Вы находитесь на странице: 1из 6

Operational Safety Instruction

Operational Safety Instruction






It is the responsibility of all employers to ensure that relevant OSIs are brought to the attention of their staff. However, individuals remain responsible for their own actions and those who are in any doubt should consult their Supervisor or Manager.


1. The purpose of the OSI is to provide supplementary instructions for the fuelling of aircraft, in addition to the guidance provided by CAA in CAP 74. In addition this document also seeks to draw to the attention of all aircraft operators and fuelling organisations the amendments and subsequent publication of the Third Edition of CAP 74.

2. This OSI supersedes OSI/04/89 - Fuelling of Aircraft.

3. The Civil Aviation Authority publication “Aircraft Fuelling - Fire Prevention and Safety Measure” - CAP 74, Third Edition contains standard procedures to be followed and practices to be observed when the fuelling of aircraft is taking place. The procedures and practices in CAP 74 are advisory but shall be fully observed at this aerodrome except where otherwise supplemented in this instruction. It is recommended that companies purchase their own copies of CAP 74.

4. Copies of CAP 74 - Third Edition can be obtained under a new ISBN 0 86039 7947 from:

Westward Documedia Ltd 37 Windsor Street Cheltenham GL52 2DG Tel: 01242 283100 (printing) or 235151 (mail order) Fax: 01242 584 139 www.documedia.co.uk

5. Companies operating at Heathrow shall be aware of and have regard for the following documents (and subsequent amendments) relating to Fuelling issued by HAL:

OSI/51/97 - Emergency Stop Buttons OSI/11/00 - Spillage Reporting Procedures

Copies may be obtained from HAL Airside Operations on 020 8745 5326 or internally on HAL x 55326.


6. For the purpose of this instruction, the use of the term “fuelling” embraces both fuelling and defuelling.


7. Aircraft operating companies shall appoint a competent person to ensure the observance of correct fuelling procedures and for the liaison with the fuel company’s fuelling operatives. Such a person may be a maintenance engineer, crew member or other person instructed in the requirements of the supervisory task. This aircraft operator or appointed agent shall identify - himself to the fuelling company operator so that there is an obvious contact if a problem occurs. Note that the functions associated with this role can be carried out by different people.

8. The aircraft operator or appointed agent shall be familiar with the safety measures for the refuelling operation as given in CAP 74 - Third Edition, OSI/51/97, this Instruction and the Fuelling organization’s operating procedures. This will ensure interoperability of procedures which is essential for the safe conduct of the fuelling operations.

8.1 Specific fuelling procedures shall be agreed between the Airline and contract holder which reflect the type (e.g. up-to plane, -- into-plane) of fuelling service agreed.

8.2 The fuelling operative or appointed agent shall remain in the vicinity of the aircraft whilst refuelling operations are in progress and should ensure correct positioning of refuelling vehicles.

8.3 Drivers are reminded of OSI/51/97 “that the emergency stop areas and the area immediately in front of them are not obstructed with vehicles or equipment. Parking in front of the emergency stop points is not permitted.

8.4 The aircraft operator or appointed agent shall ensure that there is adequate restraint of the aircraft by ensuring that the wheels are adequately chocked and confirming that the brakes are applied (unless this is not recommended for the particular type of aircraft), or that an acceptable alternative is in place. They shall also ensure the correct positioning of service equipment.

8.5 The technical aspects of the aircraft fuelling operation may be undertaken by other competent persons (e.g fuelling company employee), appointed by the airline and instructed in the requirements of aircraft fuelling.


9. The fuelling operative shall ensure that a clear path is maintained from the aircraft to allow for the quick removal of fuelling tankers . Fuelling equipment should be positioned so that there is no requirement for vehicles to reverse before departure.

9.1 All vehicles and equipment shall be positioned to allow the unobstructed exit of person/s from the aircraft in an emergency.


9.2 Hydrant Dispenser vehicles enable the fuel to be transferred from the hydrant

system to the aircraft. These vehicles do not carry significant amounts of fuel to be regarded as hazardous and therefore do not present a significant risk in the event of a fuel fire. CAP 74 - section 4.6.1 ( “ … that a clear path is

maintained … for the quick removal of fuelling vehicles

to Hydrant Dispensing vehicles, subject to the fuelling company carrying out a risk assessment of the operation.


need not apply


10. During fuelling operations, air and fuel vapour are displaced from the aircraft fuel

For the purpose of

tanks. - CAP 74 requires the establishment of Fuelling Zones.

this OSI these zones shall be regarded as extending not less than 6 meters radially

from vent points, hydrant valves and aircraft fuelling connections .

10.1 Aircraft Auxiliary Power Units (APU’s) which have an exhaust efflux discharging into the fuelling zone should, if required to be in operation during fuelling, be started before filler caps are removed or fuelling connections made.

10.2 Ground Power Units (GPU’s) may be operated provided they are positioned not less than 6 meters from aircraft filling and venting points, hydrant valves and other fuelling equipment when in use.

10.3 Vehicle engines shall not be left running unnecessarily in the fuelling zones.


11. Fuelling companies are responsible for ensuring that fire extinguishers for the protection of the fuelling equipment are readily available before the transfer of fuel begins. These extinguishers shall be maintained to the standards recommended by the manufacturers, and fuelling company personnel shall be trained in their use.


12. Hydrant refuelling facilities are currently provided on most aircraft stands. The fuel is transferred from the hydrant system to the aircraft by Hydrant dispensers. These units are regarded as “mobile fuelling equipment”, and it is the responsibility of the fuelling company to ensure that the vehicle “deadman” system is operational and the pit valve lanyard is connected and easily accessible. It is in the interest of safe fuelling that other vehicles keep clear for a distance of 6 meters of the hydrant couplings and hoses at all times.


13. All staff shall be familiar with the operation of the Emergency Fuel Stop-buttons (OSI 51/97) and how to summon the Airport Fire Service.

13.1 Hydrant refuelling on a stand on which an Emergency Fuel Stop -button is unserviceable shall not take place unless an alternative method of emergency shut down is implemented. This may take the form of radio contact between the fuelling operator and a location with an operable Emergency Fuel Stop- button



14. The aircraft operator shall ensure that all personnel working on, inside or in the immediate vicinity of the aircraft are made aware that fuelling is taking place.

14.1 All vehicles and equipment should be positioned such that:

14.1.1 Access to aircraft for rescue and fire fighting vehicles is not obstructed.

14.1.2 A clear route is maintained to allow their rapid removal from the aircraft in an emergency (exception as in paragraph 9.2).

14.1.3 The evacuation routes from occupied portions of the aircraft, including chute deployment areas, are not obstructed.

14.1.4 Sufficient clearance is maintained between the fuelling equipment and the aircraft wing as fuel is transferred.

14.1.5 They are not positioned beneath the fuel vents.

14.2 If an auxiliary power unit located within the fuelling zone or which has an exhaust efflux discharging into the zone is stopped for any reason during a fuelling operation it should not be restarted until the flow of fuel has ceased and there is no risk of igniting fuel vapours.

14.3 In the event of an emergency, such as a bomb alert, fire on any aircraft or adjacent stands, refuelling is to cease. The fuelling operative is to establish from Airside Operations Safety Unit (AOSU) on 020 8745 6024 or internally on HAL x 56024 the extent of the emergency, and fuelling can re-commence when the aircraft operator has advised that it is safe to do so.

15. Additional Precautions to be taken when Passengers remain on board during Fuelling operations.

15.1 To reduce turnaround time and for Security reasons, it is the responsibility of the -aircraft operator to determine whether fuelling of its aircraft should take place with passengers on board or boarding (embarking or disembarking) and the method by which this is carried out.

15.2 When passengers are embarking or disembarking, their route shall avoid any fuelling zone areas and they shall be under the direct supervision of airline staff. At all times “No Smoking” is to be strictly enforced.

15.3 Passenger/Baggage reconciliation on the ramp shall be carried out away from all fuelling zones.



16. In the event of a fuel spillage, action should be taken immediately to stop the fuel flow and the aircraft commander/crew must be informed.

16.1 It is the responsibility of the Airline or its appointed agent to ensure that all fuel spillages are reported to the Airport Fire Service (AFS) on 020 8759 1212 or internally on HAL x 222 as per OSI/11/00 Spillage reporting procedures.

16.2 In the case of a spillage occurring which measures greater than two meters in diameter the aircraft operator shall:

16.2.1 Consider evacuation of the area. It is generally safer upwind and upslope of any fuel spillage.

16.2.2 Prevent the movement of persons or vehicles into the affected area and ensure that all activities in the vicinity are restricted to reduce the risk of ignition.

16.2.3 Ensure that engines of vehicles within 6 meters of a spillage should not be started until the area is declared safe.

16.3 If a large scale spillage occurs, steps should be taken, providing there is no danger to staff involved, to isolate or contain the spillage.

16.4 A spillage of a volume equal to or greater than 450 litres may cause marked pollution, as the impact is determined by the quantity and location of the spill. It is therefore important to correctly assess the size of the spill to assist HAL in determining if any necessary remedial action is to be taken to provide protection from the spilled fuel escaping the balancing ponds and entering the local water courses.

16.5 Companies must ensure that all in-house spillage reporting procedures are fully understood by all employees.

16.6 Companies must ensure that spillage clean-up, reporting procedures and incident records are available for audit purposes by HAL.


17. Companies involved in fuelling in aircraft

hangars should carry out a risk

assessment of this activity and be satisfied with the safety procedures applied.


18. Any enquiries regarding this instruction should be addressed to the Head of Service Delivery - Airside Operations on 020 8745 5923.

Issued on behalf of Managing Director


Lists A - E