Change coming to airport self-service fuel systems

Most of us probably don’t give our credit card chip much thought. This technology, considered safer than the magnetic swipe strip, has been implemented by most merchants since 2015. The chip technology was meant to deter fraud, most notably card skimming. And it seems to be working: since implementing this embedded chip technology, known as EMV (for Europay, Mastercard, and Visa), Visa has reported an 80 percent drop in counterfeit fraud. To ensure adoption, an industry-specific regulation was put in place, known informally as the credit card chip reader law, requiring all merchants to upgrade their point-of-sale systems to support EMV chip cards. Those companies not complying by 2015 would be liable for any losses resulting from fraudulent transactions (as opposed to the card companies, which had been the case).

Syntech Fuelmaster system with tank and pump
The most common aviation self-service fuel systems in Minnesota are those by Syntech FuelMaster (above) and QTPod (below).

Fuel sellers have been the exception to this due date, however. Because upgrading fuel pumps is complicated, the deadline for automotive and aviation self-serve fuel stations to upgrade their systems was recently extended to April 2021.

But there’s a catch. “Unfortunately, our aviation markets are not able to attain this deadline,” said Kris Christenson, navigation systems radio engineer with the MnDOT Office of Aeronautics. In a webinar March 18 sponsored by MnDOT and AirTAP, Christenson explained the regulation and offered advice for airports needing to make this change.

Despite the deadline, Christenson said airports’ self-serve fuel systems will still work. “Are things just going to turn into pumpkins after April? Well, no, but you need to understand your liabilities and risks after April,” he said.

Not complying isn’t a criminal offense, but it could impact an airport financially. Under the EMV law, an airport would be liable for the cost of someone using a counterfeit credit card to purchase fuel, for example. But other than the price of the fuel, an airport wouldn’t have liability beyond that point of sale, Christenson added. Fortunately, Visa studies have shown that fraud rates at automotive fuel pumps are relatively low, Christenson said, adding, “We can assume this will be even less at a GA airport with gated access.”

Currently, neither of the two most common aviation fuel systems in Minnesota—Syntech FuelMaster and QTPod—have a commissioned EMV system, although they are working on upgrade paths. Christenson explained that all EMV card readers will need internet or cellular data access; legacy dial-up will not support the technology. Based on conversations with company reps, Christenson said that FuelMaster expects to support legacy dial-up card swipe technology for the next 8 to 12 years, while QTPod is ending support of card-swiping technology because of analog phone line quality issues.

QTPod fueling system with tank and pump

So what is the upgrade process? “First and foremost, you really should get it on your CIP (Capital Improvement Program),” Christenson said. “You want to contact your airport development engineer and start the process, knowing that this is somewhat time sensitive.” The airport sponsor will need to identify the manufacturer of the self-service fuel system and contact their sales rep to request a quote for an EMV-compatible terminal upgrade. (Tip: Make sure you’re getting a quote for aviation equipment, not automotive.) “If possible, ask for an onsite sales quote. This could maybe identify other problems or potential problems with your system to address during the upgrade process,” Christenson advised.

Each manufacturer has a different upgrade path and legacy support timeline, and the cost will vary depending on the manufacturer and the age of the terminal. Recent QTPod upgrade costs for equipment averaged $17,000, and FuelMaster quoted costs of $9,000–$13,000; with labor, costs will likely total $25,000–$30,000. For that reason, an airport sponsor’s initial CIP should be for $30,000, which could be reduced after receiving the official quote, Christenson said.

Next, contact your Aeronautics airport development engineer with the quote to continue the CIP process, Christenson said. The state grant process is 70–30, and NPIAS airports might be eligible for a CARES Act reimbursement, he added.

Both manufacturers are offering cellular, ethernet, or Wi-Fi as connectivity solutions. Direct ethernet running to the fuel pedestal may not be feasible, in which case Wi-Fi or a cellular data option would be preferable, Christenson said.

Depending on the fuel system’s location, commercial off-the-shelf point-to-point Wi-Fi solutions may be able to address distance and line-of-site connectivity issues. Each installation may have its own set of challenges, Christenson cautioned, and he encouraged airports to contact him with any connectivity questions. 

The Princeton (Minnesota) airport has been upgraded for a little over a year—to an Ubiquiti Wi-Fi access point with its QTPod fuel system. Princeton provided the equipment and Aeronautics staff set it up; so far, the airport hasn’t noted any connectivity issues, Christenson said.

Next, Christenson touched on a related topic for Minnesota aviation: the future airport Wi-Fi buildout. MnDOT Aeronautics notes a need for internet access to support five key functions at the state’s airports: AWOS (the Automated Weather Observation System), MnWAS (the Minnesota Weather Access System), fuel system EMV integration, A/D building coverage, and ramp area coverage.

“Many of our Minnesota airports already have wired internet service for their AWOS or a MnWAS. With EMV self-serve fueling systems requiring internet connectivity, we see an opportunity to share this service,” Christenson said. The addition of Wi-Fi will also give pilots the option to use their own digital devices and subscriptions (e.g., Foreflight, Flightplan.com).

Christenson said that MnDOT has started to replace legacy internet systems (e.g., DSL, cable modem) with unlimited cellular data, saving up to $80 a month per site in operating costs. Fifteen airports have been converted so far, and Aeronautics plans to upgrade an additional 30 this summer. 

The operational cost is $40 a month for government AT&T or Verizon unlimited plans. For sites that have been upgraded, the monthly fees have been paid directly as an operational cost by MnDOT Aeronautics because the service is supporting MnWAS and AWOS. If an airport sponsor does provide its own internet, Christenson believes they would be eligible for $40 in M&O funds—provided they are supporting AWOS or MnWAS.

Where the Wi-Fi network is fully deployed, Aeronautics staff will be able to see every access point at every airport and be able to administer them remotely. Eventually, the office may be able to install cameras to remotely assess runway conditions at unattended airports, among other tasks.

Aeronautics’ first priority with the Wi-Fi buildout is those airports that need to upgrade their fuel terminals and so need that connectivity, Christenson said. Airports are encouraged to contact the office about getting equipment installed and established.

More information

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