Issue 11

December 6, 2002

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NATA Safety 1st e-Line Service News

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Welcome to the NATA Safety 1st e-Line Service newsletter,
a quarterly summary of the latest NATA Safety 1st news
and education, dedicated to line service staff. Please
make copies available to all line service technicians,
both full and part-time.

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In this Issue of NATA Safety 1st e-Line Service ...

****NATA Safety 1st Program and Other NATA News
****Featured Safety Article... SAFE FUELING INTO THE FUTURE
****FAQ --- NATA Safety 1st and Fueling Issues
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****NATA Safety 1st Program and Other NATA News
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NATA NEWS
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Public Service Announcement on Security
(866) GA SECURE or (866) 427-3287

The Transportation Security Administration (TSA) needs your help!

On December 2, 2002, TSA implemented a national toll free hotline that the general aviation (GA) community can use to report any "out-of-the-ordinary" event or activity at GA airports. The hotline is operated by the National Response Center and centralizes reporting to the appropriate local, state and federal agencies.

Help ensure the security of GA aircraft and airport operations across the country. Call (866) GA SECURE to report any suspicious activity at YOUR airport.

Download the Public Service Announcement for the new security #
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The Gift That Keeps on Giving

NATA is dedicated to promoting education and training as a means for individuals to advance their careers and to increase the safety and professionalism in their positions. The annual NATA Business Scholarship Award of $2,500, offered through the National Air Transportation Foundation, is to be used for continuing education for employees of NATA member companies. All applicable studies should be directly related to furthering the skills of working at a FBO, charter company maintenance facility or flight school.

Relevant training includes any aviation maintenance program under the aegis of Part 147 or 65, any pilot certificate or rating under Part 61 or 141 and any aviation-related two-year, four-year, or graduate degree program at an accredited college or university. In addition, the NATA Strategic Management for Aviation Service Firms held yearly at the Transportation Center/Northwestern University qualifies for applicable training.

Eligibility:
Ø Applicants must be 18 years of age or older
Ø Be nominated and endorsed by a representative of a Regular or Associate Member Company of the National Air Transportation Association (NATA)
Ø Possess a Student Pilot Certificate, or higher, with a Third Class Medical Certificate if applying for pilot certificates or ratings
Ø Demonstrate a commitment to General Aviation

Deadline: Scholarship applications are due to the NATF on or before December 27, 2002.
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Plan Ahead
For those planning to attend next year's Tradeshow and NATA Convention, it will be from May 13-15, 2003 at the Las Vegas Convention Center co-located with the GSE Expo. Additional information may be found at www.as3.com or www.nata-online.org.

There will be lots of activity involving the latest security information, what's hot in aviation and networking opportunities. And as always, we will have many seminar offerings such as the Line Service Supervisor Training, Excellence in Customer Service, Financial Management Tools & Techniques for Aviation Service Businesses.
In addition to these favorite seminars, we plan to roll out several new seminars as noted below in seminar news.
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We're Here to Help
Have you heard about NATA COMPLIANCE SERVICES? It was founded by people who have a combined total of 67 years in aviation staffing, compliance management, and human resources. Today’s changing nature of regulations makes it absolutely vital to stay up to date. NATA Compliance products and services comply with all FAA/TSA/DOT regulations, and are reviewed by law enforcement (FBI, Secret Service).

Increasing airport personnel security is a necessity today. Current conditions call for a variety of employee background investigations including: Motor Vehicle Record checks, Social Security Verifications/Traces, Drug, Alcohol, Workman's Comp, Pilot Record Improvement Act requirements and Criminal History Record checks. Tomorrow, there will be even more.
NATA Compliance Services can provide you with a wealth of accurate information and Aviation Industry Standard background checks designed to save your company from the risk, liability, legal exposure or public embarrassment associated with hiring the wrong person. Your business, reputation, and employee safety are too important to risk on anything less. Prices start as low as twelve dollars. Call 1-800-788-3210 to order NATA Background Check Kits or for up-to-date regulatory information.
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PROGRAM NEWS
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NATA Safety 1st information is available online. We have a new telephone number dedicated to the NATA Safety 1st Program. Please call (703) 575-2045 and ask for Amy Koranda or Louis Soares. Our FAX number is still the same at (703) 845-8176.

NATA Safety 1st has its own website at http://www.natasafety1st.org. Check it out! There is information on training, testing, continuing education (including past issues of the e-Line), program information and additional links for line techs.
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NATA Safety 1st is coming out with new training material in the upcoming year. Many of you conduct monthly Safety Meetings and have asked for our input. We have designed some great lesson plans that can be used by the trainer/supervisor to stimulate conversation and learning. They are based on real-case studies that everyone can relate to.

The good news is after completing all twelve lessons of the Safety Meeting materials, participants are eligible to receive NATA Safety 1st certificates and patches. The lessons will be a part of a continuing education series that will be provided on an ongoing basis each year. We will be working with many of you to solicit your input on the lesson plans and how effective you feel the materials are in your training/safety meeting sessions. We will be in contact with the new materials in the New Year.
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The NATA Safety 1st Professional Line Service Training Program, consisting of a nine videotapes and manuals on CD ROM, will experience a price increase as of January 1, 2003. It will still cost $100 per line technician for NATA members and $200 for Non-NATA members, but a company fee of $500 will be added. The price cap of $3,000 will remain in effect. Included with the price increase will be printed versions of the Employee Career Reference Guide and Trainer's Guide. All manuals will still be included on a CD ROM for easy reproduction and storage.

For those that already have the PLST, either the NATA Safety 1st or ATI version, the printed manuals will be available for purchase. If you'd like to reserve a copy of either manual, they will be available for $100 each. This price is a pre-purchase price, only, that will end on January 1, 2003. After this date, the price will increase. Please email Amy Koranda or Louis Soares to reserve both manuals.
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The NATA Safety 1st Program is under a separate company than NATA and is known as the Aviation Training Institute, LLC. The Aviation Training Institute, LLC includes the NATA Safety 1st Program and Sandpiper Publications. Because of its status as a separate company, there will be subtle differences in the conduct of business. One change that takes effect January 1, 2003 is there will be no invoicing for purchases made for Aviation Training Institute programs or publications. We appreciate a check, purchase order or credit card to accompany all orders for NATA Safety 1st Program materials or Sandpiper Publications. This has been noted on all new order forms.

Changes have also been made to the NATA Safety 1st Program renewal process. Instead of going out on a monthly basis as notices did in 2002, all renewals will be sent out the first part of 2003. Some of you who recently paid your renewals in the latter part of 2002 may feel a little déjà vu. We apologize but the change is needed since our participation has grown to twice its previous size a year ago. A letter will accompany all renewals with an added bonus for your participation. Thanks for your understanding!
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December is going to be a very busy one for us in the NATA Safety 1st Program. We are going to begin the Security video/module as the tenth module for the NATA Safety 1st PLST. As promised, it will go out gratis to all participants of the program in 2003. We will keep you informed on its progress and when you can anticipate delivery.

In addition to the security module, updates are being made to the NATA Safety 1st PLST Aircraft Service Guide. Again, as a participant in the NATA Safety 1st PLST, the new version will be sent to you as a part of your participation in 2003.

The new version combines the best of the PLST information with the Sandpiper information, including additional aircraft. It will be called the Aircraft Ground Service Guide or AGSG 2003. It contains very useful and pertinent details on many aircraft and helicopters for your line crews.

The 2003 AGSG is written for more than just your line service personnel. Who else uses the AGSG?

· Airports
· FBOs
· Pilots
· Government Agencies
· Military
· Airport Fire Departments
· Architects
· Aircraft Charter Companies
· Aviation Consulting Companies
· Corporate Flight Departments
· 23 other countries around the globe

The reason we mention this is you may want to make this publication available for sale at your facility. Purchases of 25 or more copies of this pocketsize publication can be made for $19.95. They can be sold for the retail price of $24.95. If you'd care to order 25 or more copies to sell at your facility, email Amy Koranda or Louis Soares or call us at (703) 575-2045.
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SEMINAR NEWS
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Please remember the Line Service Supervisor Training Seminar (LSST) is a required part of the NATA Safety 1st Program. If you have already sent someone from your business, please feel free to skip to the next paragraph. If not, it is required that one person from your line service, usually the supervisor, attend an LSST. And remember, as long as that person remains with your company, the LSST requirement has been met for Safety 1st.
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The next LSST will be held in Houston, Texas on January 23 & 24, 2003 hosted by Hammonds. Check our Calendar of Events for additional dates and locations. Hotel, seminar, registration and shuttle information can be obtained online too.
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Financial Management Tools and Techniques for Aviation Service Businesses, will be held May 11 & 12, 2003 in Las Vegas, Nevada. To reach any goal you need two things: a road map or plan of how to reach the objective, and the ability to track the progress toward that goal. That's just what this seminar provides. Details will soon be available on our website.
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New seminars coming in 2003 include the following:

A new seminar called the NATA Safety 1st Trainer will be rolled out at the NATA Convention on May 13 & 14, 2003 in Las Vegas, Nevada. This seminar will teach the technical as well as the fundamental elements of the NATA Safety 1st PLST. In-depth coverage of all aspects of the program will be combined with interactive training. When your trainer/supervisor comes back from this two-day experience, s/he will be prepared to implement the best available line service training with safety and security uppermost in everyone's mind. Details will soon be available on our website.
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Another new seminar called The Business of Aviation Business will be introduced at the NATA Convention in Las Vegas, Nevada. Taught by renowned training expert, Jodie Brown of Summit Solutions, this seminar will give your employees a view of the inner sanctity of aviation. It will teach your personnel what general aviation is and take them right on through to knowing all the nuances of the business. . Details will soon be available on our website.
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MEMBER NEWS
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Did you hear about the following NATA Safety 1st Participants...

For Immediate Release
September 10, 2002

NEW PIPER AND USAIG PUT SAFETY FIRST

USAIG Sponsor Safety 1st Program for Piper Dealers

VERO BEACH, Fla. - In an effort to enhance ground operations safety, United States Aircraft Insurance Group (USAIG) has teamed with The New Piper Aircraft, Inc. to sponsor its dealers' participation in the NATA Safety 1st Program.

"It is the responsibility of everyone involved in the general aviation industry - from aircraft manufacturers and dealers to owners and insurance companies - to give safety top priority," says New Piper President and CEO Chuck Suma. "In order to increase our efforts for safe aircraft operation we have joined forces with USAIG to make the NATA 1st Program available to each of our New Piper dealers."

"This is an industry Win-Win," says USAIG Senior Vice President David McKay. "Most importantly this training will reduce the exposure of someone getting hurt on the ramp, but will also build on customer satisfaction by helping prevent airplanes from being damaged. Hangar and ramp accidents translate directly to unscheduled downtime, increased costs and unhappy customers. Ground handling accidents have grown faster than any other category of claims. In our experience, training will make the difference."

The NATA Safety 1st Program has been designed to include the most up-to-date training techniques as well as new aircraft and ground servicing procedures. It consists of a series of nine videotapes, training manuals and practical and written tests which are reviewed and graded by NATA.

USAIG has agreed to sponsor every Piper dealer line service employee's participation in both initial and recurrent Safety 1st training, whether the dealer is a USAIG insured or not.

"Many Piper dealers have taken the initiative to participate in this important safety training on their own," says Harold Clark, USAIG's Chairman and CEO. "We are delighted to help support their commitment to safety and recognize them for doing the right thing."

The New Piper Aircraft, Inc., a privately held company headquartered in Vero Beach, Fla., is the only general aviation manufacturer to offer a complete line of aircraft for every general aviation mission, from trainers and high-performance aircraft for personal and business use to turbine-powered business aircraft.

USAIG, which was founded in 1928, provides a complete spectrum of insurance coverages for owners, operators, manufacturers and maintainers of private, corporate and commercial aircraft.
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For further information, contact:
Mark S. Miller
(772) 299-2900
Fax: (772) 770-2237
Websites of interest:
www.newpiper.com
www.siebel.com
www.airventure.org
www.usaig.com

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SPEAKING OF SAFETY!
By Ken Bray, Safety/Training Manager of Galaxy Aviation
As the year starts to wind down, our busy time starts to go forward. I would like to congratulate every employee for your continuing awareness of the safety program. As your Safety Training Manager, I am committed to work place safety. Company Management and myself will continue to move forward with the NATA Safety 1st Program to reach our goal of 100% participation for our line service. This program is NATA's newest initiative to help us better serve our customers by assuring top-notch service, knowledge and professionalism.

I am pleased to announce that our Palm Beach and Stuart locations have successfully completed the program that makes them 100% Safety First Line certified before years end. CONGRATULATIONS!
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Let us hear from you...If you’d like to share something with other NATA Safety 1st participants, send an email to Amy Koranda with information and/or pictures for the NATA e-Line and website.

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****Featured Safety Article...SAFE FUELING INTO THE FUTURE
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As part of this e-Line, we will include an educational article.
Most of the articles will provide continuing education on issues
of importance to line service. In addition, if you are currently
taking the NATA Safety 1st written and practical exams, these
articles will make great study material. Feel free to copy them
and maintain a book for future reference.

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SAFE FUELING INTO THE FUTURE
By: John Rhodes, Facet International, Military Products Manager
Email: John Rhodes
Website: Facet USA, Inc.
Tele: (918) 272-8700
Fax: (918) 272-8787

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SAFE FUELING INTO THE FUTURE
Every airline passenger has experienced the dramatic increase in security at our airports in the attempt to increase the safety of flight. The phrase "airing our dirty laundry" became an embarrassing reality for those of us selected for an open suitcase search at the baggage check in line. Although air travelers have had to experience inconveniences in terms of earlier airport arrivals, longer lines, and rigorous body and luggage screenings, we endure the best we can in the interest of flight safety.
Change is always difficult when it affects us personally and is especially irksome when "change is necessary". However, when change only affects the other guy, it is not so bad because we tend not to notice. As airline passengers, we definitely notice the changes inside the passenger terminals but most of the casual travelers are not aware of the tremendous changes outside the terminal that have made significant impacts in improving flight safety.

The flight industry has quietly undergone changes within the past five years in making significant improvements to keep filtration equipment ahead of the evolving fuel technology. The development of the commercial specification API/IP 1581 4th Edition (or subsequent higher editions) is the ultimate standard for both commercial and military fuel filtration from product receipt to the final issue to the aircraft. This new API specification will vastly improve filter performance to enhance fuel quality delivered to the aircraft, especially to the military weapon systems. Qualification of the M and M100 Category to the API 4th Edition has provided the first filtration system designed specifically for the military fuel JP-8 (aviation turbine fuel with full military additive package). The older versions of API were designed around the commercial Jet A/A-1 fuel and were not suited to handle the rigorous additives necessary in JP-8 or the increasing intrusion of surfactants in commercial fuel that poison filter performance.

Current filtration equipment utilized by the Department of Defense (DoD) was designed and qualified to a wide assortment of military specifications as well as the previous commercial standard, API 1581 3rd Edition. A USAF survey of permanently installed fuel filtration systems identified 1,751 individual filter separator vessels, some of which have been in service nearly 50 years. Nearly 70% of these filtration systems were originally designed to military specifications for use with a highly volatile military fuel called JP-4. This highly volatile fuel was replaced by JP-8, a less volatile, safer fuel that increases aircraft combat survivability and ground handling safety. The difference in characteristics of the two fuels has had a significant impact on older filtration systems. The lower density JP-4 allowed most water and sediment to settle out of the fuel over a reasonably short period of time and was more easily removed by existing filtration. The denser JP-8 tends to retain water and surfactants, and suspends sediment in the fuel for a substantially longer time.

Consequently, older filter vessels designed for JP-4 are not effective with JP-8. The recent development of API 1581 4th Edition M100 class filtration has given the DoD the potential to realize the advantages of robust design, improved surfactant tolerance, and enhanced dirt holding capacity provided by Facet qualified filtration. Combined with the "drop-in" filter element capability, this will provide the DoD aviation community a paramount opportunity to increase aviation jet fuel quality. The new Facet filter elements will definitely remove the dirt and water previous elements allowed to pass downstream toward the aircraft. Additionally, the new API 1581 4th Edition M100 Category filter will allow DoD to avoid the expense of modification or replacement of existing API filter separator vessels while benefiting from the enhanced performance standards offered by the new technology.

Existing outdated filtration systems cannot adequately handle JP-8 fuel and with continuing problems with the phenomenon of "Apple Jelly", it is imperative to make every effort possible to improve filtration to extract the maximum amount of water from our aviation fuel. New and upgraded filtration systems are necessary to provide safe fuel support for current and future generations of aircraft.

The changing demographics of energy alternatives and the expansion of the number of sources has transformed energy realities. Changes in the Energy market today will impact on numerous modifications to fuel chemistry in the near future. Johannesburg airport in South Africa has already been using synthetic fuel to augment their jet fuel supply. Extended flight distances over polar routes have given cause to look at lowering the freeze point of fuel or to develop hydrocarbon alternatives to improve cold flow. The environmental push has targeted particulate and sulfur emission reductions. Low sulfur diesel is a direct result with lower sulfur limits on jet fuel just around the corner. The Ultra Clean Transportation Fuels Initiative may drive the development of additives to reduce smoke and soot emissions. Pipeline companies have a real need to increase the total capacity of existing delivery systems and are looking at a pipeline drag reducer additive to be included in jet fuel as a possible solution. The DoD is searching for ways to reduce the logistical fuel footprint; 70% of total tonnage shipped during six months deployment before the Persian Gulf War was fuel. Recent lessons learned suggest a fundamental shift in focus toward energy efficiency as a giant step in achieving DoD goals. Advanced military aircraft are on the horizon and the evolving fuel technology is pointing toward cleaner fuel, cryogenic hydrocarbons like ethylene, strained ring dense high energy fuels, and similar technologies are being developed for future commercial application for aircraft with access to space. These are only a few of the myriad of changes ahead that will pose severe challenges to fuel filter companies that have not met the challenges of present day specifications, and to those that have lagged behind and struggled to pass the new API/IP requirements.
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Facet is proud to have been in the forefront of today's technical challenges and welcomes the challenges of tomorrow for both commercial and military applications.
Information on the author and Facet International:
John Rhode recently joined Facet International as military products manager. Prior to that, Mr. Rhode held senior positions as a civilian providing fuel logistics expertise to the United States Air Force. His most recent position was director of the USAF Petroleum, Oil and Lubricants (POL) Technical Assistance Team at Kelly AFB in Texas where he was in charge of resolving Air Force-wide quality issues in fuels, chemicals, propellants, special fuels, and cryogenics.
Facet International, a CLARCOR company, designs, manufactures and markets advanced filtration and separation products and systems for aviation, marine, petrochemical, power generation and general industrial markets.

CLARCOR, Inc. (NYSE:CLC) based in Rockford, IL, is a diversified marketer and manufacturer of mobile, industrial and environmental filtration products and consumer and industrial packaging products sold in domestic and international markets.
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****FAQ (Frequently Asked Questions) --- NATA Safety 1st
and Fueling Issues
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This section will help you with the paperwork and study process.
In addition, we will include other questions about fueling issues
that are frequently asked. If you have any tips to share, please
submit them to us and we will include them in upcoming e-Lines.

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We are using this section to share lessons learned with you rather than answer questions.

On our website, we addressed a fatal fueling accident that occurred in Denver, Colorado. Details on this are on our website at Fueling Mishaps.

The following article offers some insight on what was learned from this accident. Please share this article with your line service and talk about it. One life lost on the line is too many.

Reprinted with permission from NFPA Journal (R), September/October, Volume 96/Number 5 Copyright (c) 2002, National Fire Protection Association, Quincy, MA 02269.

Fueling a change
At airports across the United States, there's a heightened sense of urgency when it comes to guarding against unknown threats, but an accident at Denver International Airport involved a familiar and routine activity: refueling an airliner.
Shortly after 5 p.m. on September 5, 2001, British Airways Flight 2019 arrived at Gate 37 at Denver International Airport (DIA) from London's Gatwick Airport. The flight was 45 minutes late, and flight and ground crews were under pressure to get the 300-passenger Boeing 777-200 ready for the flight back to London. The 34,000-acre (13,759-hectare) DIA is the sixth busiest airport in the nation and the eleventh busiest in the world.

With 10 of the 256 passengers and 16 members of the flight crew still aboard, João Rodrigues, 24, an employee of DIA's contract fueler, Aircraft Service International Group (ASIG), began refueling the aircraft from an elevated basket. As he lowered the basket, to speak to a member of the ground crew, the fueling hose on the aircraft broke away from the left underwing, spewing 50 to 120 gallons (189 to 454 liters) of fuel onto Rodrigues, his equipment, and the ramp.
Seconds later, the fuel ignited, erupting in a 15-by 30-foot (4.5- by 9-meter) fireball that engulfed Rodrigues, his Ford F550 fuel truck, and the jet's engine cowling.

Seeing the fire, two United Airlines ground service employees, one of whom had been talking with Rodrigues and was doused with fuel, responded with two wheeled dry-chemical fire extinguishers that had been placed at each gate in accordance with NFPA 410, Aircraft Maintenance. The men began extinguishing the flames engulfing Rodrigues, who had jumped from the basket, and knocking down the fire under the wing.
DIA's aircraft rescue and firefighting (ARFF) crews, dispatched at 5:14 p.m. arrived at the scene with two ARFF vehicles and discharged foam from roof turrets and then used two hose lines to extinguish the fire with foam and blanket the spill. They also discharged dry-chemical agent and foam around the fuel truck to prevent reflash. The blaze was out within a minute of the firefighters' arrival.

Rodrigues, who was severely burned, died later that day at University of Colorado Hospital in Denver. Those still on board the plane evacuated through the jetway on the left side of the plane, and no one else was injured.

Following the accident, the outbound flight was cancelled, and the fuel truck was taken to the fuel farm at DIA. The fire's heat damaged the 777's engine cowling and the composite access doors for the fueling adapters along the wing's lower leading edge and deposited heavy soot on the underside of the wing. Despite $5 million in damage, $150 million aircraft was back in service within two weeks of the fire.

The Spill
Because ignition of fuel at an airport is so uncommon, the initial call to the fire department cited an engine fire, not a fuel fire, says DIA's Fuel Officer Bob Werner.

Under normal circumstances, refueling an airliner is as perfunctory as loading luggage. Fuel is delivered to the aircraft from a fuel farm several miles away through an underground hydrant system. At DIA, fuel comes into the fuel-storage depot through a pipeline at rates that vary from 46,300 to 92,400 gallons (175,264 to 349,772 liters) per hour and is pumped from the hydrant to the aircraft using a specially designed truck.

The fueler first connects a hose from the truck to a hydrant under the tarmac, then connects a cable to the aircraft landing gear to create an electrical bond between the truck and the aircraft, thus preventing a spark, then he connects the hose to the aircraft. Fuel from the hydrant system often has a different electrical charge than the fuel already in the aircraft because the fuel passing through the filter/separator and the piping system generates friction, leading to an electrostatic charge.

In order to fuel a 777, the fueler climbs onto a platform on the truck because the fueling connections are so high off the ground. Using controls in the basket, he raises himself to the fueling adapters on the aircraft wing and connects two hoses from the basket to the wing-fueling adapters. Once the hoses are connected, the fueler lets the fuel flow into the aircraft's tanks.

To prevent accidents, the fueler holds a "deadman control," a special device that stops the flow of fuel when released. NFPA 407, Aircraft Fuel Servicing, requires a deadman control on all fueling trucks to cut off the flow of fuel if the operator becomes incapacitated or leaves the fueling operation.

As soon as fueling begins, the fueler can lower the basket. Two elbow swivels in the hose line at the basket allow the hoses to adjust position as the basket moves and prevents them from pulling away from the wing fuel adapters.

On the day of the accident, however, one of the hoses apparently became hung up as the fueler lowered the basket, and the weight of the basket on the hose broke the fueling adapter in the wing allowing the hose to break away from the aircraft. Evidently, the two hoses had crossed, causing the elbow swivels to seize against each other as the basket was lowered. One hose was stretched taut as the basket continued to descend, eventually causing three small tabs on the fueling adapter in the wing to fail. The way the metal appears to have broken indicates that one tab broke first, allowing fuel to spray into the air and atomize.

When the fuel began spraying, Rodrigues released the deadman control, and the flow of fuel stopped. At that point, the truck's fueling meter showed that 176 gallons (666 liters) of fuel had flowed from the hydrant.

Mark Conroy, senior NFPA fire protection engineer and staff liaison for NFPA's aviation-related standards, says the ignition source is unknown, but the auto-ignition temperature of Jet A kerosene grade turbine fuel is approximately 475°F (264°C). At this temperature, Jet A fuel spontaneously ignites without a spark or flame. And Jet A ignites much more easily when it's atomized, as it was in this incident. Although investigators aren't pursuing the ignition source, hot metal on the truck's exhaust system or a hot aircraft component could have been the culprit.

"The ignition source of the fire isn't the focus of the National Transportation Safety Board (NTSB) investigation," Conroy says. "The main focus is preventing future spills."

The Investigation
The NTSB, the Federal Aviation Administration (FAA), Denver authorities, Boeing, and British Airways are all investigating the accident. Although the NTSB's final report is still pending, it appears that the crossed fuel hoses led to the fuel spill. According to Frank O'Neill, United Airlines fuel manager, member of NFPA's Technical Committee on Aircraft Fuel, and United Airline's representative to the NTSB investigation, "the elbow on the fuel hose was pulled in an awkward direction" when Rodrigues lowered the platform of the fuel truck. Without slack in the line, it appears that the tension on the hose line caused the hose to break away. The hose design is being reconsidered.

Following the incident, British Airways and United Airlines, the biggest carrier airline at Denver, immediately changed their fueling policies to prevent similar accidents. British Airways now requires fuelers to lower the basket and stand on the pavement before starting fuel flow. United Airlines, on the other hand, requires that the fueler's basket remain in the up position once the hoses have been connected and fuel is flowing.

This difference in approach is due to the methods the two carriers use to fill fuel tanks. British Airways allows an automatic system to do this while the fueler stands on the ground. United Airlines fuels planes manually at the controls on the wing.

Using both methods can prevent spills. If the hose breaks free while the basket is moving during a British Airways operation, no fuel will spill since none is flowing. The United Airlines method prevents the basket from lowering once fuel starts to flow.

The arrangement of the two swivel fittings on the ASIG fuel truck is also being reviewed. Not all fueling companies and carriers use the double-swivel design, but it's found throughout the industry, Werner says, and there's some discussion as to whether vehicles using this design should be allowed to remain in service.

British Airways sent the aircraft's adapter, which is used industry-wide, to Boeing for a metallurgical analysis and sent the fueling hose to a testing facility. The carrier also examined its entire fleet of 777's, and discovered no defects. In addition, Boeing's commercial airplane group issued a service bulletin recommending that crews inspect the refuel adapters for cracks and lug damage.

Spills are common
At DIA and other airports, fuel trucks have been known to drive away while connected to the jet's fuel panel, but these accidents happen after refueling is completed, not during the fueling process.

"Last year, we had more than 70 fuel spills," Werner says. "Usually, fuel isn't a problem. Normally, we have spills with the fuel pooling, not a spray as in this case. The properties of the fuel change when it's a spray."

Because fuel spills are common, it's been difficult to get the airlines to think long and hard about safety improvements following the fire, Werner says. Although United Airlines and British Airways instituted new fueling policies after the incident, other carriers have been slow to follow because the cause, and thus possible preventive measures, is unknown, Werner says.

"I can't institute new policies because we still don't know the reason why the coupling broke as it did, and we don't know the ignition source," Werner says. "That makes it hard to make any changes in procedures. But there's a sense of awareness of the potential dangers associated with refueling."

Werner is unsure whether the flying public is more or less concerned about refueling operations, but "overall, there seems to be a heightened awareness among the more experienced fuelers at DIA since the accident."

Werner notes that NFPA standards outline specific safety procedures to protect passengers and crew members. During fuel servicing operations in which passengers and crew remain on board, for example, NFPA 407 requires that a clear area be maintained around at least one additional exit. According to Conroy, some enforcing authorities interpret this to mean that a remote exit on the aircraft should remain armed with an evacuation slide. To comply with NFPA 407, which the FAA references as the standard for fire safety and operations at U.S. airports, carriers that choose not to arm the exit doors must have policies prohibiting fueling an occupied aircraft.

Conroy investigated the accident on behalf of NFPA to determine whether any of the lessons learned could be incorporated into existing NFPA aviation and ARFF standards, including NFPA 407.
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In the each e-Line, we ask you to share safety information or statistics about how the NATA Safety 1st Program has impacted your business. Please keep information coming our way! We really think you are doing a great job of keeping those lines safe.
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The NATA Safety 1st e-Line Service newsletter is distributed quarterly. We welcome your feedback on this newsletter and any topics you would like to see discussed. Send articles/email to Amy Koranda.

Thank you for your commitment to line service safety...
keep those ramps safe.