If an aircraft containing fuel with a low flash point
must be lowered to the hangar deck, fuel samples
must be taken from all low point drains of the aircraft
and their flash point measured. If the flash point tests
results are all above 120°F, the aircraft can be lowered
to the hangar deck with the following minimum
1. All hangar bay sprinkler groups located in the
hangar bay in which the aircraft are parked will be
2. A manned MFFU/TAU will be positioned at a
location that will provide coverage of the affected air-
3. The CONFLAG station located in the hangar
bay with the affected aircraft will be manned.
4. Hot work will not be conducted in the hangar
bay or close to the hangar bay containing the affected
Before fueling or defueling is started, the OOD
should be notified, permission received to commence,
and the smoking lamp put out. At the end of the opera-
tion, the OOD should be notified and the smoking lamp
lighted. During planned flight quarters, fueling and
defueling are expected, and requesting permission from
the OOD to fuel and defuel is not necessary, but the
OOD should be notified about the recommended con-
dition of the smoking lamp.
Care should be exercised to prevent sparks from
striking in locations where fuel is being handled. The
supervision of fueling and defueling operations should
always be done by a qualified petty officer to ensure that
all safety precautions are earned out and that the opera-
tion is done properly.
All personnel involved in handling aviation fuels
must be fully aware of the constant danger of fire and
thoroughly trained in firefighting. They also must know
and follow all precautions and proper procedures.
The petty officer in charge of the fueling crew
checks with the plane captain or other authorized rep-
resentative of the aircraft crew to ensure that, unless it
is required in the fueling (or defueling) operation or in
the quantity gauging system check, no electrical equip-
ment in the aircraft is energized or being worked on. In
addition, NO electrical apparatus supplied by outside
power (electrical cords, droplights, floodlights) is per-
mitted in or near the aircraft. For night refueling or
defueling, only approved flashlights are used.
The fueling or defueling of aircraft is handled by
the aviation fuels crew under the direction of the officer
who is responsible for this procedure. Fueling or
defueling of aircraft is done only by members of an
aviation fuels crew.
All personnel directly involved in fueling or defu-
eling evolutions must wear the proper safety gear, even
when the ship is not at flight quarters. Cranial, goggles,
gloves, jersey, and life vest must be worn during fuel-
No aircraft will be fueled while on jacks.
Simultaneous fueling, loading/downloading of
weapons is authorized only as specified in CV and
Aircraft Refueling NATOPS Manuals.
JP-5 becomes highly flammable if spraying (such
as a ruptured hose or gasket) or wicking (such as a
fuel-soaked rag or clothing). Extreme caution should be
observed if these conditions occur.
Leaks in aircraft, hose, and connections, or trouble
with fueling equipment should be reported immediately
to the aviation fuels flight deck supervisor.
CHECKING AND RECORDING
On flight decks, the fuels checker will go to all
incoming aircraft and check fuel loads and record on
checker cards the amount of fuel in the aircraft before
fueling and after fueling. The figures that are received
and logged on the checker cards are in pounds, not
gallons. Pilots and aircrew talk about pounds of fuel
because they are concerned with the weight of the fuel.
We, the ABFs, will take the figure in pounds and
convert it to gallons by dividing the difference from
the start weight to the finish weight by 6.8 (which is
how much a gallon of JP-5 weighs). For example, a
starting figure from the aircraft is 2,800 pounds and
the finish fuel weight is 9,700 pounds; the difference
is 6,900 pounds. When you divide 6,900 pounds by
6.8 you will get gallons of fuel. At the end of a preset
time, the squadrons will get a bill for the number of
gallons of fuel received.
In this chapter, you have learned about the equip-
ment and procedures used in flight deck fuels
operations. As with below decks operations, following
proper procedures is a must. The flight deck of an
aircraft carrier is one of the most exciting and dangerous
places to work. All flight deck supervisors should en-
sure new personnel receive in-depth training on flight
deck hazards. Knowing your equipment, knowing the
correct operating procedures, and always being aware
of your surroundings will keep you alive!