officer to maintain strict quality surveillance, the frequency of testing may be increased as required. Considerations for increased testing are conditions of storage, age of stock, and type of product. When a long-term storage product is tested, a record of the results shall be maintained to provide a basis for evaluating product deterioration.

Complete test records for a specific tank containing product in long-term storage shall be maintained to provide a basis for evaluating product deterioration. Whenever consecutive results indicate possible deterioration, testing frequency shall be increased, see Section 5.9.1. Once the trend reflects measurable deterioration, the reporting procedures in Section 5.13.2 shall be followed. This is especially important for a property such as color that presents no operational problem but may indicate deterioration.

Any tank past the test frequency due date shall be placed on QC hold until samples and acceptable test results are received back from the laboratory. Any tank found to be deteriorating per Section 4.2.2.3.1 above or off-specification shall be reported as required by Section 5.13.2 of this standard.

Table IX outlines the minimum sampling and testing requirements considered necessary for determining/maintaining the quality of petroleum and related products. It covers the conditions under which a sample is taken, the type of sample, and the types of tests required to determine whether the quality is within acceptable limits.

Tables X through XXII provide a detailed breakdown of the type of tests required for each product class. These tests are those most likely to reveal contamination/deterioration which may occur during product handling or storage. Tables X through XXII designates Service and NATO prescribed B-2 tests for specific products. When a product being tested fails to meet the specification limits due to contamination, the procedures outlined in Section 5.13.1 (Identification of a non- conforming product) or Section 5.13.2 (Disposition Instructions) shall be initiated.

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 specification, the test device has a demonstrated reliability and repeatability equal to or better than the ASTM method; and the device has been approved for use by the military Services.

All terminals (commercial and military) receiving bulk products shall be equipped for and capable of performing tests required by Table IX. When the capability does not exist at the terminal or facility, other authorized commercial or military laboratories may be used. Appendix A lists petroleum testing facilities available to users.

All laboratories shall ensure that calibration of testing and measuring equipment is up to date and meets accuracy tolerance necessary to ensure the equipment is within allowable limits. ISO 10012 shall be used.

Each petroleum product laboratory shall maintain an up-to-date file of Government fuel and lubricant specifications (both Military and non-Government specifications and standards). It is not practical to include complete specification limits in this Standard, as specifications are subject to change with variations in product availability and technical developments. Specification limits cited in this Standard are for Government-owned product use, not for procurement. Consult the applicable solicitation and/or contract for procurement specification requirements.

Any change in grade of DWWCF fuel requires notification to DLA Energy, and SCP when required, prior to the change.

When product is off-specification, DLA Energy Quality Operations Division (AQ) shall be notified in accordance with Section 5.13.2 of this Standard. DLA Energy AQ performs internal coordination with Inventory Management Division (DLA Energy FENA), Program Budget Division (DLA Energy RB) and Inventory and Distribution Division (DLA Energy BI) within DLA Energy. In addition, dispositions shall require coordination with the respective Service Control Point (SCP). Disposition instructions are provided by DLA Energy AQ.

When changes in grade are requested for reasons such as product availability, fuel no longer needed, etc., the activity having physical possession of DWWCF fuel shall request concurrence through the appropriate DLA Energy Regional Office and DLA Energy FENA. DLA Energy FENA shall coordinate with DLA Energy Quality Operations Division and determine the inventory impact with DLA Energy BI FENB before making a decision on acceptance. For USAF locations, AFPET requires notification of any product grade change or disposition prior to coordination with DLA Energy.

Contractors are obligated to adequately protect Government-owned property located on their premises for use on, or in connection with, a contract. The periodic inventory and reporting of such property is a contractual requirement. The amount of Government-owned petroleum products in pipelines shall be reported as a separate item in stock reports.

Throughout this Standard there are general safety precautions and instructions that apply to fuel handling and laboratory operations to ensure personal safety/health and the protection of Government property. Occupational Safety and Health Administration, Department of Labor, and standard commercial safety practices shall also be observed.

For measurement, product sampling, and calibration of storage tanks and meters requiring the API Manual of Petroleum Measurement Standards: Chapter 2 covers tank calibration (strapping), Chapter 3 covers tank gauging, Chapter 5 covers measurements by meters, Chapter 7 covers temperature determination, Chapter

8 covers sampling, Chapter 9 covers density determination, Chapter 11 covers volume correction and conversion factors, Chapter 12 covers procedures for calculating the net quantities from the gross measurements, and Chapter 17 covers marine measurement.

Many petroleum products are considered hazardous materials and are regulated as such. Users of this Standard shall be aware of regulations and laws governing the products that they are handling. In the event of a conflict between this Standard and a law or regulation, the law or regulation takes precedence.

DFSPs should maintain a first-in, first-out policy for receiving, storing, and issuing fuel and lubricants. If possible, terminal management should incorporate procedures to issue product on this basis, withdrawing two-thirds of a tank’s content before refilling. The tank heel should be kept as small as possible to maintain batch integrity. These procedures should also limit the number of tanks that products are received into by coordinating orders placed for replenishment. Requests for exceptions to the first-in, first- out policy shall be directed to DLA Energy Quality Operations Division.

This section applies to all movements of product belonging to or destined for acceptance by the Government.

This section covers pre-loading and loading procedures for tankers (does not apply to T-AO, T-AOE or T-AKE in dedicated product service unless special circumstances warrant use of such procedures to verify a vessel is suitable to load a capitalized product).

QARs shall utilize the following guidelines/sections of MPMS Chapter 17, Marine Measurement, during the applicable phase of each operation:

a. Section 2 – Measurement of Cargoes On Board Tank Vessels

b. Section 6 – Determining Fullness of Pipelines Between Vessel and Shore Tanks

c. Section 8 – Pre-Loading Inspection of Marine Vessel Cargo Tanks

Statements of quantity and quality shall accompany all shipments. The DD Form 250-1/Receiving Report or WAWF ERR is prepared under the supervision of the cognizant Government QAR (or Military Service designated personnel) to cover marine petroleum shipments and receipts of Government inspected products.

The following applies to vessel cleaning, gas freeing, inspecting, and quantity variations. Table XXIV shall be used as guidance by QARs for the inspection of vessels.

Vessel owners/operators are responsible for providing vessels suitable to load and deliver the intended cargo and for determining the need-to- clean vessel cargo tanks. This determination is made by monitoring vessel cargo history and by what cargo is to be loaded. The process for monitoring cargo history and identifying when vessel cargo tanks require cleaning shall be developed by tanker owners/operators for each vessel. Copies of the DD Form 250-1/Receiving Report and test reports shall be forwarded to vessels by the loading quality representative should early departure preclude obtaining a copy upon loading completion.

Previous cargo(es) carried versus intended cargo(es) shall be evaluated to determine cleaning/preparations required to maintain product quality. Cargo tanks shall be suitable for human entry. Follow Table XXIV to determine the recommended procedures to ensure cargo tanks are properly cleaned/prepared and suitable to load the intended cargo(es). Exceptions to these requirements shall be coordinated with a Government Representative prior to the proposed cargo loading. In addition to the minimum requirements specified in Table XXIV, the following conditions require cargo tank cleaning/preparations:

a. The vessel has been in dry dock, or repairs have been performed on cargo tanks. Coordinate with Government Representative to determine proper cargo cleaning and preparation.

b. The vessel cargo tanks held ballast between the prior cargo discharge and the scheduled follow-on cargo.

c. The initial loading of a charter vessel.

QARs shall inspect vessels that are loading their first DoD cargo under any Military Sealift Command (MSC) charter, or that have not maintained segregated ballast conditions, or that have been dry docked or had repairs made to their cargo system. MSC shall provide notification to the QAR prior to loading regarding vessels that have been in dry dock or had repairs done to their cargo system. MSC may request the inspection be performed at the repair facility or prior to arrival at the next load port. MSC may request assistance from a QAR closer to the facility if deemed necessary and acceptable. Any party may request inspection, given proper notification to MSC. When MSC requires a vessel inspection by a QAR, the request shall be forwarded from MSC to the cognizant Region and DLA Energy Quality Operations Division. This notification shall be done prior to loading the intended cargo, allowing adequate time for the quality representative to be present for an internal tank inspection.

Vessels should arrive at the required port ready to load the intended cargo. Vessels shall certify that cargo tanks are suitable for loading the intended cargo by including the following statement in the Notice of Readiness: “All compartments, lines and pumps to be used are suitable for loading and delivering the intended cargo.” Vessels shall also provide quality representative with soundings (ullage or innage) of product/water onboard and validated onboard quantities (OBQ) prior to loading.

Investigations shall be conducted by a MSC representative and DLA Energy Quality Operations personnel for variations exceeding the following (shore-to-shore, loading to final destination): 0.2% volume for cargoes not requiring cleaning, gas-freeing, drop/strip; 0.3% volume for cargoes requiring drop/strip only; 0.5% volume for cargoes requiring cleaning, gas-freeing, drop/strip. The MPMS, Chapter 17.5, Guidelines for Cargo Analysis and Reconciliation shall be used.

Tanker owner/operators are responsible for off-specification product cargoes when the vessel is identified at fault. The tanker owner/operator shall be given the opportunity to secure the services of an independent petroleum surveyor in the event a discrepancy is suspected or identified. A representative sample taken at the custody transfer point shall be used to determine source of contamination.

The following actions shall be taken prior to approving tankers for loading:

a. When a vessel internal cargo tank inspection is required, the QAR shall assure vessel conditioning has been performed in accordance with Table XXIV. Before entering any vessel tanks, the QAR shall confirm that tanks are gas and vapor free. The vessel owner/operator is responsible for obtaining the services of a Marine Chemist should validation of confined space operation require it. MSC vessels and charters are not on-hire or back-in-service until the QAR accepts the vessel as suitable to load.

b. When a vessel does not require internal cargo tank inspection, the QAR shall validate that the vessel has been properly cleaned and/or stripped. The QAR shall validate that the vessel certification is written on the Notice of Readiness, as required in Section 5.1.1.3.4. The QAR shall validate that the liquid measurements are reflected on the OBQ arrival certificate. The QAR shall randomly validate the water content in select cargo tanks by witnessing their water cuts on the gauge tape.

When requested to perform an inspection, the QAR shall personally enter and inspect the vessel’s cargo tanks prior to loading to determine suitability for loading. The QAR shall also check systems and lines to assure that they are drained and properly isolated and that any overboard discharge, sea suction, and isolation valves are sealed and tagged with serially numbered seals provided by the crew. All seal numbers shall be recorded on the shipping documents. All applicable cargo valves shall be in the open position prior to physically entering the cargo tanks. If the vessel is equipped with a flue-gas type inert gas system (IGS), the QAR shall review the vessel’s Inert Gas System Operation and Equipment Manual to validate it is functioning properly and has been maintained as required.

a. All cargo tanks containing liquids shall be gauged and sampled, and samples shall be retained (See Table XXX). When cargo tanks contain on-board quantity (OBQ) from a previous cargo or parcel, the previously loaded product shall be gauged, sampled, and tested to the extent deemed necessary by the shore quality Government Representative for conformance to the applicable specification prior to topping off or until discharge at the final destination. Cargo tanks containing OBQ, but not being topped off (if any) shall be gauged and sampled2. These samples shall be held in the event loading difficulties result in commingling of products.

b. Tanks used for loading shall be coated with an approved epoxy coating. Coating shall be adherent: no flaking, peeling, or blistering.

c. Cargo tanks that contain heating coils shall be checked to assure that the coils are tight, and no liquid/steam can escape. One way to validate this is by performing a pressure tightness check on the system.

d. Coils containing yellow metals (copper, bronze, etc.) shall not be permitted for aviation turbine fuel use. The QAR shall report any vessel found to contain coils with yellow metals to MSC N712, DLA Energy Regional Quality Manager, and DLA Energy Quality Operations Division. This precludes chartering that vessel for a cargo of aviation turbine fuel.

e. It is mandatory that JPTS be loaded in tanks in which the last product carried was aviation fuel, kerosene, non-aromatic solvent, unleaded gasoline, or arctic diesel (See Table XXIV). Prior to loading JPTS, tank cleaning requirements are: tanks shall be machine washed with hot water, if cleaning chemical and/or salt water is used, the final wash shall be with fresh water. Tank bottoms, interior bulk heads and internals shall be completely free of sediment, scale and other contaminants. Tanks shall be dry and all liquids completely removed from the connected piping after cleaning. The tanks and lines shall be flushed with fresh water and then drained dry. The loading and unloading system shall be completely isolated. This shall be accomplished by completely separate piping systems or by use of blinds. Valves shall not be relied on to effect isolation. Common lines shall not be used. Steam smothering lines should have at least two valves that can be sealed from the main line to the tanks, or a blind installed that can be readily removed. Each tank shall have its own individual vent. If the ship has a common vent system, tanks used for JPTS shall be isolated from balance of the vent system.

When considered necessary and where safety precautions permit, the QAR shall require that rust samples be taken from selected cargo tanks and tested with the product to be loaded or with a similar solvent. This procedure is performed to determine the effect upon the corrosiveness and gum characteristics of the product. The rust shall be pulverized and added to a sample of the product to be loaded, or to a similar product, in proportions of 5 to 10 grams of rust per 100 mL of the liquid. After shaking the mixture vigorously for at least one minute, the product shall be filtered free of rust and tested for color, corrosion and residue.

Loading plans shall be reviewed to determine their suitability, considering bulkheads, lines, tank capacities, and ship’s trim. In the case of split cargoes, the QAR shall ensure the vessel is physically suitable for handling two or more grades of product simultaneously without contamination. The QAR shall ensure all bulkheads are secure and the vessel has double valve separation or line blanks. If valves are used, such valves shall be lashed and sealed in proper position to prevent misuse. Initial and normal pumping rates shall be agreed upon before starting. If differences cannot be resolved locally, they shall be escalated through the proper chain of command. Prior to loading, all water shall be removed from the vessel pipelines and cargo tanks.

When a vessel is scheduled for a multi-port loading, the inspector at the first loading point shall, if practical, inspect all of the ship’s cargo tanks to determine their suitability for the scheduled product. The vessel shall not be approved for loading part of the cargo unless all cargo tanks are considered suitable for the respective products. QARs at the subsequent loading point(s) shall be advised by appropriate means of the results of the previous tank inspections. This does not preclude rejection by QARs at subsequent loading points if conditions warrant such action.

Vessel movements shall not be expedited at the expense of quality and quantity determinations, regardless of pressure or protests. Full support shall be given to the QAR for reasonable actions taken to assure quality and quantity requirements are met.

For MSC controlled vessels, DLA Energy Quality Operations Division shall be notified immediately to discuss the reason for rejection and/or need for re-cleaning. The QAR shall follow up the DLA Energy Quality Operations Division notification with a report to the cognizant DLA Energy Region, DLA Energy BI FENB, and MSC on vessel rejection or delays in loading operations. The notification shall contain pertinent details, including length of delay anticipated for tank cleaning and product availability. For CONUS (Continental United States) locations, telephone MSC Norfolk, Tanker Group @ 757- 443-2226 [email protected].

For locations outside CONUS, a priority message shall be dispatched to MSC Norfolk with the same information addressed as for CONUS. Rejection or delays shall be well documented including dates, times, circumstances, personnel, discussion, etc. They shall be detailed on the DD Form 250-1/Receiving Report or WAWF ERR with supporting documentation included. Contract documentation, to include DD Form 250- 1/Receiving Report, for these cargoes shall be kept for 6 ½ years from date of completion in accordance with the Federal Acquisition Regulations.

The Quality Representative shall:

a. Ensure sampling, testing, and approval of shore tank content prior to loading aboard the vessel (see Table IX).

b. Check loading lines to determine that they are properly isolated and do not contain product detrimental to the cargo. Drain free water from each tank to be used through the water draw-off line.

c. Ensure loading lines are full. In some cases, especially underwater lines, the lines may be required to be empty prior to loading. The QAR shall witness opening and closing shore tank gauges and opening and closing meter readings (when used).

d. Determine the position and setting of the swing line in the shore tank (where applicable) to prevent loading of any free water or sludge from the tank bottom. Water shall be drawn from the tank bottom through the water draw-off if it is anticipated that there is any possibility of loading the water with the cargo.

e. Review the cargo layout and loading plan. The QAR and vessel Master (or designated representative) shall concur on the cargo layout and loading plan. (See 5.1.2.3 e. for additional guidance)

f. Inspect (to include checking the vessel’s log on the nature of previous cargoes and the vessel’s condition (e.g., leaks, previous rejections, and excessive delays)) and approve or reject the vessel cargo tanks.

g. Ensure sea suction and overboard discharge valves are closed and sealed prior to loading. In the case of split cargoes, those valves essential to cargo isolation shall be sealed with serially numbered seals and their numbers recorded on shipping documents.

h. Ensure all parties are aware of sampling procedures for “first-in” prior to commencing. Check cargo first-in and line samples analyses to verify quality of product moving to the vessel.

Product quality and isolation shall be assured in shore tanks and all lines used in loading. The line fill, approximately 2,000 to 5,000 barrels, shall first be pumped into one or two vessel cargo tank(s). When product reaches three feet in the vessel tank(s) or when line fill has been displaced, the QAR or government representative shall request the ship’s officer switch tanks and continue loading at a reduced rate. A sample shall be drawn (after a 30-minute wait) from the first tank(s) and tested to determine if the quality of the product being loaded is satisfactory (See Table IX). Further sampling and testing may be conducted to the extent deemed necessary by the QAR. If at any time during loading there is an indication of contamination, the loading shall be stopped until the cause and extent of the contamination has been determined. When loading aviation turbine fuel or kerosene, loading procedures (from COMSCINST 3121.3) shall be as follows:

If the vessel does not have segregated ballast, prior to loading, all lines shall be dropped, and water removed from cargo tanks. If simultaneous ballasting or de- ballasting shall be performed during cargo operations, record this fact and the reason(s) for it on the DD Form 250-1 or WAWF ERR. A description of the degree of segregation that was maintained during the operation shall also be recorded.

Initial loading shall be at a rate not in excess of three feet/ one meter per second (about 1,500 barrels per hour through a 12-inch line) through loading lines into the cargo tanks until the discharge outlet has been covered by at least three feet of the product. Thereafter, the normal loading rate may be resumed. The loading rate of three feet per second applies to the flow into each tank. The total loading rate shall not exceed the sum of the allowable rates for the individual tanks being filled. If there is evidence of turbulence or splashing of the product in a cargo tank(s) after the discharge outlet is covered by the specified three feet of product, the reduced loading rate shall be continued until turbulence ceases.

In order to dissipate static charges built up during the fuel movement, product and water measurements, temperatures and samples, including the first-in samples, shall not be taken from any cargo tank until at least 30 minutes after flow into the tank has ceased. In the meantime, loading of other tanks may proceed.

This section covers pre-loading and loading procedures for barges and refueling craft. If a YON is being used as a barge, the QA requirements for waterborne transfer of petroleum products must be observed.

The precautions and procedures outlined in Sections 5.1.1.4, 5.1.1.5, and 5.1.1.6 are applicable to barges and refueling craft to the extent possible, except that rust samples shall be taken only if the last cargo carried indicates this action is necessary and can be taken under safe conditions.

Table XXIII and Table XXIV cover conversion from one product to another.

Key operations in loading of barges and refueling craft include the following:

a. Sampling, testing, and approving shore tank contents prior to loading aboard the vessel (see Table IX).

b. Checking loading lines to determine that they are properly isolated and do not contain product detrimental to the cargo.

c. Ensuring lines are full. Obtaining opening and closing shore tank gauges. Obtaining opening and closing meter readings where necessary.

d. Determining the position of the swing line in the shore tank, where applicable, and setting it at a position to prevent loading of any free water or sludge from the tank bottom. Water shall be drawn from the tank bottom through the water draw-off if it is anticipated that there is any possibility of loading water with the cargo.

e. Checking the cargo layout and loading plan. The QAR and vessel Master (or his designated representative) shall concur on the cargo layout and loading plan. The QAR shall assure that the loading plan is for the ordered quantity. If differences exist between the vessel, shore facility, and/or the QAR, the matter shall be resolved expeditiously prior to commencement of loading. This may require confirmation from the ordering office. Allowable variances from the ordered quantity per the contract are only acceptable if based on a condition of manufacturing, loading, or shipping. Neither product suppliers nor vessels should target more or less than the original ordered quantity.

f. Inspecting and approving or rejecting the vessel and individual cargo tanks (to include checking the vessel’s log to determine the nature of previous cargoes and leaks). Prior to loading aviation turbine fuels, vessels shall have the tanks receiving the product stripped and mucked to remove residual contaminants and moisture (in accordance with MSC Policy 98-01 and Table XXIV). These procedures shall be applied to barges (over 30,000 barrels size) and refueling craft to the maximum extent possible.

g. Closing and sealing sea suction and overboard discharge valves prior to loading. In the case of split cargoes, those valves essential to cargo isolation shall be sealed with serially numbered seals and their numbers recorded on shipping documents.

h. Checking/analyzing first-in and line samples to verify quality of product moving to the vessel.

i. Sampling and testing contents of vessel cargo tanks during and after loading (Table IX)

Fuel and lubricant deliveries from fleet replenishment vessels shall be filtered according to filtration standards for the product involved, unless these filtration requirements are waived by the receiving ship. Replenishment vessels shall always take action to remove water from their cargoes.

Before commencing fuel receipts, vessel personnel shall assure that the shore-side is ready for discharge by verifying that product in the tank slated to receive the vessel discharge meets specification and grade requirements. The terminal shall be aware of the time of the vessel’s arrival. Shore-side personnel shall assure line condition is full and properly isolated in accordance with MPMS. Free water shall be drained from the receipt tank through the water draw off line. Shore tanks shall then be gauged and temperatures determined in accordance with the MPMS. Shore-side personnel shall determine net quantity before discharge. If necessary, line samples shall be taken to assure product is the same as that being discharged (e.g., when the line contains unlike product in a non-dedicated system or when problems were experienced with the previous receipt). If additives are to be injected into the product during discharge, personnel shall assure injectors are in working order and that required additives meet quantity and quality requirements.

Paperwork onboard the vessel shall be examined to confirm product type, quantity and quality, and the presence of free water. If there is any indication the product does not conform to the quality requirements, discharge shall not be commenced until disposition instructions have been received in accordance with this Standard (see Section 5.13.2). Personnel shall verify that seal numbers as compared to the DD Form 250- 1/Receiving Report or WAWF ERR are intact. A meeting shall be held with vessel personnel prior to discharge to discuss procedures and pumping rates to be used.

Tank gauging/temperature determination shall be witnessed for record and net quantities shall be calculated. If variations of 0.5% volume or more are indicated on an individual barge gauging comprising a shipment of two or more barges, then that barge shall be discharged separately and separate shore tank gauging shall be accomplished. QAR or government representative should monitor all-level tank sampling and testing as stipulated in Table IX. The remainder of the composite sample shall be retained (See Table XXX) until discharge is complete and the shore tank sample is tested. Product is normally discharged when laboratory tests indicate conformance to product specifications.

If product contamination is suspected, sample barge(s) prior to offload and submit sample to a laboratory for a minimum of B-3 series analysis. If testing facilities are not readily available, notify DLA Energy Quality Operations Division (see 5.13.2) disposition instructions are provided based on the circumstances (product contaminated, contaminant, the configuration of the discharge facility, the urgency for the product) and options available (availability of filter-separators, product isolation ashore, product blending capability ashore, or possibility of product remaining on vessel for disposition at another facility), prompt action shall be taken to reduce vessel lay time costs. Requests for disposition shall include the following information for all vessel cargo and bunker tanks: volumes in each vessel tank, max fill for each vessel. The projected shore receiving activity shall provide information on current volume in all product tanks and maximum fill for each tank.

Once authorization for discharge is given, the vessel shall notify the shore when ready to commence. Communication shall be maintained between ship and shore for the entire operation. Personnel shall ensure that line samples are taken as required (Table IX, Serial 5b) and shall monitor logs as well as line sample results.

Upon finishing the discharge, personnel shall determine product Remaining On Board (ROB), calculate net quantity received ashore, investigate any quantity discrepancies, sample and test product after settling (see 5.9.4.8), complete discharge DD Form 250- 1/Receiving Report or WAWF ERR, and gather any other applicable documents to include ullage sheets, bunker reports, etc. (see 5.1.3.4c). Any discharging delays and/or investigation results shall be reported on the DD Form 250-1

a. After the vessel is unloaded, the Government Representative shall examine each cargo tank to determine if any product is remaining onboard. Cargo tanks containing product(s) ROB shall be gauged and the amounts determined by applicable procedures such as capacity tables and wedge formula. If it is impossible to obtain accurate figures, the quantities should be estimated. The quantity, the cargo tank number involved, and pertinent information or reason for incomplete discharge shall be entered on the DD Form 250-1. If it is not the final destination port, the Government Representative at the next discharge port shall be notified of any unusual conditions, gauges, or losses identified.

b. Shipping and handling variations, as cited in DoDM 4140.25, shall be recorded by the destination Government Representative on the DD Form 250-1 indicating the cause of the variation to the extent possible. The destination Government Representative’s remarks concerning the variation shall be confined to observations and evaluations made at the receiving terminal. Tank gauge readings, line capacities and vessel ullages shall be checked as necessary in attempting to account for the loss or gain (DoDM 4140.25 along with 5.1.1.3.5 of this standard establishes variation criteria). If the excessive variation cannot be accounted for at the final discharge point, the Government Representative shall immediately communicate with the QAR at the loading point(s) and simultaneously with the Government Representative at each intermediate discharge point (if any) to determine possible reasons. Each Government Representative queried shall advise the final destination of their findings within 15 calendar days. The final destination Government Representative shall consolidate the data and forward it to the accountable property officer. Corrected DD Forms 250-1 or WAWF ERRs shall be initiated and distributed as appropriate.

c. The required inspection documents shall consist of DD Form 250-1, DD Form 250-1 Continuation Sheet, or WAWF ERR, shore tank ullage or innage reports, vessel ullage or innage reports, bunker reports (if any), laboratory test results sheets, and other documents as required. Distribution of these documents shall be made in accordance with Defense Federal Acquisition Regulations Supplement and/or contractual requirements.

For MSC-controlled vessels, report to the cognizant DLA Energy Region, DLA Energy BI FENB and MSC on delays in discharge operations, with pertinent details, including length of delay anticipated. For CONUS locations, telephone MSC Norfolk, Tanker Group @ 757-443-2226 COMSC [email protected]. All calls shall be confirmed by message to Commanding Officer, MSC Norfolk with the local MSC representative and DLA Energy as information addresses. For locations outside CONUS, a priority message shall be dispatched to COMSC, Norfolk, VA, with the same information addresses as for CONUS.

A Government Representative shall witness sampling of vessel cargo tanks. Time permitting, the Government Representative shall monitor cargo tank gauging and temperature determination, and water cuts. If possible, water shall be stripped ashore before the tanker is released. The Government Representative shall maintain surveillance of the stripping operation. Failing this, advise the Master to strip water out of the cargo tanks into slop tanks. Report fuel loss during stripping operation.

The Government Representative shall witness shore tank gauging (opening and closing). The Government Representative shall independently determine shore and vessel net quantities, and ship/shore variations. If a ship/shore variation is determined, the Government Representative shall re-compute to confirm the calculations and conduct an investigation if the variation is outside the allowed variance (see 5.1.1.3.5 for tolerances).

The Government Representative shall assure completion of required inspection documents, including a DD Form 250-1/Receiving Report or WAWF ERR, Tanker/Barge Loading Report, Continuation Sheet, ullage or innage report, laboratory test results sheets, and other documents, as required. Ensure documentation notes the type and quantity of product in the tank before start of loading (OBQ), if applicable. If the product is loaded from more than one tank, list the test results applicable to each tank in separate columns headed by the tank number. The date the product in each tank was approved and the quantity loaded from each tank shall be indicated in the appropriate column. The QAR may require additional testing if the situation warrants. Assure distribution of these documents is made according to Defense Federal Acquisition Regulations Supplement.

Issuing and receiving vessels are responsible for performing quality checks before, during and after a transfer. The issuing vessel shall strip water from the tank just prior to the transfer to assure water and sediment is not transferred. Line samples shall be taken and checked for appearance every 30 minutes during the transfer by the receiving vessel.

This section applies to all pipeline movements of product belonging to or to be accepted by the Government. It does not apply to movements of fungible Contractor-owned product where quality is verified after receipt at a terminal and prior to delivery to the Government. The movement of petroleum products via multi-product pipelines presents many problems in the control of quality, and the operation requires close surveillance. This section furnishes guidance related to quality of petroleum products shipped in pipelines. This does not apply to bunker fuel where the mode of delivery is pipeline.

Carriers’ tariffs outline the normal responsibilities of the pipeline company. Supplemental agreements are usually entered into between the Government and the carriers, which further elaborate on the extent of the carriers’ responsibilities. Copies of these agreements shall be made available to cognizant quality assurance offices by either the DLA Energy Region or prime contractors, as applicable. These documents shall be reviewed by the QARs concerned, and the provisions thereof shall be used in product quality surveillance.

Products shall be tested in accordance with Table IX before entry and after discharge from a pipeline. For pipelines carrying aviation turbine fuels and automotive gasoline, laboratory facilities shall be made available to perform identification tests on products at terminals along the pipeline system.

Single and multi-product pipelines, pumps, and valves shall be marked to clearly identify the grade of a product being carried. MIL-STD-161 may be used for guidance on color, marking and titles.

When products are transferred through a multi-product pipeline, identification tests are required in accordance with Table IX.

Single product pipelines shall be used whenever possible. However, multi-product pipelines are often used between bulk terminals.

The product entering a multi-product pipeline or discharging from it shall be identified by a flag or sign on the connections to the multi- product pipeline.

Pumping shall normally be continuous until product has been cut off.

Product velocities in pipelines shall be maintained to minimize mixing of product.

Preferred procedures for segregating products during movement are shown here in their order of precedence:

a. Turbulent flow without batching plug (mechanical or hydrocarbon) between products.

b. Compatible Hydrocarbon batching plug (between products or grades).

c. Mechanical batching plugs (batching balls) between products or grades.

d. Disposal of Water-Mixed Product. Provisions shall be made for removal and disposal of mixed product and water.

Before the pipeline transfer is started, it shall be determined whether the product in the line (line fill) is the same as the issue/transfer tank product or can be included in the transfer.

Incomplete flushing or cleaning of multi-product pipelines is a potential source of contamination. Pipelines are cleaned using various methods, most of which involve various types of pigs that create large quantities of scale, sediment, and water called pig clouds. Isolation of the pig clouds is required to preclude a major contamination of working tanks. The preferred method of receiving a pig cloud is into a truck(s) to capture the largest portion of the cloud. Other options include (in order of precedence) containment in a small tank or in a tank that is already scheduled for cleaning in the next three months.

Proper blinding off of connecting lines and correct valve control during transfer minimizes the possibilities of pipeline contamination.

Intra-terminal transfers should be minimized to preclude potential contamination or spills. Where high level or high-high level alarms do not have manual inspection and test procedures, terminals shall request installation of such hardware. Spill prevention control manuals shall be updated to incorporate a non-product transfer procedure for inspection and testing of the high level or high-high level alarms.

The current F-76 specification has a 0.0015 mass percent maximum for sulfur while some F-76 in storage contains up to 0.5 mass percent sulfur. As a means of consuming high sulfur F-76, mixing of newly procured ultra-low sulfur F-76 with older stocks shall be minimized. Depot management shall establish a rotation plan as a means of reducing the total sulfur content of the F-76 stocks.

Maintaining turbulent flow during multi-product movements and a packed line when shipments are static is mandatory to ensure a minimum of transmix.

Both improper batch cuts and product segregation are potential sources of contamination.

Rust contamination during pipeline shipments can result from inadequate corrosion inhibition or scraping of the pipeline.

Isolation of the system from all inter-connecting lines by suitable blinds or two block valves with an open bleeder valve between will minimize the possibility of product contamination.

To maintain the quality of liquid fuels, it is preferable to utilize separate pipelines, valves, and pumps for each type and grade of fuel.

Except where approved hydraulically- operated water displacement systems are employed, displacement by water is not allowed.

Detailed information on the operation, maintenance, and inspection of facilities used in dispensing and storing fuel may be found in appropriate departmental directives and manuals.

The segregation of product in military and or commercial multi- product pipelines is accomplished by maintaining turbulent flow or by the use of a batching plug or buffer batch of a suitable hydrocarbon. During movements with turbulent flow, constant surveillance shall be maintained to ensure minimum flow rates required for turbulent flow. Even though commingling occurs under all conditions at the interface between products, the objective is to control the length of the transmix and ensure its proper disposition.

The resultant transmix will vary in amount due to factors including pumping rate, distance and contour of the line, line pressure, and number of pumping stations. Cuts into terminal storage shall be made in accordance with Table XXVI. If this schedule cannot be followed because of operational requirements or limited capacities of a terminal, cuts shall be made in a manner ensuring delivery of an on-specification product to the consumer. No other product shall be commingled with grades JP-5, JP-8, F-24, JPTS, or aviation gasoline (all grades).

Fuel transported by pipeline is subject to contamination by rust, sediment (particulate), water, and surfactants. Periodic checks shall be made to determine the extent of internal deterioration of the pipelines in accordance with pipeline operational manuals.

An increase in sediments content in petroleum products while in transit through a system can indicate rust buildup in the system. Particulate buildup may also be the result of insoluble agglomerates formed from fuel oxidation processes or by introduction of fuel with better solvency. The amount of particulate may be determined by ASTM D2276, D5452, D6217, D7619, IP 565 or IP 577, as applicable. Particulate content of product samples taken at the shipping and receiving points or at periodic intervals at the receiving point provide data for comparison.

Fuel for military aircraft and ground vehicles may contain approved corrosion inhibitors to reduce corrosion of the pipeline and handling systems. Corrosion inhibitors also enhance fuel lubricity, which is required for some aircraft components and increases engine life in ground vehicles. All Military Specification aviation turbine fuel normally contains a corrosion inhibitor supplied by the manufacturer. It is permissible to inject approved oil-soluble corrosion inhibitors into aviation turbine fuel being moved by pipeline to effectively control pipeline corrosion, subject to the limitation indicated in 5.2.1.12.

To ensure proper protection, the corrosion inhibitor’s effectiveness shall be checked at various points along the line. This can be accomplished by a visual inspection of the steel coupons that have been installed in the fuel stream in the pipeline or by determining metal loss from change in weight of the specimens. Another method is making a visual inspection of steel rods or strips that have been used in specific laboratory tests on fuels taken from the pipeline.

In the event a corrosion inhibitor/lubricity improver is added, only those lubricity improvers listed in the current Qualified Products List (QPL-25017) for MIL-PRF-25017, and those approved for that product shall be permitted. Care shall be taken to ensure the approved concentration in the product is not exceeded. Excessive lubricity improver concentrations will lower the water separation rating. Only lubricity improvers listed in AFLP 3390 are approved for use in the NATO pipeline system. EI 1535, minimum criteria to determine acceptability of additives for use in multi- product pipelines co-transporting aviation turbine fuel, contains guidance on which fuel additives are typically transported via pipeline.

Information on approved corrosion inhibitors can be found at ASSIST, https://quicksearch.dla.mil, by searching by document Number, choosing Document ID for the appropriate revision, and clicking the media icon or by searching the Qualified Product Database https://qpd.dla.mil/.

MDA shall not be added to aviation turbine fuel purchased for use by the Services unless it is approved in writing by the procuring activity and user. Consult the applicable product specification for details on the approved additives and dosing rates. It should be noted that some commercial aviation turbine fuel specifications do not require customer approval for adding MDA; however, they do require that the addition MDA and subsequent testing be documented on the Certificate of Quality (COQ).

A gradual reduction in product flow rates while maintaining a constant pumping pressure can be caused by increased internal corrosion in the pipeline system. A continued increase in pumping pressures to maintain normal product delivery rates may also be indicative of internal corrosion buildup. Evidence of a drop in pressure shall be brought to the attention of the responsible chain of command.

DRAs are prohibited in military specification fuels (includes aviation turbine, naval distillate fuel (F-76)). If the presence of DRA is suspected, DRA concentration by ASTM D7872 is to be determined. DRA concentration shall be no higher than 72 µg/L. Typically, to ensure the absence of DRA in Government owned fuels, if a pipeline company is injecting DRA into commercial product, the DRA injection shall be stopped two hours before and resumed two hours after the expected Government fuel batch has passed the injection point. In most cases, this will preclude the inadvertent inclusion of DRA into the Government fuel and should exclude the DRA in any transmix. If the two-hour criteria is impractical, the pipeline shall adjust the injection accordingly to prevent DRA in the product destined for Government acceptance.

Personnel shall:

a. Assure products to be tendered through the pipeline conform to the applicable specification or Standard.

b. Maintain surveillance over the pipeline operations during the transfer to another carrier and at key points in the system during the movement of tenders. Examine records of pumping rates, progress of tenders, extent of transmix, API gravity, and color determinations.

c. Witness the cutting of tenders or batches into pipeline receiving tanks. In emergency circumstances where witnessing batch cuts is impossible, a review of the product change record shall be made when witnessing the sampling and testing of the receiving tank(s).

d. Verify the quality of product in pipeline receiving tankage after receipt of the tender or batch. Select the identification tests to be performed for verification of product quality (See Table IX).

e. Maintain familiarity with procedures used to protect or condition the pipeline interiors.

f. Where necessary, evaluate the characteristics of the transmix to determine its disposition. The procedures for this evaluation, a suitable form for recording data and a sample of the calculations involved are shown in the Product Change Record Form (see Appendix E).

Before commencing receipt of fuel, personnel shall assure the quality of the product in the intended receipt tank(s). The terminal shall be aware of the time and quantity of the pipeline tender. Personnel shall assure line condition is full and properly isolated. Free water shall be drained from the receipt tank through the water draw offline. Tanks shall then be gauged, temperatures taken, and a net quantity determined before receipt of product in accordance with the MPMS or other applicable publication. If necessary, samples shall be taken of the line to assure product is the same as that being received. When additives are to be injected during receipt into the tank, personnel shall assure injectors are in working order and that required additives are the proper type and in the proper quantity and quality.

To the maximum extent possible, personnel shall witness batch cuts to assure they are in accordance with the contract or operating agreement (e.g., heart, mid- point, etc.) See Table XXVI. If line samples are being taken during receipt, personnel shall assure that each sample is properly taken and appropriately labeled. Personnel shall monitor samples taken throughout the receipt of the tender for contamination (e.g., water, increased sediment, secondary products).

Upon completion, personnel shall determine quantity by gauging the receipt tank(s) used; measuring fuel, water, and temperatures; and calculating net quantity received in accordance with API MPMS. Personnel shall investigate any quantity discrepancy in excess of that cited in DoD 4140.25-M and allow receipt tanks time to settle before sampling and testing.

Receipt tanks shall be sampled and tested in accordance with ASTM D4057 (MPMS, Chapter 8.1, or other applicable publication) and Table IX of this Standard. Personnel shall assure samples are retained (See table XXX) as called for in the quality control plan or established quality procedures. The DD Form 250, DD Form 1348-1 or WAWF ERR, shall be completed and signed.

Tank cars and trucks shall be continuously kept in the same grade of service to minimize the possibility of contamination. If this is impracticable, each tank truck or tank car shall be processed for a change in grade in accordance with Table XXIII of this Standard.

Appropriate safety measures shall be taken during loading and unloading operations. Blanking caps shall be fitted to all filling and discharge connections not in use.

Prior to loading, the contents of the source tank and the loading line to the fill rack shall be checked in accordance with Table IX. For terminals loading from fungible aviation turbine fuel stocks, the procedures used to confirm quality for all customers are acceptable when terminal is in compliance with standards identified in the note under 5.3.1.2.6.1.

Upon arrival at the loading rack, trucks and tank cars shall be inspected for safety discrepancies and suitability to transport the product. Dome covers shall be opened, bottom outlet caps on tank cars removed, and the bottom outlet valves fully opened. This allows residues from previous cargoes to drain completely into a suitable container.

The outlet valves shall be inspected and if found defective shall be repaired or replaced prior to loading. For terminals loading from fungible aviation turbine fuel stocks, the procedures used to confirm quality for all customers are acceptable when terminal is in compliance with defined standards as identified in the note under Section 5.3.1.2.6.1.

In NATO countries, wherever possible, the vehicle should be clearly marked with the NATO code(s) for the product being carried.

Care shall be taken to ensure gaskets and hose connections are maintained in good condition so that fill and discharge connections will be air and fluid tight.

Each truck or tank car shall be inspected for cleanliness and suitability to receive product. Interiors, including domes, shall be free from loose rust, scale, or dirt and shall be dry (water-free) prior to loading. If being used, truck hoses and pumps shall be checked to assure they are clean and dry. See Table XXIII for product specific cleaning requirements.

With the conversion to F-24 (Jet A with additives)/ Jet A- 1 (regraded to JP-8 after addition of additives), more load locations do not or will not inspect trucks. Therefore, it is desired that all trucks hauling Jet A/Jet A-1 for DLA be dedicated to jet service. Where this cannot be accomplished, the company/driver shall have available documentation on the last product carried from documents required by DOT to be on the truck between a delivery and the next load.

Additionally, if required, documentation shall be available to show the Government inspector who has responsibility over the facility that conversion requirements in Table XXIII were met. Note: At locations where fungible aviation turbine fuel stocks are cited, API Recommended Practice 1595, EI/JIG 1530, or JIG 2 compliance is required.

At top-loading facilities, care shall be taken to prevent the buildup of dangerous static electricity during loading operations. Care shall be taken to prevent fuels other than residuals from free-falling or splashing during loading operations by inserting the discharge hose or loading arm fill pipe to the bottom of the tank. The fill rate shall be slow until hose or fill pipe is covered by six (6) inches of product. Prior to loading, particular attention shall be given to the outlet and safety valves to ensure they are properly seated and in operable condition.

The contents of tank car and truck shall be sampled for verification tests IAW (Table IX) upon completion of loading. Test results shall be recorded on delivery documents and retained for one (1) year. Injection rate shall be recorded on the bill of lading. Retained samples of the tank truck/car loading shall be held by the loading facility in accordance with Table XXX.

Additive concentrations or volume of an additive injected shall be identified on the quality certificate (RCQ, COA/COQ, etc.) or bill of lading. For aviation turbine fuel, documentation shall list the three required additives, FSII, CI/LI, and SDA, in addition to MDA (if applicable). If no additive is in the fuel, then the concentration shall be listed as zero (0). Documenting additive quantities is essential to traceability and tracking of the minimum and maximum quantities authorized by the applicable product specification.

Where sealing is required, domes and/or unloading valves in the case of tank cars and all openings in the case of truck loadings shall be secured and sealed with serially numbered seals immediately after filling. Seal numbers and the API gravity at 60°F or density at 15°C shall be noted on shipping documents. Sealing of tank trucks is not normally required for quality purposes within CONUS but may be utilized due to an increase in the Force Protection Condition level or if required by contract, agreement or by other entity. If an Force Protection Condition (FPCON) level increase drives a requirement to implement the use of seals, contact the applicable DLA Energy Region for assistance.

Trucks and tank cars shall be properly placarded prior to departure from the loading facility, identifying cargo being carried.

This section excludes tank truck and tank car receipts of motor gasoline, diesel and heating oil under the post, camps and station program (see 5.4 below).

Before commencing a tank truck or tank car receipt of fuel, receiving personnel shall assure that the receipt tank is ready and that the quality of the fuel in the receipt tank(s) has been determined. The terminal/facility shall be aware of the time and quantity of the arriving trucks. Personnel shall assure line condition is full and properly isolated to receipt tank. Normally, lines are dedicated; if not, line condition shall also be checked for quality.

Free water shall be drained from the receipt tank through the water draw off line. Receipt tank(s) shall then be gauged, measuring fuel, water, and temperatures, and calculating net quantity received in accordance with API MPMS or other applicable publication, before fuel receipt. If necessary, samples shall be taken of the line to assure product is the same as that being received. If product is to be injected with additives while discharging into the tank, personnel shall assure injectors are in working order and that required additives are the proper type and in proper quantity and quality.

Receiving personnel shall check accompanying paperwork to assure the fuel to be unloaded is the proper type and quantity. Validate the product grade in the truck is the same grade as in the receipt tank. Validate that the receiving point is identical to that on the shipping papers. If not, redirect the truck to the correct off-loading location. If being used, truck hoses shall be checked to assure they are clean and appropriate for use.

Seals, when placed on the tank truck/car, shall be checked to assure they are intact and correspond to the numbers on the shipping manifest/DD Form 250/WAWF ERR, or equivalent form. Afterward, personnel shall break seals, sample and test each compartment in accordance with Table IX. Shipment shall be accompanied by the test report for the product carried from the loading point. Provided all conditions mentioned are satisfactory, the product may be discharged into receipt tanks.

a. Where seals are required, the conveyance shall be checked to determine if the required seals are broken or missing. The product shall not be unloaded until it is determined that the quality and quantity is satisfactory. Demurrage charges and tampering or missing seals, if any, shall be referred to the cognizant DLA Energy Region.

b. If water is present, it shall be drawn off prior to unloading. Fuels that have a cloudy appearance or an unusual color shall not be accepted until laboratory tests indicate they are suitable for use. Cloudy or unusual color shall be reported to DLA Energy Quality Operations Division and the applicable Service Control Point.

c. At receipt terminals, to the maximum extent possible, personnel shall compare the measured density of the received product at 15°C or API Gravity at 60°F, with the density at 15°C or API Gravity at 60°F reported on the DD Form 250, WAWF ERR or equivalent form. Both shall agree within ± 2 kg/m3 or 0.5 degrees API.

d. In the event water has collected in the bottom outlet valve of a tank car and has frozen, preventing the free movement of the valve, a steam jet, hot water, or hot cloths may be used for thawing the ice.

Prior to rejection, a receiving organization shall first notify the origin shipping point and quality representative, identifying the product, tank truck/car number, and reason for rejection of the product. Activities shall notify their Service Control Point as soon as possible after rejection. If the scheduled delivery was from a DLA Energy procurement contract, receiving organization shall submit a PQDR via JDRS or PDREP. For DLA Energy capitalized product shipments (DFSP to DFSP), submit a customer/depot complaint via DD Form 3075 Disposition Request through the SCP and Region Quality Office to DLA Energy Quality Operations (see 5.13.2).

Personnel shall examine truck or tank car to determine whether all product has been discharged into receipt tanks. Installation of a VISI-Flow gauge on the receipt system is another method that may be used to determine when discharge is complete. When all tank trucks/cars have been discharged, personnel shall annotate the receipt quantity on the DD Form 250, WAWF ERR, or equivalent.

Quantity shall be determined by calibrated meter, automatic or manual gauging of the receipt tank(s), or other methods described in DLA Energy P-2 Receipt and Shipment of Petroleum Products. When automatic or manual tank gauging is the method used for determining receipt quantities, the temperature shall also be measured and net calculations performed correcting the quantity received to 60°F (15°C). Receiving personnel shall investigate any quantity discrepancy in excess of that cited in DoD Manual 4140.25. Time shall be allowed for the product to settle in the receipt tank before sampling and testing.

Personnel shall sample and test receipt tanks in accordance with the MPMS, Chapter 8, or other applicable publication and Table IX. Samples shall be retained (See Table XXX) as called for in the quality control plan or established quality procedures.

Under DLA Energy Direct Delivery purchase programs, products required at the base level are normally provided under PC&S contracts. The following products are normally procured under PC&S contracts, mostly to non-Government specifications: fuel oils (FL/FS #1, #2, #4, #6, etc.), gasolines (MUR, MUM, MUP, Motor Mid-Grade, Reformulated (MMR), Motor Regular, Reformulated (MRR), Motor Premium, Reformulated (MPR), gasohol, E85, etc.), diesel fuels (DF-2, BDI, DS-1, DS-2, DSS, etc.) and aviation turbine fuel (JP-8, F-24, Jet A, Jet A-1, TS-1, etc.). For aviation turbine fuel receipt/testing, see Table IX.

Product is usually delivered directly by the contractor via tank truck or tank car to the requiring activity. On fuels, other than aviation, which are delivered via tank truck or tank car to U.S. Government installations for their use and consumption, Government inspection for identity and quantity shall be performed by the receiving activity in order to accept the fuel on behalf of the Government.

Note: Tank trucks may or may not be sealed after loading based upon contract requirements. Normally CONUS does not require tank trucks to be sealed, but seals may be utilized due to an increase in the FPCON level or if required by contract, agreement or by other entity. If FPCON level increase drives a requirement to implement the use of seals, contact the applicable DLA Energy Region for assistance. Overseas locations may require sealing due to security requirements. Whenever the item calls for delivery into or by barge, for either origin or destination contracts, the Contractor shall keep the QAR informed of the loading date and source of supply along with any changes thereto as far in advance of the loading date as is possible to permit necessary inspection by the U.S. Government. The U.S. Government reserves the right to perform quality inspection at all times and places if warranted.

Responsible fuel personnel shall examine accompanying paperwork, assuring the correct product, quantity, and location. Personnel shall verify seal numbers prior to discharge where seals are applicable, validate the product grade in the truck is the same grade as in the receipt tank, and validate that the receiving point is identical to that on the shipping papers. If not identical, personnel shall contact the Region Customer Account Specialist to determine/verify delivery order number and correct location. Product tank compartments shall be sampled (all-level) and/or line sample after line displacement and visually examined for quality.

Gasoline, diesel fuel, and particularly aviation turbine fuel shall not contain visible water or sediment. Burner fuels shall not contain more than a trace of water or sediment. Excessive sediment may plug the burner tip, degrading fuel atomization. Water can cause rough burning, corrode the fuel handling system, and result in microbiological growth. The type of equipment and type of burner fuel determine the allowable limits of water and sediment in the fuel. If sample testing indicates product is off specification, it shall not be accepted.

Immediately after the rejection, the receiving activity shall report the problem to the appropriate Service Control Point and to the DLA Energy contracting officer (PC&S: DLA Energy PEA FEPDA (571-767-9509), DLA Energy PEC FEPAB (571-767-9520), DLA Energy PLB FEPB (571-767-9536), DLA Energy PLC (571-767-9511), and DLA Energy Quality Operations Division (571-767-8362 or 8736). These are commercial numbers; the DSN is 392- XXXX, using the last four numbers of the phone numbers above.

The facsimile number for DLA Energy Quality Operations Division is 571-767-8747. Additionally, for product that was scheduled for delivery from a DLA Energy procurement contract, submit a PQDR via JDRS or PDREP through the applicable Screening Point to DLA Energy Quality Operations. For DLA Energy capitalized product shipments (DFSP to DFSP), submit a customer/depot complaint via DD Form 3075 Disposition Request through the SCP and Region Quality Office to DLA Energy Quality Operations (See 5.13.2).

For direct delivery to one location, the truck shall be examined to determine if any product is Remaining On Board (ROB) once off-loading has been completed. This shall be annotated on the bill of lading. If multiple drops are being made using a meter, the tank wagon shall also be examined, simply as a check, especially if all quantities are supposed to be delivered.

Product delivered by barge shall be sampled and tested in accordance with Table IX and the appropriate table (Table X – Table XVII) depending on the type of fuel. If a YON is being used as a barge, the QA requirements for waterborne transfer of petroleum products must be observed.

This section applies to commercial bunker fuels (such as MGO, DMA, or Intermediate Fuel Oil (IFO)) from commercial suppliers at ports under DLA Energy Bunkers Contract. The Government has the right to inspect and/or test supplies called for under this program. Unless otherwise noted, inspection shall be performed by the receiving activity based on documents required to be supplied by the commercial supplier at the time of delivery. Note that within the DLA Energy Bunkers Program, DLA Energy does not normally perform inspection at source. Instead, the receiving vessel is expected to perform both inspection and acceptance functions. Acceptance on behalf of the U.S. Government is normally made by the vessel representative.

The products provided under the bunkering program may be either under DLA Energy contracts or commercially purchased directly by the vessel. The products are delivered to the vessels via barge, pipeline, or truck when the vessels are moored to docks. Vessel personnel perform quality and quantity checks. Additional testing of bunker samples may be through a DLA Energy, MSC, or vessel contract.

The requirements for a bunker test program include the following: (1) A flange with a sample valve (sample collar) is required to be on each bunker line used for receiving bunkers, (2) A composite sample is taken at the sample point, split three ways between the supplier, vessel and testing laboratory, (3) Sample containers/mailers are provided to the vessel for taking and sending a sample to the authorized testing laboratory, (4) Test results are provided back to the vessel within a specified time frame and (5) When problems are encountered during the delivery and cannot be resolved within the limits of the contract, the contracting office shall be contacted immediately for assistance.

Validate that the product to be delivered is exactly as ordered. This can be accomplished by taking a representative sample of the offered product and performing as a minimum of type C tests, receiving a certificate of analysis of the product to be tendered, or by validating that the shipping documents indicate the correct product and grade are being delivered. Validate quantity to be received conforms to ordered amount. The vessel personnel have the option to witness manual gauges whether from a shore tank or bunker barge.

To prevent fraud, especially on deliveries by bunker barges without delivery meters, vessel personnel shall witness the product and water gauges for all tanks aboard the bunker barge. This shall include all slop and void spaces that could hold cargo. As deliveries are net volume or by weight, assure a temperature is taken from each cargo and slop tank. Confirm with the bunkering vessel which tanks will be used to issue to the receiving vessel. When participating in a bunker test program, vessel personnel shall assure that the sample collar is properly affixed at the manifold, the sample valve is clean, sufficiently cleaned sample containers are on hand to obtain the drip sample, and enough containers are on hand to make the required distribution of the samples.

If possible, the new bunkers should be segregated until test results have been received and indicate that the product is satisfactory for use. Validate at the commencement of the delivery that the product conforms to specification requirements by taking a sample at the flange. Check the appearance and gravity (if capability exists). Save at least two (2) quarts of any product suspected of being off- specification for future analysis. Stop the delivery and investigate when problems develop. Sample several times during the delivery for a visual inspection for water, sediment or other contaminants separate from the in-line composite drip sample taken.

When participating in a bunker test program, start the composite drip sample as soon as the delivery commences so as to obtain a fully representative sample of the entire bunker delivery. Collect the sample as per instructions provided in the kit. Should sampling indicate a problem on a DLA Energy Bunker contract that cannot be resolved locally, discontinue bunkering and notify the DLA Energy Contracting Officer at (571) 767-8467 or by facsimile to (571) 767-8506. Problems of a quality nature shall also be reported to DLA Energy Quality Operations Division directly (email [email protected], phone 571-767-8736, or facsimile DSN 392-767-8747).

Validate quantity issued by the supplier and compare vessel receipt figures against supplier issue figures to confirm that any quantity difference is within acceptable tolerances. If manual gauges are used, the vessel has the option of witnessing the after-delivery gauges. In order to prevent fraud, witness the after-delivery bunker barge water and product gauges from every tank gauged.

Maintain a record of the before and after bunker barge gauge readings. As deliveries are net volume or by weight, assure a temperature is taken from each cargo and slop tank. Assure all tanks that were not intended for delivery have not received or issued any product, water, or slops during the delivery.

For vessels participating in a bunker testing program, follow the instructions in the kit on preparing and dividing the sample into appropriate portions for shipment to the testing facility and retain samples (See table XXX). Normally one sample is sent to the laboratory, one is signed for by the supplier and one is retained on the vessel receiving the product. If the bunker supplier will not accept the sample, annotate in the vessel’s log that the sample was refused and retain the contractor’s sample.

Retains can be returned into a bunker tank after quality results are received and indicate the product conforms to specification requirements. When non-conforming product is indicated, notify the contracting officer and provide full documentation on the receipt and the vessel’s desired action for disposition of the non-conforming product (See 5.13.2).

MARPOL 73/78, Annex VI, Regulation 14 and Regulation 18, requires that a Bunker Delivery Note and a representative sample of the delivery be presented to the vessel receiving the bunkers by the supplier. Active duty Navy vessels that have taken the military exemption to these regulations will not accept the samples. MSC will accept samples from both commercial and DLA Energy suppliers. A copy of the Bunker Delivery Note shall be issued to MSC Vessels.

DLA Energy contracts are established to service DoD/Federal Civilian aircraft at commercial airports throughout the world. Product is supplied directly to the customer and can be either commercial (Jet A/A-1) or Military (JP-8/F- 24) with or without additives such as FSII provided as per location requirements.

Procedures for into-plane servicing are covered under MIL-STD-1548, JIG 1, and JIG 2 (overseas) or ATA Spec 103 (CONUS). Problems under Into-Plane contracts shall be reported to the DLA Energy contracting officer (DLA Energy FEPEA, 571-767-0193, or FEPEB, 571-767-3281). Problems of a quality nature shall also be reported directly to DLA Energy Quality Operations Division (email [email protected], phone 571-767-8736, or facsimile DSN 392-767-8747).

The Aviation Into-Plane Reimbursement Card (AIR Card®) is used to obtain fuel at commercial locations. It identifies the airplane for billing purposes. Use of the AIR Card® does not guarantee fuel quality at locations and contractors not contracted to DLA Energy under the Into-Plane Program.

When refueling units containing turbine fuel are converted to JP-8, F-24, JP-5, or commercial aviation turbine fuel service, refer to Table XXIII of this Standard for appropriate guidance. When the type of turbine fuel to be serviced is different from the type in the aircraft tanks, the fuel shall be serviced at half the normal delivery rate to minimize hazards of static electricity.

Kerosene fuel such as Jet A, F-24, Jet A-1, JP-8, JP-5, and TS-1, when treated with U.S. approved additives, are classified as the same type. Supplies of aviation fuel for use as Secure Fuel are sealed and secured in accordance with AFI 31-101, Volume I. FSII accelerates degradation of SAP; therefore, absorption-type media monitors shall not be used in filter separators where fuels contain FSII.

Secure fuel is used on any aircraft on which the President of the United States (POTUS) is a passenger. The procedures below apply only to secure fuel. Support aircraft shall be serviced the same as any other transient aircraft. F-24 and commercial Jet A and Jet A-1 are the primary fuels for use in these aircraft. Alternate fuels JP-5 or JP-8 may be used. In Table XII, Support for Secure Fuel, Commercial Jet A-1 includes fuels identified by other National Specifications like the Russian GOST R 52050 specification and Chinese specification No. 3 aviation turbine fuel.

Whenever Secure Fuel are used, tests listed in Table XII shall be conducted on representative samples taken downstream of the final filtration from refueling units or hydrant servicing equipment prior to issuing fuel. The sample location will be under normal operating pressure and continuous flow.

The Secure Fuel Advance Team will contact the DLA Energy Quality Manager to coordinate fuel support and testing. Those tests, within the capability of the base laboratory, may be performed on base. If testing cannot be performed at a local base laboratory or if insufficient time exists for the sample to be forwarded to a Service/DLA Energy area lab, then local commercial testing shall be performed. Tests performed on DLA Energy service contracts or at any other acceptable commercial laboratory shall be under the direct supervision of a DLA Energy commodity certified Quality Assurance Representative (QAR).

The Secure Fuel Advance Team will contact the appropriate DLA Energy Region Quality Manager for fuel support and testing. The Region Quality Manager will assign a Quality Assurance Representative (QAR), who will, in conjunction with the Secure Fuel Advance Team, locate a fuel source and make necessary arrangements for sampling and testing. The QAR shall follow procedures in the latest version of the DLA Energy Aviation Refueling Quality Assurance Procedures Related to Secure Fuel Support. The QAR shall contact the Secure Fuel Advance Team with test results in the most expedient manner.

For testing done at contract locations, a DLA Energy QAR shall inspect/validate invoices when submitted in WAWF/contract requirements.

These are only to be used as a last resort when time and logistical constraints do not allow the use of a MIL-STD-3004-1 listed Military/DLA Energy or contracted commercial laboratory with the necessary testing abilities. Current instructions and requirements for using non-contract labs are available from the DLA Energy Quality Technical Directorate, Operations Chief.

Fuel is usually delivered to base level fully additized. This requires product to have additives injected either at the refinery, Government Owned/Contractor Operated or Contractor Owned/Contractor Operated terminals, before shipment, or en route (e.g., product is injected by commercial pipelines just prior to delivery).

Product can also be injected at base level, either upon receipt, during a transfer within the facility, or at the fill stand/loading rack. In most cases, the product to be injected is aviation turbine fuel, being injected with FSII, CI/LI, or SDA. Injection equipment is usually permanently installed, with injectors connected into the receiving/transfer/issue line and supplied by a bulk additive tank. Responsible base personnel shall assure injection equipment is in working order and that the additive injection rate into the product is correct.

Bulk additives are stored in smaller storage tanks (e.g., 1,000 - 5,000 USG). Additives are normally delivered by tank truck (or intermodal containers) directly from the producer. Upon arrival, paperwork shall be examined by receiving personnel to assure the proper additive is being received. Due to safety considerations, sampling of additives such as FSII shall be accomplished using proper safety equipment and knowledge of the Safety Data Sheet (SDS) requirements.

Additive sampling equipment shall not be used to sample other products due to cleanliness concerns. If sealing is required by contract, arriving tank trucks or intermodal containers shall be examined to determine if seals are intact. Tank truck pumps and hoses shall be clean and capped. Product tank compartments shall be sampled and tested for quality and density to determine if any contamination has occurred.

The density of additives shall be determined in accordance with product specification. Once product specification is verified, product may be discharged into the proper storage tank. If unable to obtain an all- level sample from the tank truck or intermodal container prior to discharge, an in- line sample taken during discharge may be used for testing.

To ensure the correct additive concentration, personnel shall monitor the quantity of additives expended and compare it to the target concentration and to the quantity of product injected. This can be done by comparing the difference in ullage of the additive tank to the quantity of product injected at regular intervals. Even when monitoring equipment exists that provides the injection rate, a manual check shall be accomplished to assure proper injection rate.

This should be accomplished monthly, but may be performed more frequently (e.g., weekly, etc.) depending on the amount of injection being performed and the accuracy of the manual checks. Additives shall not be premixed with other additives (“cocktailed”), because doing so may result in dangerous/incompatibility reactions of the concentrated chemicals.

Once receipt/transfer has been completed, the injected product shall be sampled and tested for proper additive concentration or other approved test method to determine if the product contains the proper amount of additive (e.g., lubricity testing). When dealing with SDA, personnel shall consider outside temperature because lower temperatures tend to lower fuel conductivity readings and higher temperatures tend to raise the readings.

All additives injected shall be listed on the Certificate of Quality (CoQ), Refinery Certificate of Quality (RCQ), Recertification Test Certificate (RT), or on the shipping document. Either the concentration of the additive in the fuel or the quantity of the additive injected is required on the documentation.

When additive injection is accomplished at the receipt terminal, operating personnel shall record the amount of additive injected into the product. The amounts injected shall be listed on the quality certificate and the receipt tank record. Documenting additive quantities is essential to traceability and tracking of the minimum and maximum quantities authorized by the applicable product specification.

Quality surveillance of bulk petroleum products shall begin upon receipt and continue as long as the product is in physical possession of the storage facility. Table IX is referenced for minimum sampling and testing for normal turn-over products. See Section 5.9.1 below for more information about products in long term storage. Sediment and water are the most common types of contaminants found in storage and dispensing systems.

Their presence can cause serious problems in the systems, particularly in aircraft operations. Positive action shall be taken to prevent and eliminate sources of sediment and water. When new tanks or tanks that have been opened for repair/ inspection are filled, recommend stopping at one meter to sample and test product for workmanship (visual for water & particulate). If testing fails, perform additional sampling and testing to determine the cause. Once sample passes, continue adding fuel until tank is at desired level and then obtain a representative sample for type B-2 testing. Product in the tank should not be issued until passing results are obtained.

A bulk petroleum product is considered under long-term storage conditions when held for a period longer than six months without an exchange of at least two-thirds of the tank contents. Once product is designated in long-term storage (after six months), it shall be monitored for deterioration by performing B-2 testing to check product stability every six months.

This six-month testing frequency shall be maintained as long as product deterioration is not detected. If deterioration is detected (e.g., in gasolines when the oxidation stability decreases or gum level increases or in diesel fuel when the particulate contamination increases), the frequency of testing shall be increased from six months to four months. As the deteriorating characteristics approach IGRL (see Tables I-VIII), product shall be consumed on an expedited basis or rotated so that it can be consumed elsewhere before exceeding the IGRL.

The rate of product deterioration cannot be accurately predicted because storage locations throughout the world differ in temperature and environment, and the products stored at each location are produced differently from refinery to refinery. Therefore, each product in long-term storage shall be sampled and tested more frequently when deterioration begins.

Product in a tank that is awaiting test results shall be designated on QC Hold. While the tank is on QC Hold, no product shall be issued from the tank without the product owner’s permission. If an off-specification condition not within IGRL is found during testing, the tank shall be placed on quality hold and a disposition request shall be submitted via DD Form 3075 Disposition Request per 5.13.2 of this standard.

Any product contained in a tank that meets specification or is within IGRL or has an approved waiver per the procedures in 5.13.2 is acceptable for issue. Management shall have a system in place that enables all fuel facility operators to have clear visibility of a tank’s quality condition.

Bulk fuel tanks shall be drained of water after each product receipt, a minimum of weekly thereafter, and prior to each issue. Floating roof tanks (without geodesic domes, a roof or other protective cover) shall be check for water more frequently during periods of heavy rain or melting snow. Underground fuel tanks shall be checked more frequently for water when the water table is high and during periods of excessive rain or melting snow.

In instances where water bottoms in storage tanks cannot be completely removed, the water layer may contain hydrogen sulfide. Hydrogen sulfide, which sometimes forms as a result of bacterial action on sulfates present in the water, is corrosive and will cause the product to fail the copper strip corrosion requirement of the specification.

Water checks shall be performed daily on issue tanks and performed weekly on static tanks or each time a tank is gauged, whichever occurs first. When water is found, it shall be drained as soon as possible. In FSII-treated fuel, the water at tank bottoms and sumps should be carefully drained daily or more frequently if warranted.

Microbes can exist in extremely small pockets of water or fuel. This growth can be corrosive and can lead to the creation of pinpoint holes in the coating or metal (this is referred to as microbial induced corrosion or MIC). Microbial growth cycles can also result in contamination that clogs filters.

ASTM D6469 and EI Guidelines for the Investigation of the Microbial Content of Liquid Fuels and for the Implementation of Avoidance and Remedial Strategies are recommended as guides to understand symptoms, occurrences, and consequences of chronic microbial contamination. A good water removal program is an important maintenance function that aids in preventing microbial contamination. Prior to taking remediation action, plans should be discussed and approved with service control point and DLA.

Storage tanks should continue in one type of fuel service to the maximum extent practicable. The contents of receiving storage tanks shall always be verified before the receipt of new product.

Tanks shall be inspected, cleaned if required, and re-inspected to ensure elimination of excessive rust or sludge. See AFLP 3609 and applicable contract clauses for guidance on this subject.

Tanks selected shall be inspected, cleaned, and certified for compatibility and use of E85 by the Military Service Fuels Engineer. Follow the initial fill procedures below for all tanks

a. Fill the tank with tested E85. Allow 48 hours settling time following initial fill.

b. Displace twice the volume of the dispensing line(s) prior to obtaining a sample. Collect the sample in a wide mouth container and visually inspect for particulates, water, and phase separation.

c. Should the sample fail the visual examination, flush the dispensing line(s) until samples are clear and free of visible particles. After three consecutive failures, notify the next level in the chain of command for further instruction.

d. Test for ethanol content according to ASTM D5798.

Ground diesel products may switch between summer and winter grades for cloud and pour point purposes. These changes do not require cleaning/inspection between grade changes. To promote the swiftest conversion when converting to winter grade during summer, the storage tank content shall be reduced as low as possible before the conversion begins. Product should not be purchased during a summer grade period when the use of the product is primarily for winter use. Careful planning and ordering procedures shall be developed to assure the storage tank will be prepared for winter use.

a. Conversion from low sulfur diesel fuel to ultra-low sulfur diesel fuel/BDI will require the removal of all existing diesel fuel from the tank to the maximum extent possible. Empty the tank with service pump to remove remaining product and clean tank. Install a 10-micron maximum filter on pumps.

b. After the initial BDI receipt, dispense at least twice the piping fill quantity through the pump(s) to purge the system.

The U.S. Environmental Protection Agency has mandated that diesel fuels shall contain no more than 15 ppm by mass sulfur. Many diesel vehicles built after 2007 will contain emission control devices that will be deactivated by higher levels of sulfur. It is very important that fuel storage tanks be properly converted into ULSD service. Contact DLA Energy Quality Operations for assistance.

To the extent practical, product shall be discharged into a single shore tank. After discharging and checking for quality, identical products may be combined in common tankage. DFSPs shall comply with Section 4.9 and not transfer between like product tanks to maintain a first-in, first-out management plan. Gasoline storage tanks shall be kept as full as possible to minimize evaporation losses. These losses are excessive in partially filled cone roof tanks during extended storage.

Grades of product shall be segregated from one another, and all issues shall be made through a segregated system whenever feasible. Segregation of different grades and products shall be by some positive means such as a blank flange, spectacle plate, spool piece, double valve with open drain, or double block- and-bleed valve. Segregation by a single valve is not sufficient.

To minimize the danger of contamination from leaking valves, one of the following precautions is recommended:

a. Use of blank flanges between valves.

b. Removal of a section of pipe between two valves.

c. Installation of a bleeder valve (normally open) between two valves. A catch basin (drip pan) shall be placed under the bleeder valve and monitored on an established schedule to detect leaks. Failure to perform this inspection may result in liquid overflowing the catch basin creating an environmentally unsafe condition.

Before applying an internal protective treatment to any tankage (e.g., coating), approval from the responsible DLA Energy or Service technical authority is required.

Piping systems shall be marked to clearly identify the grade of a product being carried. MIL-STD-161 provides guidance on color markings, titles, and placement. In NATO countries, the NATO code for the product grade shall be included in the marking or identification system. In certain situations, security requirements may dictate what markings are allowed.

Settling time is required to reduce the static charge of the fuel, allow product to reach equilibrium, and to allow water/sediment to precipitate/settle from the product. The maximum amount of settling time feasible should be allowed for these actions to take place. The minimum settling time shall be 30 minutes after completion of receipts for all fuel types to allow static electricity dissipation (see 5.9.5 below). Below are the recommended settling times in relation to safety, accountability, and quality.

a. For aviation fuel, the recommended settling time is one hour per vertical foot of product received. Observe a longer settling time if mission requirements allow.

b. For ground fuels, the recommended settling time is 30 minutes per vertical foot of product received. Observe a longer settling time if mission requirements allow.

c. For all cargo fuels loaded aboard ships, the recommended settling time is 24 hours.

d. Systems constructed to prevent introduction of contaminants into or formation of contaminants within the system, settling time may be reduced to a total of two hours for entire tank contents before issues are made. This design shall include fuel entering storage tanks through filter separators, all internal surfaces of pipelines and tanks constructed of non- corrodible materials, and the system is equipped with continuous quality monitors. When no continuous quality monitors are present, separate sampling and analysis samples is required before issues can be made.

Every effort shall be made to meet the settling time requirement; however, the tank shall be allowed to settle for a maximum amount of time as mission requirements allow.

The following are certain hazards and precautions emphasized in the handling of aviation turbine fuel:

a. In filling any empty tank, the initial fuel flow rate shall not exceed three feet (1m) per second through a receiving line until the floating pan/roof is afloat, or fuel level reaches at least three feet (1m) above tank filling line opening. Agitation of the fuel surface shall be avoided.

b. Fuel flow into storage tanks shall be horizontal toward the bottom of the tank.

c. NFPA 77 states that removal of outer garments is particularly dangerous in work areas where there may be flammable or explosive atmospheres that are ignitable with low electro-static energy. Because some materials exhibit this static phenomenon, especially under low humidity conditions, outer garments used in these areas shall be suitable for the work area. For these reasons, outer garments should not be donned or removed where a flammable or explosive atmosphere may exist.

d. Always bond sampling devices to the tank before opening the sampling hatch.

e. Personnel shall wait a minimum of thirty minutes after receipts of any type of fuel to allow electrostatic charges to dissipate before gauging or sampling.

f. Other ignition sources of concern are cell phones and other portable electronic devices (PED). These items shall not be used in or around areas where flammable vapors are a risk, unless they have been tested, approved, and labeled as intrinsically safe. If possible, the use of intrinsically safe cell phones and other PED should be avoided while working in areas exposed to flammable vapors.

g. Strict adherence to proper bonding procedures shall by enforced whenever fuel is transferred, issued, or received. See NFPA 10 for fire extinguisher requirements.

Filtration equipment of a proper type shall be a part of all fuel handling systems, to include use of supplemental electronic sensors, where appropriate (see Table XXVIII). The equipment shall be inspected for condition and performance capability in accordance with applicable Standards (e.g., MIL-PRF-52308, EI Specification 1581/1588, etc.) or the equipment’s operations and maintenance manuals. Micronics filtration equipment shall conform to EI Specification 1590.

Electronic sensors that monitor free water and particulate matter which are used to supplement filtration equipment in providing both a particulate and water defense shall conform to EI 1598 and EI 1570. The location of this equipment shall be in accordance with civil engineering design criteria. Infrastructure and equipment used to service aircraft directly shall have either a filter or electronic sensor with a supporting filter separator further upstream at the final point of issue.

At commercial installations, the requirements for any maintenance of this equipment shall be consistent with terms of the contract. Because fuel movement through filter separators generates static electricity, their location in the system shall permit a 30-second relaxation time in product travel between the filtration equipment and receiving container.

All fuel nozzles used to service aircraft shall be equipped with a 100-mesh screen. These screens shall be inspected at least weekly and cleaned as necessary.

Aviation fuel must pass through two separate filter separator vessels downstream of bulk storage, with at least one filtration downstream of operating tanks. The pantograph or fuel servicing vehicle used to directly service aircraft shall be equipped with a fuel filtration system or electronic sensor. EI 1598 electronic water detection devices and EI 1599 aviation fuel dirt defense filters address free water detection and particulate matter.

If any fuel equipment or facility is likely to be out of service for four months or more, then pumps, fans, motors, etc. shall be adequately protected in-place, or by transfer to storage. Where possible, tanks should be isolated, cleaned, dried, and sealed. Water-displacing fluids shall not be used for the internal protection of aviation fuel tanks, as they affect the water separation property of the fuel, and they are difficult to remove completely. However, such fluids may be used as directed for tanks that store other products.

The principal sources of bulk petroleum product contamination are: failure to properly identify product in a delivery vehicle, misidentified product being received into a tank, carelessness in making line connections, errors in valve operation during transfer of bulk products, use of contaminated tanks, incomplete cleaning or flushing of product lines, leakage between compartments of a tanker, and leakage through partially closed or defective valves.

Every precaution shall be exercised to prevent the inadvertent mixing of different grades of product and contamination of product with foreign materials like water and sediment. Mixture of products can often be detected by changes in appearance, color, gravity, or odor. Laboratory analysis will detect mixtures when not visually detectable. See sections 5.11 and 5.12 for sources of contamination.

Contamination may also result from accident, inability or failure to follow prescribed procedures, carelessness, or sabotage. Proper product identification and strict control of the entire handling and dispensing system shall be maintained to minimize contamination at bulk storage terminal and user activities.

Refers to characteristics of elastomeric or rubber compounds that change when exposed to fuel. Seal swelling, an interaction between the fuel media and elastomer materials, is desirable (to a point) as a means to prevent leakage.

Fuel containers equipped with bullet-hole sealing properties may be particularly hazardous if the fuel should penetrate to the sealing media. Extra precautions shall be taken to clean the system or container if it has been used to store or transport diesel fuel or other lightly inhibited material, such as commercial motor gasolines.

If possible, long hose lines should not be kept full of product. The initial throughput of a hose system equal to the volume of the hose shall be checked for excessive contamination.

Prior to all product transfers, validate product grade is correct for the purpose of the transfer, and valve alignment is correct. Testing shall be conducted on all product transfers except for transfers of approved stocks from fully segregated systems (pipeline, tank car, or truck), provided that a grade change is not involved. Table IX contains details of sampling and testing requirements.

NATO F-18 (ASTM D910 Grade 100 LL) and Unleaded Aviation Gasolines ASTM D7547.

The knock value for ratings of 100 or below is stated in terms of octane number and in terms of performance numbers for those above 100.

Aviation gasoline may change color for reasons such as mixing with gasoline of another color, contamination, or prolonged exposure to light. A visible cloudy or hazy appearance may accompany the color change. This indicates the presence of suspended water, precipitated lead salts, or other particulate matter. A definite yellow color or darkening of color may be caused by the presence of lubricating oil, diesel fuel, heating oil, or other petroleum products of similar color. Off-color gasoline shall not be used until analysis is performed to determine product usage.

a. Color standards prepared in 4-ounce bottles from fresh, uncontaminated stocks and compared with the questionable gasoline may provide initial information regarding contamination.

b. Confirmation of contamination shall be obtained from the results of other tests. The type of testing to be performed depends on the type of contamination suspected (e.g., commingling, cleanliness, water and sediment).

Vapor pressures can be tested using various methods. One such test is the Reid Vapor Pressure (RVP) test that measures the vapor pressure created in a defined volume of air to volume of fuel at 100°F. The allowed test methods for vapor pressure of AVGAS are listed in Table VIII.

a. A VP above 7.0 pounds per square inch gauge (psig)/(49 kPa) may indicate contamination by a more volatile product. Additional tests and investigation of the previous history of the gasoline may identify a contaminating agent. A possible cause of contamination could be commingling with the automotive gasoline which usually have higher VP’s.

b. A VP below 5.5 psig (38.5 kPa) may indicate weathering (loss of volatile fractions) or commingling with other products having a lower VP. Disposition of a weathered gasoline shall be made based on other pertinent tests such as distillation range, knock rating, gum and lead content.

Aviation gasoline having a copper strip rating of 2a or greater is corrosive. This may be caused by the presence of other petroleum products or by corrosive materials having been extracted from sulfur-impregnated rust present in transport or storage systems or sulfate reducing bacteria.

These contaminants shall be controlled within the transportation, storage, handling, and servicing systems in order to avoid product degradation and subsequent serious problems in the operation of aircraft.

The maximum amount of lead permitted by ASTM D910 is 0.56 g/L Pb or 0.53 mL/L TEL for low lead aviation gasoline (F-18). For unleaded aviation gasoline, the lead content shall not exceed 0.013 g/L Pb. Lead content is determined by ASTM D3237, or D5059 (Test Method C “Low Lead Method”).

Potential gum shall not exceed 6.0 mg/100mL.

NATO F-24, F-34/JP-8 (MIL-DTL-83133) and (Defence Standard 91-091), F-35/Jet A-1, Jet A/Jet A-1 (ASTM D1655), F-44/JP-5 (MIL- DTL-5624), JPTS (MIL-DTL-25524) and TS-1 (GOST 10227).

The existent gum shall not exceed 7 mg per 100 mL of fuel and shall be dry in appearance. The preferred vaporizing medium for aviation turbine fuel is steam; however, the existent gum test (ASTM D381) may be performed using air as the vaporizing medium at the following operating temperatures: bath: 232-246°C, test well: 229-235°C.

Existent gum may also be determined by IP 540. However, it must be noted that specification and contract requirements shall be followed as product and product characteristics may change.

FSII lowers the freezing point of entrained or free water present in turbine fuels or in fuel systems. The amount of FSII added to turbine fuels in the wholesale system shall be adjusted to ensure delivery of the fuel with the minimum FSII content outlined in Table I. FSII does not readily dissolve into fuel, so it must be dispersed as fine droplets. A proportional-flow injection system is recommended with shearing devices such as meters or mixers downstream of the injector.

FSII will not fully disperse in “wet fuel” (fuel containing free water) even with proper additive injection equipment. In fuel containing free water, the FSII will preferentially become soluble in the water, resulting in a lower-than- expected concentration of FSII in the fuel and water bottoms containing high FSII concentrations. A filter-separator system should be installed upstream of the FSII injection point if the free water content cannot be maintained below 30 ppm by volume during the injection process.

The FSII content of turbine fuels shall be verified when a storage tank is designated as an issue tank or when delivery into the bulk tank. Fuel stored in floating roof issue tanks (without geodesic domes, a roof, or other protective cover) shall be checked for FSII content after each heavy rain.

Underground storage tanks shall be checked during periods of heavy rain, melting snow, and other periods of high-water tables. Water-FSII mixtures should not be allowed to remain in tank bottoms or filter-separator sumps. In FSII-treated fuel, the water at tank bottoms and sumps should be carefully drained daily or more frequently if warranted. It is also important to prevent water and moist air from entering the FSII additive tanks because the water dissolves rapidly into the additive.

FSII that contains an excessive amount of water does not readily disperse into fuel and can settle in an aircraft fuel tank causing corrosion and deterioration of the tank lining materials. Therefore, a desiccator or other drying mechanism shall be used in the air vent to prevent entrance of moist air into the FSII storage tank. FSII, either by itself or mixed with water, can be corrosive to epoxy linings or aluminum vessels under certain conditions.

Because of its corrosive nature FSII should be stored in stainless steel or Teflon coated tanks. Since laboratory testing has shown that the long-term stability of FSII is questionable even if stored in stainless steel containers, it is recommended that FSII stocks be rotated. Bulk FSII stocks should be visually checked one month after delivery and fully retested for quality conformance every nine months at a minimum.

WARNING: Undiluted FSII is considered health hazard; therefore, special precautions shall be taken to avoid exposure when handling (e.g., while sampling and testing). Refer to the manufacturer’s SDS for safety precautions.

JP-5, JP-8, F-24, Jet A, and Jet A-1 fuels exposed to systems which recently have contained gasoline/naphtha or have been contaminated by lower flash point fuels are likely to be rendered off-specification for flash point. Not meeting the flash point specification is a critical non-compliance for JP-5 because of the safety factors involved in handling fuel aboard vessels at sea. For JP-8, F-24, Jet A, and Jet A-1, flash point non- compliance is a ground handling safety issue. The extent of the severity for aviation turbine fuels used at land-based locations is based on the degree of flash point deterioration.

Control of this property is essential to prevent rapid differential pressure buildup in filtration equipment and possible migration of fine particulates into aircraft. Degradation of filterability may occur in transportation and storage systems and is particularly prevalent when fuel is exposed to saltwater and metallic contaminants. The purpose of the filtration time test coupled with particulate testing is to detect and prevent contaminants in fuel that can plug and cause rupture ground filtration equipment, thereby affecting reliability of aircraft, vehicles, or equipment.

These contaminants shall be controlled within the transportation, storage, handling, and servicing systems in order to avoid serious problems in the operation of aircraft and a resultant degradation of mission readiness.

Conductivity is a measure of electrical conductance in fuels. By increasing the conductance of the fuel, rapid dissipation of an electrostatic charge is possible. Except for direct deliveries to a using activity from a refinery, The Static Dissipater Additive (conductivity additive) will most likely be injected in JP-8, Jet A-1 and F-24 at the terminal making delivery to the using activity. Static Dissipater Additive is not approved for use in JP-5 due to incompatibility with shipboard centrifugal purifiers. The conductivity unit (CU) specification requirement can be found in Table I of this Standard.

Most Navy/MSC ships have copper-nickel piping which results in copper leaching into JP-5, causing oxidation stability testing (thermal stability) failures by ASTM D3241. Shipboard JP-5 that fails oxidative stability testing is not normally suitable to be returned to DLA-owned bulk JP-5 stock ashore. Naval Air System Command (NAVAIR) has determined that ships carrying JP-5 with non- conforming MIL-DTL-5624 thermal stability results due to copper contamination (no other known cause) may transfer that JP-5 to other ships for use at sea by shipboard aircraft.

A DD Form 3075 Disposition Request is not required for these JP-5 transfers. Navy or MSC operations personnel shall coordinate a plan to transfer at sea any remaining JP-5 when a vessel is scheduled to return to port where discharging the JP-5 is required.

The fuel standardization policy (also known as the Primary Fuel Policy) mandates the use of a kerosene-based fuel as the primary fuel on the battlefield for both aircraft and multi-fuel capable ground vehicles/equipment. DoD Instruction 4140.25 states this policy in detail. In most cases, this fuel is JP-8, F-24, or Jet A-1 with additives. Primary fuel support for sea-based aircraft shall be a high flash point kerosene-based fuel, JP-5.

In overseas theaters where the predominant fuel is in support of the Navy, JP-5 may be substituted for JP-8, as approved by the Combatant Commander. JP-8 and JP-5 have been tested in all types of tactical vehicles and equipment and can be used interchangeably with diesel fuel in most cases. JP-8, JP-5, F-76, Jet A, Jet A-1 and F-24, when used in tactical equipment, are currently exempt from the sulfur limits required by the EPA when used in ground vehicle equipment for on-grade use in the U.S. DoD.

DLA Energy may obtain aviation turbine fuel conforming to the National specifications of another country, if DoD primary fuels (JP-8, JP-5, F-24) are not available. All alternate fuel approvals shall be processed through the respective Service Control Point(s).

F-67 gasolines having an octane or performance number below the IGRL specified in Table VI shall be re-sampled and the knock rating verified before being considered below the IGRL.

F-67 gasolines are normally clear and bright but may undergo a color change due to mixing with dyed fuels (aviation gasolines, certain commercial leaded gasolines, or high sulfur diesel fuels). A cloudy or hazy appearance that may accompany the color change is usually caused by suspended water, precipitated lead salts, or other particulates. A yellow hue may be caused by contamination with diesel fuel, lubricating oil, or other petroleum products.

The maximum amount of lead permitted for unleaded F-67 per AFLP 7090 is 5 mg/L. Lead content in gasoline may be restricted to a lower limit by local regulation. Lead content shall be determined by ASTM D3237 or ASTM D5059.

F-67 gasoline with a corrosion rating of 2a or greater shall be segregated and reported as prescribed in Section 5.13.

Vapor pressures are determined by class as well as geographic and climatic conditions. They may also be regulated by national authorities. The gasoline vapor pressure receipt limits are listed in Table VI.

Commercial Gasoline (ASTM D4814). Under authority of the Clean Air Act, gasolines marketed in the United States and its territories and possessions may have restrictions on vapor pressure limits and mandates for the use of gasoline-oxygenate blends for the purpose of controlling emission.

The restrictions vary by region and time of year. Oxygenated gasoline is normally sold in designated areas during the winter months when the carbon monoxide problem is most serious. Reformulated gasoline is an oxygenated fuel sold in designated areas year-round to control emission. Reformulated gasoline differs from oxygenated gasoline in the amount of oxygenate (2.0 percent by mass compared to 2.7 percent by mass respectively).

Some States, notably California, may have more restrictive regulations. Many States now require a blend of 10 vol % ethanol to either meet the oxygenate requirements or to fulfill a requirement to reduce consumption of petroleum-based fuels. This fuel may be designated as gasoline, not gasohol, and still contain 10 vol % ethanol. The States that do not require ethanol in their gasolines still refer to the 10 vol % blend as gasohol.

D4814 gasolines having an octane or performance number below the Intra-Governmental Receipt Limits specified in Table VII shall be re-sampled and the knock rating verified before considering it below the Intra-Governmental Receipt Limits.

Values for gasohol are based on those of the base gasoline. Commercial gasoline may contain detergent and multifunctional additives designed to maintain engine fuel system cleanliness. These additives can contribute to high unwashed gum levels. Generally, the values will be reduced to acceptable levels by a heptane wash.

The maximum amount of lead permitted in the U.S. by the Clean Air Act is 0.013 g/L for unleaded gasoline. Gasohol is considered an unleaded gasoline. Gasoline containing more than the prescribed lead content may be blended with gasoline of a lower lead content so the resultant blend conforms to the requirements. Lead content shall be determined by ASTM D3237 or ASTM D5059 (Test Method C “Low Lead Method”).

D4814 gasoline with a copper corrosion rating of 2a or greater shall be segregated and reported as prescribed in section 5.13.

Values for gasohol are based on those of the base gasoline. Blending to meet the VP limit is permissible provided the resultant blends meet all specifications and inter-Governmental receipt limits. The specifications for receipt limits can be found in Table VII of this Standard.

Though this liquid fuel is handled in a manner similar to gasoline, the chemical properties of alcohol are different from those of gasoline and must be recognized when establishing a fuel handling standard. To reduce the chance for failure or contamination of alcohol equipment and systems, select proper materials and control composition. Since ethanol is not compatible with aluminum, all aluminum products shall be removed from a gasoline dispensing system that will be used to dispense E85. The ASTM standard specification for blended ethanol fuel is designated as ASTM D5798.

This ASTM specification covers fuel blends for different seasons and geographical areas. In accordance with EPA regulations, all commercial grades of gasoline shall contain certain additives, detergents, and corrosion inhibitors. In a finished blend of E85, any additive that was found previously in gasoline is now contained in E85 (although at reduced levels).

While adding detergent to the hydrocarbon component of E85 is necessary, it is not necessary to add detergent based on the alcohol portion of the product. Overuse of additives with E85 may result in poor vehicle operation. The most common form of hydrocarbon used in the blending of E85 is unleaded gasoline. The hydrocarbon blended with the ethanol in E85 shall meet the same standards as gasoline.
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If the F-76 cetane number cannot be measured directly by ASTM D613, the cetane number may be estimated by means of the calculated cetane index outlined in ASTM D976 (not valid at procurement for fuels containing synthesized materials per MIL-DTL-16884) or by the derived cetane number as outlined in ASTM D6890. Ignition improver additives are not approved for use in F-76.

Most F-76 fuels are considerably lighter in color than the maximum allowed (3 Color) in MIL-DTL-16884. Darkening of color on the ASTM scale generally indicates product deterioration or contamination with another product. If the color exceeds (4 Color), then type B-2 tests, as outlined in Section 4.2.2.5 and Table XV, shall be performed. If the product passes all the tests except color, then the technical authority shall be contacted prior to use. F-76 shall not contain dyes of any kind. MGO/DMA, a similar fuel, may contain dye.

Because F-76 is a standard product in shipboard operation, flash point is a critical safety factor. Flash point of F-76 shall conform to the specification requirement of 60.0°C (140.0°F) minimum.

F-76 failing to meet the distillation Intra-Governmental Receipt Limit may be used ashore in low-speed stationary diesel engines or as boiler fuel provided all other specification and Intra-Governmental Receipt Limits are met. This fuel shall also meet local sulfur limits.

This test is useful in determining contamination with higher temperature boiling range material in F-76. An increase in carbon residue and a darkening of color in stored F-76 indicate either contamination with another product or deterioration of the F-76. The addition of ignition improvers will also increase the carbon residue. If it has been determined that ignition improvers have not been added, then the fuel shall be completely tested for specification requirements to determine if other characteristics of the fuel have been altered because of contamination. If the increase in carbon residue is caused by age deterioration, the product shall be used as soon as possible.

This provides insight into the anticipated timeframe that the F- 76 will remain stable in storage. After procurement, the results are not limiting, rather high storage stability results are viewed with other characteristics such as particulate content, carbon residue and color to determine whether the F-76 requires immediate consumption or can be held in stock longer. F-76 with high storage stability test results may be placed on restricted issue. Normally this restriction applies to issues to submarines.

These contaminants shall be held to an absolute minimum to prevent corrosion and wear of fuel pumps and severe corrosion of shipboard gas turbine blades and diesel engine injectors. If a sample fails ASTM D4176 because a slight haze was observed, the product shall meet the requirements of ASTM D2709 (0.05 vol % max). If the sample fails ASTM D4176, procedure 1, because it contains visible sediment or particulate matter, but meets the specification requirement of 10 mg/L (max) in accordance with ASTM D5452 or ASTM D6217, the product is considered acceptable provided all other requirements are met. Controls are discussed in other sections of this Standard on bulk transportation, bulk storage, fuel contamination and quality standards.

Diesel fuel consists of a mixture of cracked and straight-run stocks. This produces a fuel of good handling characteristics and availability. Continued innovations in engine and vehicle design and increasing engine performance requirements impose greater emphasis on fuel stability and cleanliness. In addition, the relatively low turnover rates of diesel fuel in non-tactical situations require a fuel that resists deterioration over time. Diesel fuel may contain up to 5 volume percent of biodiesel.

Marine Fuel Oil, the commercial designation (IFO 180), is an Intermediate Fuel Oil 180 produced from a mixture of heavy and medium oil fractions obtained from primary and secondary crude oil processing. This product is used in the prime mover (engine) of maritime vessels. See Table XVIII for testing requirements.

Marine Fuel Oil, the commercial designation (IFO 380), is an Intermediate Fuel Oil 380. Along with RME 180 (IFO 180), RMG 380 (IFO 380) are the most common commercial intermediate fuel oil grades for maritime vessels. See Table XIX for testing requirements.

Diesel fuel shall be delivered to consuming vehicles or vessels through filters or filter separators to keep water and/or sediment contamination to the absolute minimum while preventing corrosion and wear of fuel pumps and injectors. Operational requirements at the specific location should be used to determine whether a filter or a filter-separator is required. For ASTM D975 diesel fuel, Test Method ASTM D2709 is used for Grades No. 1-D and No. 2-D (all sulfur levels) and Test Method ASTM D1796 is used for Grade No. 4-D.

The cetane quality is determined by direct measurement as cetane number by use of ASTM D613. It may also be indirectly measured by determination of the derived cetane number by ASTM D6890 or D7668, or the calculated cetane index per ASTM D976 or ASTM D4737. However, if estimated, the value shall be reported as a cetane index. The cetane index shall never be reported as the cetane number, as the two are not equivalent. At procurement, the use of cetane index is limited to the requirements stated in the governing specification

The Internal Revenue Service requires that a red dye be added to all non-taxable diesel fuel marketed in the United States and its territories/possessions. Non-dyed fuels (Grades Ultra Low Sulfur No. 1-D and Ultra Low Sulfur No. 2-D) may acquire a reddish tinge due to cross contamination with dyed fuels. Such fuels may be downgraded to off-road use. Use of red dyed fuel for on-road use is a Federal offense. See 26 Code of Federal Regulation (CFR) Part 48 for additional information

Diesel fuel failing to meet the distillation Intra-Governmental Receipt Limit may be downgraded for use in low-speed stationary diesel engines as heating fuel provided all other specifications and Intra-Governmental Receipt Limits are met.

A fuel’s cloud point is the temperature at which paraffinic wax crystals first start to appear upon cooling under prescribed conditions. It is the lower operating limit for diesel fuel. Cloud point requirements for diesel fuel varies with location and season. The cloud point of the fuel should be below the location’s expected lowest ambient temperature. Diesel fuels with too high a cloud point may be blended with similar or kerosene fuels (1-K kerosene, JP-5, JP-8, F-24, Jet A, or Jet A-1) with lower cloud point to obtain a usable product. Blending for cloud point shall also take local sulfur requirements into consideration, as EPA mandated sulfur maximums shall not be exceeded.

This test is useful for the determination of the presence of burner fuels or other higher boiling range materials in diesel fuel. An increase in carbon residue and a darkening of color in stored diesel fuel indicate either contamination with another product or deterioration of the diesel fuel. The addition of ignition improvers will also increase the carbon residue. If it has been determined that ignition improvers have not been added, then the fuel shall be completely tested for specification requirements to determine if other characteristics of the fuel have been altered. If the increase in carbon residue is caused by age deterioration, the product shall be used as soon as possible.

Kerosene may be clear or colored and may darken with age. This normally has no appreciable effect upon its operational capacity. However, even a slight color change brought about by contamination with other products may seriously affect its intended use.

A flash point below Intra-Governmental Receipt Limit precludes use of kerosene for its intended purpose since the explosion danger becomes too great.

Biodiesel (B100) is a fuel comprised of mono-alkyl esters of long chain fatty acids derived from vegetable oils or animal fats. B20 is a blend ratio of 80 vol % petroleum-based diesel fuel (ASTM D975) with 20 vol % biodiesel blend stock (ASTM D6751); requirements are listed in ASTM D7467. BDI product shall be pre-blended prior to delivery. It is not acceptable to attempt blending into a government tank during delivery.

Delivery of clean aviation fuels to user equipment is essential. Effort has been directed by both the military and industry toward development and improvement of handling and surveillance procedures, equipment, and devices to ensure delivery of clean aviation fuels. The necessity for clean fuel became evident when aviation turbine fuels began causing problems in the modern gas turbine engine. The purpose of this section is to emphasize the importance of this requirement and to provide guidance to field operating personnel.

Although information herein pertains to both aviation gasoline and aviation turbine fuel, cleanliness requirements for gas turbine engines are more restrictive than for reciprocating engines. High pressure, complex metering equipment built to close tolerances provides precise fuel metering over a wide range of altitudes, speeds, and power.

Particulate and water contamination become more critical for turbine engines, and contamination accumulates more rapidly because of high fuel consumption rates. Fine contaminants may block engine fuel supply systems and may erode critical parts of the engine and fuel control system. Free water freezing at high altitudes may plug screens causing engine flameout.

Saltwater will especially cause fouling of the fuel quantity probe and corrosion within the fuel system. The separation of contaminants from aviation turbine fuel, particularly grades JP-5, JP-8, and F-24 are complicated because of higher viscosity and higher relative density, increasing the required settling time. As aircraft engine filters are not designed to remove fine or excessive contamination, fuel filtration shall be accomplished on the ground rather than in aircraft.

It shall be reemphasized that personnel responsible for delivery of fuel shall take all steps necessary to ensure fuel delivered to aircraft is clean, dry (no free water), bright, and on-specification. Samples may be taken and inspected visually as frequently as necessary.

If specification or Intra-Governmental Receipt Limits are exceeded, improvements in fuel handling processes should be evaluated and implemented as needed. Identifying the source of contamination to prevent future occurrences is the most important aspect of determining necessary corrective action. While changing filter-separator elements may appear to resolve the problem, this action provides only temporary relief if excessive particulate or water exists upstream of the filter- separator. Existing and potential problem areas shall be promptly identified and brought to the attention of the applicable SCP and DLA Energy Quality Operations Division.

The most prevalent types of fuel contamination are commingling with other petroleum products and contamination with water, particulate, and microbiological growth (see Table XXVII).

This type of contamination usually results from inadvertent mixing with other petroleum products during transportation and storage. Commingling may be detected by color or odor change, but normally requires laboratory tests ranging from a simple gravity test to a knock rating test in a laboratory engine.

These types of contamination can frequently be detected visually since they are not miscible with the fuel. Table XXVII of this Standard provides a list of possible contaminants along with a description of their appearance, characteristics, and effects on aircraft performance. Refer to ASTM Manual 47 for additional information.

a. Water in fuel may be either fresh or salt and may be present either as dissolved or free water. Dissolved water is that which has been absorbed by the fuel and is not visible. Free water may be in the form of a cloud, emulsion, droplets, or in larger amounts in the bottom of a tank or container. Any form of free water can cause icing in the aircraft fuel system, malfunctioning of fuel quantity probes and corrosion of fuel system components. Saltwater will promote corrosion much more rapidly than fresh water.

b. Particulate (sediment) appears as dust, powder, flakes, and granular or fibrous materials. Total sediment includes both organic and inorganic materials. If the total sediment as determined by tests is ashed, only the inorganic portion remains. Presence of discernable quantities of fibrous materials is indicative of filter element breakdown, either because of a ruptured element or mechanical disintegration of the elements in the fuel system. Usually, a high metal content consisting of large particles indicates a mechanical failure. Sediment or particulate contamination can be separated into two categories: coarse sediment and fine sediment.

(1) Coarse sediment is sediment that easily settles out of fuel or can be removed by adequate filtration. Ordinarily, particles 10 microns in size and larger are regarded as coarse sediment. Coarse particles clog fuel orifices and become wedged in sliding valve clearances and valve shoulders, causing malfunctions and excessive wear of fuel controls and metering equipment. They also clog nozzle screens and other fine screens throughout the fuel system.

(2) Fine sediment may be defined as particles smaller than 10 microns. To a limited degree, this sediment can be removed by settling, filtration, and centrifuging. Particles of this size accumulate in fuel controls appearing as a dark shellac-like surface on sliding valves. These particles may be centrifuged out in rotating chambers as sludge-like matter resulting in sluggish operations of fuel metering equipment. Fine particles are not visible to the naked eye. However, they will scatter light and may appear as point flashes of light or as a slight haze in fuel.

c. Microbiological growth consists of living organisms that grow at the fuel water interface. These organisms include yeast, fungus, and bacteria, all which can cause problems associated with microbiological contamination of aviation turbine fuels. Products of microbiological organisms hold rust and water in suspension and are effective stabilizing agents for fuel/water emulsions.

These suspensions cling to glass and metal surfaces and may cause erroneous readings in fuel quantity systems, sluggish fuel control operations, and sticking of flow dividers. Microbiological growth is generally found wherever pockets of water exist in fuel tanks. It has a brown, black, or gray color and a stringy, fibrous-like appearance. The presence of microbiological growth in fuel being delivered to aircraft is a reliable indication of failure of fuel filtration equipment, inadequate water draining of storage tanks and a need for more frequent cleaning of fuel storage tanks. ASTM D6469 is recommended as a guide to understand the symptoms, occurrences, and consequences of chronic microbial contamination.

d. Media Migration. The active media in filter monitor (fuse) cartridges is water absorbent materials known as “super-absorbent polymer.” Filter monitor cartridges qualified to EI 1583 (specification withdrawn by EI and is obsolete as of 3 December 2020) may allow small quantities of this material to pass or migrate into the fuel as it flows through the filter monitor.

A portion of this material can then exit the downstream side of the filter monitor entrained in the fuel. Although FSII has been proven to accelerate the media migration process, media migration occurs in the absence of any FSII additive. Super-absorbent polymer material initially takes the form of small solid particulates. These particles form a gel when exposed to water and/or fuel additives. Since both the FSII additive and super-absorbent polymer have very high affinities for water (absorbs and holds it), both FSII and any migrated fragments of super-absorbent polymer may be found in water bottoms.

Filters employing “super-absorbent polymer” are no longer used at Navy shore-based facilities nor at Army or Air Force fuels activities. International filtration standardization organizations have determined that the issue of media migration cannot be permanently resolved so it is their stated intent to discontinue the use of filter monitors as of 31 December 2020. However, until a qualified alternative filtration technology is fielded, use of filter monitor cartridges will continue to be observed in use within the commercial aviation fuels support sector. Commercial aviation standardization organizations have completed risk assessments and are providing supplemental guidance to mitigate the use of filter monitors until their complete withdrawal from service.

e. Samples representative of fuel serviced to aircraft shall contain no more than 10 fibers when a quart sample is visually examined. Fibers could indicate the filter or filter- separator elements are not functioning properly and that corrective action shall be taken (See Table XXVII for more details about fibers). Meticulous cleaning of the quart sample bottle used for fiber testing is necessary to properly determine the fibrous content of fuel.

For product to be acceptable for fueling aircraft, it shall not only meet specification/Intra-Governmental Receipt Limits requirements, but be clean and bright and contain no more than 10 ppm by volume of free water. The terms clean and bright are independent of the normal color of the fuel. Common colors range from water white to various shades of straw. A cloud, haze, specks of sediment, or entrained water indicates that fuel is unsuitable for use and that there is an existing breakdown in fuel handling (e.g., equipment or procedures). Once a breakdown has been identified, steps shall be taken to find the source of the problem so that it may be corrected immediately.

Aviation turbine fuels shall not contain dye of any kind. The current test for determining possible contamination of aviation turbine fuel with a dye is the “white bucket” test (no dilution permitted) identified in ASTM Manual 5 and EI/JIG Standard 1530. During this test, a portion of aviation turbine fuel is placed into a white bucket and examined for an abnormal color that may be attributable to dye. If any red or pink color is visually detected, the product is not acceptable for use or downgrade for use as aviation turbine fuel.

Ordinarily, a cloudy fuel indicates the presence of water; however, cloudiness can also be caused by excessive amounts of fine sediment or a finely dispersed stabilized emulsion. Cloudy fuel caused by either condition is not acceptable for use. For JP-8, F-24, JP-5, Jet A, or Jet A-1 at the time of Government acceptance, the finished fuel or finished fuel blend shall be visually free of undissolved water, sediment, and suspended matter, and shall be clear and bright. In case of dispute, the fuel shall be clear and bright at 21°C (70°F) and contain no more than 1.0 mg/L of particulate matter.

Visible specks or sediment granules in fuel indicate a particle size larger than 40 microns. The presence of any appreciable number of such particles indicates a filter-separator malfunction, a source of contamination downstream of the filter-separator, or an improperly cleaned sample container. Sediment ordinarily encountered is extremely fine powder, rouge, or silt. In a sample of clean fuel (one taken after a filter), no sediment should be visible.

Many of the components found in aircraft engines are also found in ground-based engines (e.g., burner cans and injectors) and are just as prone to failure due to fuel contamination. This is especially true with the increased use of turbine engines to replace compression ignition piston engines in ground equipment/vehicles, the more sophisticated fuel delivery systems found in current compression ignition engines, and the introduction of certain alternative fuels.

The purpose of this section is to provide information on the nature of the contaminants common to ground mobility fuels and to give guidance to field operating personnel as to the procedures necessary to prevent or eliminate fuel contamination. Whenever specification or Intra-Governmental Receipt Limits on fuel contamination are exceeded, the probable cause shall be investigated, and appropriate corrective action taken. Such corrective action shall be completed before the fuel is allowed to reach the vehicle/equipment.

The general types of ground mobility fuels are diesel fuel and aviation turbine fuel (JP-8, JP-5, NATO F-24, Jet A, and Jet A-1); however, some specialized equipment still uses automotive gasoline. The use of aviation turbine fuel as a ground mobility fuel is in support of the Fuel Standardization policy of DoD Instruction 4140.25. Aviation turbine fuels are kerosene-based and are normally an acceptable substitute/alternative for diesel fuel (See Section 5.12.1.3 a. and b. for limitations). However, diesel fuel is not an authorized substitute for aviation turbine fuel. All five fuels require a high degree of attention to basic housekeeping rules to ensure delivery of a clean and dry product, and each type has its own unique problems.

Gasoline has a tendency to form gum deposits in storage. Gasohol, a gasoline/alcohol blend, is sensitive to small quantities of free water.

Because of its higher content of naturally occurring and added surfactants along with a higher viscosity than gasoline, diesel holds water droplets in suspension that resist removal by coalescence. Biodiesel blends can reduce exhaust emissions; however, water absorption occurs at a greater rate. It should be noted that biodiesel blends have not been approved for use in some generators and in tactical/combat vehicles deploying for overseas combat areas.

Being able to issue aviation turbine fuel as a ground and aviation product may simplify storage, quality control, and distribution while supporting the Fuel Standardization policy directed by DoD Instruction 4140.25. Aviation turbine fuel conditions shall be maintained in accordance with the aviation turbine fuel’s specification requirements.

The use of commercial aviation turbine fuel as ground fuel is not recommended unless the fuel is additized with Corrosion Inhibitor/Lubricity Improver additives in accordance with QPL-25017 concentration levels. Unless under emergency conditions, the appropriate Service Control Point shall be contacted for guidance and/or assistance prior to using un-additized commercial aviation turbine fuel for ground fuel applications.

a. Fuel conductivity shall be between 150 and 600 pS/m for JP-8 and F-24.

b. As ground fuel, JP-5, JP-8, and F-24 do not meet current Federal, State, and local regulations for ULSD for either on-road or off-road usage in commercial vehicles. If one of these fuels is designated for ground fuel use, consult Federal, State and local regulations to determine allowed sulfur content. DoD tactical vehicles and equipment are exempt from environmental sulfur limits imposed on diesel use. However, non-tactical diesel equipment is not exempt.

Therefore, product used for commercial equipment shall comply with the environmental regulations for commercial equipment. In many countries, including the U.S., ultra-low sulfur diesel is required. Many U.S. commercial vehicles made after 2007 include a pollution control device that is sensitive to total sulfur contents greater than 15 mg/kg (ppm by volume). Using a fuel with higher sulfur content will cause the device to fail and preclude further operation of the equipment. For these commercial vehicles, JP-5, JP-8 and F-24 are not recommended for use in whole or as a blending stock, as the sulfur content of the final blend will likely be higher than what is authorized.

Ground fuel contaminants include those caused by the commingling of other fuels by the introduction of sediment and water and those caused by the products of fuel deterioration.

Contamination of this type usually results from an accidental mixing of different types of fuel during storage or transportation or from refueling vehicles or equipment with the wrong fuel. It may also occur less frequently from improper batching in pipelines or from failure to adequately clean fuel tanks when switch loading. The effects of commingling vary with the amount and type of fuel, as the following examples illustrate:

a. Contamination of diesel fuel with gasoline or a low flash point turbine fuel will lower the flash point of the diesel and create a safety hazard and will also lower the cetane value.

b. Contamination of motor gasoline, gasohol, or oxygenated gasoline with diesel fuel will reduce the antiknock index (average of research and motor octane numbers) and will cause increased engine deposits, as well as decreased storage stability. It will also expand the flammability limits over that of uncontaminated gasoline.

c. Contamination of unleaded gasoline with leaded gasoline will result in damaging the catalytic converter in the using vehicles equipped with emission control systems. In many cases it will also void warranties.

Water in fuel may be either fresh or salt and may be either dissolved or free water. Dissolved water is water that has been solubilized in the fuel and is invisible. It usually does not pose a threat to engines as the amount is generally less than 100 ppm by volume. However, when fuel temperature decreases, dissolved water drops out of solution to form free water.

Free water may be in the form of an emulsion, fine droplets in suspension, or in larger quantities that separate and sink to the bottoms of a tank or container. Free water in ground fuel can cause stalling, injector fouling, other engine malfunctions, as well as corrosion. In cold weather, free water may cause blockage of fuel lines due to freezing. Diesel fuel contains high levels of surfactants, usually left as refinery residuals or those introduced in additive systems.

These surfactants keep water droplets in suspension and resist separation by coalescence. If gasohol is exposed to water, it will tend to separate into two phases with the aqueous alcohol phase on the bottom. If this lower phase is delivered to the engine, serious malfunction will result. Water in fuel can arise by condensation, leakage, seepage of ground water into underground storage tanks, or from rain leaking into storage or vehicle tanks.

Sediment may be in the form of dust, powder, flakes, granular material, fibrous material, agglomerates, sludge, or slime. Sediment includes both organic and inorganic matter. Sediment may be denser than fuel (tending to sink) or lighter than fuel (tending to float). If a fuel container or tank has a water bottom, some or all of the sediment may be present at the fuel and water interface.

a. Inorganic sediment includes metallic and rust particles, siliceous material, and mineral fibers such as fiberglass. Coarse sediment (greater than 10 microns) may clog fuel lines and damage fuel injector pumps and other engine components. Fine sediment may form a sludge-like material degrading the operations of fuel pumps and metering equipment. The composition of the sediment usually reveals its source. Metallic particles may be present as a result of mechanical failure further up the fuel system. Rust particles are usually from tanks and pipelines. Fiberglass fibers may indicate the breakdown of filter/ coalescer elements.

b. Organic sediment consists primarily of the deterioration of fuel products and of microbiological debris. Deteriorated product takes the form of brown to black insoluble material, gums, and sludge that can clog filters and screens. Gums are the products of oxidation and polymerization of unsaturated hydrocarbons frequently found in gasoline and distillate fuels. Microbiological organisms include bacteria, yeast, fungi and protozoa. Bacteria and fungi are the prime categories usually found in fuel systems.

Bacteria are single-cell organisms that can live in the presence of free oxygen (aerobic), or in the absence of oxygen (anaerobic). Fungi are larger than bacteria and grow to form fungal mats. Fungi produce spores that can germinate in the presence of water. These organisms can grow in strings, mats, or globules and usually appear black, green, or brown. They are frequently seen on the surface of filter coalescer elements. All microbiological species require the presence of water. Growth takes place at the fuel/water interface where organisms feed on the fuel. Many bacteria and fungi can produce acids and other metabolic products that can promote corrosion of metal surfaces.

The following practices and procedures are recommended to minimize the possibilities of fuel contamination.

a. The use of filter-separators, meeting the performance requirements of MIL-PRF-52308 or EI 1581/1588 is mandatory for aviation and ground fuels issued. Delivery of fuels through a filter- separator should reduce the water and sediment contamination to a minimum and prevent corrosion, wear, and deposits in equipment and vehicles. Furthermore, the life of engine- mounted filters will be extended, and fewer fuel blockage incidents will occur. Filter-separators are not recommended for use with gasohol as they facilitate water/fuel contact and can encourage phase separation.

b. All fuel tanks, from the using vehicle/equipment back to the bulk storage tank, shall not be allowed to accumulate water bottoms. Fuel tanks shall be drained regularly. This deprives microorganisms of water essential to their growth, reduces corrosion in the fuel system, and prevents freezing of fuel lines in cold weather. For the purpose of checking for water/sediment when draining filter separator/tank sumps, a clean bucket may be used, which should be manufactured from good quality stainless steel or lined with white enamel (see ASTM Manual 5 and EI/JIG Standard 1530 for details).

c. Fuel operating tanks (fixed tanks dispensing fuel directly to using vehicles and equipment) and bulk storage tanks shall be inspected in accordance with AFLP 3609. Ground fuel tanks are inspected whenever fuel samples approach or exceed Intra- Governmental Receipt Limits, or when they show evidence of excessive rusting, sludging, microbiological growth, or liner deterioration.

d. The empty space at the top of the fuel tank breathes through the vent during periodic temperature and pressure cycles. As a result, moisture laden air is drawn into the tank where water can condense on the metal surfaces to cause corrosion and support microbiological growth. Keeping the vehicle full will reduce the volume of air and minimize the chance of condensation.

e. FSII meeting the requirements of MIL-DTL-85470 may be added to diesel fuels at a concentration up to 0.15 vol % to cope with small amounts of water contamination (entrained water), or to keep separated water from freezing. A diesel fuel additive (MIL-S-53021) is available to control the growth of microorganisms and the deterioration of diesel fuel remaining in storage tanks or intended for storage (pre-positioning of materiel).

This additive is a combination antioxidant, metal deactivator, detergent, corrosion inhibitor, and biocide intended primarily for use in fuels for vehicles and equipment destined for depot storage or for pre- positioning material in a fully fueled storage condition. It must be emphasized that additives are not substitutes for good housekeeping and proper maintenance of fuel tanks. Additives are only preventative measures and cannot restore fuel that has already deteriorated past its Intra- Governmental Receipt Limits. Only those additives authorized by the fuel specification preparing activity shall be added.

a. A product is deemed non-conforming if one of the following conditions exist:

(1) A product being accepted by an authorized Government Representative either at origin (on an FOB Origin contract) or at destination (on an FOB Destination contract) is determined by inspection and/or tests not to conform to the procurement contract specifications.

(2) DLA Energy-owned product is determined by inspection and/or tests not to conform to the IGRL contained in Tables I-VIII.

(3) DLA Energy-owned product is determined by inspection and/or test to fall between the product specification and the IGRL, and the product is deemed acceptable for use but a report of non-conformance is still requested to track product quality. Issuing fuel meeting only the IGRL should be used as a “safety net” that allows customers to continue their mission when a problem has been identified and corrective action is being taken to prevent recurrence. A product found to meet the IGRL after shipment (DFSP to DFSP) of on-specification product from a DFSP means that a problem has been encountered within the transportation system.

b. Reports of non-conforming capitalized product are categorized as Customer/Depot Complaints. DLA Energy Quality Operations Division manages the Customer/Depot Complaint Program for DLA Energy.

c. Any tank containing Government-owned product found to be non-conforming shall be immediately designated as on Quality Hold and not removed from this status until disposition is provided by the owning organization.

It is DLA Energy policy to issue only those supplies and services that fully conform, in all respects, to the procurement specification requirement.

a. When capitalized product does not meet specification limits, the facility having physical possession of the product shall provide details using the DD Form 3075 Disposition Request first through the respective SCP and then the Region Quality Office to DLA Energy Quality Operations Division for bulk products or to DLA Aviation for packaged products.

b. Based on these details, DLA Energy Quality Operations Division or DLA Aviation will provide a decision concerning the product’s use, rehabilitation, or disposition.

c. For DLA Energy contract locations, DLA Energy may provide rehabilitation direction to the contractor after coordinating with the SCP and end user to ensure that the result is a product being issued that is on specification/within IGRL. At Service-run Government Owned/Government Operated and Service contracted sites, DLA Energy shall coordinate with the SCP and end user to ensure that all parties are aware of the disposition actions.

d. When fuel does not meet specification requirements at the time of shipment to an end user for any characteristic(s) that does not have an IGRL (see Tables I-VII) and rehabilitation is not possible, DLA Energy Quality Operations Division shall obtain a waiver from the applicable SCP prior to shipment to the end user.

e. Where a characteristic does have an IGRL and the product does not meet this limit, DLA Energy AQ shall obtain a waiver from applicable SCP prior to shipment to an end user.

f. In the case of an emergency request occurring outside normal duty hours, DLA Energy Quality Operations Division shall provide disposition instructions and if possible notify the applicable SCP prior to shipment. If it is not possible to contact the SCP prior to shipment, then notification shall occur as soon as practical.

g. Report of Customer/Depot Complaint and request for disposition instructions shall be sent to DLA Energy Quality Operations Division. The use of DD Form 3075 is recommended. The report shall be coordinated with the SCP and Region Quality Office prior to sending to the DLA Energy Quality Operations Division Office Program Manager for the location submitting the report. If the DLA Energy Quality Operations Division office Program Manager is unknown, the request shall be emailed to [email protected] or by facsimile (571-767-8747). As a minimum, the report shall contain the following details:

(1) Specification and grade of non-conforming product

(2) Quantity of non-conforming product by storage tank/conveyance

(3) Location where non-conforming product is held

(4) Date non-conforming product was received

(5) Name of manufacturer, contract number, batch number, qualification number, date of manufacture, as applicable

(6) Type of container or storage where non-conforming product is held

(7) Accountable military department

(8) Need for replacement product

(9) Detailed laboratory test results and, if known, degree of contamination and contaminating materials. Test results reported shall include all known characteristics and whether results are within specification. The appropriate type A or B test results performed on product just prior to identification of contamination problem shall also be included.

(10) Recommended alternate use, disposition, or proposed recovery measures, if appropriate. Facility capabilities to rehabilitate the non-conforming product and assist in expediting disposition instructions.

(11) The activity shall provide information on current volume in all product tanks, maximum fill for each tank, filtration available, and additive injection possibilities

For non-conforming product found on procurement contracts prior to off-load, the activity responsible for accepting the product shall reject the non-conforming product. The activity shall notify the DLA Energy contracting/quality operations personnel or the military Service contracting personnel by phone or message in order to report the circumstances pertaining to the delivery in question.

All information stated in Section 5.13.2 (g) above is required. Disposition of the product on the conveyance is required prior to releasing the conveyance back to the contractor. The supplier contacts the contracting officer (or in some cases the DLA Energy contracting office may contact the supplier).

DLA Energy shall coordinate with the concerned technical facility of the military service(s) in resolving the shipment and shall advise the receiving facility accordingly. In OCONUS, the JPO and DLA Energy Regions shall be advised of the problem and its resolution. If a military Service contract is involved, the responsible service shall take the above actions. Additionally, the activity rejecting the non-conforming product shall submit a PQDR via JDRS or PDREP through the applicable Screening Point to DLA Energy Quality Operations.

The following are the responsible technical organizations of the Services and DLA for petroleum and related products.

When Service-owned product does not meet Intra- Governmental Receipt Limits set forth in this Standard, the requestor shall contact the applicable Service Control Point (see 5.13.3.2 below) for a decision concerning its use or disposition.

DLA Energy Quality Operations Division (or DLA Aviation, when appropriate), cognizant JPO, and cognizant DLA Energy Region shall be furnished copies of all communication regarding disposition of Government-owned, off- specification product in overseas areas.

To ensure sample integrity, a record of the chain of custody shall be maintained by the sample owner until sample disposal. Chain of custody documentation shall be used for all samples forwarded where there is a contractual issue in question. Each change of custody shall be documented at the time and place of transfer to include the signature of the custodian.

Chain of custody documentation shall be forwarded to DLA Energy Quality Operations Division for inclusion into the EBS Customer Depot Complaint (CDC) Quality Notification (QN). DLA Energy Quality Operations Division determines product disposition and sample disposal and notifies sample owner(s) accordingly. Documentation and samples representing legal/potential legal disputes shall be maintained until release by DLA Energy G. See Appendix F for a sample form that may be used to record chain of custody.

While laboratories are authorized to provide recommended disposition instructions for non-conforming Defense Working Capital Fund product, only DLA Energy Quality Operations Division can provide official disposition.

This is the procedure that restores or changes the quality of a contaminated or off-specification product so that it will meet the specification of the original product or a lower grade product. The process of reclamation, when properly applied, will result in downgrading, blending, purification, filtering, or dehydration.

The following factors shall be carefully considered before reclamation is recommended:

a. Contaminants present and their source

b. Degree of contamination

c. Probable end-use of the petroleum product in present condition with consideration given to laboratory analysis, purchase specification, established Intra-Governmental Receipt Limits, and safety factors

d. Feasibility of removing or nullifying undesirable effects of contaminants so the petroleum product may be used

e. Location and quantities of the off-specification or contaminated petroleum product

f. Probable need for reclaimed petroleum product

g. Availability of time, materials, equipment, and labor necessary to reclaim the off- specification or contaminated product.

This is a procedure by which an off-specification or slightly contaminated petroleum product is approved for use as a lower grade of the same or similar petroleum product.

This is a procedure by which predetermined quantities of two or more similar petroleum products are mixed to produce a petroleum product of intermediate grade or quality.

This is a procedure by which an additive, such as MIL-S-53021 (for automotive diesel fuel), along with other techniques such as blending are used to bring the characteristics of former off-specification product back into the range of on- specification or Intra-Governmental Receipt Limit.

The removal of contaminating agents by filtration or dehydration.

This is a procedure accomplished primarily by filtering or settling processes. Water in most light petroleum products will settle out if allowed to stand undisturbed from 6 to 24 hours. If the light product is in a storage tank, the excess water may be withdrawn through the water draw-off valve. If the product is in a small container, the water may be separated by filtering and decanting into another container or by siphoning off the water.

a. Approved type samplers shall be used as specified by ASTM/API procedures. All sampling apparatus and containers shall be thoroughly cleaned and dried, and special care shall be taken so no lint or fibrous material remains in or on them.

b. Apparatus and containers shall be flushed three times with 10 to 20 percent of the volume of the sample container of the product being sampled to ensure the sample is not contaminated with the previous material unless otherwise specified in the test procedures. For each flush, the container shall be closed and shaken for 10 seconds and product replaced for the next flush. All cans shall be thoroughly flushed to ensure complete removal of soldering flux. Sampling apparatus shall be cleaned immediately after use and stored so it shall remain clean until next use.

c. Containers such as drums shall be sampled with a thief. In sampling drums and cans, care shall be taken to remove all foreign matter from the area near the plug (bung) before it is removed.

d. All sample containers shall be closed tightly immediately after taking the sample. Sealing wax, paraffin, rubber gaskets, pressure sensitive tapes, and similar materials shall not be used to seal containers. Light sample containers shall be adequately packaged to withstand shipment. To prevent leakage caused by thermal expansion of the product, sample containers shall not be filled above 80% volume capacity.

e. The one-gallon epoxy coated sample cans (NSN 8110-01-371- 8315) are suitable for fuel products.

Identify each sample container immediately after sampling by securely attaching a DD Form 2927, Petroleum and Lubricants Sample Identification Tag or the equivalent. These tags are available for purchase from DLA Document Services via https://dso.dla.mil/DSF/. You will need to establish an account to order the forms. Information on the tag shall include the following:

The quality surveillance segment (testing) presented in this section is the minimum essential to ensure sound management of Government-owned property. Only by thorough testing procedures can essential quality surveillance be maintained.

Suspected contamination of petroleum products shall be confirmed by laboratory tests. Tests which have proved most useful in determining whether a product is contaminated, and the identification of the contaminating agents are listed under the individual products (see Section 5.10).

Specification receipt limits are absolute. Multiple tests may be performed; if the results of those tests are within the reproducibility limit of the method, the results may be averaged to determine compliance with the specification limits.

For current testing frequency requirements refer to DLA Information System (DLIS) Total Item Record (TIR).

Table IX outlines the minimum sampling and testing requirements considered necessary for determining the quality of petroleum and related products. It covers the conditions under which a sample is taken, the type of sample and the types of tests required to determine whether product quality is within acceptable limits.

Tables X-XVIII are charts providing a detailed breakdown of the type of tests required for each class of product. These tests are those most likely to reveal deterioration that may have occurred during product handling or storage.

The use of alternate test methods to measure physical properties is allowed, provided that: test results are presented in the format required in the specification, the test device has a demonstrated reliability and repeatability equal to or better than that called for by the referee ASTM test method for the given property, and the device has been approved for use by the military services. The types of alternate tests are listed below

a. Equivalent tests are test methods that provide analogous results and fully correlate with standard ASTM methods but have not yet been formally accepted by ASTM. These test methods have been found to provide test results that will be essentially identical to those results produced by ASTM testing methodologies.

b. Predictive testing involves the use of instrumental and other types of analytical techniques to predict lubricant test values using compositional data that typically is determined by standard or wet chemistry methods.

5.16.7 Calibrating Test Equipment. All laboratories shall calibrate testing and measuring equipment to the accuracy necessary to ensure the equipment is within allowable tolerance limits. As of 29 March 2021, the tier II DoD Adoption notice for ISO/IEC 17025, “General “Requirements for the Competence of Testing and Calibration Laboratories” is available in ASSIST.

(This section contains information of a general or explanatory nature that may be helpful, but is not mandatory)

The purpose of this Standard is to establish common requirements for maintaining quality during the receiving, storing and issuing of Government-owned bulk and packaged petroleum products and coal. This Standard is military-unique because it covers internal Government procedures for the handling and storage of Government-owned fuels under conditions not found in the commercial world, such as long-term storage and special testing requirements.

To ensure proper application of this Standard, invitations for bids, request for proposals, and contractual statements of work should tailor the requirements in Sections 4 and 5 of this Standard to exclude any unnecessary requirements.

This Standard implements Air Force Interoperability Council (formerly ASIC (Air Standardization Interoperability Council) AIR STD FLG 4021 and AFLPs 1110, 3149, 4714, and 7036. When changes to, revisions to, or cancellation of this standard are proposed, the preparing activity must coordinate with the U.S. National Point of Contact for the international standardization agreement, as identified in the ASSIST database at https://assist.dla.mil (see Foreword, Section 2).