hose reel hub, to the swing joint, through the am- phonel stud to the junction box, to the solid state relay (which is also grounded to the ship), and from the solid state relay back to the electric solenoid, which goes to the fuel position. If the continuity circuit is broken at any place, the solenoid will immediately de-energize, and the Cla- Val will go into the defuel mode. NOTE More often than not, if a hose does not charge when the fueling switch is flipped on, the cause is a bad ground. Double-check all grounding connections to ensure metal-to-met- al contact is made. CAUTION If a hose should rupture while fueling, and the continuity circuit is not broken, FUEL WILL CONTINUE TO BE PUMPED THROUGH THE HOSE AND OUT THE RUPTURE. Immediate action by the nozzle- man to flip the QD housing switch to OFF is required to de-energize the SOPV so the Cla- Val will go into the defuel mode. If the nozzle- man is unable to do this, the station operator should turn the defuel pump off (this will also break the continuity circuit) and close the sta- tion riser valve. SHIPBOARD AIRCRAFT REFUELING PROCEDURES LEARNING OBJECTIVES: Identify various flight and hangar deck fueling and defueling operations. Explain proper procedures for each operation. The actual fueling or defueling operation is the end result of several actions. Unlike below-decks op- erations, flight-deck operations are rarely routine. Fueling assignments on the flight and hangar deck are made by the Aviation Fuels Flight Deck Control Talker. The Control Talker works closely with the Handler and CAG Maintenance Chief to ensure aircraft and support equipment are fueled quickly and safely. The following shipboard operating procedures cover only those activities directly involved with the refueling of aircraft. They do not cover the below- deck operations that must be performed in conjunc- tion with the aircraft refueling operation. The procedures presented here are the typical ones used aboard ship. Specific shipboard operating procedures, includ- ing below-deck activities as well as aircraft refueling, are contained in the Aviation Fuels Operational Se- quencing System (AFOSS). As in all fueling evolu- tions, use the specific procedures published in your ship’s AFOSS. Skill, experience, and good judgment are the keys to running a successful flight deck. HAND REFUELING SIGNALS In the upcoming pages, we will discuss opera- tions. All successful operations depend on how well you can communicate with the person with whom you want to communicate. Since the flight deck is often very noisy, you cannot talk directly with the pilot or even members of your fueling crew; you must use hand signals. A clear understanding of hand signals is required. See figure 5-18 for an easy-to-follow dia- gram of refueling signals. It is very important that you, the ABF, know the correct hand signals for refu- eling. Study the figure carefully. As an ABF, you will constantly use hand signals. When an aircraft lands on deck, one of the first questions asked is, “What is your fuel load?” The question and answer are communi- cated with hand signals. AIRCRAFT PRESSURE REFUELING WITH ENGINES OFF (COLD REFUELING). A minimum of three people are needed for refuel- ing an aircraft: refueling crewman, refueling station operator, and a plane captain. A crewleader (safety person) is also recommended, but it is possible for the safety person to supervise more than one fueling op- eration. Aircraft refueling tasks are to be performed in the following sequence: 5-17