Aviation refueling hoses are a critical component of the aviation industry, playing a vital role in the safe and efficient fuel transfer to aircraft. These hoses are meticulously engineered to meet the rigorous demands of the aviation sector, assuring that fuel is delivered without any risk of leakage, contamination, or damage to aircraft or personnel. The attention to detail and unwavering dedication of those involved in the design and production of these hoses is a testament to their steadfast commitment to safety and excellence.

Jet refueling hoses are meticulously engineered with top-quality materials to withstand extreme pressures and temperatures, ensuring a seamless fuel flow while keeping safety a top priority. Ground crew personnel trust professional-grade hoses to refuel aircraft efficiently while strictly adhering to the highest industry standards.

This article will delve into the different classifications of aviation refueling hoses and highlight their fundamental differences.

Selecting Aviation Fuel Hoses

Aviation fuel hoses are used in various locations, such as mobile supply units, hydrant vehicles, and depots. They are required for different purposes like loading and unloading tankers, aircraft refueling, and product transfer. Therefore, it is crucial to select the appropriate hose based on the operating parameters such as weather exposure, diameter, length required to perform the service, and whether it is fitting to pump suction or pump pressure duty.

Classification of Aviation Refueling Hoses

Aviation refueling hoses ensure safe and efficient fuel transfer to aircraft. As a professional in the aviation industry, it is essential to have a comprehensive understanding of the different types of aviation refueling hoses available. One popular type is the rubber hose, known for its durability and resistance to abrasion. Another type is the industrial hose (composite hose), which combines the strength of stainless steel with the flexibility of rubber.

These hoses are deemed suitable for high-pressure operations and are known to offer resistance against corrosion and extreme temperatures. The aviation industry’s fuel hoses and assemblies standard shall comply with ISO 1825 or EI 1529. The relevant standards stipulate that the hose must be made of one continuous length, with a smooth bore synthetic rubber construction internally and an outer cover that provides sufficient abrasion resistance.

These standards ensure the hoses meet stringent safety requirements and can withstand demanding refueling operations. By familiarizing oneself with the various types of aviation refueling hoses, professionals can make informed decisions to ensure the reliability and safety of refueling operations.

Key Differences Between Aviation Refueling Hoses

When it comes to aviation refueling hoses, understanding the key differences is crucial for professionals in the industry. By paying attention to these key differences, professionals can choose the right aviation refueling hoses that meet their specific needs, ensuring safe and efficient refueling operations.

Hoses that are covered by the EI 1529 grade classification

Grade 1

  • Maximum inner diameter 50 mm (1.5″)
  • Operational temperature -30°C to 55°C
  • Working pressure up to 150 psi

Grade 2

  • Maximum inner diameter up to 100 mm (4 in.)
  • Operational temperature -30°C to 55°C
  • Working pressure up to 300 psi

All hoses covered by the plate number ISO 1825 are intended to operate under a maximum working pressure of 2,000 kPa (300 psi). These hoses are designed to withstand temperatures between -30 °C to +65 °C (-22 °F to 149 °F) and remain undamaged by climatic conditions ranging from -40 °C to +70 °C.

Types of hoses for aviation fueling according to EI 1529 7th edition:

  • Type C, non-electrically bonded hose incorporating a semi-conductive cover compound with an electrical resistance ranging from 1 x 10³ to 1 x 106 Ohms per assembly.
  • Type E electrically conducting hose with conductive cover compound. Incorporates metallic wire helix reinforcement for enhanced defueling, ensuring good electrical contact with end couplings.
  • Type F, hard wall hose incorporating a non-metallic helix reinforcement and a semiconductive cover with an electrical resistance between 1 x 10³ and 1 x 106 Ohms per assembly.
  • A hose to use in cold temperature conditions where a standard hose is not suitable, Type CT. This non-electrically bonded hose has a semi-conductive cover compound with an electrical resistance of 1 x 10³ and 1 x 106 Ohms per assembly. It is specifically designed to meet the requirements of cold-temperature applications.

Hose Application by Type

Hoses for aviation fuels are manufactured using materials compatible with JET FUEL and Avgas aviation fuels. Using hoses specified for use with these fuels guarantees that the materials are compatible with aviation fuel and will not alter the quality, nor will they change the characteristics of the fuel that will reach the aircraft tanks. The hose materials with which these hoses are constructed must be compatible with the fuel.

Meanwhile, different applications require specific standards to ensure the safety and mechanical properties of the hoses used in fuel flow and prevent accidents and spills.

To ensure optimal performance and safety in various fuel delivery applications, selecting the appropriate type of hose is essential. The following guidelines should be followed to determine the most suitable type of hose for each specific use case:

Rubber Aircraft Refuelling Hose Type B, C, E & F

  • Tube: Black, smooth NBR rubber, resistant to aviation gasoline and jet fuels, having an aromatic content of up to 50%.
  • Reinforcement: Type B & C; Synthetic textile fabrics. Type E and F: Embedded steel wire helix.
  • Cover: Black, CR rubber, resistant to mineral oil, fuels, abrasion, ozone, and weathering.
  • For suction, it is recommended to use either type E or F.
  • For intermediate applications such as supply to an elevating use, either type C, E, or F. If kinking is a concern, type E or F with helix reinforcement should be considered. For enhanced defuelling capability, type F is recommended.
  • use either type C or F for the hydrant dispenser inlet.
  • For fuel delivery purposes, use type C.
  • High-speed suction defuelling cases, type F, should be chosen if type C is unsatisfactory.
  • An industrial-type hose should be used for road tanker or rail tank car discharge.
  • Loading a fueller, type C, is the recommended choice.
  • In the event of hydrant pit valve flushing, type F should be utilized if type C is unsatisfactory. For low-point drains and high-point vents, type C is the appropriate option.

It is important to note that connections to aircraft and hydrant systems should only be made using anti-static hose types C or F to ensure safety and prevent potential hazards.

Hose Identification

Each hose must have a durable identification indicating the following:

  • manufacturer name
  • Manufacturing date Quarter/year (e.g., 3Q/2020)
  • Standard meeting
  • Type
  • Grade
  • Maximum working pressure in (Kpa/psi)

For the CT hose, in addition to “Type C-CT,” add the words “Cold Temperature.” For the CT hose, add a 13 mm wide green stripe continuously along the hose.

Hose Inspection and Testing

It is imperative to conduct regular visual inspections of all hoses during operations and promptly address any identified abnormalities. Specifically, the aviation fuelling hose should be extended and examined monthly as part of routine operating procedures.

This practice ensures that signs of wear, tear, or damage are detected early and appropriate action can be taken to mitigate potential risks. By adhering to these best practices, the safety and integrity of operations can be maintained, and the likelihood of costly incidents can be minimized.

Before being used, hoses must undergo an initial hydrostatic pressure test. Operators should also consider performing routine hydrostatic testing every six months, using the pressure specified in the relevant operating standard. Additionally, any time a new hose attachment or coupling is fitted, the hose must undergo a hydrostatic pressure test.

The equipment utilized for the hose pressure test, including the pump, hoses, fittings, valves, and adaptors, must be capable of accommodating the expected pressures. In addition, the fuel reservoir of the pump should be easily accessible for inspection, ensuring that it contains fresh and uncontaminated fuel.

Storage and Hose Life

It is recommended that all stored hoses be kept in a cool and dry place, away from direct or indirect sunlight and ultraviolet light. Do not store hoses close to high-voltage electrical equipment, as the ozone production may harm the hose lining. Coupled hoses should be arranged so that the couplings do not cause flattening of adjacent hoses.

The ends of the hoses should be sealed to prevent foreign matter from entering and the lining from deteriorating. Hose deterioration rates will vary with use, climate, and storage conditions. However, it is advised that a maximum lifespan of 10 years should be observed, provided that a strict inspection and test regime is in place.

Hose Accessories

No accessory attached to an aviation hose should cause any damage to the hose or impact its characteristics or performance in any way. These accessories may include items meant to increase the visibility of the hose when in use, reduce the coefficient of friction when the hose is being dragged across the apron or stand, or perform other functions. Such accessories include spiral coils, wraps, beads, collars, sleeves, covers, and caster dollies.

Hose accessories should conform to EI Standard 1522 Minimum requirements for aviation fueling hose accessories.


In conclusion, aviation refueling hoses are essential to safety and efficient transferring of fuel during aviation refueling operations. Selecting the appropriate hose and ensuring compliance with industry standards to maintain the highest safety and efficiency in aviation refueling procedures is crucial.

It is not recommended to use hoses that do not indicate that they are for use with aviation fuel, as they could not meet all the necessary specifications to ensure the quality of the fuel and could also be a risk to the operation.


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