# SAIB HQ-18-17: Engine Fuel and Control - Filter Monitor Media Migration - Type: Special airworthiness information bulletin (advisory, not mandatory) - Status: Historical - Revision: 0 - Issued: June 22, 2018 - Products: Fuel Super Absorbent Polymer (SAP) filter media particles - Product type: Appliance - PDF: https://openairdocs.org/files/sha256/be/5e/be5ed58617f0704c579cd1d1b94656ad1dafd3270a6788a2173334a12c5cb186 - FAA DRS: https://drs.faa.gov/browse/excelExternalWindow/9A025BA0BF7C9433862582B400592790.0001 - DRS record last changed: June 22, 2018 - Page: https://openairdocs.org/saib/HQ-18-17 ## Text FAA Aviation Safety **SPECIAL AIRWORTHINESS** INFORMATION BULLETIN SUBJ: Engine Fuel and Control – Filter Monitor Media Migration SAIB: HQ-18-17 Date: June 22, 2018 This is information only. Recommendations aren’t mandatory. Introduction This Special Airworthiness Information Bulletin (SAIB) advises airplane operators, Fixed Base Operators (FBOs), FAA repair stations and Flight Standard District Offices (FSDOs), and foreign civil aviation authorities of actions and recommendations taken by Airlines for America (A4A) and other aviation industry stakeholders to inhibit or prevent the migration of Super Absorbent Polymer (SAP) filter media particles into aircraft fuel supplies. The SAP media is the filter element material utilized in ground-based water filtration systems called filter monitors to absorb water from the fuel before it enters the aircraft. Airlines for America issued Bulletin 2017.2, “Modified ATA103 Requirements for Filter Monitors”, dated December 11, 2017, and Bulletin 2018.1, “Update on ATA103 Requirements for Filter Monitors”, dated June 5, 2018, describing six actions intended to inhibit or prevent the migration of SAP media into the fuel supply. In addition, the Energy Institute (EI) published a bulletin in December 2017, “IATA Super-absorbent Polymer (SAP) Special Interest Group – Data summary and proposed roadmap,” describing the work of that group and associated recommended preventive measures. The recommended actions in the A4A bulletins include the limiting of maximum filter monitor differential pressure to 15 psi, replacement of filter elements with the newest edition elements, and cleaning of hose-end nozzle strainer screens using an improved procedure. The EI bulletin describes the same actions but has not been updated with the current target dates for completing the recommended actions. The EI bulletin also describes a plan for the eventual replacement of filter monitors with new technology filtering systems within the next three years. This SAIB recommends that airplane operators, FBOs, FAA repair stations, FSDOs, and foreign civil aviation authorities review the information in the A4A bulletins with into-plane re-fueling operators for compliance with the recommended actions. At this time, the airworthiness concern is not considered an unsafe condition that would warrant airworthiness directive (AD) action under Title 14 of the Code of Federal Aviation Regulations (14 CFR) part 39. Background Filter monitors are constructed as cylindrical vessels that contain approximately 25 to 35 cylindrical filter elements. The active media in the filter elements is SAP, which absorbs water from the fuel as it flows over the element. Filter monitor manufacturers qualify their products to an industry specification published by the Energy Institute: EI 1583, “Laboratory Tests and Minimum Performance Levels for Aviation Fuel Filter Monitors.” The concern with SAP migration had existed since the early 2000’s when airlines had to reduce their aircraft fuel filter replacement intervals due to an increase in reported fuel filter bypass incidents and the U.S. Air Force (USAF) experienced engine flameouts caused by SAP clogging of engine fuel 2 filters. The USAF concluded that the use of Fuel System Icing Inhibitor in jet fuel could induce SAP media migration into the jet fuel loaded on to the aircraft and permanently removed filter monitors from their ground refueling operations. The civilian fleet of aircraft continued to use filter monitors, but an industry investigation was initiated in response to the fuel filter replacement reports. As a result of the industry investigation, in 2009 the 6th edition of EI 1583 added a test intended to identify filters that were prone to SAP migration. The concern was renewed in April 2010, when a Cathay Pacific Airlines Airbus A330 experienced engine control problems that resulted in an emergency landing. The incident was determined to be caused by SAP contamination of the aircraft fuel system due to an over pressurization of the filter monitor during aircraft refueling. Since this incident, there have been seven additional aircraft events where investigators determined SAP was the cause of operability issues for the aircraft operator. Recent bench testing of the current design filter monitor elements has shown that they can release SAP, particularly at differential pressures above 15 psi under normal operating conditions, and filter monitor manufacturers and SAP manufacturers cannot guarantee that trace amounts of SAP will not pass downstream of filter monitor elements when in service. The FAA is monitoring the situation to determine if additional action is required. We are requesting that any service difficulties and maintenance and inspection findings on aircraft that are suspected of experiencing SAP contamination should be reported to us in support of this effort. Recommendations The FAA recommends the following: 1. Review A4A Bulletin 2017.2, “Modified ATA103 Requirements for Filter Monitors”, dated December 11, 2017, and Bulletin 2018.1, “Update on ATA103 Requirements for Filter Monitors”, dated June 5, 2018 with into-plane re-fueling operators for compliance with the recommended actions described in the bulletin. The bulletins are attached for your reference. 2. Consult EI bulletin “IATA SAP Special Interest Group – Data summary and proposed roadmap,” published in December 2017, with into-plane re-fueling operators for additional information relating to this issue. Paperwork Reduction Act Burden Statement: A federal agency may not conduct or sponsor, and a person is not required to respond to, nor shall a person be subject to a penalty for failure to comply with a collection of information subject to the requirements of the Paperwork Reduction Act unless that collection of information displays a currently valid OMB Control Number. The OMB Control Number for this information collection is 2120-0731. Public reporting for this collection of information is estimated to be approximately 5 minutes per response, including the time for reviewing instructions, searching existing data sources, gathering and maintaining the data needed, completing and reviewing the collection of information. All responses to this collection of information are voluntary. Send comments regarding this burden estimate or any other aspect of this collection of information, including suggestions for reducing this burden to the FAA at 800 Independence Ave. SW, Washington, DC 20591, Attn: Information Collection Clearance Officer, ASP-110. For Further Information Contact Mark Rumizen, Senior Technical Specialist, FAA, 1200 District Ave, Burlington, MA 01803; phone: (781) 238-7113; mobile: (781) 402-4609; fax: (781) 238-7199; email: mark.rumizen@faa.gov. --- OpenAirDocs.org is an independent research project of [Contrail Labs](https://contraillabs.com/). It is not affiliated with the FAA or the NTSB. Source documents are U.S. government works in the public domain.