11. Zero the refueling station’s meter or note the station’s totalizer reading (station operator). 12. Upon receiving signals from the nozzle opera- tor and plane captain that hook-up has been completed and the fueling operation is ready to begin, the station operator actuates the remote, hand-held deadman con- trol. Deadman controls must NOT be blocked or over- ridden in any way. Such action defeats the purpose of the device and can lead to a catastrophic accident. 13. Rotate the nozzle flow control handle to the FULL OPEN position. The handle must rotate 180 degrees to ensure that the poppet valve is fully open and locked (nozzle operator). The flow-control handle of the pressure refueling nozzle will be 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. Excessive wear on the aircraft adapter and the fuel nozzle poppet will result if the handle is allowed to “float” in the unlocked position. 14. Once fuel flow is established, test the aircraft’s precheck system (plane captain). NOTE The precheck system simulates the com- pletion of a complete refueling by closing all the tank inlet shutoff valves within the aircraft. All fuel flow into the aircraft should stop within a few seconds to 1 minute of actuating the precheck system. The refueling station meter is the primary means of detecting that fuel flow has stopped and that the precheck was success- ful. If a meter is not available, successful pre- check may be confirmed by observing the jerk and stiffening that occurs in the refueling hose and/or the pressure spike that occurs at the refueling station. An aircraft may be cold refu- eled if it fails precheck but special procedures are required. See the appropriate aircraft NA- TOPS manual. Cold refueling after precheck failure should be done only if it is an opera- tional necessity. 15. Fuel aircraft as directed by the plane captain. The plane captain monitors the aircraft vents, tank pressure gage(s), and/or warning lights as necessary. 16. When directed by the plane captain, release the deadman control (station operator). 17. Rotate the nozzle flow-control handle into the OFF and fully locked position (nozzle operator, and verified by the station operator). Failure to lock the flow-control handle in the OFF position can contribute to failure of the nozzle’s safety interlock system and could result in a fuel spray or spill. 18. Disconnect the nozzle from the aircraft adapter (nozzle operator). 19. Stow the pantograph or hose (nozzle operator and station operator). 20. Complete the paperwork (nozzle and station operators). Overwing (Gravity) Refueling at Direct Fueling Stations (Pits) Overwing (gravity) refueling of aircraft at fueling hydrants, direct refueling stations, skid mounts, and other fuel service units is done using the procedures previously mentioned but with the following modifi- cations: The overwing nozzle must be bonded to the aircraft via a nozzle bonding cable prior to removing the filler cap. CAUTION Overwing refueling with the aircraft’s en- gines operating (hot refueling) is NOT author- ized The overwing nozzle is inserted into the air- craft’s refueling port. Metal-to-metal contact between the nozzle and the aircraft fueling port must be main- tained during the entire fueling operation. TRUCK FILL STANDS Operating truck fill stands is a one-person opera- tion for trucks equipped with high-level alarms/shut- off and deadman control valves at the fill stand. This is a two-man operation for equipment not having these devices. CAUTION Top loading must NOT be performed. This method of filling is extremely dangerous be- cause of the highly flammable vapors and static charges produced. Trucks are filled in the following sequence: 1. Position the truck, turn off lights, place the gear shift in the neutral or park position, set the parking brake, stop the engine, and turn off all switches except necessary alarms. 7-15