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 and
disposed of according to local hazardous-waste dis-
posal procedures. An exception to this method maybe
authorized if the spill occurs in an area where no
operations are in progress or will be conducted until
ample opportunity is provided for volatile fuels to
evaporate harmlessly. In such an event, the area must
be roped off. Fuels such as JP-5, which will not
evaporate readily, must be removed by one of the
methods indicated previously.
Spills covering an area greater than 10 feet in any
dimension or more than 50 square feet in area require
handling by the Spill Response Team. The team must
be summoned immediately and all other personnel
evacuated to a safe distance. No one will be permitted
to walk through the liquid area of a fuel spill.
All fuel spills must be reported immediately to the
activitys Environmental Coordinator in accordance
with the local oil-spill contingency plan. All fuel-han-
dling personnel must be familiar with the local oil-
spill contingency plan.
PRESSURE REFUELING AT DIRECT
FUELING STATIONS (PITS) WITH
ENGINES OFF (COLD REFUELING)
Cold refueling of aircraft at fueling hydrants, di-
rect refueling stations, skid mounts, and other fuel
service units requires a minimum of two people. Re-
quired are a nozzle operator (supplied from the squad-
ron, maintenance department, or transient line) and a
fuel system operator (from the fuels division), who
also performs the duty of a fire extinguisher operator.
Aircraft refueling tasks are to be performed in the
following sequence and verified by the pit station
operator. The individual who actually performs the
task is indicated within parentheses following the
1. Recirculate (flush) the station and take fuel
sample(s) for quality control checks as appropriate (sta-
tion operator). Fuel is recirculated or flushed through
the refueling hose and nozzle, and tested for contami-
nation prior to refueling the first aircraft each day.
Fueling must not begin until acceptable results have
2. Check for hot-brake condition (plane cap-
tain). The hot-brake check applies to fixed-wing aircraft
3. Tow the aircraft into the direct refueling sta-
tion; position and chock it (plane captain).
4. Secure all electronic and electrical switches on
the aircraft not required for fueling (plane captain).
5. Verify that fire-fighting equipment is in the
immediate vicinity of the refueling operation and
manned (station operator).
6. Attach the bonding cable between the refueling
equipment and the aircraft (plane captain). In direct fuel
systems, bonding is usually accomplished through the
nozzle/hose/pantograph system. If bonding is not ac-
complished via the nozzle/hose/pantograph system, the
bonding connection is made using the grounding recep-
tacle near the aircrafts refueling adapter. If this is not
possible, the connection must be to bare metal on the
7. Pull out the pantograph (or reel out the hose)
and place it in the proper position for refueling (nozzle
operator and station operator).
8. Remove the refueling adapter cap from the
aircraft 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 fully
closed and locked position (nozzle operator).
A worn or broken adapter can defeat the
safety interlocks of the refueling nozzle, per-
mitting the poppet valve to open and fuel to
spray or spill.
9. Visually inspect the aircrafts adapter (recep-
tacle) for any damage or significant wear (nozzle opera-
The nozzle must seat firmly on the adapter
and not be cocked. Cocking can indicate a
malfunction of the nozzles safety interlock
system, which could lead to a fuel spray or spill.
10. Lift the nozzle by the lifting handle; align the
lugs with the slots on the aircraft adapter; and hookup
to the aircraft by pressing the nozzle firmly onto the
adapter and rotating it clockwise to a positive stop