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Read about our customers’ opinion about FUELSTAT® resinae

A major international airline became concerned by an increasing number of cases of jet fuel fungus contamination in their single-aisle fleet. Aircraft flying into airports with less than sophisticated fuel systems seemed to be most susceptible, with 10 to 20% of their aircraft being contaminated with the jet fuel fungus every year.
To overcome the problem the airline introduced stringent procedures into their maintenance programmes. The procedures included regular water drains from the fuel tanks and jet fuel fungus testing. Now, five years later, the airline reports that cases of jet fuel fungus are almost unheard of. The airline uses Conidia’s FUELSTAT® resinae kit as its front line test against the jet fuel fungus.

A regional operator was experiencing severe jet fuel fungus contamination across the entire fleet on both domestic and international routes. The airline approached Conidia Bioscience Ltd for advice on testing and maintenance procedures that would reduce or eradicate the jet fuel fungus problem.
Conidia Bioscience Ltd pointed them in the direction of the IATA Guidance Material on jet fuel fungus in aviation fuel tanks, including best practice advice on the issue. The airline adopted these procedures and chose Conidia’s FUELSTAT® resinae kit for testing their fuel tanks. The airline’s risk assessment of their aircraft routes showed that jet fuel fungus contamination occurred more quickly in some sectors than others. Accordingly, the test intervals vary from aircraft to aircraft depending on their utilization. The problem is now under control, although they still find cases of jet fuel fungus contamination but at a moderate and no longer at a heavy level.

A major international airline decided that it was safe to return deplaned fuel into its own on-airfield storage tanks using the one-in-nine principle. This principle states that one litre of deplaned fuel will be absorbed into nine litres of clean fuel resulting in ten litres of clean fuel. The deplaned fuel was filtered when it was deposited into the fuel storage system and then again when it was uploaded into an aircraft. However, the airline soon noticed that they had a fleet-wide case of contamination of jet fuel fungus.

Having studied the situation it became clear that the one-in-nine principle was fatally flawed. Further investigation showed that the filtration was removing the larger contaminants (mainly the moulds) but the single cell organisms (mainly bacteria and yeasts) passed through the filters and re-infected the aircraft.

A major fractional business jet operator found that one particular type of aircraft seemed very susceptible to jet fuel fungus contamination. The maintenance engineers reported that they could not detect the jet fuel fungus using the FUELSTAT® resinae test kits which gave accurate readings on all other aircraft types. A study into the problem found two causes. The first problem was that this type of aircraft had a refuelling point on top of the wing. This resulted in much larger volumes of water finding its way into the tank than aircraft with under-wing refuelling points.
The extra water gave the jet fuel fungus a much better chance of establishing itself and creating a problem. The second issue was that the engineers were draining the water out of the tanks prior to testing and then using the fuel in the FUELSTAT® resinae test. Unfortunately, all evidence of jet fuel fungus contamination was drained away with the water and an incorrect reading was obtained. The airline introduced more frequent water drains on this type of aircraft and started using the water phase for the FUELSTAT® resinae tests. The number of cases of jet fuel fungus contamination dropped significantly and the results obtained from the FUELSTAT® resinae tests gave accurate results from then on.
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