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All steel tanks should be lined with an approved epoxy liner unless the tanks are constructed of stainless steel.
All fuel supply tanks should be installed with a slope and have a sump drain at the tank low point for sampling purposes and should have a fuel quantity sight gauge.
The preferred plumbing for fuel systems is stainless steel and connections welded. If common steel is used it must be lined with an approved epoxy.
Only personnel who have received formal documented initial and recurrent training should be used for refuelling aircraft. Aviation services can be of assistance in providing a sample training programme.
All fuel system static grounds should have continuity checks performed periodically, annually as a minimum.
It is recommended that frangible “witness” seals be used on tank openings, especially transport tanks, after filling to allow verification that contents are untampered.

7.4.2 Aircraft fuel system sampling guidelines
All required fuel samples as noted in the paragraphs below should be retained until flights are com-pleted for that day. At remote locations, when refuelled by a commercial fuel vendor, it may not be practicable to retain fuel samples.
The following should be sampled daily, with a minimum individual sample size as noted below into a clear jar with a screw top, each tested for water, and marked with the sample source:
a)  Aircraft fuel tank sumps drained and sampled into one container prior to the first flight of each day (. litre minimum sample size, unless specified differently by the airframe or water detection device manufacturer).
b)  Each fuel tank sump (2.0 litres).
c)  Each fuel filter and monitor (2.0 litres).
d)  Each fuel nozzle, prior to first refuelling of the day (2.0 litres).
It is also recommended that the water test capsule results be retained with the samples.
Transport fuel tanks: Fuel going into the fuel transport tanks from fuel trucks/bulk systems must be “certified” (see paragraph 7.4.3.e below) fuel, before filling the tanks a clear/bright and water test should be completed, and results noted on the tank records. If the fuel does not pass these tests or is not from a “certified” source, then it should be rejected.
Bulk fuel sampling: See paragraph 7.4.3.e below.

7.4.3 Bulk fuel guidelines
The following inspection items should be used as a minimum guide for a fuel quality control system:
.  A daily log will be used to record the following items: a) The age and delivery date of storage fuel. b) Sample and water test results from the fuel tank sumps, all filters and monitors, and all fuel
nozzles. c) Differential pressure readings. d) Fuel Filter changes – annual as a minimum. e) Certification of fuel. Bulk delivery fuel should always be accompanied by a Certificate
of Release. Fuel should be sampled, visually inspected for appearance and contaminates, chemically tested for water and measured for density, before delivery into storage tanks. Maximum variance of the density compared to the density on the Certificate of Release should not exceed 0.003.
.  The interior of all tanks, tank seals, and pressure relief valves should be inspected on an annual basis, and all gauges/pressure relief valves should be calibrated annually unless the manufac-turer specifies differently.
. 
Microbe growth testing a) Initial testing to establish “normal” microbe level: adopt a random routine testing of a few tanks on a quarterly basis. This should include primary supply tank(s), and several mobile tanks (if used). b) Long-term testing: once the “normal” microbe level is established as noted above, it is rec-ommended that fuel supplies be tested on a six-month interval. c) Fuel quality indicators: if any contra-indications from tank drains are apparent, such as dark coloured (brown, black) water, sulphide smells, water and fuel with a frothy or lacy
　
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