Operations BulletinBulletin 105Filter Monitors11 Dec 2017LegalNote:If you do not accept the terms below you are not permitted or licensed to retain or make any use of this bulletin and are required to destroy and deleteit immediately.By downloading, ordering, using or retaining a copy of this bulletin in whatever format you agree to the following terms. Use of this bulletin and the information within it is governed by the terms set out below and the terms appearing at The terms below and set out in this link seek to limit and exclude all liability so far as permittedby law.This document is intended for the guidance of Members of JIG and companies affiliated with Members of JIG, and does not preclude the use of anyother operating procedures, equipment or inspection procedures.Any person using or placing reliance on all or any part of this bulletin shall do so entirely at their own risk.Although periodic efforts are made to review and update the information in this publication, we assume no duty and make no representation, warrantyor guarantee, whether express or implied to any person, that the information is up-to-date, accurate, appropriate, complete, free from error, or incompliance with applicable law and regulations.No subscriber or other reader should act on the basis of any such information without referring to applicable laws and regulations and without takingappropriate professional advice.To the fullest extent permitted by law, none of JIG, its Members, or the Companies affiliated with its Members accepts any responsibility to any personfor any loss or damage, whether in contract, tort (including negligence), breach of statutory duty, or otherwise whatsoever, even if the risk wasforeseeable or known, arising under or in connection with any use, adoption or reliance on all or any of the information in this document.JIG is the owner of the copyright and all intellectual property rights in the publication. IATA uses such rights with permission from JIG.Endorsed by IATATechnical Fuel Group and by A4Ap.1/17

Operations BulletinBulletin 105Filter Monitors11 Dec 2017IntroductionThis bulletin deals with issues of immediate and significant relevance to all users of Filter Monitor filtration systems in AviationFuel service (both Avgas and Jet), including upstream of airport locations. The purpose of this bulletin is to inform currentusers of all filter monitor filtration systems of:-Changes in the governing EI 1583 specification for filter monitorsThe position of the IATA SAP Special Interest Group on the future use of filter monitorsThe “Road Map” to phase out filter monitors and provide guidance to manage the change requiredThis Bulletin is intended to be the first of a series of communications for the implementation of JIG’s strategy on phasing outall filter monitor technology, in line with the position of the IATA SAP Special Interest Group. This bulletin supersedes JIGBulletins 49 and 72. The circumstances that have caused this reissue require immediate consideration and action by all usersof Filter Monitor filtration systems in Aviation Fuel service.Background An IATA Special Interest Group (SIG) was set up to share information relating to the presence of Super Absorbent Polymer(SAP) in aircraft engines/fuel systems components The SIG is aware of eight safety incidents since April 2010 where the presence of SAP was confirmed in engine/fuel systemcomponents The SIG has reported that engine and airframe OEM's have not identified a level of SAP that is acceptable in aviation fuel,and that filter monitor manufacturers cannot guarantee that no SAP will pass downstream of filter monitor elements The SIG is of the opinion that in light of this filter monitors shall be phased out of all aviation fuel handling systems The Energy Institute has issued a revised EI 1583 in consequence The experimental work which forms part of SIG's consideration considered only 2 inch filter monitor elements made bythree manufacturers and used at Differential Pressures of 15 or 22 psi. Lower Differential Pressure appears to be associatedwith reduced migration of SAP As a result of this work SIG have recommended amongst other actions, that all elements operating at or above 15 psi atmaximum flow shall be replaced and that hose-end strainers shall be cleaned as part of commissioning and routine check This bulletin seeks to identify initial steps to achieve within a realistic timeframe compliance with EI 1583 7th edition andSIG recommendations for revised hose end strainers and flushing and cleaning procedures in order to reduce (but probablynot eliminate) the risks from SAP contaminated fuel.EI 1583 7th editionOn the 3rd of November 2017, the Energy Institute issued EI 1583 7th edition, which supersedes all earlier EI 1583 editions. Theonly change in the EI 1583 7th edition is the inclusion of a requirement that SAP is not detectable in fuel downstream of a filtermonitor element under test during Qualification Test 1 and 10.As no other changes have been made to the qualification testing requirements that were included in the 6th edition, existingqualifications to EI 1583 6th edition are recognised as also meeting the requirements of the 7th edition, if the ICP coppervalues obtained during both qualification test 1 and 10 were below the lower limit of detection for the method ( 50 ppb).This read-across from the 6th to 7th editions applies only to the specific model qualified. However, quoting from the EI statementon filter monitors: “(The) EI will not be maintaining or updating EI 1583 beyond its current 7th edition and will withdraw thespecification by no later than 31st December 2020.”As of the 22nd of November 2017, the only elements known by JIG to be claiming compliance to EI 1583 7th edition that arecommerically available are those listed in Table 1 below.Endorsed by IATATechnical Fuel Group and by A4Ap.2/17

Operations BulletinBulletin 105Filter Monitors11 Dec 2017Table 1: Filter Monitor Models meeting the requirements of EI 1583 7th edition (as of 22th November, 2017)2”6” Out to In6” In to OutFAUDIM.2-XXX/6BMO6.X-XXXX/6B-PARKER VELCON2" CDFNone (Note1a)None (Note1b)PECO FACETFG-2XX-7 (Note2a)None (Note2b)None (Note2c)Notes based on information provided by Parker Velcon and PECOFacet, which can be made available to JIG members upon request: 2” elements:2a: Peco Facet’s FG-2XX-6 (EI 1583 6th ed.) do not meet the 7th ed requirements. The stated intention is to start supplying 2”elements from another filter supplier whose elements meet the EI 1583 7th ed. qualification, branded as FG-2XX-7.6” elements Out to In:1a: Parker Velcon’s stated intention is to requalify the ACO (Out to In) 6” monitor to EI 1583 7th ed. in 2018. It is not knownwhether this will be successful.2b: PecoFacet’s stated intention is to requalify the Out to In 6” monitor to EI 1583 7th ed. in 2018. It is not known whether thiswill be successful.6” elements In to Out. There are no 6” In to Out filter monitor elements qualified to EI 1583 7th edition and there is no planto qualify any elements of this type in the future:1b: ParkerVelcon will not requalify the ACI (In to Out) 6" monitors – most of these vessels may be converted (back) to FWS2c: PecoFacet will not requalify the In to Out 6" monitors – most of these vessels may be converted (back) to FWSPosition of the IATA SAP special interest groupDuring the 14th of Novemeber 2017 IATA Fuel Forum in Vancouver, the IATA SAP Special Interest Group released a positionstatement on the future of filter monitors. This was subsequently disseminated to industry stakeholders and is copied inAppendix 1, with some of its key excerpts being quoted below:“The Special Interest Group is aware of eight incidents since April 2010, where the presence of SAP in engine/airframe fuelsystem components has been confirmed by those involved. More than one engine manufacturer, airframe manufacturer andlocation have been affected. It has not been possible for these events to be investigated sufficiently to explain SAP migrationmechanisms. To date, the Special Interest Group has been unable to identify any significant fuel handling irregularities at thelocations implicated in the events. However, work undertaken by the Special Interest Group has identified SAP migrationmechanisms within normal operating parameters, that were previously unknown.It is the position of the Special Interest Group that filter monitors shall be phased out of all aviation fuel handling systems. ”The IATA SAP Special Interest Group was established by IATA, following reports of operation issues with aircraft FMU (FuelManagement Units) and/or HMU (Hydro-mechanical Units) that were linked to the presence of SAP. The special interest groupwas formed of industry subject matter experts (Representatives of airlines, engine and airframe manufacturers, aviation fuelfilter manufacturers and the EI) with the objective of investigating the reported incidents to determine whether there was ademonstratable influence of SAP on FMU and HMU operability.Part of the work undertaken on behalf of the special interest group was to investigate SAP migration at different DifferentialPressures on 2” monitor elements from all 3 filter manufacturers with qualified filter monitor elements. This work suggestedthat limiting the maximum Differential Pressure to 15psi (1.0 bar) at maximum fuel flow, would help to reduce potential SAPmigration. Whilst this work has not been repeated on 6” elements, the results have been used in conjunction with the outcomeof their other investigations, to develop the IATA SAP Special Interest Group position.It is noted that the Special Interest Group activity has now been concluded with the issue of the data summary found in Appendix2 of this Bulletin, including a proposed roadmap for adoption by standards organizations, including JIG and A4A.Endorsed by IATATechnical Fuel Group and by A4Ap.3/17

Operations BulletinBulletin 105Filter Monitors11 Dec 2017Filter monitor phase out roadmapThe proposed roadmap of the IATA SAP Special Interest Group includes immediate and short term actions as well as actionsrequired in the longer term, in order to phase out the use of existing Filter Monitor technology. JIG, IATA and A4A committed towork together on a common implementation roadmap for the wider user community which they collectively represent.JIG has reviewed the proposed roadmap and timeline proposed by the IATA SAP Special Interest Group and liaised with FAUDIAviation, ParkerVelcon and PECOFacet to understand from the suppliers the options for the manufacture and supply of qualifiedfiltration systems to the user community. The objective, in the short term, and based on these considerations, is to arrive at aroadmap with feasible implementation timelines that can lead to additional mitigation of the potential risks from Filter Monitortechnology with no interruption in aircraft fuelling operations.Longer term, the objective is the replacement of all existing Filter Monitor systems with alternative filtration options. Longerterm alternatives to filter monitor systems need to be adequately designed and the change out properly planned.Filter Water Separator (FWS) systems complying with EI 1581 6th edition (Type S-M) are a currently available alternative thatmay require the replacement of the existing Filter Monitor vessel, unless a vessel conversion is possible. FWSs are the mostwidely available viable alternative, where it is practical for them to be installed. The further development and evaluation ofpossible alternative filtration options is underway.JIG is currently evaluating additional options for other filtration/sensing technologies covered by EI specifications. JIG intends toencourage an accelerated industry development program to bring new and viable filtration technologies into service, inconjunction with a more extensive use of sensing technologies. Options for the development of other technologies are beingdiscussed at an industry level, within the Aviation Fuel Filtration Committee (AFFC) of the Energy Institute with JIG participationand contribution. Discussions for standardizing future testing of new filtration products with JIG participation and contributionare currently being held.In addition to the above, a set of short-term actions has been defined and are presented in this Bulletin. These actions have beenendorsed by IATA TFG and A4A, considered as the ones that offer a rapid but orderly exit from the Filter Monitor technologywhilst reducing the potential for SAP migration in the interim.These actions include the following actions to be initiated IMMEDIATELY:- Replacement of Filter Monitors operating at a Differential Pressure (DP) of greater than 15 psi (1.0 bar), at max achievableflow- Limit of the operational DP for all filter monitors to max 15 psi (1.0 bar), at maximum achievable flow.- Introduction of a new protocol for inspection and cleaning hose-end strainers, as part of commissioning of new filtermonitors on fuelling equipment and the routine strainer check procedure.Managing the changeIt is JIG’s position that all airport and into-plane operators involved in the implementation of actions defined in this Bulletin, shallexercise due dilligence in the implementation of the recommended actions, and follow appropriately developed and authorizedManagement of Change plans throughout the transition period.As a minimum, the following shall be considered: Local operating manuals, procedures, forms and training documents shall be updated to reflect the actions defined inthis Bulletin, and training to all relevant personnel shall be provided as necessary.Local operating procedures and manuals referring to filter monitors shall follow the manufacturer’s recommendationsand good practice at all times. Among others, it is reminded that filter monitors shall:o never be exposed to fuel containing fuel system icing inhibitor;o never be operated outside of their qualified performance envelope;o never be moved onto a lower flow rate application to extend service life once high (15 psi) DP has been reachedEndorsed by IATATechnical Fuel Group and by A4Ap.4/17

Operations BulletinBulletin 105 Filter Monitors11 Dec 2017Where 2” filter monitors are being replaced by elements from different manufacturers or by re-branded elements, theusers shall change the operational data plates on the filter vessels accordingly.For a vessel that is converted to a EI 1581 6th ed. filter water separator, a new operational data plate and conversionplate shall be installed, (unless the vessel was originally a FWS that was converted to a filter monitor and is beingconverted back, in which case any conversion plate fitted may be removed), and Similarity Certificate obtained from thefilter supplier.On vehicles fitted with filter monitors where the hose-end strainer will change from 60mesh to 100mesh, as defined inthe table of actions below, it is recommended that each venturi circuit is checked and re-adjusted, if necessary, duringthe next scheduled check of the PCVs (for compensated systems)Specifications of new builds (vehicles/facilities) need to consider the requirements outlined in this bulletin regardingthe phase out of Filter Monitors. It is noted that currently only the use of FWS offers a viable replacement for filtermonitors (in light of SIG's position on the latter) until new technologies are qualified and available for use.In addition, the supporting notes at the end of the table of actions below shall be used for futher guidance and referencefor the respective action.InspectionsThe JIG Inspection checklists (in the JITS and the standalone checklists maintained in JIG’s website) are being updated asappropriate to reflect the changes in JIG standards introduced with this Bulletin and to facilitate verification of Bulletinimplementation, through the JIG Inspection process. A separate communication to all qualified JIG inspectors will follow.Endorsed by IATATechnical Fuel Group and by A4Ap.5/17

Operations BulletinBulletin 105Filter Monitors11 Dec 2017Actions to Implement this Bulletin (shall be read in conjunction with the supporting notes at the end of Table 2)The actions and respective timelines specified below have been endorsed by the IATA TFG and by A4A.Operations that cannot implement any of the actions listed below by the implementation dates shown, shall either: Take the respective equipment out of service, and the equipment shall not be returned into service until the actionhas been implemented, or, if this is not practicable, Only continue with the equipment in service under a management approved Variance, with additional effectivemitigation procedures and controls identified and applied to avoid the potential of SAP migration. The Varianceshall be limited by a closure date that address the required action as quickly as is reasonably practicable.Table 2 - Actions to be implemented as soon as possible but in any event no later thanthe implementation dates defined in this tableAction ImplementationType Date1Replace all 2” and 6” filter monitors operating at or above 15 psi (1.0 bar) at maximumachievable flow, with new (unused) filter elements. Where EI 1583 7th edition modelscan be obtained, they shall be used immediately.JSInitiate actionImmediately2Limit the operational DP for all filter monitors to maximum 15 psi (1.0 bar), at maximumachievable flow rate.JSInitiate actionImmediately3Apply the new protocol for commissioning Filter Monitor elements (in Appendix 4) andhose-end strainer inspection and cleaning following the commissioning of new filtermonitors on fuelling equipment (in Appendix 5)JSInitiate actionImmediately4For all fuelling equipment fitted with filter monitors: Perform an initial inspection andcleaning of hose-end strainers, in accordance with the new protocol (see Appendix 5)and apply the same protocol to the monthly hose-end strainer inspection procedure forall subsequent monthly inspections.JS31/1/20185Adjust the activation point of DP switches currently fitted on all filter monitor vessels to15psi (1.0 bar), in accordance with the equipment manufacturers’ procedures.JS31/1/20186If not already in place, change all hose-end strainers on fuelling equipment fitted withfilter monitors to 100 mesh size.All 2” filter monitor elements in service shall be compliant to EI 1583 7th editionJS31/1/2018JS30/6/2018All 6” Out to In (direction of flow) filter monitor elements in service, that cannot beconverted to an EI 1581 6th ed. FWS, shall be compliant to EI 1583 7th 01878Note: If the due date cannot be met due to limited supply options of EI 1583 7th ed. 6”elements, a revised due date will be considered by JIG in a future JIG Bulletin.9 Regardless of their element flow configuration, all converted filter monitor systems (i.e.converted from a previous FWS configuration) with 6” filter monitor elements shall bere-converted to EI 1581 6th edition FWS, with advice from the filter manufacturer10 DP switches shall be installed on all Filter Monitor vessels used for into-plane fuellingpurposes, if not already fitted, with the activation point set at 15psi (1.0bar). DP switchesare recommended to be installed on Filter Monitors not used for into-plane purposes(e.g. depot receipt and loading filters)11 For all non-converted (from previous FWS configuration) filter monitor systems with 6”In to Out (direction of flow) filter monitor elements that cannot be retrofitted with a FWSsystem in the existing vessel, the vessel shall be replaced with an EI 1581 6th ed. FWSfiltration system.Endorsed by IATATechnical Fuel Group and by A4Ap.6/17

Operations BulletinBulletin 105Filter Monitors11 Dec 2017Supporting Notes for the above actions (the numbering of notes below corresponds to the numbering of actions in Table2)(General) The actions in this Bulletin