— The deadman control operator must have a direct line-of-sight to the refueling nozzle operator at the aircraft receptacle whenever he 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 during the entire refueling evolution. — Both engines on dual-engine aircraft are assumed to be operating. Although some aircraft can, and do, shut down the engine on the side where the refueling adapter is located (F-14), most aircraft currently do not (F-18, A-6). — Hot refueling of rotary-wing aircraft by mobile refueler without the use of a pan- tograph is accomplished only with the rotor blades disengaged. Hot refueling by mo- bile refueler should be avoided whenever possible. refueler operators must be thor- oughly checked out and PQS-certified in hot-refueling operations. Secure all unnecessary electrical and electronic equipment. Verify that manned fire-fighting equipment is in the immediate vicinity of the refueling operation (sta- tion operator). Attach the bonding cable between the refueling equipment and the aircraft (plane captain). In direct fuel systems (pits), bonding is usually accomplished through the nozzle/hose/pantograph system. If bonding is not accomplished via the nozzle/hose/pantograph system, the bonding connection is made using the grounding receptacle near the aircraft’s fueling adapter. If this is not possible. the connection must be to bare metal on the aircraft. Pull out the pantograph (or reel out the hose) and place it in proper position for refueling (nozzle operator and 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 closed and locked position (nozzle operator). Visually inspect the aircraft’s adapter (recepta- cle) for any damage or significant wear. A worn or broken adapter can defeat the safety interlocks of the refueling nozzle, permitting the poppet valve to open and fuel to spray or spill. Lift the nozzle by the lifting handles and align the lugs with the slots on the aircraft adapter. Hookup to the aircraft by pressing firmly onto the adapter and rotating it clockwise to a positive stop (nozzle operator). The nozzle must seat firmly on the adapter and not be cocked. Cocking can indicate a malfunction of the nozzle’s safety interlock system, which can lead to a fuel spray or spill. Zero the refueling meter or note the totalizer reading. Upon receiving signals from the nozzle operator and plane captain that hook-up has been completed and that the fueling operation is ready to begin, the station operator actuates the remote, hand-held, deadman con- trol. CAUTION The deadman controls must NOT be blocked open or overridden in any way. This defeats the purpose of the device and can lead to a catastrophic accident. Once a fueling evolution has commenced, the aircraft’s electrical power status and connections must not be changed until the evolution has been completed or refueling has been stopped for an emergency. NO aircraft engines or auxiliary power units can be started or stopped, and external power CANNOT be connected, disconnected, switched on or off. Changing the aircraft’s electrical power status can create significant ignition sources. Rotate the nozzle flow-control handle to the FULL OPEN position. The handle must ro- tate 180 degrees to make sure the poppet valve is fully open and locked (nozzle operator). The flow-control handle of the single-point pressure refueling nozzle is-placed in either of two locked positions: fully open or fully closed. The handle is NOT to be used as a flag to indicate fuel flow. 7-22