CHAPTER 7

ASHORE SYSTEMS AND OPERATIONS

Among the more important duties performed insupport of aircraft at naval air activities are thoseinvolving the handling of aviation fuel. Properly exe-cuted fuel-handling practices are deterrents to person-nel injury, loss of life, and destruction of Governmentproperty on the ground and in the air. Personnel(whether military, civil service, or contractor em-ployed) who are involved with these duties shouldpossess a thorough knowledge of the equipment theyoperate and must follow the procedures associatedwith each operation.

Because of the variety of fuel-handling facilitiesand the types of fuel-handling equipment in use at airactivities ashore, we cannot include in this manual allthe pertinent information dealing with fueling facili-ties and equipment. Also, except for preoperationalchecks on trucks and pits, the ABF on shore dutyrarely performs maintenance on the equipment. Forthis reason, equipment is identified where it wouldnormally go and it’s function is given, but the equip-ment is not broken down into parts. The operatingprocedures listed are typical for shore activities. Al-ways use the approved operating procedures for eachindividual activity.

ASHORE FUELING EQUIPMENT

LEARNING OBJECTIVES: Identify theequipment used in fueling systems ashore. Ex-plain the “function of equipment used in fuelsystems ashore and describe where the equip-ment is located.

The following paragraphs provide a general de-scription and the minimum requirements for equip-ment common to all ashore refueling systems,including mobile equipment. These requirements ap-ply to both new and existing equipment. Figure 7-1illustrates the typical arrangement for ashore systems.

FILTER/SEPARATORS

The filter/separator is the primary device used atshore stations to keep aviation fuels clean and dry.

Filter/separators are designed to remove 98% of allsolids and 100% of all water. Each filter/separator isoutfitted with the following minimum accessories:

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Manual water drain valve from the bottom ofthe water sump.

Automatic air eliminator valve.

Differential pressure gage with 1-psi gradu-ations to measure the pressure differentialacross the elements.

Pressure relief valve.

Diaphragm-operated control valve on the maindischarge line with a flow-limiting pilot and afloat-operated pilot to close the main valve ifthe water level in the sump rises above the setpoint. This is commonly called a “slug valve.”

All manual water drains are connected to aportable or permanently installed recovery sys-tem. Pressure relief valves and the air elimina-tor should also be connected to a recoverysystem.

Filter/separators are provided at the following lo-cations:

In receiving lines upstream of all tanks fromwhich fuel can be pumped directly to aircraft.

In supply piping (downstream) from storagetanks to aircraft refueler truck fill stands.

On any discharge (downstream) side of transferpumps that supply aircraft or refuelers.

On any equipment (including mobile and port-able) that directly fuels aircraft.

Upstream of the main receiving points for thebulk storage tanks. Filter/separators will reducereceipt of water and sediment into bulk storagetanks and increase the time between tank clean-ings. The installation of a filter/separator is notpractical at all receiving points. However, somedevice for the removal of particulate should beused, depending on the method of delivery andflow rates involved.

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Figure 7-1.—Ideal ashore fuel system flow diagram.

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FUEL-QUALITY MONITORS

Fuel-quality monitors (formerly called go/no-gogages) are installed after filter/separators on truck fillstands and on all equipment that directly fuelaircraft. Monitors are not required for use withproduct receipt filters or those used exclusively forrecirculation of fuel. A pressure gage is also installedon each monitor housing so that the differentialpressure across the elements can be recorded. If thefilter/separator also incorporates fuel monitorelements, the gage or gages are installed so that thepressure losses across the filter elements and monitorelements can be recorded separately.

The fuel-quality monitor (fig. 7-2) provides acontinuous check on the cleanness of the fuel passingthrough the filter/separator. Fuel that meets apredetermined standard of cleanness passes throughthe monitor with a minimum drop in pressure. Fuelcontaining quantities of solids and/or water above thepredetermined acceptable level is automatically cutoff.

The fuel-quality monitor has an aluminumhousing and various numbers of fuses, depending onthe model. Each fuse of the monitor is a self-contained unit consisting of specially treated paperwashers housed within a metallic housing and fittedwith plastic end fittings. The sensing washers,housed within the metallic housing, absorb free orsuspended water from the fuel.

RELAXATION CHAMBERS

A relaxation chamber, consisting of a tank orpiping, follows the fuel monitor, or filter/separator ifno monitor is installed in the system. This chamberallows static electric charges, which develop as thefuel passes through the filtration equipment, to“relax” before the fuel enters a tank. Since the fuelmust be in contact with the metal walls of therelaxation device for at least 30 seconds, the exactsize of the relaxation tank, or length of piping, isdetermined from the maximum flow rate of thesystem. Only one relaxation chamber is needed foreach fuel monitor, filter/separator combination. Anytank, chamber, or other arrangement used to meetthis requirement must assure complete productturnover, have a water drain at its low point, and amanual or automatic air eliminator.

Figure 7-2.—Fuel-quality monitor.

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FUEL METERS

Temperature-compensated meters should be in-stalled at point of custody transfer. Meters used forservices such as fueling of aircraft, motor vehicles,and boats or loading of tank trucks or tank cars arepositive displacement meters. Turbine meters may beused for larger volume steady transfers such as load-ing of ships, barges, or pipeline transfers.

FUEL PRESSURE GAGES

Pressure gages must be easy to read and accuratewithin 1 psi, with graduations in 1-psi units.

SAMPLING CONNECTIONS

All sampling connections are the flush-type, dry-break, quick-disconnect (Gammon fittings) with dustcaps. Fuel-sampling and pressure-testing connectionsare installed at the following locations:

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Receiving points

Tank outlets

Inlet and outlet sides of filter/separators andfuel monitors

Refueling nozzles

Each side of a block valve, so that the fuelremaining in each portion of a fuel transferpipeline can be sampled.

HOSES

All hoses used for aviation fuel service at shoreactivities should be semihard-wall, noncollapsiblehose. The diameter of the hose must be compatiblewith the desired delivery rate to the aircraft. Unlessotherwise specified, aircraft delivery hose on refuelertrucks must be a minimum of 50 feet long.

Shore-base hoses contain no electrical bond orbonding wire through the center of the hose. Wheretwo hose assemblies are attached to the same outletor source of fuel, each hose assembly must have itsown shutoff valve in the piping upstream of thehose.

EMERGENCY DRY-BREAKAWAYCOUPLING

An emergency dry-breakaway coupling should beinstalled on the refueling hose at or near the place

where the hose attaches to refueling equipment pipingor the hose reel. This device is required for each directrefueling system pantograph and is recommended forall other installations.

DRY-BREAK QUICK-DISCONNECT COUPLING

A dry-break quick-disconnect coupling is in-stalled at the nozzle end of the hose and has a 60- or100-mesh screen that is readily accessible without theuse of tools.

HOSE END PRESSUREREGULATOR

The single point pressure refueling nozzle assem-bly includes a hose end pressure regulator set for amaximum of 55 psi.

AIRCRAFT REFUELINGNOZZLES

The pressure refueling nozzles used for shore re-fueling are the same as for afloat refueling. The typi-cal nozzle is the Carter D-1 or MD-1.

The overwing (gravity) nozzles used for shorerefueling are also the same as used for afloat refuel-ing. See chapter 5 for details on both types of nozzles.

AIRCRAFT REFUELERTRUCK FILL STANDS

The loading rack has a separate loading systemfor each grade of product to be handled. The equip-ment required at a truck fill stand for aviation fuel isas follows:

SPR (pressure) nozzle with dry-break quick-dis-connect and strainer.

Loading hose approximately 10 feet long or me-chanical loading arm with nonlubricated swivels.

Loading-hose fuel-thermal-pressure relief valve.

Diaphragm-operated two-stage control valve (lowflow/high flow) with adjustable time delay to pre-vent the high-flow pilot from opening until 1 min-ute after start of fuel flow.

Meter with rated capacity equal to the maxium flowrate of the loading station. Temperature-compen-sating positive displacement meters are recom-mended.

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Filter/separator.

Fuel-quality monitor.

Relaxation tank or equivalent piping.

Shutoff valves for maintenance.

Sample outlet.

A high-level cutoff system.

Low-intensity instrument lighting to permit fullvisibility of all equipment and controls during nightoperations.

Spill containment system that will prevent the run-off of fuel in the event of tank rupture or a majorspill during loading operations.

Overhead lighting in the immediate truck-fuelingarea.

RECEIVING STATIONS

Fuel can be received by pipeline, barge, railroadtank car, tank truck, or any combination thereof. Re-ceiving stations are tailored to the method, quantities,and rates of fuel delivery. Aviation fuel should bereceived through a filter/separator or other appropri-ate filtration device. This is an essential requirementwhen fuel is received directly into an air station’s orfacility’s operational storage tanks. Weight-handlingequipment may be necessary with barge receipts tohelp with large-diameter-hose handling. Communica-tions equipment may be necessary for barge or pipe-line receipt to coordinate an uninterrupted productflow. Appropriate environmental protection equip-ment, facilities, and procedures must be provided tocomply with Federal, state, and local environmentallaws.

STORAGE TANKS

Tanks located at air activities provide the operat-ing supplies of aviation fuel for aircraft. Storage tanksare classified as bulk storage or operational storage.

All tanks must comply with the following require-ments:

All operational or ready-issue steel tanks must be100 percent coated with an inert material such aspolyurethane or epoxy. All bulk-steel fuel storagetanks must be coated on the bottom and up 18 incheson the walls. All concrete tanks storing aviation fuel

must be 100 percent lined on the floor and walls tomake them impervious to fuel.

All aviation turbine fuel operational storage tanksmust be equipped so the fuel can be circulatedthrough a filter/separator and returned to the tank,thus removing any bottom sediment and water.Outlets must be at lowest point of the tank, toprevent water-bottoms. All aviation fuel tanksmust also be equipped with a water-stripping sys-tem.

Tank roofs must be in good repair and must notallow rainwater to enter.

Fill connections for all types of tanks must be sizedso that the velocity of the fuel during falling will notexceed 3 feet per second. Inlets discharge fuel hori-zontally near the bottom of the tank.

All bulk storage tanks must be equipped with ade-quate sumps, drain lines, and water draw-off lines,so that tank water-bottoms can be kept to an abso-lute minimum. Recovery tanks that remove waterand recover fuel are recommended for environ-mental reasons.

All tanks must be fitted with automatic gageingdevices and high- and low-level alarms and controlsto prevent the overfilling of tanks and the exposureof pumps to cavitation. The alarms are left in theactive mode at all times.

All aboveground tanks must be within an enclosurecapable of holding the entire capacity of the tankplus l-foot freeboard, in case the tank should rup-ture or leak. This is usually accomplished withimpermeable dikes.

Other environmental facilities/equipment as neces-sary to comply with Federal, state, and local laws.

TRANSFER LINES

Fuel passes through transfer pipelines of variousdiameters and construction materials in its route fromtank to tank, storage to truck fill stands, and storage tohydrant systems. Transfer lines must not leak or intro-duce excessive contaminants to the fuel. Internallycoated pipe or other noncorrosive materials in theselines should be used to reduce iron contamination infuel.

All piping systems are marked to identifythe grade of product being carried. These markings

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(fig. 7-3) are placed next to all operating accessoriessuch as valves, pumps, regulators, and manifolds.Table 7-1 lists the sizes of bands and letters used forpetroleum products.

AIRCRAFT FUELING SYSTEMS

LEARNING OBJECTIVES: Identify thetypical fueling systems used on shoreactivities. Describe the equipment containedin each system.

The following are three typical aircraft fuelingsystems used on shore activities:

• Aircraft Direct-Refueling System (morecommonly known as a “pit”).

• Mobile Aircraft Refuelers. These are tankertrucks of various capacities and configurations.

• Portable Fueling Systems. These are air-transportable, advanced base systems used primarilyto support tactical operations. As an ABF, you mostlikely will never use this type system; therefore, it isnot discussed further in this manual.

AIRCRAFT DIRECT-REFUELINGSYSTEM (PIT)

Aircraft direct-refueling systems (fig. 7-4) aredesigned primarily for “hot” refueling of aircraft. Alldirect-refueling systems have the following minimumfeatures:

Filter/separator.

Fuel-quality monitor.

Relaxation chamber or equivalent piping configurationcapable of providing 30 seconds of static relaxationfrom point of last filtration to the nozzle.

Diaphragm-operated primary control valve.

Remote, hand-held, deadman control for each pan-tograph or hose installed at each station.

Emergency pump-shutoff switch.

Meter on each station outlet.

Recirculation/flushing capability of the nozzle and/orhose/pantograph system.

Emergency dry-breakaway coupling on each hose orpantograph.

Bonding/grounding cable. This requirement isconsidered satisfied if the fueling hose/pantograph sys-tem has continuity (10,000 ohms or less).

Figure 7-3.—Identification for bulk petroleum product lines.

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Table 7-1.—Sizes of Bands and Letters for Petroleum Products

Figure 7-4.—Aircraft direct refueling system (pit).

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Pantograph and/or hose with approved,nonlubricated swivel. Zerk-type grease fittings inpantograph swing joints are not authorized,because of the possibility of contaminating thefuel with grease.

Dry-break quick-disconnect fuel-service couplingwith a 60- to 100-mesh strainer.

Single-point-pressure refueling nozzle with a 55-psi maximum pressure regulator.

Fire extinguisher(s) in accordance with NAVAIR00-80R-14 (minimum of one 150-pound Halon orTAU unit per fueling point).

Emergency eyewash/shower system available inthe immediate area.

Fire alarm.

MOBILE AIRCRAFT REFUELERS

Mobile refuelers are used primarily for coldfueling operations, with occasional hot-refuelingoperations at stations where installation of a directrefueling system is not justified. If continuous orextensive hot fueling is being performed with mobilerefuelers, the use of an anchored pantograph, asshown in figure 7-5, should be considered.

Mobile aircraft refuelers vary in capacity andconfiguration. However, whether contractor- orGovernment- owned, all mobile aircraft refuelershave the same basic requirements. Theserequirements are the following:

Tank construction is one compartment only, withnecessary baffles. Tank must completely drain atthe low point without traps of liquid remainingin pockets. The tank is designed so that allportions are accessible for cleaning andmaintenance.

Tank is aluminum or stainless steel.

Tank top opening(s) must be semi-permanentlysecured and used only for inventory and forinterior inspections and repairs. Manhole coversmust in-corporate a fusible plug or plugs, eachequipped with fine screens to provide additionalemergency release of vapor.

Tank must be configured for bottom loading. Thebottom loading hardware includes a cutoff valve,an adapter to accept the standard pressure (SPR)nozzle, and must be of sufficient size to receivethe product at 600 gallons per minute. A fillstand anti-driveaway device is incorporated.

Each tank must have an electronic system forcontrolling the filling operation (Scully Dynaprobeor equivalent) that is compatible with the system onthe truck fill stand. It should be located near thebottom loading adapter and include art anti-driveaway feature (can be combined with anti-driveaway device previously mentioned).

The piping system, including all hardwarecomponents, must be capable of dispensing fuelat the rated flow. A flow diagram of the generalconfiguration of these system devices is shown infigure 7-6.

Figure 7-5.—Hot-refueling with truck and pantograph.

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Figure 7-6.—Flow diagram for mobile refuelers.

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Filter/separators.

Fuel-quality monitor.

Relaxation chambers.

Pressure and differential pressure gages.

Meter (temperature-compensating meters are de-sired).

Approved aircraft-refueling hoses.

Dry-break quick-disconnect coupling.

Hose-end pressure regulator.

Approved aircraft-refueling nozzles.

NOTE

Refueler/defuelers have two sepa-rate hose/pressure nozzle assemblies:one includes a hose end pressure regu-lator (for refueling service) and theother doesn’t (for defueling opera-tions).

Bonding cable.

Aircraft fuel servicing vehicles must have at leasttwo fire extinguishers installed: One must be on theleft front (driver’s) side, readily accessible from theoperator (refueler control panel) position. The otherextinguisher must be on the right rear portion of thevehicle.

Remote, hand-held deadman control.

Tires are of a non-FOD type, with slick tread orwide-lug, wide-groove tread. The tread must NOThave a narrow groove design, in which small stonesand foreign matter could become imbedded anddeposited on airfield surfaces. Recaps and slicks arenot authorized for use on the steering wheels whenthe vehicle is operated off base.

The exhaust of all engines, including auxiliary en-gines, must have a suitable spark arrestor.

Refuelers/Defuelers

The most ideal and cost-effective method of han-dling non-suspect defueled aviation turbine fuel is toreissue it to an aircraft. Most facilities that handlesize able quantities of such fuel have designated one ormore aircraft refueling trucks as “refueler/defuelers.”

In addition to the requirements for refuelers, refu-eler/defuelers must also meet the following minimumrequirements:

• Refuel/defuel trucks carry the marking “JETFUEL/JP” in place of the normal markings (for exam-ple, “JP-5 JET FUEL F-44” or “JP-4 JET FUEL F-40”).

• A dedicated defuel connection to piping systemthat passes the fuel through the pump, falter/separator,monitor, and relaxation chamber before it enters thetank.

• Separate hose and nozzle assemblies providedon refuel/defuelers for each of the two different opera-tions, refueling and defueling.

• Maximum defuel is 100 gpm.

• High-level alarm. A high-level cutoff system isalso highly recommended.

Defuelers

Defuelers are used for defueling only. Fuel placedin a defueler is not to be directly reissued into anaircraft; since the defueler is generally configuredwithout filtration equipment, the fuel placed in a de-fueler unit is often suspect. Fuel in a defueler must besampled and tested to determine disposition.

CAUTION

Hose evacuation systems must NOT beused for defueling.

Defuelers must have the following minimum re-quirements:

• A centrifugal pump with the maximum defuelrate of 100 gpm

• A cutoff or alarm system for overfill protection

• A defuel hose and nozzle

PREVENTIVE MAINTENANCEPROGRAM (INSPECTIONS)

Proper maintenance is critical to the delivery ofclean, dry, uncontaminated fuel to aircraft. A well-executed and documented PM program will helpachieve this goal, but a formal inspection program isalso necessary. The implementation of an inspectionprogram is the responsibility of the Fuel Management

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Officer (FMO). The inspection program includes thefollowing:

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Inspections of equipment and facilities beforeuse

Inspections before major operations

Seasonal or special inspections

Routine inspections and checklists

Inspections Before Use

New construction, out-of-service facilities, brokenequipment, and facilities or equipment undergoing cor-rective or programmed maintenance must be inspectedbefore acceptance or reactivation. Special attentionshould be given to rated capacities of hardware, pipelinesizing, drainage, accessibility, emergency controls,safety, and fire prevention features.

Inspections must be conducted before startingmajor operations, such as receipt of products from aship or barge, transfers between large storage tanks,or high-tempo training exercises. Inspections shouldcover equipment performance, pipeline integrity,valve positioning, tank arrangement. and personnelmanning.

Seasonal or Special Inspections

In climates where freezing weather is encoun-tered, winterization inspections should be made inearly autumn. Extensive inspections for damage ormalfunctioning should be conducted following anystorm, flood, fire, earthquake, lightning strike, sus-pected act of sabotage, or vandalism. Special inspec-tions are called for when abnormal variations inperformance, flow rates, pressures, or capacities areexperienced by operators.

Daily Checks

A daily check (once in every 24-hour period) mustbe conducted on all aircraft fuel delivery equipment thatis in continuous use. Equipment that fails to meet estab-lished requirements must be removed from service untilcorrective action is completed.

The inspection varies on different equipment, andlocally developed checklists that are specific to indi-vidual installations or systems may be developed. Atypical daily checklist includes the following:

1. Check that fire extinguishers are in place,filled, operable, and have a current inspection tag.

2. Inspect the nozzle for damage.

3. Hook up the nozzle to the bottom-loadingadapter or recirculation fitting and again inspect thenozzle for damage or evidence of leaks.

4. Check the entire length of the hose for cuts,cracks, abrasions, and fuel saturation.

5. Check that bonding cables are in place and ingood condition, clean, and have serviceable plugs andclips securely attached.

6. Carefully inspect tanks, piping, valves, pumps,meters, and couplings for leaks.

7. Check the emergency valve controls for condi-tion and ease of operation.

8. Make sure exterior surfaces are wiped clean ofoil, grease, and fuel. Make sure the cabinets, troughs,cab, and any enclosures are free of an accumulation offuel, dirt, cleaning material, and unnecessary items.Check fenders and mudguards to ensure adequate pro-tection against the throwing of mud and dirt on fuelingequipment and the rear of the unit.

9. Check the fluid levels of the battery, radiator,gas, and engine oil.

10. Make sure all lights are operable, all electricalwiring outside the cab is enclosed in tubing, and the rearview mirrors are serviceable.

11. Drain all low-point drains (tank, filter/separa-tor, monitor, relaxation chamber). If water is found,empty the sample into a safety can and repeat theprocess until a clean, water-free sample is obtained.

12. Carefully inspect the exhaust pipe and mufflersystem, including any auxiliary engine system, forleaks, cracks, noise, and proper placement.

13. Check the emergency brake to make sure itholds.

14. Drain air tanks of moisture and check for fuelcontamination.

15. Engage the pump and pressurize the system.Check the entire system for leaks.

16. Place the nozzle’s flow-control handle in thefully opened and locked position and recirculate. Onrefueling trucks. recirculation is to be performed atstandard RPM settings, where flow rates and differen-tial pressures can be accurately measured. The recircu-lation of trucks more than one-half full is limited to 10minutes, each 10-minute period followed by a 1-minuterest to allow electrostatic charges to dissipate. Fortrucks less than one-half fill, the recirculation timeis limited to 3 minutes. All equipment must be

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recirculated long enough to flush out all piping down-stream of the fuel monitor elements.

17. Check the operation of the pump. Listen forunusual sounds and feel for overheating and/or abnor-mal vibrations.

18. Obtain a nozzle sample and visually inspect itfor color, water, and solids. Record the results.

19. With the system recirculating, observe and re-cord the pressure drop across the filter/separator and themonitor.

Weekly Checks

The weekly check is performed by a senior opera-tor or fuel shop personnel. The weekly inspection isalso required to be performed on equipment beingreturned to service following any DOWN time thatexceeds 72 hours. The typical weekly inspectionchecklist is as follows:

1. Complete items 1 through 17 on the daily check-list.

the CFD and FWD. Log the results in the appropriatelaboratory log.

3. Clean and inspect all nozzle screens (pressureand overwing).

4. Inspect tires, brakes, horn, windshield wipers,steering, trainer coupling and electrical wiring. Thebrake linings and/or pads must be checked by normalapplication of the brake while observing pedal travel.Test the emergency brake under drive conditions. Makesure all electrical wiring outside of the cab is encased intubing that terminates in securely mounted vapor-tightfixtures or junction boxes with compression fittings.The use of a transportation inspector is recommendedfor these checks.

5. Measure and record the pressure drop across thefilter/separator and the fuel monitor using a sensitive,hand-held pressure gage accurate to 1 psi, with gradu-ations in 1 psi, or smaller, units, This measurementMUST be taken with the system operating under normalflow conditions.

Monthly Checks

The monthly checks require special equipmentand moving of mobile equipment to a location otherthan the operating area. The typical monthly checklistis as follows:

1. Complete the daily and weekly checklists.

2. Check the continuity of grounding cables, bond-ing cables, and reels. Continuity must be measured withthe cable in the stowed, intermediate, and fully extendedpositions. Check the continuity of the grounding cableon each overwing fueling nozzle.

3. Inspect and clean all line strainers, including themeter strainers when installed.

4. Test the anti-driveaway device installed on allrefuelers.

5. Perform the engine spark check at night. Thepurpose of this check is to locate any electrical arcingover the outside surfaces of wiring, spark plugs, and thelike. Any auxiliary engines should be included in thetest. Any observed arcing—however slight—is suffi-cient cause to remove the equipment from service.

6. Test maximum flow rate. If pressure tests indi-cate that nozzle pressure exceeds 55 psi or that the flowrate exceeds 600 gpm, the equipment must be removedfrom service.

7. Test the primary pressure-control system.

8. Check the refueling adapters (receptacles), us-ing the go/no-go gage.

9. Make sure fuel-handling equipment is markedin accordance with NAVFAC P-300 or MIL-STD-161.

Periodic Inspection and Annual Record

The Periodic Inspection and Annual Record pro-vides an important historical record for each piece ofrefueling equipment. It is a written record of inspec-tions, calibrations, element changes, and other main-tenance actions performed through the year. As withother checklists, this record may be tailored to meetthe requirements of each station.

Filter/Separator—Fuel-MonitorPressure Log and Graph

The pressure drop across each housing must beaccurately determined so that the integrity of the ele-ments can be verified. Over time, differential pressurewill increase as more and more dirt and/or water istrapped. Additionally, ruptures or breaks are identi-fied by a significant drop in differential pressure. Allactivities must maintain a log for each filter or moni-tor.

Filter and monitor elements in refueling equip-ment or at truck-fill stands are changed every 3 years

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unless an earlier change is forced by one of the fol-lowing conditions:

• The pressure drop across either the filter or themonitor elements reaches 20 psi.

• The combined pressure drop across the filter andmonitor elements reaches 25 psi.

• A significant drop in differential pressure occurs,indicating an element rupture.

• The differential pressure fails to increase after anextended pied, indicating either ruptured elements orimproper installation.

• The complete shutdown of fuel flow and/or avery rapid increase in pressure differential across themonitor elements. This usual] y indicates a failure of thefilter/separators. If this condition occurs, both the fil-ter/separator and monitor elements must be changed.

During filter changes, the permanent second-stage water separator elements should be tested fortheir ability to repel water. If the separator elementdoes not repel or cause the water to bead, it should bewashed with warm water and tested again.

Records and Reports

Observation of abnormal operating conditions isvital to a good preventive maintenance program. Thedetection of small operating faults and their subsequentminor correction or repair can often avert the develop-ment of major problems requiring extensive repairs.Such conditions must be promptly reported to theproper authorities in order to achieve the necessaryrepairs or corrections. These deficiency reports are inwritten form.

Facilities “must maintain maintenance records insufficient detail to provide the following:

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Identification of each major structure, equip-ment item, group of items, or system

Current maintenance status, including un-funded deficiencies and uncompleted job or-ders

Past maintenance history, including descriptionand cost of major repairs or replacements

Recommendations for future programmed re-pairs or replacements, including estimates offunds or manpower requirements

ASHORE OPERATING PROCEDURES

LEARNING OBJECTIVE: Explain the proce-dures for various ashore fueling operations.

The operating procedures presented and dis-cussed in this section are for general types of fuelfacilities and equipment common to all or most activi-ties engaged in the fueling of aircraft. Since the actualfacilities and equipment vary greatly from installationto installation, these procedures and accompanyinginformation are designed to serve as a basic outlineand guide. As always, use your station’s specific op-erational procedures for actual fueling and defuelingoperations.

SPILL PREVENTION AND CONTROL

Proper training of fuel-servicing personnel is essen-tial. Proper maintenance of the equipment is equallyessential. Leaking or malfunctioning equipment mustbe removed from service. Self-closing nozzles or dead-man controls must not be blocked open or bypassed.Kinks and short loops in fuel hoses should be avoided.In addition, a fuel-spill/fire prevention drill must beconducted at least quarterly.

When a spill is observed, the fuel servicing mustbe stopped immediately by release of the deadmancontrol, by closing the nozzle handle, or by operationof the emergency fuel shutoff. The supervisor is noti-fied at once, and the operation must not be resumeduntil authorized by the supervisor. Every fuel spillmust be investigated to determine the cause, whetheremergency procedures were properly carried out, andwhat corrective measures are required.

Priming Spills

Pint-size spills, involving an area less than 18inches in any dimension, require no emergency actionduring cold-refueling operations. However, ramp per-sonnel should stand by with a fire extinguisher untiloperations are complete and/or the aircraft departs.A spill or leak of any size is cause for terminating ahot-refueling operation.

Small Spills

Other small spills involving an area of from 18inches to 10 feet in any dimension must have a fireguard posted, equipped with at least one fire extin-guisher. Either absorbent cleaning agent or emulsion

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compound may be used to absorb the spilled fuel.Contaminated absorbent must be placed in metal con-tainers with closed lids until it can be removed anddisposed of according to local hazardous-waste dis-posal procedures. An exception to this method maybeauthorized if the spill occurs in an area where nooperations are in progress or will be conducted untilample opportunity is provided for volatile fuels toevaporate harmlessly. In such an event, the area mustbe roped off. Fuels such as JP-5, which will notevaporate readily, must be removed by one of themethods indicated previously.

Large Spills

Spills covering an area greater than 10 feet in anydimension or more than 50 square feet in area requirehandling by the Spill Response Team. The team mustbe summoned immediately and all other personnelevacuated to a safe distance. No one will be permittedto walk through the liquid area of a fuel spill.

All fuel spills must be reported immediately to theactivity’s Environmental Coordinator in accordancewith the local oil-spill contingency plan. All fuel-han-dling personnel must be familiar with the local oil-spill contingency plan.

PRESSURE REFUELING AT DIRECTFUELING STATIONS (PITS) WITHENGINES OFF (COLD REFUELING)

Cold refueling of aircraft at fueling hydrants, di-rect refueling stations, skid mounts, and other fuelservice units requires a minimum of two people. Re-quired are a nozzle operator (supplied from the squad-ron, maintenance department, or transient line) and afuel system operator (from the fuels division), whoalso performs the duty of a fire extinguisher operator.Aircraft refueling tasks are to be performed in thefollowing sequence and verified by the pit stationoperator. The individual who actually performs thetask is indicated within parentheses following thetask.

1. Recirculate (flush) the station and take fuelsample(s) for quality control checks as appropriate (sta-tion operator). Fuel is recirculated or flushed throughthe refueling hose and nozzle, and tested for contami-nation prior to refueling the first aircraft each day.Fueling must not begin until acceptable results havebeen obtained.

2. Check for “hot-brake” condition (plane cap-tain). The hot-brake check applies to fixed-wing aircraftonly.

3. Tow the aircraft into the direct refueling sta-tion; position and chock it (plane captain).

4. Secure all electronic and electrical switches onthe aircraft not required for fueling (plane captain).

5. Verify that fire-fighting equipment is in theimmediate vicinity of the refueling operation andmanned (station operator).

6. Attach the bonding cable between the refuelingequipment and the aircraft (plane captain). In direct fuelsystems, bonding is usually accomplished through thenozzle/hose/pantograph system. If bonding is not ac-complished via the nozzle/hose/pantograph system, thebonding connection is made using the grounding recep-tacle near the aircraft’s refueling adapter. If this is notpossible, the connection must be to bare metal on theaircraft.

7. Pull out the pantograph (or reel out the hose)and place it in the proper position for refueling (nozzleoperator and station operator).

8. Remove the refueling adapter cap from theaircraft and the dust cover from the pressure nozzle.Inspect the face of the nozzle to make sure it is clean,and verify that the flow-control handle is in the fullyclosed and locked position (nozzle operator).

CAUTION

A worn or broken adapter can defeat thesafety interlocks of the refueling nozzle, per-mitting the poppet valve to open and fuel tospray or spill.

9. Visually inspect the aircraft’s adapter (recep-tacle) for any damage or significant wear (nozzle opera-tor).

CAUTION

The nozzle must seat firmly on the adapterand not be cocked. Cocking can indicate amalfunction of the nozzle’s safety interlocksystem, which could lead to a fuel spray or spill.

10. Lift the nozzle by the lifting handle; align thelugs with the slots on the aircraft adapter; and hookupto the aircraft by pressing the nozzle firmly onto theadapter and rotating it clockwise to a positive stop(nozzle operator).

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11. Zero the refueling station’s meter or note thestation’s totalizer reading (station operator).

12. Upon receiving signals from the nozzle opera-tor and plane captain that hook-up has been completedand the fueling operation is ready to begin, the stationoperator actuates the remote, hand-held deadman con-trol. Deadman controls must NOT be blocked or over-ridden in any way. Such action defeats the purpose ofthe device and can lead to a catastrophic accident.

13. Rotate the nozzle flow control handle to theFULL OPEN position. The handle must rotate 180degrees to ensure that the poppet valve is fully open andlocked (nozzle operator). The flow-control handle ofthe pressure refueling nozzle will be placed in either oftwo locked positions: fully open or fully closed. Thehandle is NOT to be used as a flag to indicate fuel flow.Excessive wear on the aircraft adapter and the fuelnozzle poppet will result if the handle is allowed to“float” in the unlocked position.

14. Once fuel flow is established, test the aircraft’sprecheck system (plane captain).

NOTE

The precheck system simulates the com-pletion of a complete refueling by closing allthe tank inlet shutoff valves within the aircraft.All fuel flow into the aircraft should stop withina few seconds to 1 minute of actuating theprecheck system. The refueling station meter isthe primary means of detecting that fuel flowhas stopped and that the precheck was success-ful. If a meter is not available, successful pre-check may be confirmed by observing the jerkand stiffening that occurs in the refueling hoseand/or the pressure spike that occurs at therefueling station. An aircraft may be cold refu-eled if it fails precheck but special proceduresare required. See the appropriate aircraft NA-TOPS manual. Cold refueling after precheckfailure should be done only if it is an opera-tional necessity.

15. Fuel aircraft as directed by the plane captain.The plane captain monitors the aircraft vents, tankpressure gage(s), and/or warning lights as necessary.

16. When directed by the plane captain, release thedeadman control (station operator).

17. Rotate the nozzle flow-control handle into theOFF and fully locked position (nozzle operator, andverified by the station operator). Failure to lock theflow-control handle in the OFF position can contribute

to failure of the nozzle’s safety interlock system andcould result in a fuel spray or spill.

18. Disconnect the nozzle from the aircraft adapter(nozzle operator).

19. Stow the pantograph or hose (nozzle operatorand station operator).

20. Complete the paperwork (nozzle and stationoperators).

Overwing (Gravity) Refueling atDirect Fueling Stations (Pits)

Overwing (gravity) refueling of aircraft at fuelinghydrants, direct refueling stations, skid mounts, andother fuel service units is done using the procedurespreviously mentioned but with the following modifi-cations:

• The overwing nozzle must be bonded to theaircraft via a nozzle bonding cable prior to removing thefiller cap.

CAUTION

Overwing refueling with the aircraft’s en-gines operating (hot refueling) is NOT author-ized

• The overwing nozzle is inserted into the air-craft’s refueling port. Metal-to-metal contact betweenthe nozzle and the aircraft fueling port must be main-tained during the entire fueling operation.

TRUCK FILL STANDS

Operating truck fill stands is a one-person opera-tion for trucks equipped with high-level alarms/shut-off and deadman control valves at the fill stand. Thisis a two-man operation for equipment not havingthese devices.

CAUTION

Top loading must NOT be performed. Thismethod of filling is extremely dangerous be-cause of the highly flammable vapors and staticcharges produced.

Trucks are filled in the following sequence:

1. Position the truck, turn off lights, place the gearshift in the neutral or park position, set the parkingbrake, stop the engine, and turn off all switches exceptnecessary alarms.

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2. Verify the product and estimate the amount ofproduct to be loaded.

CAUTION

Vehicles without high-level controls oralarms must be monitored via the fill standmeter during the filling process. Securepumping if the meter exceeds the amountpreviously issued from the truck.

3. Connect the bond or high-level control cable.

4. Connect the delivery nozzle to the truck’sbottom loader.

5. Set the meter and enter the necessaryinformation on the truck fill order or other form.

6. Start the filling operation slowly.

CAUTION

Trucks that have been completelydrained must be minimally fueled (500 to1,000 gallons) using another truck set at alow flow rate, to cover the bottom inlet valveinside the empty truck’s tank.

7. After the tank is filled, secure the pumpunless it has secured automatically.

8. Disconnect the nozzle.9. Disconnect the bond or high-level control

cable.10. Complete the paperwork. 11. Inspect the truck for leaks. 12. Remove the refueler to the truck parking

area.

COLD REFUELING OFAIRCRAFT BY TRUCK

Positioning of refuelers to service aircraft is donein the same manner—without variation—so that allpersonnel involved know exactly what to expect.Whenever possible, refuelers should proceed down aline of parked aircraft, with the driving pathperpendicular to the aircraft fuselage axis, at themaximum distance the hose length will permitservicing. However, a truck must never approachcloser than 10 feet of an aircraft. The normal refuelerapproach path, shown in figure 7-7, applies to allfixed-wing tactical aircraft and helicopters. Normally,no turns are made except at the end of the parkingline. Driving between aircraft parked in line should beavoided; however, the preferred approach is not alwayspossible. Figure 7-8 shows acceptable alternate methodswhen aircraft are not parked in line or when hoselengths are insufficient for service. Figure 7-9 shows thesafe approach paths to prop, prop/jet, and

Figure 7-7.—Normal refueler approach path and safety zone.

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Figure 7-8.—Alternate refueler approach paths.

Figure 7-9.—Refueler approach to prop, prop/jet, and transport aircraft.

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transport aircraft; figure 7-10 illustrates the alternateapproach paths for helicopters. Refuelers must NEVER

• be left pointing toward any part of an aircraft;

• be driven in the area described by straight lineprojections connecting points 10 feet from an aircraft’sextremities (see figures 7-8, 7-9, and 7-10); or

• be backed in proximity to aircraft.

The refueler is parked in a position on the same sideof the aircraft as the aircraft’s adapter, so that thedriver/operator has a direct line of sight to the refuelingnozzle operator while actuating the deadman control.Failure of the driver/operator to visually observe thenozzle operator throughout the refueling operation canlead to a fuel spill and fire.

Tailpipe temperature and the location of aircrafttank vents are important considerations when determin-ing alternate routes and fueling positions.

The hose must NOT pass underneath the aircraft’sfuselage to reach the aircraft’s fueling adapter.

Aircraft refueling with trucks is a three-personfunction. Required are a nozzle operator (suppliedfrom the squadron, maintenance department, ortransient line), a driver/operator (from the fuels divi-sion), and a fire extinguisher operator (supplied by thesquadron). The nozzle operator assists the driver/op-erator in removing and replacing the hose on therefueler.

The driver/operator prepares the truck for refuel-ing operations as follows:

1. Recirculate (flush) the truck and take a fuelsample for quality control checks as appropriate. Fuelis recirculated/flushed through the refueling hose andnozzle, then tested for contamination prior to refuelingthe first aircraft each day. Fueling must NOT begin untilacceptable results have been obtained.

2. After a hot-brake check of the aircraft (fixed-wing only) has been performed, drive the refueler intoposition for refueling, following the approach pathsdiscussed previously. The refueler should be positionedso that it can be driven away quickly in an emergency.Wheel chocks should NOT be used.

3. Set the brakes.

4. Place the gear shift in neutral.

5. Turn off the headlights and unnecessaryswitches.

6. Open the driver’s side door. It remains partiallyopen during the entire refueling operation.

CAUTION

A window in the truck cab must be kept atleast partially open whenever the truck is sta-tionary and the engine is running, to prevent thebuildup of carbon monoxide inside the cab.

Figure 7-10.—Alternate refueler approach to a helicopter.

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When the truck is in position and prepared asabove, conduct fueling operations as follows:

1. Secure all electronic and electrical switches onthe aircraft that are not required for fueling (planecaptain).

2. Verify that manned fire-fighting equipment isin the immediate vicinity and upwind of the refuelingoperation (refueler operators).

3. Attach the bonding cable between the refuelingequipment and the aircraft (plane captain).

4. Pull out the hose (or pantograph) and place itin the proper position for refueling (nozzle operator andrefueler operator).

5. Remove the refueling adapter cap from theaircraft, and the dust cover from the pressure nozzle.Inspect the face of the nozzle to make sure it is clean,and verify that the flow-control handle is in the fullyclosed and locked position (nozzle operator).

6. Visually inspect the aircraft’s adapter (recep-tacle) for any damage or significant wear. A worn orbroken adapter can defeat the safety interlocks of therefueling nozzle, permitting the poppet valve to openand fuel to spray or spill.

7. Lift the nozzle by the lifting handles, and alignthe lugs on the nozzle with the slots on the aircraftadapter. Hook up the nozzle to the aircraft by pressingthe nozzle firmly onto the adapter and rotating it clock-wise to a positive stop (nozzle operator). The nozzlemust seat firmly on the adapter and not be cocked.Cocking can indicate a malfunction of the nozzle’ssafety interlock system, which could lead to a fuel sprayor spill.

8. Zero the refueling meter or the totalizer reading(refueler operator).

9. Rotate the nozzle flow-control handle to theFULL OPEN position. The handle must rotate 180degrees to ensure the poppet valve is fully open andlocked (nozzle operator).

10. Upon receiving signals from the nozzle opera-tor and the plane captain that the hook-up has beencompleted and that they are ready to begin the fuelingoperation, the refueler operator actuates the remote,hand-held deadman control.

11. Once fuel flow has been established, test theaircraft’s precheck system (plane captain).

12. Fuel the aircraft as directed by the plane cap-tain. The plane captain monitors aircraft vents, tankpressure gage(s), and/or warning lights, as necessary.

13. When directed by the plane captain, release thedead man control (refueler operator).

14. Rotate the nozzle flow-control handle to theOFF and fully locked position (nozzle operator, andverified by the refueler operator).

15. Disconnect the nozzle from the aircraft adapter(nozzle operator).

16. Stow the pantograph or hose (nozzle operatorand refueler operator).

17. Complete the paperwork (nozzle and refueleroperators).

OVERWING (GRAVITY)REFUELING BY TRUCK

Overwing (gravity) refueling of aircraft fromtrucks is done using the procedures as above but withthe following modifications:

• The overwing nozzle must be bonded to theaircraft via a nozzle bonding cable prior to removal ofthe filler cap.

CAUTION

OverWing refueling with the aircraft’s en-gines operating (hot refueling) is NOT author-ized.

• The overwing nozzle is inserted into the air-craft’s refueling port. Metal-to-metal contact betweenthe nozzle and the aircraft fueling port must be main-tained during the entire fueling operation.

REFUELER PARKING

All activities require that refueling vehicles beconstantly attended whenever the engine is operating.The operator is considered in attendance when per-forming tasks directly associated with fueling an air-craft; for example, assisting the aircraft refuelingoperator, transporting the hose. If the operator is toleave his truck unattended, he must first

1. drive the truck clear of the aircraft;

2. place the air brake in ON and LOCKED posi-tion, if applicable;

3.

4.area;

5.

set the parking brake;

direct the front wheels to an open, unobstructed

stop the engine; and

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6. chock the drive wheels.

FUELING WITH ENGINESOPERATING (HOT REFUELING)

Hot refueling is performed only when operationsrequire rapid turnaround of aircraft, since hot refuel-ing is significantly more dangerous and costly interms of fuel and manpower expenditures. Only pres-sure hot refueling is performed.

A minimum of three ground crew personnel arerequired for each hot-refueling operation. All person-nel performing hot-refueling operations must be fullytrained and qualified. The usual duties of each of thesepersonnel are listed in the following paragraphs. Lo-cal conditions or procedures, however, may requirethat the duties be distributed differently among therefueling personnel. If the station is configured suchthat the deadman control operator does not have adirect line-of-sight of both the aircraft pilot and thenozzle operator, a fourth person (refueling coordina-tor) is mandatory.

Personnel required for hot-refueling aircraft areas follows:

• One station operator. The station operator mustbe a fully qualified station operator from the local fuelsmanagement organization. He or she must be positionedto observe and monitor the entire hot-refueling opera-tion. Duties include actual operation of the deadmancontrol.

• One nozzle operator. The nozzle operator mustbe a squadron crewmember qualified for aircraft refu-eling duties related to the specific aircraft type modelbeing refueled. Duties include the performance of nec-essary aircraft refueling checks, such as the testing ofthe precheck system and the vent and refueling panelmonitoring. The nozzle operator remains at the nozzlethroughout the refueling and leaves only to conductnecessary vent checks.

• One fire watch operator. This operator is nor-mally TAD from one of the squadrons being refueled.

• One refueling coordinator (plane captain). Therefueling coordinator will be a crewmember of thesquadron whose plane is being hot-refueled. The coor-dinator’s primary duties include directing all move-ments of the aircraft and coordinating hand signalsbetween fuel crew and the pilot. If the deadman controloperator has a direct line-of-sight to both the aircraftpilot and the nozzle operator, the refueling coordina-

tor’s duties may be performed by either the stationoperator or the nozzle operator.

Equipment Requirements

The following equipment is the minimum re-quired to conduct hot-refueling operations at shoreactivities:

One fuel service unit, such as a direct refuelingstation (pit) or mobile refueler. This unit must pos-sess all of the required features and systems listedearlier in this chapter for systems/facilities thatrefuel aircraft (filter/separator, fuel monitor, and soforth). The fuel service unit MUST have a com-pletely operational deadman control, which MUSTcut off the flow of fuel to the aircraft immediately(within 2 seconds) upon release. Leakage past thisvalve with the deadman in the released positioncannot exceed 1 gallon in 5 minutes.

A pantograph or a minimum of 50 feet of refuelinghose. Pantograph fueling arms are preferred, be-cause they are significantly less prone to rupture.

One bonding/grounding cable. Newer direct refuel-ing stations (pits) are designed with the bond-ing/grounding cable built into the pantograph andalong the hose. A separate bonding cable is there-fore not needed with these systems. Both the truckand aircraft must be grounded to the earth as wellas bonded to each other during hot-refueling opera-tions with trucks.

Aircraft wheel chocks.

Sound-attenuating ear protectors, goggles, cranials,and long-sleeved shirts and pants for each crew-member. Personnel must NOT wear shoes that havenails or other metal devices on the soles of theirshoes that might cause sparking.

A fire extinguisher at each relueling station. Allground personnel involved in the hot-refueling op-eration must be qualified in operating the fire-ex-tinguishing equipment in use.

One emergency dry-break quick-disconnect. Thisdevice is attached to the refueling hose near thepantograph (on direct refueling stations) or attach-ment point to the fuel servicing unit.

Hot-Refueling Procedures

The following must be accomplished before air-craft enter the hot-refueling area:

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CAUTION

No nozzle samples are taken after theaircraft has taxied into the designated hot-refueling area. Sampling increases thepossibility of a fuel spill.

• The station or mobile refueler must berecirculated (flushed) and fuel sample(s) taken forquality control checks as appropriate (stationoperator).

• The area must be policed for FOD.

• Ground crew must wear sound-attenuating earprotectors, goggles, and cranials.

CAUTION

Hot refueling must NOT be performedif a hot-brake condition exists.

• Fixed-wing aircraft must be checked for hot-brake condition (plane captain). The hot-brake checkis applicable to fixed-wing aircraft only.

• Qualified squadron personnel MUST verifythat all ordnance is safed. Safed is defined as the

replacement of any mechanical arming level, safetypin, electrical interrupt plug/pin; securing ofarmament switches; and/or any other action thatrenders any ordnance earned as being safe.

• The aircraft is taxied into the hot-refuelingarea under the guidance of a qualified aircraftdirector. The aircraft enters the area so that therefueling receptacle is on the side of the aircraftnearest the pantograph or hose.

CAUTION

The pantograph must be extended adistance sufficient for the emergency dry-break-away device to work properly withoutthe pantograph interfering with movementof the aircraft. See figure 7-11.

— The hose or pantograph must NOT passunderneath the aircraft to reach thenozzle receptacle.

— Refueling must be stopped immediately ifany leaks are discovered during theoperation.

Figure 7-11.—Positioning aircraft for pantograph refueling.

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— The deadman control operator must have adirect line-of-sight to the refueling nozzleoperator at the aircraft receptacle wheneverhe or she is actuating the deadman control.

— If either the primary or secondary shutoff-valve test indicates a failure, stop the hot-refueling operation immediately.

— The aircraft canopy remains closed duringthe entire refueling evolution.

— Both engines on dual-engine aircraft areassumed to be operating. Although someaircraft can, and do, shut down the engineon the side where the refueling adapter islocated (F-14), most aircraft currently donot (F-18, A-6).

— Hot refueling of rotary-wing aircraft bymobile refueler without the use of a pan-tograph is accomplished only with the rotorblades disengaged. Hot refueling by mo-bile refueler should be avoided wheneverpossible. refueler operators must be thor-oughly checked out and PQS-certified inhot-refueling operations.

• Secure all unnecessary electrical and electronicequipment.

• Verify that manned fire-fighting equipment is inthe immediate vicinity of the refueling operation (sta-tion operator).

• Attach the bonding cable between the refuelingequipment and the aircraft (plane captain). In direct fuelsystems (pits), bonding is usually accomplishedthrough the nozzle/hose/pantograph system. If bondingis not accomplished via the nozzle/hose/pantographsystem, the bonding connection is made using thegrounding receptacle near the aircraft’s fueling adapter.If this is not possible. the connection must be to baremetal on the aircraft.

• Pull out the pantograph (or reel out the hose) andplace it in proper position for refueling (nozzle operatorand station operator).

• Remove the refueling adapter cap from the air-craft and the dust cover from the pressure nozzle. In-spect the face of the nozzle to make sure it is clean, and

verify that the flow control handle is in the fully closedand locked position (nozzle operator).

• Visually inspect the aircraft’s adapter (recepta-cle) for any damage or significant wear. A worn orbroken adapter can defeat the safety interlocks of therefueling nozzle, permitting the poppet valve to openand fuel to spray or spill.

• Lift the nozzle by the lifting handles and alignthe lugs with the slots on the aircraft adapter. Hookupto the aircraft by pressing firmly onto the adapter androtating it clockwise to a positive stop (nozzle operator).The nozzle must seat firmly on the adapter and not becocked. Cocking can indicate a malfunction of thenozzle’s safety interlock system, which can lead to afuel spray or spill.

• Zero the refueling meter or note the totalizerreading.

• Upon receiving signals from the nozzle operatorand plane captain that hook-up has been completed andthat the fueling operation is ready to begin, the stationoperator actuates the remote, hand-held, deadman con-trol.

CAUTION

The deadman controls must NOT beblocked open or overridden in any way. Thisdefeats the purpose of the device and can leadto a catastrophic accident.

Once a fueling evolution has commenced, theaircraft’s electrical power status and connectionsmust not be changed until the evolution has beencompleted or refueling has been stopped for anemergency. NO aircraft engines or auxiliary powerunits can be started or stopped, and external powerCANNOT be connected, disconnected, switched onor off. Changing the aircraft’s electrical powerstatus can create significant ignition sources.

• Rotate the nozzle flow-control handle tothe FULL OPEN position. The handle must ro-tate 180 degrees to make sure the poppet valveis fully open and locked (nozzle operator). Theflow-control handle of the single-point pressurerefueling nozzle is-placed in either of two lockedpositions: fully open or fully closed. The handleis NOT to be used as a flag to indicate fuel flow.

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Excessive wear on the aircraft adapter and the fuel nozzlepoppet will result if the handle is allowed to float in theunlocked position.

• Once fuel flow has been established, test theaircraft’s precheck system (qualified squadron person-nel).

• Fuel the aircraft as directed by the planecaptain. The plane captain monitors aircraft vents,tank pressure gage(s), and/or warning lights asnecessary.

• When directed by the plane captain, release thedead man control.

• Rotate the nozzle flow control handle into theOFF and fully locked position (nozzle operator, andverified by the station operator). Failure to lock the flowcontrol handle in the OFF position might result in a fuelspray or spill.

• Disconnect the nozzle from the aircraft adapter(nozzle operator).

• Stow the pantograph or hose (nozzle operator• Stow the pantograph or hose (nozzle operatorand station operator).

··

• Complete the paperwork (nozzle and station op-erator).

• Make sure the area is clear of equipment andpersonnel.

MULTIPLE-SOURCEREFUELING

Normally only one refueling truck at a time isused to service aircraft. However, there are situ-ations when multi-truck or truck and hydrant serv-icing is considered desirable, especially when verylarge aircraft must be refueled. The advantage ofmultiple-source refueling is reduced aircraft turn-around time. The aircraft’s NATOPS manual orequivalent aircraft servicing manual should be con-sulted for specific guidelines and instructions onmultiple-source refueling before such operationsare performed.

PIGGYBACK REFUELING

Piggyback refueling is a special refueling processsometimes used to refuel very large aircraft such asC-5As or E-6As. Two or more refueling trucks areused. One truck is attached to the aircraft’s refuelingadapter, and other trucks are used to refuel this truckwhile it continuously refuels the aircraft, This is apotentially dangerous operation and will be con-ducted only with properly configured vehicles andunder the direct supervision of the Fuels MaintenanceOfficer.

REFUELING AIRCRAFTWITH AUXILIARY POWERUNIT (APU) RUNNING

The aircraft’s APU may be used to supply elec-trical power for pressure refueling on military air-craft so equipped. This operation is not considered“hot refueling.” However, the following precau-tions are observed in addition to the normal refuel-ing procedures:

One man remains outside the aircraft within10 feet of the APU exhaust with a fire extin-guisher of the size specified by the station’sFire Chief.

The fuels operator verifies that the aircraft isgrounded.

One person is at the GTC controls in the cockpit.

Communications are established between thecockpit and the personnel performing the refuel-ing, to ensure immediate shutdown in an emer-gency.

Personnel near the aircraft must wear sound-attenu-ating ear protectors.

DEFUELING AIRCRAFT

As was stated in chapter 5, defueling is one of themost technically demanding and potentially danger-ous operations performed by fuels personnel. Thefollowing rules apply to every defueling operationperformed on shore stations:

1. Aircraft defueling must be requested by anauthorized representative of the squadron’s CO, usingan Aircraft defueling Certificate similar to the one

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shown in figure 7-12. The Fuels Maintenance Officerof each activity maintains a list of these officially des-ignated personnel. This list is updated at least quarterly.

2. During defueling operations, maintenance notdirectly required to facilitate the defueling operation isNOT to be performed.

3. Aircraft will be spotted 100 feet from all struc-tures and other aircraft. Grounding and tiedown pad-eyes must be available. In addition, at least one fireextinguisher must be available in the immediate vicinityof the operation.

4. Only defueled aviation turbine fuel can be re-issued to aircraft. All defueled AVGAS is downgradedand not used as aviation fuel.

5. Suspect aviation turbine fuel must be removedfrom the aircraft using a defueler only (not a refueler/de-fueler) and deposited in a designated holding tank.Ultimate disposition will depend on the results of laterlaboratory tests. Every effort should be made to reclaimoff-specification fuel as JP-5, F-76 or fuel oil reclaimed(FOR).

6. All fuel removed from turbine engine aircraftis assumed to be a mixture of JP-4 and JP-5. Defueledturbine fuel must not be returned to JP-5 storage tankswithout first confining the flash point of the fuel to be140°F or higher.

7. Fuel containing leak-detection dye can be reis-sued to aircraft of the same squadron as long as thesquadron’s requesting official signs a statement that thefuel is nonsuspect and is safe for use.

NOTE

Refuelers/defuelers may be used to defueldyed fuel. However, this may present logisticsproblems since it may take several loads of fuelto flush the dye out of the refueler/defueler. Thefuel may appear off-color when sampled priorto issue to another squadron’s aircraft.

8. The Fuels Maintenance Officer will personallydecide the disposition of all defueled products.

9. The defueling unit is required to maintain aflooded suction above the anti-vortex splash plate in itstank to minimize turbulence and possible ingestion ofair. Historically, a minimum of 1,000 gallons has beenrequired in the defueling unit to resolve turbulence and

air ingestion problems. Because of the wide variety ofconfigurations of pump piping systems and tank sizes,1,000 gallons of product mayor may not be enough. Itis up to the local commands to determine the minimumamount by using manufacturers’ technical manuals andhistorical data.

10. The valve(s) that control the flow of fuel fromthe tank to the upstream side of the pump remain closedduring defueling operations. This is to prevent the re-circulation of product in the tank. The valve(s) may beopened to prime the pump only when the pump is notoperating.

11. If, during the defuel operation, the pump startsto lose prime or cavitates, the operation must be discon-tinued until the problem is resolved and the fuel super-visor authorizes a restart. At no time will a restart beauthorized without waiting a minimum of 1 MINUTEto allow relaxation of any static charges.

12. At no time will defueler tank tops be openedduring defueling operations.

13. Every aircraft defueling operation requires aminimum of three personnel: the defuel truck operator(supplied by the fuel division), a nozzle operator (sup-plied by the squadron), and a fire watch (supplied by thesquadron).

14. A special log of each defueling operation ismaintained. The following minimum information iscontained in the log:

a. Complete list of all squadron personnelauthorized to sign defuel request forms. This list mustbe updated

b.

c.

d.

e.

f.

g.

h.

i.

at least quarterly.

All abnormal happenings.

Aircraft buno number.

Defueler number.

Grade of product.

Amount of product actually defueled.

Scheduled amount to have been defueled.

Disposition of product.

Times when the defuel operation wasstarted and completed.

j. Names of the defueler operator and squad-ron personnel present during the defuel operation.

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Figure 7-12.—Aircraft Defueling Certificate.

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Defueling Procedures

Aircraft defuelings are to be performed in thefollowing sequence:

1. Prior to starting the defuel operation, take sam-ples of the fuel to be defueled from the aircraft’s drainsand visually inspect them for contamination (qualifiedsquadron personnel under the observation of thedriver/operator).

2. Determine the status of the fuel, that is, suspector nonsuspect (defuel truck operator). The person re-questing the defueling operation will confirm that thefuel is or is not suspect. Fuel is considered suspect if theaircraft has malfunctioned and the fuel is believed tohave contributed to the problem or the fuel is thoughtto be of the wrong type.

3. Determine the amount of fuel to be removedfrom the aircraft (defuel truck operator). Again, thesquadron personnel requesting the defueling operationwill provide this estimate as part of the official request.

4. Select the defueling equipment to be used, thatis, defueler for suspect product or refueler/defueler fornonsuspect fuel (FMO and station operator). Alwayscheck the remaining capacity of the defueler or refu-eler/defueler to make sure there is adequate room tohold the fuel being defueled. In addition, remember thatsufficient fuel must be in the defueling tank to maintaina flooded suction above the anti-vortex splash plate.

5. Position the defueler (defuel truck operator).

6. Verify that the aircraft is spotted properly (allpersonnel).

7. Check for possible sources of ignition (all per-sonnel).

8. Verify that the defueling request chit corre-sponds to the instructions from the dispatcher (defueltruck operator).

9. Connect the bonding wire from the defueler tothe aircraft (defuel truck operator).

10. Unload, position, and connect the defuel hoseto the aircraft and the defueling stub on the defueler(plane captain).

11. Start defueling upon signal from the nozzleoperator (defuel truck operator).

12. Adjust the valve downstream of the pump tooptimize the defuel rate. Maximum defuel rate is 100

gpm (defuel truck operator). When nearing completionof the defuel process, very close attention should be paidto the defuel rate to prevent pump cavitation and/or lossof prime. Discontinue defueling of an aircraft if pumpcavitation is a persistent problem.

13. Upon completion of the defuel operation, se-cure all equipment and CHECK THE AREA FOR FOD(all personnel).

Disposition of NonsuspectFuel Removed From Aircraft

All USN and USMC aircraft are authorized to useJP-4, JP-8, commercial JET A and JET A-1, as well asJP-5 fuel. Fuel removed from a USN or USMC air-craft will contain mixtures of these fuels, and thespecific grade of fuel will be impossible to determinewithout extensive specification testing. USA andUSAF aircraft also may contain such mixtures. There-fore, fuel in any properly operating DOD aircraft withturbine engines that is NOT suspect of being contami-nated can be defueled into a designated refuelingvehicle and then used to refuel any aircraft with theuser’s knowledge and permission.

First preference will be given to using the fuel toload an aircraft in the same squadron as that fromwhich the fuel originated. Second choice will be toissue the fuel to aircraft having engine fuel controlsthat automatically compensate for fuel densitychanges. Aircraft with T-56 engines, such as the P-3and E-2, should be preferentially used since theseengines are the most tolerant to such fuel changes. Inaddition, the following roles apply to reissuing defu-eled fuel:

1. Since fuel removed from any aircraft almostdefinitely has a flash point below 140°F, it must NOTbe used to refuel any aircraft scheduled for immediatesea duty.

2. Any designated defuel or refuelers must passtheir fuel through filter/separators and fuel monitorsbefore reaching the aircraft.

3. The FSII content of defueled turbine fuel mustbe checked using the FSII refractometer prior to refuel-ing S-3 and SH-60 USN aircraft and all U. S. Army andU.S. Air Force and foreign aircraft.

Nonsuspect fuel that has been dyed for the detec-tion of aircraft fuel system leaks also can be used inaircraft provided the above procedures are followed.Nonsuspect fuel removed from piston engine aircraftcan also be reissued provided

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1. the fuel is a known grade (80/87 or 100/130),and

2. it is properly filtered before reissue.

Disposition of Suspect FuelRemoved From Aircraft

Fuel removed from any aircraft that has recentlyexperienced engine or airframe fuel system problemspossibly related to fuel quality must be segregated bycollecting in a designated defueler, a clean storagetank, or any container as “salvage fuel.” It must thenbe sampled and tested to determine if it is in confor-mance with the deterioration use limits. If the fueltests within the established limits, it can be returnedto station storage and reissued as the grade and typedetermined providing adequate filtration and waterseparation can be accomplished prior to dispensingthe fuel.

Aviation turbine fuels that do not meet the re-quirement specified previously generally cannot bedowngraded for any aircraft use. Questions concern-ing the use or disposition of fuel not meeting thedeterioration use limits should be referred to the Na-val Petroleum Office.

PRODUCT RECEIPT

Barge or tanker receipt of product requires plan-ning. The Fuel Maintenance Officer must post writtenorders designating the following:

1.

2.

3.

4.

5.

6.

7.

8.

9.

10.

Pier preparation and inspection

Pipelines to be used

Number and sizes of hoses to be connected

Tanks into which cargo is to be received

Pumphouses and pumps to be operated

Number of samples and location where sam-ples are to be taken

Tests required

Communications to be used

Personnel assignments

Preparation of the “Declaration of Inspection”(an Environmental Protection Agency require-ment in the 33 Code of Federal Regulationsadministered by the Coast Guard).

The activity instruction covers standard operatingprocedures for the following:

1.

2.

3.

4.

5.

6.

7.

8.

9.

10.

11.

12.

13.

Filling of lines before the barge is docked

Notification to start unloading

Unloading speed

Line patrol and gage check

Changing tanks

Change in pump operation

Barge stripping procedure and stripping speed

Final inspection of barge tanks

Draining pier lines

Personnel manning level

Personnel training requirements

Special clothing requirements

Fuel sampling and testing requirements

Pipeline receipt of product requires essentially thesame planning as barge receipt, and a written order isrequired. Some pipeline operations, however, are rela-tively simple and, therefore, require minimum person-nel.

Incoming tank trucks and tank cars of aircraft fuelmight arrive separately or in groups. All must be sealedat the source of supply. Unloading of tank trucks re-quires approximate y 1/2 hour and is a two-man opera-tion. Tank cars are usually left on a siding or in placefor the offloading operation. The following proceduresapply to both tank truck and tank car receipt:

1. Ensure that the seals are intact.

2. Verify that seal numbers are identical to thoseon the shipping document.

3. Verify the specification and grade number ofthe product on the shipping document.

4. Make sure the fuel level coincides with themarking on the tank and the quantity on the shippingdocument.

5. Take a bottom sample from each compartment,first drawing off water if present.

6. Make a visual inspection of samples.

7. Unload the product into a segregated storagetank.

8. Check the vehicle’s tank interior after delivery.

9. Upon completion of fuel receipt (multiple tankcar or truck loads), sample the storage tank and performquality control tests.

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CHANGE OF PRODUCT INAIRCRAFT REFUELERS

Change of product in mobile refuelers isperformed according to table 7-2. Product used toflush tanks and piping MUST be treated ascontaminated fuel. Samples must be visuallyinspected for sediment and water, and the specificgravity of each must check within 0.5 of the correctedAPI of the appropriate product in storage.

Change of Product inStorage Tanks

The Naval Petroleum Office must be contactedconcerning instructions for the change of productgrade in storage tanks.

ASHORE AVIATION FUELS SAFETY

LEARNING OBJECTIVE: Describe the safetyrequirements and procedures that must befollowed during fueling operations ashore.

This section contains safety procedures and re-quirements that either are general in nature andtherefore not covered in other chapters of thismanual or are extremely important and repeatedhere for emphasis. Any departure from theprocedures of this section may adversely affect theoverall safety of the operation being performed.

Although the procedures and requirements con-tained in this manual are as complete as possible,they are no substitute for experience and a thoroughknowledge of aviation fuels and their inherent

Table 7-2.—Change of Grade Procedures for Aircraft Refuelers

LEGEND:

A. Drain, fill with desired product.

B. Drain, flush 300 gallons (600 gallons if total filter/separator capacity is 600 gpm) of desired product,drain, fill with desired product. recirculate, sample and test. Pay particular attention to sumps,pumps, filters, hoses and other components likely to trap quantities of liquid.

C. Drain, steam clean, and dry. Remove fuel from all refueling system components—that is, sumps,

pumps. filters, hoses, and piping—prior to initiating steam cleaning. Replace the filter separator andmonitor elements.

D. Drain, gas-free, and fill with desired product.

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characteristics and dangers. The better you, as anABF, know and understand aviation fuel hazards, thebetter you will be at avoiding, or correcting, unsafesituations.

REDUCING ELECTRO-STATIC CHARGES

One of the primary sources of ignition is staticelectricity. To ensure the safe relaxation of staticcharges relevant to fuel operations, all activities mustdo the following:

Prohibit the top loading or splash filling of anyfuel trucks or tanks.

Refill filter/separator slowly or monitor vesselswhenever they have been drained.

Keep tanks free of foreign objects, such as smallconductive objects that can be floated by foamingfuel, thereby becoming an unbonded charge collector.This does not prohibit suspending thermometers orsamplers in tanks. However, these devices must beremoved prior to any receipt.

Always electrically bond the refueling equipmentto the aircraft or truck into which the fuel is beingloaded.

Earth (ground) the aircraft and the refueling vehi-cle whenever refueling operations are conducted onany surface other than concrete, such as asphalt andplastic-coated surfaces. Earthing is also required forall hot-refueling operations and when refueling U.S.Air Force aircraft.

Check the electrical resistance of pressure nozzlesmonthly.

Bond overwing (gravity) refueling nozzles to theaircraft, using a separate bonding pigtail before tank’scaps are removed.

Attach bonding cables to aircraft, using plug andjack method whenever available.

Inspect bonding and grounding cables, clamps,and plugs daily.

Check the electrical resistance of cables monthly.

Never conduct fuel operations during an electricalstorm .

Remove refuelers from aircraft parking areas dur-ing electrical storms.

Require fuel personnel to wear non-static-produc-ing clothing, such as cotton.

ELIMINATING OTHERSOURCES OF IGNITION

To prevent or eliminate other sources of ignition,activities must ensure the following:

Never allow fuel personnel to wear shoes thathave nails or other metal devices on the soles.

Advise fuel personnel not to carry or wear loosemetal objects, such as knives or keys.

Check the exhaust piping on mobile refuelersdaily to ensure that holes, cracks, or breaks do notexist.

Never permit smoking, spark- or flame-producingitems, open flames, or hotwork within 50 feet of anyrefueling operation.

Defer all repair work on fueling equipment duringfuel-handling operations.

Except approved safety lights for use in hazard-ous locations, do NOT introduce lights into any com-partment or space where fuel or flammable vaporsmay be present.

Do NOT allow fuel personnel to carry “strikeanywhere” matches or cigarette lighters.

Be certain that no repair or maintenance work isbeing conducted on the aircraft before starting therefueling or defueling operation.

Be certain that LOX operations are not beingperformed and that LOX-handling equipment is notlocated within 50 feet of fuel operations.

Be certain that aircraft radar and all unnecessaryradio equipment is switched off before refueling ordefueling is begun.

Do NOT conduct aircraft fuel-handling opera-tions within 300 feet of ground radar equipment.

Equip all internal combustion engines operatedwithin 50 feet of fuel-handling operations with spark-arresting-type mufflers.

Do not start or stop any engine, regardless of itsconfiguration, within 50 feet of a fueling or defuelingoperation. This prohibition includes aircraft beingserviced and adjacent aircraft, as well as ground sup-port equipment. The starting or stopping of an enginewithin 50 feet of a fueling or defueling operation issufficient cause for the operator to immediately shut-down the fuel pump.

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Open valves slowly to reduce or prevent anysplashing in tanks.

Conduct overwing refueling only as a last resortand then only if of operational necessity or if aircraftdesign dictates.

Hold hot-refueling operations to the absoluteminimum possible. Cold refueling operations are in-herently safer and are preferred to hot refueling.

REDUCING AND CONTROLLING VAPOR GENERATION

To help prevent fires by reducing or controllingvapor generation, activities must ensure the followingactions:

1. Do NOT handle aviation fuel in open contain-ers.

2. Do NOT refuel, defuel, or drain aircraft orconduct fuel-handling operations in a hangar or con-fined area except for the removal of water and theextraction of samples from aircraft low-point drains.This does not apply to structures specifically designedfor these operations.

3. Keep all fuel containers, such as aircraft fueltanks or filters, closed except when necessary to openfor actual operation or maintenance.

4. Avoid spilling fuel during fuel-handling op-erations.

5. Take immediate action to clean up any spillthat occurs.

6. Properly dispose of oily waste or rags immedi-ately after using.

7. Never drive or move a refueler or defueler witha leak in the tank, piping, or other equipment.

8. Report all leaks in any portion of the fuel-han-dling facilities to the FMO.

9. Treat empty or apparently empty carts or con-tainers that formerly held aircraft fuels as though theystill contain fuel. These containers will still containvapors and are dangerous for many days after they havebeen emptied.

10. Be aware that fuel vapors are heavier than airand will collect in low places, such as pits, sumps, andopen sewers.

11. Never dispose of waste fuel in storm water orsanitary sewer systems.

12. Never top load or splash fill tanks. (This doesnot prohibit overwing refueling of aircraft that aresolely configured for this operation).

13. Keep all equipment and work areas neat, clean,orderly, and in good mechanical condition.

14. Make sure fire-fighting equipment and extin-guishers are in good condition and readily available.

15. Never use gasoline or jet engine fuel as acleaning agent.

EXTINGUISHING FIRES

Although the Air Station’s Crash Crew has primeresponsibility for firefighting, all fuel-handling per-sonnel should be aware of the basic principles in-volved in extinguishing fires, as well as the equipmentused. They also should make certain that appropriatefire-fighting equipment, in good condition, is readilyavailable whenever and wherever fuel-handling op-erations are being conducted. All refueling personnelwill receive flightline fire-fighting training initiallyand annually thereafter.

MINIMIZING HEALTH HAZARDS

Not only must aviation fuels be handled withcaution because of the obvious dangers associatedwith possible fires and/or explosions, the materialsthemselves present a danger to the health of fuel-han-dling personnel. These dangers are equally importantas those of fires and explosions even though they arenot so well known.

To minimize health dangers, fuel-handling per-sonnel must take the following actions:

Avoid entering enclosed areas where fuel vaporsare present.

Keep to an absolute minimum the amount of timespent breathing fuel vapors. Good ventilation of workspaces is essential.

Stay on the windward, or upwind, side of a spill ifyou must remain in an area where a large spill hasoccurred.

Stay on the windward, or upwind, side when con-ducting fuel-handling operations where the formationof vapors is unavoidable, such as at a truck fill stand.

Stop the fuel-handling operation and move to afresh air location immediately if you feel dizzy ornauseated.

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Avoid skin contact with liquid fuels and tankwater bottoms that can contain a high concentration ofFSII. If fuel or water bottoms do contact the skin,wash with soap and water immediately.

Never wash hands in gasoline or jet engine fuels.

Remove fuel-soaked clothing or shoes at once.

Wear eye protection and clothing that leaves aminimum amount of skin exposed during refuelingoperations. This will help reduce bums in a fire.

Only use footwear that completely covers the feetto provide protection against fuel spills and fires.Shoes made of fabric or other absorbent materials arenot acceptable.

CONFINED SPACES

Personnel entering or working in or around con-fined spaces who are exposed to fuels and fuel vaporsmight encounter hazards such as

• the lack of sufficient oxygen,

• the presence of flammable or explosive vapors,or

• the presence of toxic vapors and materials.

These hazards may not always be readily appar-ent, detectable by odor, or visually obvious to personsentering or working within such spaces. Therefore, allconfined or enclosed spaces such as fuel tanks, refu-eler/truck tanks and unvented deep pits (more than 5feet) must be well-ventilated and tested prior to entry.Poorly vented or unvented pump rooms, storageareas, and unvented shallow pits (under 5 feet) must

be surveyed to determine steps necessary for gas-free-ing or designation as a safe work environment.

To reduce risk, fuel-handling personnel ensurethe following:

1. NEVER enter a tank or equipment that hascontained any fuel until all safety precautions have beenfollowed, and then only with experienced, knowledge-able supervision present.

2. Always use a blower-type mask or positive pres-sure hose mask, boots, and gloves if you must enter aconfined area where fuel vapors may be present.

3. Employ the buddy system when entering deepunvented or poorly vented pits—that is, low-point drainpits.

SUMMARY

In summary, it is noted that the fueling operationsashore or afloat are similar. The functions are basi-cally the same, but the problems are a little different.Many of these problems are made more acute, be-cause of the sprawling area covered by fuels opera-tions ashore and the many chances for introducingforeign or contaminating materials into the fuel.

Some of the problem areas that require specialattention from senior ABFs are quality surveillance;the close supervision and training of new personnel;an effective training program; preventive mainte-nance and proper use of equipment; cheerful coopera-tion with civilian personnel of the fuels division; andgood management practices within the division.

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