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ECHA Microbiology / C&L Announcement here

C&L Sales & Services P/L are the Australasian distributers for ECHA Microbiology

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Covid-19 - A Note from Gammon Technical Products - Equipment Storage

We know the problem, Fuel volume equals cash flow. If fuel doesn’t flow, there is no dough.

Which makes your job more difficult.

See attached guidelines from A4A and JIG on dealing with the present situation on EQUIPMENT, from a practical point of view. We have added additional suggestions below.

There is an ATA/A4A (USA) release in addition to the JIG Bulletin 128 (International). See links below.

Not using fuel handling equipment can be dangerous in many ways. Fuel is not stable over time and equipment needs to be exercised.

Filters, tanks, hydrant lines and vehicles all need to be periodically flushed, at a reasonable velocity. But what is a reasonable velocity?

We at GTP recommend at least 3 feet per second on suction pipes and 6 feet per second on discharge pipes. In metric measure, that’s about 1 meter per second suction and 2 meters per second discharge.

In filter separators, we recommend achieving the maximum achievable velocity at least once a week for at least 5 minutes.

All of this can be difficulty, especially on long hydrant system runs, if they are not "loops" set up to allow recirculation.

In addition, displacing fuel means a volume must be transferred. Lets take a hydrant line, 8" (200 mm) in diameter and 1000' long, 340 meters.

That pipe alone holds 2,600 gallons/9,800 liters.

To achieve 6 fsp/2 m/s, you must flow it at a velocity of at least 1,000 gpm.


H M Gammon’s Velocity Formulas (Howard Gammon’s math skills were amazing)


As an example, 300 gpm calculations:

(GPM/pipe size in inches squared) x 0.4 = FPS (feet per second)

So, 300 gpm divided by 16 (4 x 4 for 4” pipe) times .4 = 7.5 feet per second.


(LPM/pipe size in mm squared) X 20 = M/s (meters per second)

So, 1,135 lpm divided by 10,000 (4” pipe is approximately 100 mm, so 100 x 100 is 10,000) x 20 = 2.27 m/s.


The documents below provide a starting point only. Be safe and never assume that fuel is good or equipment is safe to operate if the system has not been used, recirculated or flushed regularly. One oil company recommends all equipment be flowed at least twice a week, to maximum attainable velocity.

Yours may vary, but we agree that equipment must be exercised, filters must be flowed and systems flushed or recirculated.

Microbes grow quickly and a coalescer that doesn't flow is an incubator for microbes.




Filter Monitors - Latest Updates

⭐ 29/April/2021 Parker Velcon Webinar "Protect Precious Fuels for Safer Aircraft"

15/Feb/2021 Parker Velcon Clarifier. CDFX™ Ready to roll out

05/Feb/2021 Parker Velcon Update on EI 1583 7th Edition Filter Monitors

28/Oct/2020 EASA Safety Information Bulletin ~ SAP

19/Oct/2020 JIG Bulletin 132 Phase Out of Filter Monitors from JIG Standards

00/Oct/2020 A4A Bulletin - Update On Filter Monitor Use & Phase Out


00/Oct/2020 IE1588 Vs EI1598 - Intoplane Technologies, comparing Apples & Oranges

00/Sept/2020 Gammon GamGram 072

25/Aug/2020 Parker Velcon Clarifier, CDFX: In Field Trials….

00/Aug/2020 STAR Filtration Buletin

00/Aug/2020 IATA A4A & JIG DDS Update

09/Sept/2020 JIG Technical Newsletter TN5

07/Jul/2020 JIG TN 8 - Filter Monitor Transition Progress

08/June/2020 Parker Velcon - EI 1583 7th Edition Filter Monitor Update

26/May/2020 JIG, A4A, IATA Newsletter re Field Trial Extensions & Monitor Use

16/Apr/2020 Parker Velcon Clarifier

09/Mar/2020 JIG Bulletin 105 Compliance

20/Feb/2020 - JIG TN 7 Monitor Progress

17/Feb/2020 - Parker Velcon CDFx Field Trials - read the latest here

31/Jan/20 - Parker Velcon CDF-X™ Read the latest update here

00/Aug/19 - Parker Velcon CDF-X™ - Stage II Robustness Test Update here

00/July/19 - EI Accepts Parker Velcon CDF-X™ First Stage of the Robustness Assessment Programme here

Frequently asked... questions here

00/May/19 - Parker Velcon has successfully qualified their CDFX.

00/Feb/19 ~ PARKER VELCON Clarifier. CDFX, WIF Update and more...

00/Nov/18 ~ 77th IATA Aviation Fuel Forum in Singapore

18/May/18 ~ GAMMON Announcement - DP GAUGE DECALS - now stocked by C&L

29/Mar/18 ~ Parker Velcon Press Release EI 1583 7th Edition ACO-6xx01R Series 6” Monitors

29/Mar/18 ~ EI Witness Letter, Parker Velcon EI-1583 7th Edition

07/Mar/18 ~ EI 1588 Water Barrier Technology, Parker Velcon

09/Feb/18 ~ JIG Bulletin 107 Filter Sampling Point Issues

00/00/00 ~ IATA Super-absorbent Polymer (SAP) Special Interest Group

06/Feb/18 ~ Parker Inside Edition *Discontinued Items

01/Feb/18 ~ EI Differential pressure for aviation fuel filters (video)

03/Mar/2018* 30/Jan/2018 ~ EI Aviation Fuel Filtration Seminar - FULL EI Report

30/Jan/18 ~ EI Meeting, held in London. Report by: Nigel Wooster

00/Jan/18 ~ EI1588-Barrier-Technology-Update-Jan-2018

17/Jan/18 ~ EI 1588 Clarifier Update, Parker Velcon

04/Jan/18 ~ GTP - Email PDF, Meeting EI, IATA/IFQP, JIG, A4A

Nov/17 ~ Energy Institute - EI17/074 rev 1

11/Dec/17 ~ A4A Bulletin - Bulletin 2017.2 Modified ATA103 Requirements for Filter Monitors

11/Dec/17 ~ JIG - Bulletin 105 Filter Monitors

06/Dec/17 ~ Parker Velcon Technical Bulletin # 1217-1

27/Nov/17 ~ Energy Institute

Nov/17 ~ Parker Velcon EI 1583 7th Edition Qualified Fuel Monitor

Send comments or suggestions here

Differential Pressure Gauges

Corrected DP Spreadsheet - An easy to use tool to help you correct your DP *updated 03/18

How to - adjust a Gammon Gauge (GTP-8980) Proximity Switch to 15 PSI

Gammon Gauge - Instruction Manual


* 0 - 15 psi DP Gauges fitted with proximity switches CAN NOT be set to accurately trigger at 15 psi

*0 - 30 psi DP gauges fitted with proximity switches can be adjusted down to a 15 psi trigger point

*If you wish to modify a DP gauge from 30 psi > 15 psi or 15 psi to 30 psi, the internal spring AND the faceplate must be changed

15 psi & 30psi Gammon Gauge springs are different a different colour SEE HERE

Have questions? Email the sales team here

It's NOT Rocket Science !

Aviation in itself is not inherently dangerous. But to an even greater degree than the sea, it is terribly unforgiving of any carelessness, incapacity or neglect.

— Captain A. G. Lamplugh, British Aviation Insurance Group, London. c. early 1930's

I thought her unsinkable and I based my opinion on the best expert advice available.

I do not understand it.

— Philip A. S. Franklin, Vice President of the White Star Line, sobbing to reporters the day after the Titanic sank, 15 April 1912.

It is impossible to accurately measure the results of fueling aircraft safely. No one can count the fires that never start or the engine failures and the forced landings that never take place. And one can neither evaluate the lives that are not lost, nor plumb the depths of the human misery we have been spared. But the man with the fueling hose can find lasting satisfaction in the knowledge he has worked wisely and well, and that safety has been his first consideration.

Author unknown

(JG) Aviation fuel QC is the kind of job that if you do it right, few know, but if you do it wrong.....