How often is this training required?
At initial assignment to work where hazardous chemicals are present, and again whenever a new chemical hazard not previously covered is introduced into the work area — a fuel additive change, a new product on the field, a new task that puts someone near fuel. That is what §1910.1200(h)(1) says, and it is worth being clear about what it does not say: there is no federal annual retraining rule for hazard communication. An annual refresh is a reasonable habit and some employers and some state plans require one, but the federal trigger is a new hazard, and a new hazard does not wait for your calendar.
Does this authorise anyone to fuel or defuel an aircraft?
No, and that is the single most important thing on this page. This is awareness training. It teaches people to recognise the hazard, read the label and the safety data sheet, spot a release and respond within their limits. Aircraft fueling and defueling authorisation, spill response beyond an incidental spill, HAZWOPER, fire-brigade duty and respirator use are all separate qualifications that need your equipment, your procedures and demonstrated proficiency. The completion record says so in plain terms rather than leaving it to be assumed.
How is this different from your general HazCom and GHS course?
Different course for a different workforce, and we sell both. The general course teaches the standard across a mixed workplace — every pictogram, the full sixteen-section safety data sheet, chemicals of all kinds. This one teaches one chemical family to the people who work around it: jet fuel, aviation gasoline, diesel, defueling residues, additives and the vapor they give off, in the places that work actually happens — the ramp, the hangar, the FBO, the fuel farm. If your people handle a broad chemical inventory, buy the general course. If they work an airfield, buy this one. Some operators buy both for different roles.
Is this an FAA course?
No. The authority here is OSHA — 29 CFR §1910.1200, the Hazard Communication Standard. Nothing in this course is issued, approved or required by the FAA, and we do not describe it as airport certification or as satisfying any Part 139 requirement. It is workplace chemical-hazard training for people who happen to work around aircraft.
Does buying this course make us HazCom compliant on its own?
No, and we would rather say so before you pay than after. §1910.1200 also requires you to maintain a written hazard communication program and a list of the hazardous chemicals in each work area, keep safety data sheets readily accessible during every work shift, label containers, and train on the operations, detection methods, controls, protective equipment and emergency procedures that exist at your actual site. This course teaches the standard and how to read a fuel label and a fuel SDS, and it teaches learners to go looking for those things. It cannot invent them for your operation, and it does not pretend to.
Who exactly has to take it?
Employees who may be exposed to aviation fuel under normal working conditions or in a foreseeable emergency. That is wider than the fueling crew: ramp staff, GSE operators and mechanics, line service, hangar and FBO staff, technicians who drain sumps or pull samples, cleaners dealing with fuel-contaminated surfaces or clothing, and contractors working in an active fuel area. The employer makes the coverage call for each work area, and it is worth documenting how you made it.
What does it actually say about spills?
It draws the line and then refuses to blur it. Module 2 separates an incidental spill — small, known product, within the procedure your employer wrote and trained on — from an emergency release, which is anything beyond that. For an emergency release the taught response is to withdraw, warn others and activate the plan. It does not teach cleanup technique, because cleanup beyond incidental is a qualification this course does not grant.
Does it cover vapor and ignition sources?
Yes, and it is the part most worth having. The course covers how fuel vapor travels and collects where people are not looking, why odour is not a control you can rely on, and the ignition sources that matter around fuel including static and the reason bonding exists. It is taught at awareness level: recognise the condition, control what you are authorised to control, and escalate the rest.
Does watching the videos count as training on its own?
Passive playback is not the point. That is why there are ten checkpoint questions inside the videos, a quiz after every module and a final exam, each with feedback on the answer. Seeking forward past a checkpoint is blocked, and playback pauses after a stretch of inactivity. What it still does not do is cover your own fuels, equipment and procedures — that part is yours, and the course says so to the learner.
What about multi-employer ramps?
Covered directly. Most airfields have several employers working the same aircraft in the same hour, and the course treats that as the normal case rather than an edge case: who tells whom about hazards, how SDS access works across employers, what precautions and reporting paths have to be agreed, and who holds stop-work authority. It is the situation where people most often assume someone else has already checked.
Do part-time, seasonal and contract workers need it?
Treat them as included. The duty attaches to exposure, not to an employment classification, and a seasonal ramp agent on their first shift is exactly the person the initial-assignment trigger exists for.
What happens if someone fails the final exam?
They retake it. Every attempt draws a new set of questions from the bank, so a retake is a real re-test.
Can I buy seats for my team?
Yes. Five-seat and ten-seat bundles are on this page, and there is an enterprise option for larger headcounts.