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 special precautions: 1. All hangar bay sprinkler groups located in the hangar bay in which the aircraft are parked will be operable. 2. A manned MFFU/TAU will be positioned at a location that will provide coverage of the affected air- craft. 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 aircraft. SAFETY PRECAUTIONS 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- ing/defueling operations. 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 FUEL LOADS 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. SUMMARY 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! 5-23