AVIATION BOATSWAINS MATE (FUELS) (ABF)

Aviation Boatswain’s Mate (Fuels) (ABF) NAVEDTRA 14322A NONRESIDENT TRAINING COURSE February 2013 Notice: NETPDTC is no longer responsible for the content accuracy of the Nonresident Training Courses (NRTCs). For content issues, contact the servicing Center of Excellence: Center for Naval Aviation Technical Training (CNATT); (850) 452-9700 Ext. 3171 for the N73 Director or DSN: 922-9700 Ext. 3171. DISTRIBUTION STATEMENT A: Approved for public release; distribution is unlimited.

PREFACE By obtaining this rate training manual, you have demonstrated a desire to improve yourself and the Navy. Remember, however, this manual is only one part of the total Navy training program. Practical experience, schools, selected reading, and your desire to succeed are also necessary to successfully round out a fully meaningful training program. THE MANUAL: This manual is organized into subject matter areas, each containing learning objectives to help you determine what you should learn, along with text and illustrations to help you understand the information. The subject matter reflects day- to- day requirements and experiences of personnel in the rating or skill area. It also reflects guidance provided by Enlisted Community Managers (ECMs) and other senior personnel; technical references, instructions, etc.; and either the occupational or naval standards listed in the Manual of Navy Enlisted Manpower and Personnel Classifications and Occupational Standards, NAVPERS 18068(series). THE QUESTIONS: The questions that appear in this manual are designed to help you understand the material in the text. The answers for the end-of-chapter questions are located in the appendixes. THE EVALUATION: The end- of-book evaluation is available on Navy Knowledge Online. The evaluation serves as proof of your knowledge of the entire contents of this NRTC. When you achieve a passing score of 70 percent , your electronic training jacket will automatically be updated. THE INTERACTIVITY: This manual contains interactive animations and graphics. They are available throughout the course and provide additional insight to the operation of equipment and processes. For the clearest view of the images, animations, and videos embedded in this interactive rate training manual, adjust your monitor to its maximum resolution setting. VALUE: In completing this manual, you will improve your military and professional knowledge. Importantly, it can also help you study for the Navy-wide advancement in rate examination. If you are studying and discover a reference in the text to another publication for further information, look it up. February 2013 Edition Prepared by ABHCS (AW/SW) Curtis Evans ABFCS (AW/SW) Jason Schaefer ABFCS (AW/SW) Henry Naguit ABFCS (AW/SW) Michael C. Rosete ABFC (AW/SW) Hawa P. Jenkins ABFC (AW/SW) Jeremy Bolden ABHC (AW/SW) Brik D. Wiley ABFC (AW/SW) Thomas M. Brown NAVSUP NSN

0504-LP-113-1569 ii

NAVEDTRA 14322A COPYRIGHT MATERIAL Copyright material within this document has been identified and approved and is listed below. Copyright Owner Date Chapter Pages Remarks iii

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Sailor's Creed

"I am a United States Sailor.

I will support and defend the Constitution of the United States of America and I will obey the orders of those appointed over me.

I represent the fighting spirit of the Navy and those who have gone before me to defend freedom and democracy around the world.

I proudly serve my country's Navy combat team with honor, courage and commitment.

I am committed to excellence and the fair treatment of all."

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TABLE OF CONTENTS CHAPTER PAGE 1. Quality Surveillance of Aviation Fuels ............................................................... 1-1 2. JP-5 Afloat Below Deck Systems and Operation .............................................. 2-1 3. JP-5 Flight Deck Fuel Systems ......................................................................... 3-1 4. Shipboard Aviation Lube Oil and Portable MOGAS Equipment ........................ 4-1 5. Shorebase Fuel Systems and Operation........................................................... 5-1 6. Fuels Administration .......................................................................................... 6-1 APPENDIXES I. Glossary ........................................................................................................... AI-1 II. References ...................................................................................................... AII-1 III. Answers to End- of-Chapter Questions ........................................................... AIII-1 Index ................................ ................................................................................... Index-1 v

CHAPTER 1 QUALITY SURVEILLANCE OF AVIATION FUELS The fuels that the Aviation Boatswain Mate (Fuels) will most commonly work with are motor gasoline (MOGAS) and jet propulsion (JP). Because of the complexity and hazards of handling fuels, all personnel must be fully knowledgeable of their characteristics and operating qualities. We will discuss the properties of gasoline and jet propulsion fuels so that you can understand the need for safety and caution in handling them. We will also discuss quality surveillance and the test equipment used to ensure the delivery of a clean product. LEARNING OBJECTIVES When you have completed this chapter, you will be able to do the following: 1. Describe the characteristics of the fuels commonly handled by the Aviation Boatswain Mate Fuels. 2. Describe the problems caused by fuel contamination. State the types and limits of fuel contaminants. 3. Describe the specific types of fuel samples taken by the ABF and explain proper sampling procedures. 4. Describe the quality surveillance test used to determine fuel contamination levels and explain the correct operating procedures for the equipment. CHARACTERISTICS OF FUELS Motor gasoline and jet propulsion fuels are petroleum products manufactured from crude oil by oil refineries. Through distillation, the crude oil is separated into fractions, which are groups of compounds having boiling points within a given range. Nearly all of the distillate fractions may be used as fuels. These fractions (which include gasoline, kerosene, jet fuels, and diesel fuel) are known as distillate fuels. Distillate fuels are flammable liquids. This means they burn when ignited. Under proper conditions they even explode with forces similar to those of trinitrotoluene (TNT) or dynamite. Death can result if the vapors of any of these fuels are inhaled in sufficient quantities. Serious skin irritation also can result from contact with the fuels in the liquid state. In the liquid form, petroleum fuels are lighter than water, and in the vapor form they are heavier than air. So any water present in these fuels usually settles to the bottom of the container. On the other hand, vapors of these fuels, when released in the air, tend to remain close to the ground. This increases the danger to personnel and property. Motor gasoline and jet propulsion fuels must be handled with caution. Source of Energy Petroleum fuel is a liquid that contains heat energy that is converted into mechanical energy through combustion in an engine. The jet aircraft engine, like the piston engine, produces power by the expansion of heated air caused by the combustion of fuel and compressed air. The major requirement of a fuel for any jet or piston engine is that it be a source of heat energy. Jet aircraft performance does not vary as much with fuel type as does piston engine performance; however, the jet engine fuel must also be suitable for the aircraft under a wide variety of operating 1-1

conditions. There is no such thing as a universal fuel since a fuel suited for a gasoline engine does not work in a diesel engine and vice versa. MOGAS Description MOGAS (North Atlantic Treaty Organization [NATO] Code Number F-46) is gasoline composed of a mixture of highly volatile liquid hydrocarbons designed for use in internal combustion engines. It is composed of the lower boiling elements of petroleum, is explosive and volatile, and must be handled with extreme caution. The octane number of MOGAS is:  Motor Method – 83  Research Method – 91 The performance characteristics of MOGAS are determined by its knock value. Knocking refers to the ability of the fuel to burn uniformly and evenly in a cylinder without pre-ignition or detonation. Fuels of inadequate knock value will reduce power output in all types of engines and, if used for more than brief periods, can cause engine damage. The knock value for automotive-type engine gasoline is normally expressed as an octane number. The octane number is a numerical measure of the antiknock properties of motor fuel based on the percentage of volume of isooctane in a standard reference fuel. Isooctane is a highly flammable liquid used to determine the octane numbers of fuels. For example, a motor fuel that produces the same degree of knocking as a standard reference fuel containing 80 percent octane has an octane number of 80. The octane number also may be referred to as octane rating. JP-5 Description JP-5 (NATO Code Number F-44) is best described as a kerosene-based jet fuel. It was developed to provide a fuel with a higher flash point that could be safely sto red on board ship unlike gasoline or earlier jet fuels. Like gasoline, it is a mixture of liquid hydrocarbons produced from petroleum. However, JP-5 is composed of higher boiling components than gasoline and is not as explosive or volatile as gasoline. JP-5 is the only grade of jet fuel authorized for use on board naval ships. Although JP-5 does have a high flash point (140 degrees Fahrenheit minimum) when manufactured, if it is mixed with other fuels that have a lower flash point, the liquid becomes unsafe. Even with its high flash point, JP-5 is highly flammable in a mist under pressure (ruptured gasket) or spilled on rags and clothing, which act as wicks. JP-5 is also an acceptable substitute for F-76 (commonly known as diesel fuel marine [DFM]), for use on board ships driven by gas turbine engines on fast frigates (FFGs), guided missile destroyers (DDGs), guided missile cruisers (CGs), landing craft air cushions (LCACs), and in aviation support equipment. JP-8 Description JP-8 (NATO Code Number F-34) is a kerosene-type jet fuel having a flash point of 100ºF (37.8ºC). The Air Force in Europe and the British Isles use it as a replacement for JP-4. JP-8 mixed with JP-5 will also lower the flash point of JP-5 to an unacceptable level for shipboard use. Volatility The volatility of a petroleum fuel is usually measured in terms of vapor pressure and distillation. The vapor pressure indicates the tendency toward vaporization at specific temperatures, while distillation provides a measure of the extent to which vaporization proceeds at a series of temperatures. 1-2

Vapor pressure is measured in a Reid vapor pressure test bomb. In the test, one volume of fuel and four volumes of air are contained in a sealed bomb fitted with a pressure gauge. The container and fuel are heated to 100ºF and shaken, and the pressure is read on the gauge. The pressure shown on the gauge is known as the Reid vapor pressure (RVP) and is expressed in pounds per square inch (psi). The measurement for volatility by distillation is done in a standard distillation apparatus. The fuel in this test is heated to given temperatures with an amount of fuel boiled off as each temperature is measured. The military specification for the fuel gives these temperatures and the percentages of the fuel allowed boiling off to meet the desired standard. Any fuel must vaporize, and the vapor is mixed in a given percentage of air for it to burn or explode. For gasoline vapors in air, the limits are approximately a minimum of 1 percent and a maximum of 6 percent by volume. Other types of fuel vapors may have different limits. Volatility is an important factor in the proper operation of internal-combustion piston engines. In a piston engine, the fuel must vaporize and be mixed with a correct volume of air to burn and deliver power. If part of the fuel does not vaporize, it is wasted. Furthermore, it can damage the engine by washing the lubricant from the engine cylinder walls, which causes rapid wear to the piston rings and cylinder walls. Military jet fuels most commonly used at the present include JP-5 and JP-8, which have no specification for vapor pressure. The minimum vapor pressure for both JP-5 and JP-8 is almost 0 psi at normal room temperatures and at standard atmospheric pressure. Gasoline has a very strong tendency to vaporize and, as a result, always has considerable vapors mixed with the air over the surface of the liquid. In fact, in a closed tank at sea level with temperatures approximately 10ºF or higher, so much fuel vapor is given off by gasoline that the fuel-air mixture is too rich to burn. When fuel is in contact with air, the fuel continues to evaporate until the air is saturated. The amount of fuel vapor in the air above a fuel can never be greater than the saturation value. Of course, it takes time to saturate the air with fuel vapor, so the actual percentage of fuel vapor may be considerably below the saturation point, especially if the fuel container is open to air circulation. JP-5 and JP-8 fuels do not give off enough vapors to be explosive until it is heated above 100ºF. However, if the JP-5 fuel is contaminated with even a small amount of gasoline or, more likely, JP-8, the amount of vapor given off increases to the point where it is in the flammable range at a much lower temperature. At room temperatures, 0.1 percent gasoline results in a fuel that is unsafe to store aboard ship since it fails the flash point requirement for unprotected storage. Specific Gravity Specific gravity is the ratio of the weight of a given volume of a fuel. At the same temperature, it is to the weight of an equal volume of distilled water. Normally, the gravity of petroleum products is converted to degrees, according to the American Petroleum Institute (API) scale. All gravity determinations are correlated with a specific temperature of 60ºF by use of ASTM Standard D1250- 80. The specific gravity of petroleum products must be determined to correct the volume at different temperatures when gauging the liquid content of storage tanks, tankers, and barges. The specific gravity of JP-5 is also used to select the proper size discharge ring to use on the centrifugal purifier. A change of the specific gravity of a fuel may indicate a change of composition caused by the mixing of different fuels or even mixing different grades of the same fuel. 1-3

Viscosity Viscosity is the measure of a liquid's resistance to flow. The significance of viscosity depends on the intended use of the product. For application and performance, proper viscosity is highly important since specified minimum and maximum flow rates are required for all fuels and lubricating oils. In fuel, viscosity determination serves as an index of how it will flow to the burners, the extent to which it will be atomized, and the temperatures at which the fuel is maintained to be properly atomized. Solvency of Fuels All petroleum fuels have the characteristic of being able to dissolve some materials. They can dissolve common lubricants, such as oils and greases in pumps, valves, packing, and other equipment. This characteristic requires the use of special lubricants for gasoline services. Gasoline also causes serious deterioration of all rubber materials except those synthetic types designed especially for gasoline service. It is very important, therefore, that only hoses specially made and designated for gasoline be used in this service. This also applies to packing, gaskets, and other materials that must be used in gasoline systems. Like gasoline, jet engine fuels have certain solvent properties that dissolve greases and cause deterioration of some rubber materials. Therefore, only specially designated greases and synthetic materials should be used for jet engine fuel service. Another important solvent property of jet engine fuels is their ability to dissolve asphalt used for aircraft runways and pavements. Jet engine fuels seriously damage asphalt pavements, and even small spills of this fuel on asphalt pavement should be avoided. Freezing Points of Fuels The freezing point of a fuel is the temperature at which solid particles begin to form in the fuel. These particles are waxy crystals normally held in solution in the fuel. These particles can readily block the filters in an aircraft fuel system. The fuel almost always becomes cloudy before the solid particles form. This cloud is due to the presence of dissolved water in the fuel coming out of the solution and freezing. The freezing point for JP-5 is –51ºF and for JP-8 is -53ºF. The fuels used by other NATO countries and by commercial users vary widely. Flash Point of Fuels The flash point of a fuel is the lowest temperature at which the fuel vaporizes enough to form a combustible vapor. These temperatures vary according to the fuel in question. The flash point of a fuel is an index of the fuel's potential safety when being handled or when in storage. JP-5 must have a flash point of at least 140 degrees Fahrenheit to have the high safety factor required for storage aboard an aircraft carrier in unprotected tanks. F-34 (JP-8) fuels flash at any normal temperature and are in danger of ignition any time they contact a hot surface. Therefore, these fuels must be handled with caution. Health Hazards of Fuels Most people are aware of the explosive and fire potential of aviation fuels. Furthermore, there is a danger to the health of the individual who must work where hydrocarbon vapors are present. Prolonged inhalation of hydrocarbon vapors can cause dizziness, intoxication, nausea, and death. Consequently, approved safety procedures that minimize the dangers to the health of fuel-handling personnel must be followed meticulously. 1-4

Motor Gasoline The concentration of gasoline vapors that can be tolerated by man is far below that required to produce combustible or explosive mixtures with air. Even one-tenth of the amount necessary to support combustion or to form an explosive mixture is harmful if inhaled for more than a short time, causing dizziness, nausea, and headache. Large amounts act as an anesthetic causing unconsciousness or death. Personnel should not be permitted to work in spaces where hydrocarbon vapor concentrations exceed 500 parts per million by volume, unless they are protected by an air-supplied respirator. It is recommended that personnel be permitted to work only in well-ventilated spaces where the hydrocarbon vapors are at or below the permissible limit. The occurrence of any of the symptoms mentioned, among personnel who are handling gasoline or who are within an area in which gasoline is handled or spilled, should be taken as a warning of the presence of dangerous amounts of gasoline vapor in the air. All exposed personnel must be sent out of the area until the vapors have been cleared. Recovery from early symptoms is usually prompt after removal to fresh air. Anyone who is overcome should be given first aid at once, and medical attention should be obtained promptly. First aid includes removing gasoline from the skin (if the skin or clothing has been contaminated in a fall or other accident), preventing chilling, and applying artificial respiration if breathing has ceased. Tetraethyl lead, which was added to increase the antiknock value of gasoline, is no longer used, but it could remain impregnated in tanks or piping systems. The lead compound may enter the body through inhalation, by absorption through the skin, and by the mouth. Also, the gasoline vapor itself, when inhaled, may result in sickness. Therefore, take the following precautions:  Avoid contact with liquid gasoline.  Do not inhale gasoline vapors.  Do not enter tanks that have contained gasoline until all traces of gasoline vapors have been eliminated.

Gasoline causes severe burns if it is allowed to remain in contact with the skin, particularly when the contact is maintained under soaked clothing or gloves. Clothing or shoes with gasoline on them should be removed at once. Repeated contact with gasoline removes the protective oils from the skin and produces drying, roughness, chapping, and cracking. Skin infection may follow this damage to the skin. A severe skin irritation may develop, beginning usually on the hands and perhaps extending to other parts of the body. As soon as possible after contact, gasoline should be removed from the skin, preferably by washing with soap and water. Rags or waste wet with gasoline must not be put in a pocket but disposed of at once. Soaked clothing should be kept away from flames or sparks and should be washed out thoroughly with soap and water as soon as possible. If gasoline comes in contact with the eyes, use an eyewash station immediately and seek medical attention. WARNING Sediment and sludge impregnated with gasoline may be present at the bottom of the tank. These constitute a serious fire and poison hazard until the tank is thoroughly cleaned. Before you enter the gasoline storage tanks, you must obtain permission from the Commanding Officer and the Gas-Free Engineer must test and certify the tanks are safe for entry. 1-5

Tank Cleaning Maintenance Tank-cleaning operations are inherently dangerous, even more so when dealing with tanks used for storing gasoline or any other type of fuel. Extreme care must be taken when performing these operations because of possible exposure to toxic concentration of gasoline vapors. These types of spaces are classified as Immediate Danger to Life and Health (IDLH). Access to these spaces can only be obtained with the expressed permission of the Commanding Officer, and the Gas-Free E ngineer must certify that they are safe for entry. Strict adherence to established guidelines and safety precautions will be followed without deviation. All personnel working with tank-cleaning evolutions must study OPNAVINST 5100.19, Gas-Free Engineer, NSTM Chapter 074 Volume 3, and local applicable instructions. It is crucial that personnel involved with these operations are properly trained in safety precautions and the hazards associated with tank cleaning. The tank-cleaning team petty officer in charge is responsible for the safety of his personnel and ensuring that the gas-free engineer’s instructions are implemented. SAFETY IS PARAMOUNT! Jet Fuels Jet fuels may contain more toxic aromatics than gasoline. They should, therefore, be handled with the same health precautions that apply to gasoline. They should not be used for cleaning. The hygienic or health aspects for gasoline, therefore, apply equally well to jet fuels. These include precautions covering particularly the inhalation of vapors, skin irritations, and container hazards. An important step in preventing the buildup of fuel vapors is to operate the ventilation system provided for all spaces where fuels are handled. The aviation fuels security watch must monitor the ventilation in these spaces when they are not manned. Vapor buildup due to inoperative ventilation is dangerous to both you and your ship. Notify your supervisor immediately if you discover the ventilation system in one of your fuels spaces is not working. The Standard First Aid Training Course, NAVEDTRA 82081-A, should be studied by all personnel working with fuels for information on the treatment of those overcome or injured when handling fuels. It is important that you remember the following characteristics of fuels:  From the standpoint of fire, explosion, and health, gasoline is extremely hazardous and must be handled with equal caution. JP-8 with its lower flash point is a hazard; JP-5 jet fuel is safer with respect to possible explosions and poisoning. However, the potential hazards of fire from fuel-soaked rags and of skin blistering from fuel-soaked clothing must not be ignored.  Jet engine fuels and gasoline are designed for entirely different types of engines. The proper fuel must be used for each type of engine. QUALITY SURVEILLANCE The major objective of fuel-handling personnel is to deliver fuel to aircraft that is clean and water free. The complex fuel systems of modern aircraft do not function properly if the fuel is contaminated with dirt, rust, water, or other foreign matter. Even very small quantities of dirt or solid matter can plug or restrict fuel-metering orifices and accelerate the clogging of fuel filters. Very small quantities of water are also harmful since ice may form in aircraft tanks at high altitudes. Ice affects orifices, controls, and filters like dirt. The partial stoppage of fuel flow by ice or dirt causes poor engine performance and complete stoppage causes engine failure. 1-6

Problems Caused By Fuel Contamination Contaminated fuel can cause aircraft accidents with loss of life, loss of aircraft, and/or the grounding of entire squadrons. This means that clean fuel is a LIFE-OR-DEATH matter with aviation personnel. The lesson has been learned the hard way by too many. The time to become fuel conscious is NOW. Engine Failures Besides being deadly, contaminants can be sneaky. A certain type of emulsion resulting from the presence of water and rust particles can stick to the sides of an aircraft's fuel cells and not be noticed. You can even drain out a sample of fuel and find no evidence of this deposit. It can continue to build up until part of it washes off and passes through a strainer into a fuel control. The result is reduced power or engine failure. Foreign particles so small they cannot be seen with the naked eye can cause damage in a jet engine. The fuel control of a jet engine is a masterpiece of engineering and craftsmanship. It automatically regulates fuel flow to compensate for changes in altitude and speed. It makes practical the piloting by human beings of incredibly powerful jet aircraft. But doing these things requires that the fuel control have precisely fitted meters and valves. The moving parts within some of these meters and valves have clearances of less than 0.005 of an inch. Particles of foreign matter, slightly larger than this clearance can jam the valve or prevent it from closing properly. Particles slightly smaller can stick and build up or wed ge between the parts. Thus, we must remove particles so small they can be seen only with a microscope. Unnecessary Repair Work Fuel carrying water or dirt can cause a great deal of extra maintenance work. For example, in a typical Navy engine overhaul shop, it became necessary at one time to completely disassemble every jet engine fuel control that came into the shop because of the chance of internal damage. Ordinarily, the controls that had been in use less than half of their overhaul time could have simply been bench- checked to verify their performance and then returned for use on the engine. However, experience showed that more than 50 percent of the fuel controls overhauled had failed because of internal corrosion. The cause was water in the fuel. Such extra repair work is not confined to jet engines. Water in the fuel also can cause erroneous readings on the aircraft's fuel quantity gages, which can be exceedingly dangerous in flight. Delayed Flights In addition to causing engine failures, fuel contamination can mean serious delays in flight operations. Normal procedure requires that all aircraft fueled from a source where contamination is discovered be checked. In some cases, aircraft must be defueled and then refueled before flight operations can precede. When a fuel is found to be contaminated, the contaminant must be tracked back to its source and the cause corrected. Until the cause of the contamination is found and corrected, the contaminated system cannot be used. The fuel system may be a mobile refueler, air station hydrant refueling system, or the entire fuel system of an aircraft carrier. Contaminated fuel may affect the operation of one aircraft or the operation of an entire air wing. For these reasons, be careful in every phase of fuel handling to prevent contaminants from entering the fuel. Prevention of Fuel Contamination Contamination of aircraft fuel can only be prevented by the use of proper equipment and by following proper operating procedures. Filter separators, stripping pumps, and fuel detecting equipment are useless in preventing and detecting fuel contamination if they are operated negligently or maintained improperly. Equipment now in use can remove most of the contamination that may be present in a fuel. It cannot separate two mixed or blended fuels. It cannot effectively reduce the contamination 1-7

Figure 1-1 — Enlargement of small particles and comparison to a human hair. below the required limits if the contaminant level is too high. You must be careful to prevent the introduction of contamination in all phases of fuel handling. Additionally, all steps of contamination removal MUST be properly performed. Inspection and sampling procedures are the only means to ensure that the equipment is performing properly. Unless the equipment is properly operated and the sampling procedures are carefully followed, the problem will always remain. Thus, the most important factor in preventing and removing contamination in fuels is the awareness of the people who handle the fuel. Limits of Contamination How can you find out the causes of fuel contamination? How can you find out how much contamination is too much? Before you can determine amounts of contamination, you have to be able to understand the units of measurement used to identify contamination. The two major units for measuring contamination are microns for solids and parts per million (ppm) for water. There are approximately 25,400 microns in 1 inch. Figure 1-1 gives you a microscopic view of a human hair, which is about 100 microns in diameter, and compares it with a 5-micron contaminant. The reference used for water contamination of fuel is ppm, (parts per million). One molecule of water per one million molecules of fuel is referred to as one part water per million parts of fuel. To be acceptable for delivery to aircraft, jet fuel must be clean and bright. They must not contain more than 10 ppm free water or 2 milligrams/liter (mg/L) particulate contamination. The terms “clean” and “bright” have no relation to the natural color of the fuel. Jet fuels are not dyed, and they vary from clear, water-white to straw-yellow colored. Clean means the absence of any cloud, emulsion, visible sediment, or free water. Bright means the fuel has a shiny, sparkling appearance. Clouds, haze, specks of particulate matter, or entrained water indicate that the fuel is unsuitable and point to a probable breakdown in fuel-handling equipment or procedures. If contamination limits are exceeded, delivery of fuel to aircraft shall be stopped and corrective measures completed before resuming fueling operations.

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Types of Contamination Aircraft fuel can be contaminated with particulate matter, free water, foreign chemicals, microorganisms, or any combination of the four. They are equally destructive when present in fuel, and as an ABF, you must understand and be able to identify these types of contaminants. Steps should be taken to find the source of trouble and corrective measures taken immediately. Various types of contamination may be detected visually. The first sample of fuel in this illustration is an acceptable fuel, which all ABFs strive to deliver. See (Figure 1-2).

Water Water is the most common contaminant of fuel and may be present either as free, entrained, or dissolved water. Free water may be fresh or saline (salt). Free water may be in the form of a cloud, emulsion, droplets, or in gross amounts in the bottom of a tank or container. Any form of free water can cause icing in the aircraft fuel system, malfunctioning of fuel quantity probes, and the corrosion of fuel system components. A fuel system icing inhibitor (FSII), which is discussed later, is added to JP-5 and JP-8 to prevent the formation of ice in aircraft fuel systems when temperatures fall below the freezing point of water at Figure 1-2 — Samples of JP-5 showing common types of visually detected contamination. The air bubbles are not contaminants and are shown for information only. 1-9

high altitudes. Because FSII is soluble in water, prevention and elimination of water from fuel storage systems is essential to eliminate the loss of FSII below an acceptable use limit. Entrained water is found in fuels in the form of very small droplets, fog, or mist and may or may not be visible to the naked eye. Water usually becomes entrained in the fuel when it is broken up into small droplets and becomes thoroughly mixed with the fuel. When large quantities of entrained water are present, the fuel will have a hazy or milky appearance. Jet fuels will hold entrained water in suspension for long periods of time compared to MOGAS because of the density of jet fuel. Given sufficient time and the proper conditions entrained water will settle and separate from the fuel and collect at the bottoms of tanks, pipes, and other fuel system components. Ordinarily, a cloud indicates water-contaminated fuel. Occasionally, a cloud indicates excessive amounts of fine sediment or finely dispersed stabilized emulsion. Fuel containing a cloud from either cause is not acceptable. Fuel will actually dissolve a small amount of water. The dissolved water is absorbed into the fuel and is not visible. The amount of water fuel will hold in a dissolved state is dependent upon the fuel’s temperature. When clean and bright fuel cools, a cloud may form, indicating that dissolved water has precipitated out. This precipitation cloud represents a very slight amount of fresh water. This cloud appears when warm fuel is pumped to a cool area where the sample is taken. Remember, even though this is a very slight amount of water, if the fuel is not clear and bright, it does not go into an aircraft. Sediment Sediment appears as dust, powder, fibrous material, grains, flakes, or stain. Specks or granules of sediment indicate particles in the visible size (approximately 40 microns or larger). See Figure1-1. The presence of any appreciable number of such particles indicates a malfunction of the filter/separators, a source of contamination downstream of the filter/separators, or an improperly cleaned sample container. Even with the most efficient filter/separators and careful fuel handling, an occasional particle may be seen. These strays are usually due to particle migration through the filter media and may present no particular problem to the engine or fuel control. The sediment ordinarily encountered is an extremely fine powder, rouge, or silt. The two principal components of this fine sediment are normally sand and rust. Sediment includes both organic and inorganic matter. The presence of large quantities of fibrous materials (close to naked eye visibility) is usually indicative of filter element breakdown, either because of a ruptured element or mechanical disintegration of a component in the system. Usually, high metal content of relatively large particles suggests a mechanical failure somewhere in the system, which is not necessarily limited to a metallic filter failure. In a clean sample of fuel, sediment should not be visible except upon the most meticulous inspection. Persistent presence of sediment is suspect and requires that appropriate surveillance tests and corrective measures be applied to the fuel-handling system. Sediment or solid contamination can be separated into two categories: 1. Coarse sediment 2. Fine sediment Coarse sediment is sediment that can be seen and easily settles out of fuel or can be removed by adequate filtration. Ordinarily, particles 10 microns and larger are regarded as coarse sediment. See Table 1-1 for more information. Coarse particles clog orifices and wedge in sliding valve clearances and shoulders, causing malfunctions and excessive wear of fuel controls and metering equipment. They also can clog nozzle screens and other fine screens throughout the aircraft fuel system. 1-10

Table 1-1 — Visual Contamination Table TYPE CONTAMINANTS APPEARANCE CHARACTERISTICS EFFECTS ON AIRCRAFT ACCEPTABILITY LIMITS FOR DELIVERY TO AIRCRAFT A. Water (1) Dissolved Water Not visible. Fresh water only. Precipitates out as cloud when fuel is cooled. None unless precipitated out by cooling of fuel. Can then cause ice to form on low-pressure fuel filters if fuel temperature is below freezing. Any amount up to saturation. (2) Free Water Light cloud. Heavy cloud. Droplets adhering to sides of bottle. Gross amounts settled in bottom. Free water may be saline water or fresh water. Cloud usually indicates water-in-fuel emulsion. Icing of fuel system- usually low pressure fuel filters. Erratic fuel gage readings. Gross amounts of water can cause flame-outs. Sea water will cause corrosion of fuel system components. Zero-Fuel must contain no visually detectable free water. 1-11

TYPE CONTAMINANTS APPEARANCE CHARACTERISTICS EFFECTS ON AIRCRAFT ACCEPTABILITY LIMITS FOR DELIVERY TO AIRCRAFT B. Particulate Matter

(1) Rust Red or black powder, rouge, or grains. May appear as dye-like material in fuel. Red rust (Fe2O3)— nonmagnetic.

Black rust (Fe3O4)— magnetic.

Rust generally comprises major constituent of particulate matter. Will cause sticking and sluggish or general malfunction of fuel controls, flow dividers, pumps, nozzles, etc. Fuel should contain less than 2 mg/L. (2) Sand or Dust Crystalline, granular, or glass-like. Usually present and occasionally constitutes major constituent. Will cause sticking and sluggish or general malfunction of fuel controls, flow dividers, pumps, nozzles, etc. Fuel should contain less than 2 mg/L. 1-12

TYPE CONTAMINANTS APPEARANCE CHARACTERISTICS EFFECTS ON AIRCRAFT ACCEPTABILITY LIMITS FOR DELIVERY TO AIRCRAFT (3) Aluminum White or gray powder or paste. Sometimes very sticky or gelatinous when wet with water. Usually present and occasionally represents major constituent. Will cause sticking and sluggish or general malfunction of fuel controls, flow dividers, pumps, nozzles, etc. Fuel should contain less than 2 mg/L. C. Microbiological Growth Brown, gray, or black. Stringy or fibrous. Usually found with other contaminants in the fuel. Very lightweight; floats or “swims” in fuel longer than water droplets or solid particles. Develops only when free water is present. Fouls fuel quantity probes, sticks flow dividers, and makes fuel controls sluggish. Zero. D. Emulsions (1) Water-in-fuel Emulsions Light cloud. Heavy cloud. Finely divided drops of water in fuel. Same as free water cloud. Will settle to bottom in minutes, hours, or weeks depending upon nature of emulsion. Same as free water. Zero-Fuel must contain no visually detectable free water. 1-13

TYPE CONTAMINANTS APPEARANCE CHARACTERISTICS EFFECTS ON AIRCRAFT ACCEPTABILITY LIMITS FOR DELIVERY TO AIRCRAFT (2) Fuel and Water or “Stabilized” Reddish, brownish, grayish, or blackish. Sticky material variously described as gelatinous or gummy, like catsup, or like mayonnaise. Finely divided drops of fuel in water. Contains rust or microbiological growth, which stabilizes or “firms” the emulsion. Will adhere to many materials normally in contact with fuels. Usually present as globules or stringy, fibrous-like material in clear or cloudy fuel. Will stand from days to months without separating. This material contains one-half to three- fourths water, a small amount of fine rust or microbiological growth, and is one- third to one-half fuel. Same as free water and sediment, only more drastic. Will quickly cause filter plugging and erratic readings in fuel quantity probes. Zero. 1-14

TYPE CONTAMINANTS APPEARANCE CHARACTERISTICS EFFECTS ON AIRCRAFT ACCEPTABILITY LIMITS FOR DELIVERY TO AIRCRAFT E. Miscellaneous (1) Interface Material Lacy bubbles or scum at interface between fuel and water. Sometimes resembles jellyfish. Extremely complicated chemically. Occurs only when emulsion and free water is present. Same as microbiological growth. Zero-There should be no free water. (2) Air Bubbles Cloud in fuel. Disperses upward within a few seconds. None. Any amount. 1-15

Fine sediment consists of particles smaller than 10 microns in size. Proper settling, filtration, and centrifuging can remove 98 percent of the fine sediment in fuel. Particles in this range accumulate throughout fuel controls. They appear as a dark, shellac-like surface on sliding valves. They also may be centrifuged out in rotating chambers as sludge-like matter that causes sluggish operation of fuel- metering equipment. Fine particles are not visible to the naked eye as distinct or separate particles. However, they scatter light and may appear as point flashes of light or a slight haze in fuel. Maximum settling time should be allowed in fuel stowage tanks after they are filled to allow reasonable settlement of water and sediment. This can be done by proper rotation of the fuels. Microbiological Growth Microbiological growth consists of living organisms that grow at a fuel/water interface. These organisms include protozoa, fungus, and bacteria. Fungus is the major constituent and the cause of most problems associated with microbiological contamination of jet fuels. Fungus is a vegetable life; it holds rust and water in suspension and is an effective stabilizing agent for fuel-water emulsion. It clings to glass and metal surfaces and can cause erroneous readings in fuel quantity systems, sluggish fuel control operation, and sticking flow dividers. Microbiological growth is generally found wherever pockets of water exist in fuel tanks. It usually has a brown, black, or gray color and a stringy, fibrous-like appearance. For microorganisms to develop in jet fuels, free water must be present. Traces of metallic elements are also necessary, but water is the key ingredient. Without water there is no growth. Remove any free water and growth ceases. Microorganisms in jet fuel can cause severe corrosion damage to metal aircraft fuel tanks. Organic acids, or other by-products produced by the growth of fungi or bacteria, react chemically with certain matter contained within the fuel to penetrate tank coatings. Once the coating is penetrated, the metal tank is attacked. Microbiological growth causes fouling of aircraft fuel system filters and erratic operation of fuel- quantity probes. Microbiological contamination is more prevalent in tropical and semitropical climates because of the more favorable temperature and higher humidity. The presence of microbiological growth in fuel being delivered to an aircraft is a reliable indication of failure of the fuel system filtering equipment and personnel. The fuel from an aircraft suspected of having microbiological contamination must not be defueled into a clean system. Once a fuel system is contaminated with microbiological growth, the organisms continue to multiply unless the system is thoroughly cleaned. Emulsions An emulsion is a liquid suspended in other liquids. There are two types of emulsions: water-in-fuel and fuel-in-water (inverse) emulsions. The water-in-fuel emulsion is the most common of emulsions found by fuel handlers. It appears as a light-to-heavy cloud in the fuel. See the second and third bottles of fuel shown in Figure1-2. This type of emulsion may break down and settle to the bottom of the sample container at any time ranging from a few minutes to a week, depending on the nature of the emulsion. Surfactants Surfactant is a contraction of the term “surface-active agent.” A surface-active agent is a substance that causes a marked reduction in the interfacial tension of liquids. A surfactant in fuel causes the fuel 1-16

and water to mix more easily and become much harder to separate. Surfactants disperse both water and dirt in fuel and in some cases form very stable emulsions or slimes. The surfactants that appear in jet fuels are usually the sultanates or naphthalene of sodium. These can be present as naturally occurring materials in the crude oil or as residual refinery treating materials. Refinery processing must be such that it removes all traces of these materials, or poor- quality fuel results. Many other materials are also surface active. The list includes common household detergents, cleaning compounds used to clean fuel storage tanks and carrier vehicles, greases used to lubricate valves, and corrosion inhibitors used in petroleum products to reduce rust in pipelines and tanks. Surfactants in jet fuel can be a major problem. These materials accumulate and concentrate in the coalescer elements of filter/separators, destroying the ability of the elements to coalesce and remove water from fuel. Concentrations of less than 1 ppm of a surfactant in jet fuel have been known to cause malfunctioning of coalescer elements. Elements so affected pass free water and suspended particulate matter. Surfactants are also associated with microbiological slime growths. It is not necessary that surfactants are present for microorganisms to flourish, but they promote luxuriant growth by aiding the mixing and emulsifying of fuel and water. Microorganisms need free water to multiply and grow. Surfactants help them to get it. The problem with surfactants is that they quite often are not detected in jet fuels until after they have "poisoned" filters/separators, which, in turn, have allowed water and/or slime to be delivered to aircraft. There are laboratory tests for surfactants in fuel, but as of yet, there are no accurate field tests. However, one or more of the following observations can usually detect a surfactant problem: 1. Dark, red-brown, or black water in filter/separator sump drains, refueler sump drains, or pipeline low-point drains. 2. Excess quantities of dirt and/or free water in the fuel at dispensing points or downstream of filter/separators. 3. Storage tanks not yielding a clear, bright fuel after prescribed settling times. 4. Dark or black water and/or slime in drawoffs from storage tank bottoms. 5. Triggering of fuel monitors in delivery systems. No two cases of surfactant contamination in fuel systems are exactly alike. However, some general measures can be used to correct and control this type of contamination. Some of these procedures are as follows: 1. Change monitor fuses. 2. Change filter/separator elements and clean out filter/separator cases. 3. Clean out pipelines. 4. Remove contaminated tanks from service and clean them thoroughly. 5. Re-circulate fuel and return it to the system upstream of as many filters/separators as possible. 6. Investigate the source of contamination and eliminate it. Notify cognizant Military Inspection Service and Navy Fuel Supply Office if fuel is contaminated on receipt. 1-17

Commingling The inadvertent mixing of two or more different fuels is known as commingling. Most hydrocarbon products (greases, oils, alcohol, and so on) are readily capable of mixing with other hydrocarbon products and cannot be separated by mechanical means such as settling, filtering, or centrifuging. A fuel that has been contaminated by commingling with another petroleum product is extremely dangerous, whether in storage or in use, because there may be no apparent visual or odor change. Carelessness or a misunderstanding of the operations of a fuel system usually causes this type of contamination. Most fuels systems are segregated from each other and from other types of fuel systems; however, in some cases, the piping of one fuel system may be interconnected with another system through valves, blanks, or flanges. The inadvertent opening of a wrong valve can result in commingling the two different products. Wherever you have two different fuels being handled in close proximity, as onboard carrier, fixed wing aircraft, nuclear (CVN’s), amphibious transport dock(LPD’s), amphibious assault ship (LHA’s), and multipurpose amphibious assault ship (LHD’s), you must be extremely vigilant in your fuel-handling operations. In other instances, fuel may be pumped into a tank that has contained another product without the tank being properly cleaned. The small amount of the other product may be enough to contaminate the fuel. Contamination can be detected by laboratory tests ranging from a simple flash-point test aboard ship to shore-based laboratory gravity test and knock-rating test in a laboratory engine. JP-5 contaminated with other jet fuels or gasoline must not be stored aboard ship unless a laboratory test indicates that the flash point is within allowable limits. INSPECTION OF FUEL The shipboard fuel systems and mobile refuelers now in use by the Navy are designed to deliver an acceptable uncontaminated fuel safely into the tanks of an aircraft when they are properly operated. To ensure that this fueling equipment is working properly and is being operated properly, samples of the fuel must be taken at several points and after each step in the operation. Samples All ABFs must know the procedures for the drawing of samples and examining them for visual contamination. A sample must be taken in such a manner and from such a location that the sample will be a true representative of the fuel sampled. Many types of samples and sampling methods are used in the inspection of fuels. We discuss the most common ones here. A detailed description of the other types of samples is given in the Quality Surveillance Handbook for Fuels and Lubricants, MIL-STD-3004. Line Sample A line sample is one taken from a pipeline or hose at or near the discharge point while the system is operating at normal flow rates. This sample is taken for laboratory analysis and visual identification of fuel quality. Composite Sample A single-tank composite sample is a blend of samples taken from the upper, middle, and lower levels of a tank's contents. A multiple tank composite sample is a blend of individual all-levels samples from each of the tanks that contain the same type of product being sampled. These samples are in proportion to the volume of the product in each tank. 1-18

Figure 1-3 — Thief samplers. All-Levels Sample This sample is one obtained by submerging a closed sampler (Figure 1-3) to a point as near as possible to the drawoff level, then opening the sampler and raising it at such a rate that it is nearly but not quite full as it emerges from the liquid. Representative Sample This type of sample is used for packaged stocks of fuel. One container from a large stock of packaged fuel when all are of the same age and grade may be selected as a representative of the entire stock. When the containers of fuel are small and suitable for shipment, a container of fuel is taken as the sample without its being opened. For drums of fuel, the sample is drawn from one drum. Correlation Samples Duplicate correlation samples are taken to verify that in- house testing procedures and equipment are working properly. The results from this sampling are used by the type commanders (TYCOMs) and s ystem commanders (SYSCOMs) to monitor the general quality of fuel loaded into aircraft. In accordance with (IAW) Planned Maintenance System, duplicate samples are taken at the same time from specific sampling points throughout the system. One set of samples is tested in-house and the other set is shipped to a regional fuel testing laboratory (see Table 542-7-2 in NSTM CH 542 for a list of laboratories). When results from the regional laboratory are received, the results of the duplicate samples are compared to verify the accuracy of in-house testing equipment. Fuel Sampling Correct sampling and labeling of petroleum products is as important to fuels inspection as correct testing. Improper containers of poorly drawn samples or incorrectly identified samples can cause laboratory results to be meaningless or, worse, misleading. Directions for sampling cannot be made explicit enough to cover all cases. Since improperly taken samples can completely invalidate a test, only trained, competent, and experienced personnel should be assigned to take fuel samples. Sample Containers The minimum size sample container for taking samples of fuel is a 1-quart glass bottle with a nonmetallic cap. This size sample is of sufficient size for sediment, water, and flash-point tests only. For other types of tests usually performed at the regional laboratories, the sample submitted should be at least 1 gallon. Polyethylene bottles shall not be used for shipping samples to laboratories or for performing visual inspections. 1-19

Figure 1-4 — Bottle washer and drying rack. Cleanliness The sample bottle must be meticulously clean. It should be thoroughly cleaned and inspected before use. Before a sample is taken, the clean container should be rinsed and flushed with the fuel being sampled. Sample bottles are washed with an approved laboratory glassware detergent and water, rinsed with clean water and oven or air-dried on bottle racks. Figure 1-4 shows an ideal setup that includes an automatic bottle washer with drying rack. Alcohol and other general- purpose cleaners shall not be used to clean sample bottles. Sampling Procedures Some general rules in sampling follow: 1. The sampler's hands must be clean. 2. Samples shall be capped promptly and handled expeditiously. 3. All samples must be representative of the product being sampled. Any sample of fuel being delivered to an aircraft should be taken from the fueling nozzle during actual fueling operations. A sample taken to test filter/separator efficiency should be taken at the filter discharge. 4. Do not use sealing wax, rubber gaskets, or caps with wax seals. Use only non-metallic caps. 5. Each sample should be drawn from a connection in a vertical pipe run where practical. If it must be drawn from a horizontal run, the connection should be halfway between the top and the bottom of the pipe. 6. A sample should be taken with the system operating at normal and steady flow rate, if possible. Samples drawn during static (no flow) conditions are not representative of the full fuel flow and may give false high contaminant results. 7. To prevent leakage due to increased pressure caused by thermal expansion of the product, do not fill any container above 90 percent capacity. 8. A container such as a drum should be sampled with a thief sampler and not by tilting. Be careful to remove all foreign matter from the area before the plug is removed from the drum. 9. To obtain a composite or bottom sample of a fuel storage tank, there are two types of thief samplers shown in Figure 1-3. Both can be used in a standard 11/2 inch diameter sounding tube. Type A is used where it is not necessary to obtain a sample from the very bottom of a tank. Type B can be used (if rigged properly) for any level or bottom sampling. 10. For nozzle samples, the sample should be taken from the overwing nozzle during or immediately after the fueling of an aircraft. A pressure nozzle has a sample connection that allows a sample to be taken while the aircraft is being fueled. 1-20

Identification of Samples Proper identification and accurate records of samples are necessary so the test results may be correlated with the samples submitted to regional laboratories. Samples should be marked as soon as they are taken to allow identification of the sample point should testing determine there is contamination. The following is a sample of what should be used as a guide for sample identification: 1. Classification 2. Activity address 3. Sample serial number (activity number) 4. Type fuel (JP-5, MOGAS, and so on) 5. Date sample taken 6. Approximate time the sample was taken 7. Location of sample point (nozzle sample, filter number, tank number, refueler number, and so on) 8. Name of person taking sample 9. Classification of sample and test required (routine or special) 10. Remarks Sample Classification Samples are classified as either ROUTINE or SPECIAL. ROUTINE samples are taken when no fuel problems or aircraft problems attributable to fuel are known or suspected. An example is the periodic sampling taken as a part of a quality surveillance program. These samples should be tested for sediment, water, and flash point. SPECIAL samples are submitted for test because the quality of the fuel is suspected, either as the result of aircraft malfunctions or other information. SPECIAL samples should have the highest priority in handling, testing, and reporting. Visual Inspection Procedures Since very small percentages of water or foreign matter can cause trouble, the sampling and inspection of fuel must be done carefully. Proceed as follows: 1. The first check you make is to visually inspect the color of the sample. The color of the sample must agree with the color for the grade of fuel that the system is supposed to carry. The color of the fuel may have changed because the fuel has been mixed with another petroleum product. Lubricating oil, diesel oil, or jet fuels may cause a definite yellow cast or darkening of color in gasoline. Lubricating oil and diesel fuel can also cause a change in color in jet fuels. Since the percentage of another petroleum product in a fuel may be so small that it cannot be detected visually, yet can make it unacceptable for use, no off-color fuel should be used until an analysis is made to determine its usability. 2. A sample of JP-5 must have a clean and bright appearance to be acceptable. See the first sample illustrated in Figure 1-5 for an example of acceptable fuel for this visual check. The sample must be clear enough that newsprint can be read through a 1-quart sample. If the fuel is cloudy and the cloud disappears at the bottom, air is present. If the cloud disappears at the top, water is present. If the cloud does not begin clearing in a few minutes, it is due to entrained water or very fine particulate matter. DO NOT use any fuel containing a cloud that does not disappear in a few minutes after it is drawn or use a fuel containing any visible water to fuel an aircraft. 1-21

3. The third check should be for sediment. Swirl the sample bottle to form a vortex in the fuel. All sediment that has settled accumulates on the bottom of the bottle directly beneath the vortex. At the most, the total sediment should be only a point or spot of silt. In a quart sample, the sediment should be no more than a slight smudge if picked up on a fingertip. Coarse contamination can be detected visually. Sediment in the fuel is visible when the particles are 40 microns or larger. Groups of particles less than 5 microns in size may be seen in the fuel when viewed at a right angle to a strong light. Any coarse particles that settled to the bottom center of the bottle will usually collect in a group. Any sediment that can be seen is too much for aircraft use. The Free Water Detector (FWD) test should be used to determine the presence of free water above the allowable limit (for aircraft) of 10 ppm. Free water at this level of contamination may or may not be visible to the naked eye. Fuel that is contaminated by commingling with another petroleum product is hard to detect visually. In gasoline, if the percentage of the other petroleum is fairly high, there may be a color change. A test for flash point and a laboratory test for distillation can detect JP-5 contaminated by JP-8, or vice versa. Figure 1-5 — Degrees of cloudiness in JP-5. The left sample is clean, bright, and is the only acceptable fuel for aircraft. 1-22

Figure 1-6 — Combined Contaminated Fuel Detector (front view). Results If any contamination is discovered during the visual inspection procedure, the test shall be repeated, paying particular attention to cleaning and rinsing the bottle prior to drawing a sample. Also, if there is any question as to the quality of the fuel, both particulate and water measurements must be made using the Combined Contaminated Fuel Detector (CCFD). Action A contaminated sample should be suitably tagged and retained until it is determined that a laboratory analysis of the sample is not required. When any contamination is found, another sample should be taken using a new sample container. Once contamination is found and the system placed out of use, a check must be made for the source and cause of the contamination and the cause corrected before the system is placed in use again. The type of contamination discovered usually gives a clue to the source and cause. Some of these indications are as follows: 1. Mixed or commingled fuels—the valve is open between two different systems or there is a leak through a bulkhead where two tanks containing different fuels are adjacent. 2. Water— the filter/separator elements are ruptured or contaminated. Large amounts of water also indicate that the filter/separator float control valve was not operating and water-stripping operations for the service tanks were inadequately performed. 3. Sedime nt and microbiological growth—the filter/separator elements are ruptured or contaminated. Large amounts of sediment or biological growth also would indicate that the storage tanks and service tanks need cleaning. FUELS LABORATORY TESTING EQUIPMENT The fuels quality surveillance laboratory contains some of the most important equipment in your division. The testing equipment is very good for what it was designed to do, but it does not replace the services provided by the regional fuels laboratories. The equipment is sensitive and fragile. Take care of your equipment and it will last a long time. Also, remember the equipment is only as good as the personnel who use it. A good fuels lab has the following facilities: good ventilation, hot and cold water, bottle washer and drying rack, and adequate lighting. The CCFD, (Figure 1-6), is the newest model of fuel detectors. The CCFD gives the sediment reading by digital display. The theory and operation of the CCFD are the same as for the individual units. The NAVIFLASH method and closed-cup flash point tester are both used to determine the flash point of aviation fuels. The refractometer indicates the amount of FSII present in fuel, and the hydrometer and thermo hydrometer is used to measure the specific gravity. 1-23

Figure 1-7 — CCFD (view of FWD). With any of the units, for initial startup or after moving them from one space to another, you MUST allow adequate time for the unit to reach the same temperature as the space in which it is to be used. This is IMPORTANT, so any condensation that may form inside the machines will not affect your readings. Combined Contaminated Fuel Detector (CCFD) The combined contaminated fuel detector is a portable, self-contained unit designed for both gasoline and jet fuels. This instrument is used to determine the quantity of solid and free water contamination present in fuel. The detector consists of a fuel sample container, a light transmission system for determining the quantity of solid contaminants on the millipore filters, a fuel filtration system employing millipore filters and water detector pads, and an ultraviolet light for determining the quantity of free water. All components necessary for filtration and measuring transmitted light are incorporated into one serviceable package. See Figure 1-7. The level of solid contamination is measured by using the principle of light transmission through a millipore filter. A sample of fuel is filtered through the millipore membrane, and any particulate matter is then retained on the surface of the membrane. The millipore filters have 0.65- micron pores. If a beam of light is directed through the membrane, part of the light is absorbed by particles of solid contaminants. To increase accuracy, and to eliminate any fuel color effect, two millipore filters are used in series. The first filter traps the solid contaminants, plus fuel color effect; the second filter is subjected to clean fuel and retains only the fuel color effect. Thus, the difference between light transmissions through the two filters depends only on the amount of solid contamination. By measuring the difference between the amount of light transmitted through the contaminated membrane and the clear membrane, it is possible to establish the level of contamination in fuel. The CCFD has a detection range of 0-10 mg/L of solid contamination. Fuel Sample Container The sample container used with the CCFD consists of a 32-ounce polyethylene bottle that holds the fuel sample during testing. The bottle is marked with 800 and 500-ml lines to indicate the filling levels for conducting sediment and free water test. Light Transmission System The light transmission system of the CCFD determines the amount of sediment and free water contamination in a fuel sample. The system consists of a lamp, rheostat, milliamp meter, photovoltaic cell, and a water standard card. 1-24

The lamp provides a constant source of light intensity and has an ON/OFF switch on top of the casing. The rheostat, located on top of the casing, is used to control the intensity of the lamp. The milliamp meter measures the light intensity detected by the photovolatic cell and displays the results in a digital reading located on the top of the casing. The photovoltaic cell is a light sensitive cell, which produces a voltage when illuminated by the lamp. The amount of voltage the cell produces varies in proportion to the light intensity. The cell housing contains a slide with an impression to place the millipore filters on and insert into the cell housing for testing. An ultraviolet light for detection of free water on the water detecting pads is also enclosed in the casing. A view port allows for a visual inspection of the water detecting pads. The standard card is located inside the case housing. The card consists of four standard water detector pads that give an accurate comparison of water contamination. The pads are calibrated in parts per million. The standards of calibration are 0, 5, 10, and 20 ppm. Fuel Filtration System The fuel filtration system consists of the bottle receiver assembly, fuel flask, and vacuum. The system draws the fuel sample through the millipore filters and water detector pads. The bottle receiver assembly holds the sample bottle during the filtration cycle. It interlocks with the filter base and stopper, which holds the two millipore filters or one water detection pad. A grounding wire is attached to the bottle receiver for grounding the receiver during filtration. The fuel flask receives the fuel from the sample bottle during filtration. An inner pipe runs from the vacuum pump inlet to near the top inside of the flask, this enables the pump to remove air from the top of the flask and draws the fuel sample through the filter(s). A drain cock and hose drains fuel from the flask into a safety can after each operation. The vacuum pump is a rotary vane-type pump. It creates sufficient vacuum to draw the fuel samples through the filters and is protected by an overflow switch that shuts off the pump to prevent overflowing the fuel flask and flooding the pump. The pump is operated by a 110 Volt-60 Hertz electric motor. Operation of the CCFD The following steps are for the preparation and use of the CCFD for sediment content testing. Refer to the Operation and Maintenance Manual provided with each unit for specific guidance. 1. Remove the power cable from inside the instrument cover, and connect it to a suitable source of 110-volt, 60-Hertz power. The power cable contains a ground wire to ground the instrument. 2. Turn the light switch ON. The light system should be allowed to warm up for 3 to 5 minutes before use. 3. Ensure the fuel flask is empty and the drain cock is CLOSED. If drain cock is left open, fuel will be pulled up and out of the safety drain can. When the pump is turned ON, it will flood the unit. 4. The filter base and bottle receiver assembly located in the lid should be disassembled into its two components. The section with the rubber stopper is the filter base and should be inserted into the opening in the fuel flask. 5. The millipore filter is a paper-thin white membrane. Place two millipore filters on the filter base. These filters should be handled only with forceps, and only by their edges. Do not handle the filters with your fingers. Reassemble the filter base and bottle receiver assembly. Rotate the locking ring carefully to prevent damage to the filters. 1-25

6. Fill the 32-ounce polyethylene sample bottle to the 800-milliliter (ml) mark with the fuel to be tested. Place the filter base and bottle receiver over the top of the bottle. 7. Insert the ground wire attached to the filter base and bottle receiver assembly into the ground opening provided on the unit. Turn ON the pump switch. 8. Insert the entire assembly (filter base, bottle receiver, and fuel sample bottle) into the opening above the fuel flask. During the filtration cycle, the fuel in the sample bottle should be agitated occasionally by gently shaking the bottle to ensure that any contaminants are washed down and not lodged on the inside surface of the bottle. If the sample bottle tends to collapse, gently loosen the bottle in the bottle holder by tilting it slightly during the filtration cycle. After all the fuel has passed through the filters, stop the pump. 9. OPEN the drain cock valve and drain the fuel from the flask through the Tygon tubing into a 5- gallon safety can. When the flask is empty, CLOSE the drain cock valve. 10. Adjust the rheostat knob to read 0.6 on the milliammeter before placing the millipore filter in the receptacle. 11. Using forceps pick up the top contaminated filter and wet it with clean (pre-filtered) fuel. Ensure the entire filter becomes wet with fuel. This pre-filtered fuel is called wetting fuel. It is used to keep the entire millipore filter wet. It is NOT used to wash contamination off the millipore filter. By keeping the entire filter wet you do not get a change of reading from the dry areas to the wet. 12. Slide out the filter holder from the photovoltaic cell housing and using forceps, place the contaminated filter in the receptacle. If you do not place the filter in the slide properly, the filter may come off inside the machine.

13. Slide the plate back into the measuring position, and ensure it is fully seated. 14. Record the reading on the milliammeter; this reading is in thousandths of a milliamp. 15. Remove the filter. Check to see that the meter still reads 0.6 milliamps; if not, adjust the meter to 0.6. 16. Repeat steps 11 through 15, using the clean (bottom) filter. 17. Subtract the meter reading obtained from the contaminated filter (top), from the meter reading obtained from the clean filter (bottom). This change in reading value is used with the calibration chart in Figure 1-8.

NOTE Re-running the same sample through millipore filters produces WETTING FUEL. Although no exact number of times is required to re-run the sample to make wetting fuel, it is recommended that the SAME sample is re-run until the light transmission readings for both millipore filters are identical. 1-26

Figure 1-8 — Calibration chart.

18. Find this value on the left of the chart, and then move horizontally until the reference line is intersected. Read vertically at either the top or bottom of the chart to determine the amount of contamination in either milligrams per gallon or in milligrams per liter. 19. Record the reading. The maximum solid contamination that may be delivered to an aircraft is 2 mg/L.

CCFD Free Water Detection A sample of fuel is passed through a chemically treated filter pad in the filter holder of the CCFD. The chemical on the water detector pad is sensitive to any free water in the fuel. If water is present in the fuel, the pad produces a visible fluorescent pattern when it is placed under an ultraviolet light. The steps for preparation and use of the CCFD for testing fuel for free water content are as follows: 1. Fill the 32-ounce polyethylene sample bottle to the 500 ml mark (3 1/4 inches from the bottom) with the fuel to be tested. 2. Open a free water detector pad envelope and place the detector pad, orange side up, on the screen of the filter base. Attach the bottle receiver to the filter base and twist to lock it together.

NOTE Each contaminated fuel detector has its own calibration chart that is marked with the same serial number as the unit. 1-27

3. Check to see that the fuel flask in the CCFD is empty and the drain cock closed. If it is not closed, fuel from the safety will be pulled up and flood the unit. 4. Shake the bottle containing the 500-ml fuel sample vigorously for approximately 30 seconds. 5. Immediately after shaking, turn the vacuum pump ON. Unscrew the bottle cap and place the bottle receiver firmly over the end of the bottle. Insert the ground wire jack into the receptacle in the top of the CCFD casing. Insert the filter base into the top of the fuel flask. This step should be done in as short a time as possible to keep any free water in suspension.

6. After the sample has passed through the detector pad, turn OFF the vacuum pump IMMEDIATELY and remove the bottle and bottle receiver. 7. Unlock the bottle receiver assembly and remove the pad from the filter base with forceps and place it (orange side up) in the depression on the free water detector slide. 8. Light the ultraviolet bulb in the CCFD by holding the light switch in the ON position, and insert the slide containing the test pad. 9. Look through the view port in the front of the CCFD, and compare the brightness of the test pad with that of the set of standards to determine the amount of free water. Free water content is indicated by a yellow-green fluorescence when viewed under the ultraviolet light. Read the results to the closest ppm by the numbers located directly above the standards. Results should be reported as "No Free Water," or "5, 10, or 20 ppm." These are exact readings. There are no in-between readings. It is 0, 5, 10, or 20 ppm. 10. Record the reading. The maximum allowable water contamination that may be delivered to an aircraft is 10 ppm. If the result is over 20 ppm, take a new sample of one-half the standard sample and double the result. CCFD MAINTENANCE You should recognize that this instrument is only a secondary standard and does not replace the requirements for periodic laboratory analysis; it supplements the laboratory analysis. Extensive field tests have demonstrated that the calibration chart with this unit is valid for most fuel samples. However, there are occasional samples that do not fit the normal pattern. It may become necessary to establish a new or modified calibration chart in a few unusual cases where the contaminants in a particular system do not follow normal patterns. Duplicate samples sent to the laboratory for gravimetric analysis can give a crosscheck on the instrument and quickly pinpoint these unusual situations.

NOTE Handle the detector pad with forceps only. Do not touch the pad with your fingers or it becomes contaminated before you even start the test. NOTE DO NOT continue to draw air through the detector pad. If the moisture in the air is drawn through the pad, you get an incorrect reading. 1-28

Figure 1-9 — CCFD (rear view). Light Intensity Adjustments If insufficient adjustment is available to obtain a reading of 0.60 milliamps on the meter as outlined in step 11 of sediment testing, proceed as follows: Set the rheostat at mid-scale and note the meter reading with the light ON and no filter in the receptacle. Unplug the instrument and open the back. See Figure 1-9. Loosen the lightbulb holder slightly. If the meter reads below 0.60 milliamps, slide the bulb holder up. If the meter read over 0.60 milliamps, slide the bulb holder down. The filament of the lightbulb should be horizontal after the change is made. Temporarily close the case; plug in the instrument, turn on the light, and check the meter reading. It is not necessary to obtain an exact 0.60 reading by adjustment of the light bulb because final adjustments will be made by use of the rheostat. When a suitable position for the light bulb has been found, that will permit adequate adjustment by the rheostat, retighten the nuts on the bulb holder. Refasten the back of the instrument. Calibrating the CCFD Each CCFD comes with 2 Wratten calibration filters that are provided by the manufacture. The Wratten calibration filter set is a pair of filters with a known contamination value. The filters are packaged in silver foil wrappers so that you don’t scratch them and to protect them from dust, which can affect the readings you get. When the filters are not in use, it is imperative that you keep them protected.

The following instructions are basic steps. Refer to the PMS card, Aviation Fuels Operational Sequencing System, and the Operation and Maintenance Manual provided with each unit for specific guidance. When you handle the filters, use FORCEPS. The area of contact should be within 1/4 inch of the edge of the filter to avoid damage to the filter's surface. The calibration should be done in the following manner: 1. Turn ON the CCFD and let it warm up for 3 to 5 minutes. 2. Adjust the light intensity, using the rheostat knob, until the milliammeter scale reads 0.6. 3. Pick up the first Wratten filter, using the forceps. Pull out the slide plate, insert the filter into the receptacle, and slide the plate back in. Record the milliammeter reading in the logbook. 4. After logging your results, remove the Wratten filter, and put it back into its protective wrapper. NOTE Calibrate when CCFD is moved or when a part is replaced according to PMS. 1-29

Figure 1-10 — Free Water Detector Standard Pads. 5. Readjust the rheostat if the milliammeter reading is not 0.6. 6. Repeat steps 3 and 4 with the second Wratten filter. 7. To obtain the calibration point, subtract the lower of the two milliammeter readings from the higher reading. This difference is plotted on the calibration chart versus the weight of contaminant per liter given for the set of Wratten filters. A second point is plotted at 0 milligrams per liter and 0.01 milliamps change in light reading. See Figure 1-8 for an example. a. Filter contamination factor = 1.6 mg/L. b. Difference between Wratten filters = 0.04 milliamps. c. Plot this point with the calibration chart. d. Plot second point where 0 mg/L and 0.01 milliamps BISECT. e. Now draw a line connecting the two. f. Date the calibration chart and insert the serial number of the CCFD and written filter numbers into the space provided. Log the Wratten filter number used for calibration. Water Standards Card and Ultraviolet Light Replacement The reason for replacing the water standards card is that the fluorescent inks in the pads deteriorate after prolonged exposure to ultraviolet light. The standards card in the CCFD must be replaced after 6 months of use IAW PMS. To replace the ultraviolet bulb, turn the used bulb one-quarter turn and lift it out of the fluorescent lamp holder. To insert a new bulb, rotate it one-quarter turn until it is locked in place. DO NOT FORCE THE BULB during removal or installation. Always refer to the maintenance manual or PMS card for standard card or bulb replacement. 1-30

Figure 1-11 — Automatic Pensky- Marten Flashpoint tester. Flash Point Test Equipment The flash point of a fuel is the LOWEST temperature at which the fuel gives off a VAPOR that can ignite. To determine this temperature, equipment was designed to heat a closed cup of fuel at a specified rate until a flash is detected, either visibly or by sensing pressure buildup, signifying flash point. This equipment allows for the determination of the fuel flash point IAW ASTM D-93, Standard Test Method for Flash Point by Pensky-Martens Closed-Cup Tester. There are various manufacturers of the tester, including Pensky-Martens, Koehler, Boekel, and NAVIFLASH. We will discuss the NAVIFLASH tester in this chapter. The Pensky-Marten method uses an open flame, which is periodically dipped into the test chamber; this type of tester is seldom used today. The Automatic Pensky-Marten Closed Cup Flash Point Tester and the NAVIFLASH methods use an electric spark and pressure transducer to detect flash point and are the most commonly used tester’s onboard ships and most shore installations. Automatic Pensky-Marten Method The Automatic Pensky-Marten Flash Point Tester (Figure 1-11) accurately determines the lowest flash point temperature of fuels and lubricating oils. Flash point tests are simply conducted by mounting the flash cup filled with sample into the test position and selecting a pre- or user- programmed test method. A quick search method allows for determination of flash points for unknown samples. The automation routines provide accurate test results. These units are normally used as back up or spares in case the primary NAVIFLASH unit malfunctions. Naviflash Method The NAVIFLASH method, like the Pensky-Marten method, heats the fuel sample in a closed cup at a specified rate. The difference with the NAVIFLASH flash point tester (Figure 1-12) is that it uses an electric spark to ignite combustible vapors and has a pressure transducer that senses pressure buildup, signifying flash point. The NAVIFLASH performs the flash point test essentially “hands-off.” The operator only fills the sample cup and presses a few buttons, and the machine does the rest. The NAVIFLASH is a very sensitive piece of equipment and does require calibration.

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Figure 1-12 NAVIFLASH Flash Point Tester. The following procedure summarizes the operation of the NAVIFLASH method: 1. Power up the unit by depressing the rear-mounted rocker ON/OFF switch. 2. Select the Shipboard Program Number 1 or 4, for Fuel, Acceptance Test or Calibration Programs, respectively. Press TASK key to select. 3. The Liquid Crystal Display, (LCD) screen will display FUEL ACCEPTANCE-FLASH/NO FLASH, OVEN HEATING WAIT. During this period, the oven is heated to its programmed starting fuel temperature.

4. Shake the sample bottle and, using a pipette, transfer 1.0 ml of fuel to the sample cup. A scribed line in the interior of the sample cup should indicate this. NOTE Both calibration and fuel-acceptance operations are identical, except N-dodecane fluid, vice fuel, is used for calibration. 1-32

Figure 1-13 — AIA test equipment kit. 5. Once the LCD screen displays FILL & INSERT CUP IN CHAMBER, insert the cup into the test chamber, close external door, and press RUN key. MEASUREMENT IN PROGRESS will then be displayed on the screen. 6. Upon completion of test, flash point temperature, in degrees F, will be displayed on the LCD screen, accompanied by GREEN/RED lights. 7. If the measure flash point is greater than or equal to 140ºF, the GREEN light will flash and the screen will display the ACCEPT FUEL message. If less than 140ºF, a RED light will flash, accompanied with an audible alarm, and the REJECT FUEL message will be displayed. Press STOP to silence the alarm and acknowledge message.

8. Once STOP is pressed, the oven is cooled down to the starting temperature automatically. Empty the sample cup and thoroughly wipe cup reservoir. B/2 Anti-Icing Additive (AIA) Test Kit The B/2 AIA test kit (Figure 1-13) is used to determine the amount of FSII in jet fuels. The kit consists of a refractometer, apparati, graduated cylinder, and separatory funnel. Although the refractometer is small and made of plastic, it is neither cheap nor more durable than other equipment in the quality surveillance laboratory. Be careful when it is in use or in storage. Operation of the Refractometer The name refractometer tells you how it works. By the prism on the front (Figure 1-14), light is refracted through the sample being tested onto the scale inside the refractometer. The refractometer is to be used in the quality surveillance lab, not on the flight deck or on the sponson. The light source can be a fluorescent or incandescent bulb, but the area must be well-lit.

NOTE Flash-point measurement shall be performed in duplicate using separate samples. Agreement should be within ±5ºF. Figure 1-14 — Refractometer. 1-33

Detailed instructions are provided with the test kit. The following procedures summarize the operation of the kit. 1. Set up the apparati assembly as shown in Figure 1-13. 2. Use prescribed sampling procedures and take a 1-quart sample of the fuel to be tested in a clean sample bottle. 3. Fill half of the aluminum dish with tap water. 4. Fill the graduated cylinder ( Figure 1-13) and the separatory funnel about one-third full with the fuel to be tested. Rinse the cylinder and funnel thoroughly to clear them of any foreign material and empty the contents. 5. Now fill the graduated cylinder with exactly 160 ml of the fuel sample. 6. Check to see if the drain cock on the separatory funnel is closed. If not, close it and pour the 160 ml from the graduated cylinder into the separatory funnel. 7. Using a piston pipet te, add exactly 2 ml of water from the aluminum dish to the separatory funnel. Place the cap on the funnel and shake it vigorously for 3 minutes. Place the funnel in the ring stand. By vigorously shaking the sample in the graduated cylinder, you have allowed the icing inhibitor to leach into the water. 8. Open the hinged prism cover of the refractometer's window (Figure 1-14); make sure the window and prism are clean. Place several drops of tap water on it from the aluminum dish using a piston pipette, close the cover, and look through the eyepiece. Observe the shadow line. You should read zero across both graphs. 9. If a reading of zero cannot be obtained, remove the black plastic rod from the back of the refractometer and adjust the set-screw (on the bottom of the refractometer) until the shadow line meets the zero line of the scale. See Figures 1-15 and 1-16. By adjusting the setscrew Figure 1-15 until you read zero, you have made the refractometer ready to compare the FSII in the fuel to the scale inside the refractometer (Figure 1-16), and you have also calibrated the refractometer. NEVER use a metal screwdriver to calibrate the refractometer. The screwdriver may pass a static electrical charge onto the refractometer.

CAUTION The refractometer unit is made entirely of plastic. The use of any metal objects to calibrate it will damage the equipment. Figure 1-15 — Refracometer (bottom view). 1-34

Figure 1-16 — View through a Refractometer. 10. Open the plastic cover and wipe off the water from the window and cover. 11. Carefully turn the drain cock on the separatory funnel so several drops of water can trickle into a clean, dry aluminum dish. 12. Open the hinged prism cover and place two or three drops of liquid (from the funnel) on the window using a clean (one that has not been used) piston pipette. Close the cover. Look through the eyepiece and read the point where the shadow line is on the scale. This gives you the percentage of FSII by volume. Make a log entry of your finding. Your readings should read two digits to the right of the decimal point: e.g., .08, .04, .06, etc. See Figure 1-16. 13. Empty the funnel and properly dispose of the fuel. Clean the equipment with soap and water, and ensure the equipment is thoroughly clean by rinsing with water.

The minimum level for United States Navy and United States Marine Corps aircraft that require FSII to prevent water-ice formation is 0.03 percent. Currently these aircraft are the SH-60. All other USN and USMC aircraft do not require FSII and may use JP-5 or other approved fuel, even if it does not contain FSII. If the FSII level falls below the 0.03 percent limit, the appropriate Navy or Marine Corps commanding officer of a squadron containing the above aircraft, or his/her designated representative, shall be notified. Transient (United States Air Force, United States of America, and visiting foreign military aircraft) crewmembers and pilots will be notified of FSII levels of 0.07 percent or less. NOTE The refractometer contains two FSII scales—one for each of the two different FSII materials currently in use. All JP-5 fuel tested shall be assumed to contain the high flash-point type of FSII material, DiEthylene glycol Monomethyl ether, or DiEGME, which is read from the scale on the left side of the refractometer marked “JP-5” or “M.” 1-35

Figure 1-17 — Hydrometer. Figure 1-18 — Thermohydrometer.

API/Specific Gravity Test The specific weight of JP-5 is important to know for the proper operation of the centrifugal purifier. The specific gravity test is used to determine the correct purifier discharge ring size. A hydrometer Figure 1-17 or thermohydrometer is used to determine the specific gravity of the fuel. Both are used practically in the same manner. Only exception, when using the hydrometer, you will need to use a suitable thermometer to take the temperature of the fuel in the glass cylinder. The thermohydrometer Figure 1-18 contains a thermometer in the stem of the hydrometer. The hydrometer floats in the liquid sample to determine the weight of a liquid (Figure 1-19). The unit is made of glass and breaks easily. Use extreme care in handling during testing and storage. For standardization, all of your readings will be converted to 60degrees Fahrenheit. The API has developed a conversion scale from one temperature to another. The steps to perform a specific gravity test are summarized as follows: 1. Using standard sampling procedures draw a sample. Slowly pour enough fuel into a tall graduated glass cylinder (about 2/3 full) to minimize the formation of air bubbles. 2. Lower the thermohydrometer gently into the sample and spin, making sure it does not touch the sides of the cylinder. 3. When the thermohydrometer comes to rest, record the temperature and read the point at which the surface of the liquid meets the hydrometer scale on the unit. This is known as the menicus. Record the hydrometer reading to the nearest mark on the scale. WARNING Failure to notify appropriate squadron personnel of low FSII conditions can result in safety-of-flight problems. 1-36

Figure 1-19 — Hydrometer in class cylinder.

4. After reading the thermohydrometer scale, read the temperature once more and record. 5. Convert the degrees and thermohydrometer reading to specific gravity using tables 541-10-4 located in NAVSEA S9086-SN-STM-010/CH-541. Figure 1-20 is a sample of the specific gravity table. Find the observed temperature and the observed gravity to find the corresponding gravity at 60 degrees Fahrenheit. Take that number and utilize the API Gravity to Specific Gravity table in Figure 1-21 to find the specific gravity of the fuel tested. Log your findings. 6. The results from the API Gravity to Specific Gravity table is used to match a graph in the JP-5 Jet Fuel Centrifugal Purifier technical manual to determine the proper size of discharge ring used. Refer to NAVSEA technical manual S9542-AB-MM0-010, pages 4-4 to 4-5 to NAVSEA technical manuals S9542-AB-MM0-010(200GPM) and S9542-AE- MM0-010(300GPM) on instructions, and graph for the various sizes of discharge rings. 7. Empty the glass cylinder and properly dispose of the fuel. Carefully clean the thermohydrometer and ensure the test equipment is properly stowed in a suitable storage area.

NOTE The temperature of the glass cylinder, thermohydrometer, and sample should be approximately the same. Temperature changes in the testing area should be no greater than 5 degrees, and the area should be free of any drafts. NOTE The mean of the two temperature readings is the standard temperature for the test. If the temperature readings differ by more than 1 degree, the test must be redone when the temperature is more stable. 1-37

Figure 1-20 — Sample chart of API Gravity at Observed Temperature. QUALITY SURVEILLANCE LOGBOOKS In a day's operation of the fuel lab on some ships and shore stations, it is common to handle over 100 samples a day. To be able to keep track of the sample results and to maintain good records, a logbook is required for all samples. Make your log entries in ink and use only one side of each page. This is an official document. The Quality Surveillance Logs are the most important logbooks an ABF has to deal with daily, so write or print the log entries clearly. It is useless to log the results if only one person can interpret the handwriting. The results in the logbook indicate whether or not everything is operating correctly or if a problem exists. When a problem does exist, notify your supervisors at once. Do not wait, as corrective action must be taken immediately. Remember that someone's life is in that multimillion-dollar aircraft. The Quality Surveillance logbook should be in the format illustrated in Figure 1-22. Keep the logbook neat, clean, and dry. Good housekeeping pays off. A log that is poorly kept, dirty, or has ripped or missing pages is a direct reflection upon the way the Quality Surveillance lab is being operated.

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Figure 1-21 — Sample chart of API Gravity to Specific Gravity.

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Figure 1-22 — Quality surveillance fuel sample log.

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End of Chapter 1 Quality Surveillance of Aviation Fuels Review Questions 1-1. Motor gasoline (MOGAS) and jet propulsion (JP) fuels are petroleum products manufactured from crude oil by oil refineries. Through ____________, the crude oil is separated into fractions, which are groups of compounds having boiling points within a given range.

A. s ettling B. freezing C. boiling D. distillation

1-2. Petroleum fuel is a liquid that contains _______ energy that is converted into mechanical energy through combustion in an engine.

A. k inetic B. s olar C. h eat D. c lean

1-3. How is the volatility of a petroleum fuel measured?

A. Weight and viscosity B. V apor pressure and distillation C. Temperature corrected to 60 degrees Fahrenheit D. Difference between flash point and freezing point of fuel product

1-4. What important step in preventing the buildup of fuel vapors is required for all spaces where fuels are handled?

A. Operate the space ventilation system. B. Turn on the overhead lighting. C. K eep areas clean of debris. D. Always wear long sleeves when working with fuels .

1-5. Contaminated fuel can cause aircraft accidents with _____________, ____________, and/or the ____________ of entire squadrons. This means that clean fuel is a LIFE-OR-DEATH matter with aviation personnel

A. minimal damage, potential injury, reorganization B. no loss of life, No damage to aircraft, normal operations C. damage to aircraft, injury to personnel, decommissioning D. loss of life, loss of aircraft, grounding

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1-6. What is the most important factor in preventing and removing contamination in fuels?

A. k eeping filter elements changed B. recording sample results C. use of 32-ounce plastic polyurethane bottles D. awareness of the people who handle the fuel

1-7. In order for aircraft fuel to be acceptable for delivery, aircraft must be clean and bright. They must not contain more than ______ free water or ______ particulate contamination.

A. 10mg/L /2 ppm B. 2 ppm/10mg/L C. 10 ppm/2mg/L D. 5 ppm/2mg/L

1-8. Dark or black water and/or slime in drawoffs from storage tank bottoms, triggering of fuel monitors in delivery systems are all symptoms of what quality surveillance problem?

A. Sediment contamination B. Separation of FSII from aviation fuels C. Surfactant/microbiological growth D. Commingling

1-9. An all-level sample is one obtained by subme rging a closed sampler into a container as near as possible to what point in the container/tank?

A. Drawoff level B. Intermediate level C. T op level D. Between intermediate and drawoff level

1-10. The correct sampling and labeling of petroleum products is as important to fuels inspection as correct testing. _____________ of poorly drawn samples or _______________samples are two common errors that can cause laboratory results to be meaningless or, worse, misleading.

A. c orrect containers, misidentified B. improper containers, incorrectly identified C. s teel containers, empty glass D. c orrugated containers, incorrect glass

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1-11. What are some of the general rules in sampling?

A. H ands clean, samples capped promptly; sample is a representative of the product being sampled, sample was drawn while system was under normal operating and steady flow conditions B. H ands clean, samples capped when time permits, sample represents product being sampled, sample taken under system normal operating pressure with static draw point C. H ands clean, samples capped using sealing wax, sample represents product being sampled, sample taken under system static condition D. H ands clean, sample bottles semi-clean and capped with cork insert, sample represents product being sampled, sample taken while system was under flow conditions and at normal operating pressure

1-12. Proper identification and accurate records of samples are necessary so the test results may be correlated with the samples submitted to regional laboratories. List four items required to identify samples taken for testing by regional laboratories.

A. Classification, sample serial number, type fuel, date sample taken B. Classification, visual condition of sample, type bottle used, date sample taken C. Activity address, type of fuel, Location of sample, moon phase D. Classification of sample and test required (routine or special), name of person taking sample, longitude and latitude of sample point, home address of supervisor

1-13. What is the purpose to swirl the sample bottle to form a vortex in the fuel?

A. To clean the bottle using the fuel inside B. To remove any sediment that might cling to the bottle interior so it accumulates under the vortex C. To create a disturbance in the fuel so water and sediment can be seen D. To provide centrifugal force to separate water and sediment from the sample

1-14. The combined contaminated fuel detector is a portable, self-contained unit designed for both gasoline and jet fuels. This instrument is used to determine what?

A. Dirt and emulsions in fuel B. Entrained water and trapped fibrous contamination in fuels C. Solid and free water contamination in fuels D. Particulates less than .01 microns and commingling of fuels

1-15. How often should you adjust the rheostat on the CCFD when sampling for free water?

A. Quarterly B. Before every use C. Every other sample D. Never

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1-16. What method does the NAVIFLASHH and Automatic Pensky-Marten Closed Cup Testers have in common?

A. They both are very simple to use and adjust. B. They both use electric spark to ignite combustible vapors. C. They are difficult to operate and maintain. D. They both are very inexpensive and don’t require calibration.

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RATE TRAINING MANUAL – USER UPDATE CNATT makes every effort to keep their manuals up-to-date and free of technical errors. We appreciate your help in this process. If you have an idea for improving this manual, or if you find an error, a typographical mistake, or an inaccuracy in CNATT manuals, please write or email us, using this form or a photocopy. Be sure to include the exact chapter number, topic, detailed description, and correction, if applicable. Your input will be brought to the attention of the Technical Review Committee. Thank you for your assistance. Write: CNATT AB Rate Training Manager 230 Chevalier Field Avenue Pensacola, FL 32508 COMM: (850) 452-9700 Ext. 3171 for the N73 Director DSN: 922-9700 Ext. 3171 for the N73 Director E-mail: Refer to NKO AB rate training Web page for curent contact information.

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CHAPTER 2 JP-5 AFLOAT BELOW DECK SYSTEMS AND OPERATION In this chapter, we will try to ease you through the complex system of the below deck systems and operation by breaking it down. First, we will discuss the subsystems; then, we will cover the many components that make up these systems; and finally, we will explain operational procedures. LEARNING OBJECTIVES When you have completed this chapter, you will be able to do the following: 1. Describe the JP-5 below decks fuel system afloat. 2. Identify the subsystems that make up a JP-5 fuel system. 3. Identify the different types of pumps in the JP-5 below decks fueling system. 4. Describe each pump’s function and principles of operation. 5. Identify the different types of valves and valve manifolds installed in the JP-5 below decks system. 6. Describe internal components, their function, operation, and maintenance performed. 7. Identify the different types of filters used in the JP-5 below decks system. 8. Describe the components, function, operation, and operational limits of each filter. 9. Identify and explain the various components of a JP-5 jet purifier. 10. Describe its function, operation, operating limits, and preventive maintenance. 11. Describe the different types of pressure gauges, tanks, tank level indicating equipment, and fuel delivery control systems used by an Aviation Boatswain Mate (Fuels) (ABF). 12. Explain their function, operation, and their use to validate JP-5 system pressures and gauge fuel capacity. 13. Discuss inherent environmental impact associated with fuels. 14. Identify and explain the various JP-5 fuel system operations. 15. Describe how the Aviation Fuel Operational Sequencing System (AFOSS) is used as operational procedures for each operation. 16. Explain some of the consequences of not following those procedures.

1

JP-5 Fuel System A JP-5 fuel system consists primarily of a storage system and three separate and independent pumping systems. The pumping systems are filling and transfer, stripping, and service. The tanks in a JP-5 system are designated under two major categories, storage and service. Storage tanks are used for bulk storage of JP-5. Servicetanks containing purified fuel are used for servicing aircraft. The storage capacity of different classes of ships depends on the number and size of the ship's tanks. Approximate storage capacities for some of the different classes of ships are listed in Table 2-1. Due to the difference in the types of valves, pumps, filters, and other equipment installed on various ships, this section will use general descriptions. While your ship may have a gate valve in a specific location, another ship may use a butterfly or LIMITORQUE valve in the same location. Therefore, we will use the terms cutout valve, discharge valve, filter, etc. Specific components will be discussed in the next section. The legend in Figure 2-1 will help you identify some of the symbols in the figures that are in this section. Table 2-1 — JP-5 storage capacities CLASS SHIP APPROXIMATE CAPACITY LHA-1 (TARAWA) 1/4 million gallons LPD-4 (AUSTIN) 1/4 million gallons LHD-1 (WASP) 3/4 million gallons CVN-65 (ENTERPRISE) 2 1/4 million gallons CVN-68 (NIMITZ) 3 million gallons CVN-75 (HARRY S. TRUMAN) 3 1/2 million gallons CVN-78 (GERALD R. FORD) 4 million gallons

2

Figure 2-1 — Common symbols in JP-5 fuel system diagrams and schematics.

3

Fill and Transfer System The fill and transfer system (Figures 2-2 through 2-5), and its interconnecting piping and valves, serves a variety of functions in the operation of the JP-5 fuel system. It is used for receiving JP-5 aboard during underway replenishment, transferring JP-5 from storage to servicetanks, transferring JP-5 internally forward to aft or port to starboard (or vice versa), and filling the amid ship emergency tanks (on ships so equipped) when JP-5 is required for boiler fuel. It is also used to receive and direct JP-5 from the independent de-fuel main to a pre-selected storage tank and to consolidate JP-5 utilizing the stripping pump discharge header and direct it to any storage tank. The fill and transfer system is also utilized during the off-loading of JP-5 through cross-connection piping using the service pumps. The downcomer is that section of piping that connects the filling connection on the main deck sponson with the transfer main on the second and seventh decks. If you look at Figures 2-2, 2-3, 2-4, 2-5, and 2-6, you will see how the sponsons and second deck transfer main connect with the seventh deck fill and transfer main. The transfer main runs fore and aft through the bilge just below the seventh deck. Carrier, Fixed Wing Aircraft, Nuclear (CVNs) have a dual transfer main that runs forward and aft on both the port and starboard sides, creating a "closed loop" transfer main. The transfer main interconnects the forward and aft amid-ship group of storage tanks, and the amid-ship emergency tanks (on ships so equipped).

Figure 2-2 — JP-5 fill and transfer system. 4

Figure 2-3 — (cont’d) JP-5 fill and transfer system. In addition to being connected to the downcomers, the transfer main is also connected to the independent de-fuel main and the discharge headers of the transfer and stripping pumps. The inlet piping to the purifiers and the reclaim filter are connected to the discharge header of the transfer pumps. Cutout valves are installed at strategic points throughout the transfer main, mostly at fore and aft bulkheads. These valves are used to isolate the system during secured conditions and to control the flow of JP-5 during various transfer and filling operations. The extreme forward and aft ends of the transfer main are connected to the transfer-main branch headers. The transfer-main branch headers extend outboard from the transfer main and connect the storage tank manifolds with the transfer main. Normally there are only two branch headers for each of the forward and aft groups of tanks: one port and one starboard. However on ships equipped with double bottom and peak tanks, additional branches are required. Located between the transfer-main branch headers and the storage tank fill and suction tailpipes are manifolds. All manifold valves are marked Damage Control fittings ⊗−ray (Circle X-ray) and MUST be closed when not in use.

5

Figure 2-4 — (cont’d) JP-5 fill and transfer system. Figure 2-5 — (cont’d) JP-5 fill and transfer system.

6

Figure 2-6 — JP-5 sponson/transfer system. Fill System The fill system includes all piping, valves, and related equipment from the fill connections on the main deck to the fill and suction tailpipe in the storage tanks. The main-deck fill connections provide a means of attaching the refueling hose to the ship and controlling the quality and quantity of JP-5 being received. Fuel sponsons are located on the starboard side of the main deck, outboard of the hangar deck, or in elevator ramp recesses (Figure 2- 7). T he number of filling connections varies, depending on the type and class ship. Aircraft carriers have additional filling connections on the port side to enable refueling from a barge when moored to a pier . A fuel probe rig (Figure 2-8, view A) is used on the starboard side fill connections for underway replenishments. The rig consists of a fueling probe and a probe receiver. A swivel fitting supports the probe receiver. A wire-reinforced rubber hose connects the receiver to the filling connection. Depending on what class of ship you are on, the refueling sponsons may well be equipped with a double probe rig (Figure 2-8, v iew B). Each tube and probe assembly for the double probe is identical to and interchangeable with the single probe unit. The double probe and its carrier assembly consist of a trolley carriage and two tube and probe assemblies. The double fuel probe assemblies effectively cut down on time spent alongside an oiler and expedite the refueling evolution during hazardous 7

Figure 2-7 — Underway replenishment station (fuel) with fill connection. underway replenishments. The stress placed on the wire bridle from which the trolley is suspended is critical to the successful seating of double probes into double probe receivers. This problem, compounded with the sea states due to ships steaming in close proximity and the weight and high volume of fuel passing between ships, at times will unseat the fuel probes. A special inhaul-clamp is provided to allow the messenger/remating line to reseat/remate the probes with the probe receiver. For more detailed information on equipment, tools, and personnel required for refueling on your particular ship, consult your Ship’s Organization and Regulation Manual (SORM) and Replenishment at Sea Manual, NWP 4-01.4. The portside fill connections utilize flanges to bolt the refueling hose from a barge to the receiving connection on the sponson. Fill connections begin with a 90-degree elbow and a stop valve. A flushing line is installed outboard of the fill connection stop valve on some carrier and amphibious aviation-type ships. It is used for hose flushing and for receiving the initial flow of fuel during underway replenishment. The flushing line directs fuel flow to the reclamation system and into contaminated storage tanks through the de-fueling main. All fill connections should be equipped with the following:  A sample connection used to verify the quality of fuel received  A pressure gauge to determine the discharge pressure from the refueling source  A low-pressure air connection for blowing JP-5 in the hose back to the refueling source

8

Figure 2-8 — Refueling rigs, view A, single probe; view B, double probe.

NOTE Never align more than one transfer pump to a purifier. 9

Transfer System The transfer system discussed here is a CVN class ship arrangement using three transfer pumps and two centrifugal purifiers in each pump room. The suction header, common to the three transfer pumps, is connected directly to the port and starboard transfer-main branch headers. The two valves installed in the suction header, one port and one starboard, permit the transfer pumps to take suction either from the port or starboard storage tanks independently or from both at the same time. Three transfer pump inlet lines connect the common suction header with the suction side of the pumps. Each line contains an inlet valve and a compound gauge. The transfer pumps discharge into a common discharge header. Each pump discharge line contains a test connection, pressure gauge, one-way check valve, and a discharge valve. Two cutout valves are arranged in the discharge header (one between each of the pump discharge lines) to enable both purifiers to be in operation simultaneously, using any two of the three transfer pumps. For example, when pump No. 1 is aligned with purifier No. 1, either pump No. 2 or pump No. 3 can be aligned with purifier No. 2. When pump No. 3 is aligned with purifier No. 2, either pump No.1 or pump No. 2 can be aligned with purifier No. 1. This valve arrangement also permits two separate transfer operations to be performed simultaneously. For example, if pump No. 1 is aligned with purifier No. 1 to top off a servicetank, pumps No. 2 and No. 3 can be used to transfer JP-5 from forward to aft, reclaim fuel, and so forth. The same applies for pumps No. 1 and No. 2 when pump No. 3 is being used with purifier No. 2. Consult your AFOSS for operating instructions and correct valve alignment. The common suction and discharge headers of the transfer pumps are interconnected with the suction and discharge headers of the service pumps. This arrangement enables the service pumps to be used as transfer pumps (normally for off-loading JP-5). Because of insufficient (static) head lift and the low pumping capacity of the transfer pumps, they are not normally used for transferring JP-5 off the ship. The cross-connections between the respective suction and discharge headers are fitted with a spectacle flange or a line blind valve (blank side in) and a cutout/isolation valve (lock closed). Reclamation System The reclamation system (Figure 2-9) provides the capability to reclaim JP-5 received from hose flushing, JP-5 tank stripping operations, and initial flow during a fueling at sea (FAS). The water and se diment received from these operations are permitted to settle out in the contaminated JP-5 settling tanks. JP-5 drawn off by the designated JP-5 transfer pump is discharged through the reclamation pre-filter and filter/separator and then into a predetermined JP-5 storage tank. Water removed during this operation is directed to the purifier drain tank. Always utilize the AFOSS for the correct operating procedures. Stripping System There are two independent stripping systems in each JP-5 pump room. One system uses motor- driven pumps and is interconnected with all JP-5 tanks (both storage and service). The other system uses the hand-operated stripping pumps and is connected to the servicetank stripping manifolds only. Some CVN class ships have done away with the hand-operated stripping pumps and are currently using one motor stripping pump specifically designated for stripping servicetanks. Isolating stripping operations between storage and servicetanks is accomplished with the installation of a high- performance butterfly valve and/or locked-shut double valve isolation. Motor-Driven Stripping System The motor-driven stripping system (Figures 2-10 through 2-12) consists of two low-capacity pumps, manifolds, and associated piping and valves. It is designed to remove:  Settled water and solids from the bottom of the JP-5 storage tanks (during normal stripping operations). 10

Figure 2-9 — Reclamation system.  The last 24 inches of usable fuel remaining in the storage tanks after the transfer pumps lose suction (when consolidating fuel or before ballasting a storage tank).  The remaining seawater left in the storage tanks by the main drainage eductors (after tank cleaning operations or de-ballasting a storage tank).  The remaining 24 inches of JP-5 from the servicetanks (before cleaning or for off-loading).  The wash water from the JP-5 servicetanks (after a cleaning operation).  Water from the purifier sump tank. The storage tank stripping tailpipe extends from 1 1/2 inches off the tank bottom and runs to the single-valved stripping manifold. There are two types of manifolds installed in this stripping system. One is a single-valved stripping manifold used with all JP-5 storage tanks. The other is a flood and drain manifold that is installed to those JP-5 storage tanks that are designated to be ballasted. Flood and drain manifolds (Figures 2-10 through 2-12, item 15) are located in the stripping system along with single-valved manifolds and the stripping pumps. The stripping mains interconnect the manifold for all the storage tanks in the group with the common suction header of the stripping pumps. There are normally two stripping mains, one port and one starboard. On ships equipped with deep centerlines, double-bottoms, and peak tanks, additional lines are required to strip these tanks. The servicetank stripping tailpipe extends from 1 1/2 inches off the 11

Figure 2-10 — FWD motor-driven stripping system. tank bottom and is connected directly to the suction header of the motor-driven stripping pumps. These lines are fitted with a cutout valve. The pump piping is aligned to take suction from the common suction header and discharge into the common discharge header. The two cutout valves in the suction header permit both pumps to take suction from either the port or starboard tanks independently, or from both sides simultaneously. The pump inlet piping contains an inlet valve, a compound gauge, and on some ships, a 40-mesh basket-type strainer. The discharge piping contains a valved sample connection, pressure gauge, discharge valve, and one-way check valve. From the discharge header, the stripped liquid can be directed to the contaminated JP-5 settling tanks, or to the transfer main when consolidating the fuel load.

12

Figure 2-11 — (cont’d) FWD motor-driven stripping system.

13

Figure 2-12 — (cont’d) FWD motor-driven stripping system. Hand-Operated Stripping System We will discuss the hand-operated stripping system because ships in the fleet still operate this system. In the future, this system will be obsolete on aircraft carriers and replaced by the motor- driven stripping pump, as ships are rotated for major overhauls. The existing piping for the hand-operated stripping system will be retained and modified; the pump will be replaced with the motor-driven positive displacement rotary vane pump, similar to the pump described under the motor-driven stripping system discussed previously. The hand-operated stripping system (Figure 2-13) is provided specifically for JP-5 servicetanks. Its purpose is to remove water and solids from the bottom of these tanks. The hand-operated stripping system tailpipe extends from 3/4 inch off the servicetank bottom and is connected to a tank top cutout valve. The lines from each servicetank in the pump room are combined and connect directly to the suction side of the hand-operated stripping pump. The discharge line contains a bull’s-eye sight glass, sample connection, one-way check valve, and discharge cutout valve. The stripping line discharge is directed into the contaminated JP-5 settling tank or transfer main. Service System The service system (Figures 2-14 and 2-15) contains all the piping, valves, and related equipment necessary to deliver clean, clear, and bright JP-5 from the servicetanks on the eighth deck to aircraft on the flight and hangar decks. 14

Figure 2-13 — Service hand stripping system. With the ability to isolate the service system into four separate quadrants, the general arrangement of this system is nearly identical on all carriers. However, the actual piping, valves, and related equipment will definitely vary from ship to ship. The service system piping in the pump room (Figure 2-14) begins with the servicetank suction tailpipes. These lines extend from 24 inches off the tank bottom to the service pump common suction header. Each line is fitted with a shutoff valve to isolate the tank from the system when not in use. The service pump common suction header is divided into a port and starboard suction header by a set of crossover valves. During normal operations, these crossover valves are open to allow the use of any service pump with any servicetank. Additionally, the cross-connections from the transfer pump suction header, fitted with a spectacle flange or line blind valve and a cutout valve interconnect with the service pump suction header between these valves. The cross-connection is only opened to allow service pumps to be used for off-loading JP-5. The service pumps are connected to the suction header by the pump inlet. This line contains an inlet valve, a compound gauge, and pressure limit switch cutout valve. The discharge line, connecting the pumps to the common discharge header, contains a recirculating line, pressure gauge, one-way check valve, and a discharge valve. 15

Figure 2-14 — FWD JP-5 service system.

16

Figure 2-15 — Fueling/Defueling system. The pressure limit switch or pressure control switch (Figure 2-18) is located near the controller (inside the console room on CVNs) and controls the pump during operation by sensing pump discharge pressure. The switch closes the motor control circuit at 10 pounds per square inch (psi) and opens the circuit at 180 psi. If the service pump does not maintain suction within 3 minutes, the switch is calibrated to shut down the pump. A bellows element actuated by pressure operates the switch mechanism to either complete or break the control circuit. A permanent magnet at the contacts prevents excessive arcing. The pressure control element causes the pressure switch to close and open within a range of 10 to 180 pounds per s quare inch gauge (psig). For adjusting the pressure control switch, consult the applicable service pump technical manual. The recirculating line has an orifice to recirculate about 5% of the rated capacity of the pump back to the servicetank from which suction is being taken. The recirculated fuel through the pump casing keeps the pump cool during standby condition. This is when the system is pressurized (pumps are running), but no fuel is being drawn topside. The recirculating lines (one for each service pump) terminate in a recirculating header. The header in turn is connected to each servicetank recirculating line. These lines, fitted with shutoff valves, terminate 18 inches horizontally off the tank bottom. A number of 1-inch holes equally spaced along the top of the recirculating line allow JP-5 to be returned to the tank without disturbing the contents of the tank. When the system is being set up for operation, the recirculating header MUST be aligned to the servicetank from which suction will be taken. Also, when the servicetank is changed, so must the recirculating header. 17

The service pump discharge header is common to all four service pumps. Like the suction header, it is divided into port and starboard headers by a set of crossover valves. The cross-connection to the transfer pump discharge header is used with, and for the same purpose as, the cross-connection between the respective suction headers of the transfer and service pumps. They are also used to drain back the service piping for maintenance. From the service pump common discharge header (on the seventh deck), the distribution riser extends directly to the filter room (on the third deck). JP-5 enters the service filter through the inlet section and leaves the filter through the discharge line attached to the clearwell chamber and the automatic shutoff valve. Both inlet and discharge have shutoff valves. The filters are also provided with a bypass line. This line, fitted with a shutoff valve (locked closed), is install ed between the filter inlet and discharge lines. The bypass line is primarily used for draining back the distribution piping for maintenance. As the distribution piping leaves the discharge side of the service filter, it is divided into two sections (commonly called "legs"). Each leg extends outboard; one goes forward to supply all the service stations in the forward section of the quadrant, and the other goes aft to supply all the service stations in the aft section of the quadrant. The aft leg of the forward quadrant and the forward leg of the aft quadrant are connected by a set of crossover valves. Additionally, crossover valves connect port and starboard quadrants. With the correct alignment, this design allows fuel to be pumped from any service pump in either pump room to any service station on the flight or hangar decks. Service station risers extend upward to supply the service stations on the hangar deck and flight deck. At the service station, the supply riser branches off to each hose reel. Isolation valves are installed at strategic points throughout the distribution piping. These valves are normally in the open position (DC fittings marked ⊗−ray) during at-sea operations, but are closed to isolate specific sections in an emergency or if damage occurs. Jet Test System The jet engine test facility is provided with fuel directly from the JP-5 service system (Figure 2-16). The jet engine test facility cannot be operated during flight operations, as access to the fantail is restricted during flight operations. Therefore, the service system’s capability to support flight operations will not be compromised when the two operations are on-line simultaneously; this setup reduces the efficiency of the service system to supply fuel to aircraft. The JP-5 passes through one of the two aft 2,000 gallons per minute (gpm) service filters, where contaminants that could be present in the JP-5 are removed prior to delivery to the test stand. Use of the forward system service filters requires cross connecting the service system main on the second deck. Refer to your ship’s AFOSS for correct alignment and operating instructions. This system provides JP-5 to the jet engine test facility located on the fantail. It is the Aircraft Intermediate Maintenance Department’s (AIMD’s) means of testing and troubleshooting jet engines while underway. The system is serviced from a distribution main branch header, located in the cross- connect line between the two aft service filters. An isolation valve is installed to provide service fuel to the jet test stand. The distribution main branch header is fitted with an isolation valve to isolate the jet engine test facility from the service system. A solenoid-operated valve is installed that can be manually actuated from the jet engine control room in case of an emergency. Additionally, a solenoid-operated fuel/defuel valve, which is installed in the fuel supply header at the jet engine test stand, can be manually actuated from the jet engine control room for emergency shutoff and defueling capability simultaneously at the test stand. 18

Figure 2-16 — Jet test system. Located on the fantail, this system has an installed pressure regulating (CLA-VAL) valve, pressure gauges, and return line from the test stand to permit testing of jet engines at various flow rates. The system’s return line from the stand is connected to the defuel main. Consult your ship’s AFOSS for proper operational procedures and correct alignment for this system. The maintenance and material upkeep of the jet test stand is usually the responsibility of the flight deck repair shop. The below decks work center is responsible for tracking and accounting for all fuel transfer with AIMD’s jet shop. Auxiliary JP-5 System This system (Figure 2-17) provides JP-5 to emergency diesel generators, auxiliary boilers, small-boat filling stations, or combat vehicle/support equipment filling stations. It is an independent system and typically consists of an auxiliary pump, an auxiliary main, and branches supplying each station. This s ystem is also supplied from the JP-5 service pump suction header.

19

Figure 2-17 — JP-5 auxiliary system. JP-5 Fuel System Pumps In the first section of this chapter, we talked about JP-5 fueling subsystems. We discussed their typical arrangements and where pumps, filters, cutout valves, purifiers, and other components would fit in that system. And as was stated earlier, though all JP-5 fuel system arrangements are alike, the actual makeup of each system will be different. A pump is a machine that draws a fluid into itself through a suction port and forces the fluid out through a discharge port. The ABF uses pumps in the JP-5 below decks system to move JP-5 from tank to tank, and to lift JP-5 to the flight and hangar deck refueling stations The Aurora JP-5 Service Pump (Figure 2-18). Wear occurs in a pump as in any other piece of machinery. To maintain a pump at or near the efficiency it had when new and to keep maintenance at a minimum, periodic tests should be made to determine the delivery capacity of the pump. When a test indicates a noticeable reduction in the delivery capacity, it is a sign of possible internal wear. The pump should be opened for inspection in accordance with Planned Maintenance System (PMS). If corrective action is not immediately taken, total failure of the wearing parts may result in excessive repair costs as well as considerable down time of the pump. Always follow the manufacturer's instructions in the applicable technical manuals. The various type pumps and their functions are discussed here. Centrifugal Due to their simplicity and adaptability to a wide variety of operating conditions, centrifugal pumps are widely used. They can be modified to operate over a wide range of heads, can handle liquid at all normal temperatures, and can operate at speeds that are standard for motors or turbines. Liquid can 20

flow continuously from these pumps, and their discharge can be throttled without building up excessive pressures in the pumps or overloading the driving unit. The most common manufacturers of the centrifugal pumps used in the JP-5 below decks system are Aurora and Buffalo. The Aurora is the pump discussed here. However, there are other pumps installed and you should always consult the technical manual for details on the specific pump in your system. In the JP-5 below decks system, centrifugal pumps are primarily used as service pumps. The Aurora JP-5 Service Pump (Figure 2-18) is a double-suction, single-stage, centrifugal pump. The pump is designed to deliver fuel at 1,100 gpm at 150 psi with a 20-foot suction lift. The pump consists of a split casing, wearing rings, and rotating element. Split Casing The casing (Figure 2-19) is horizontally split at the shaft centerline. This enables easy removal of the upper casing half for inspection and maintenance. The casing is divided into three chambers: two suction and one discharge. The upper half of the casing contains a flange that may connect the pump to an air eliminator valve. Two external seal lines on the upper casing feed fuel from the discharge chamber to cool the mechanical seals. The lower half of the casing contains bearing housings, a suction flange, and a discharge flange that connect the pump to the piping system. Drain holes and drain plugs are provided at the bottom of both flanges for draining the pump. Wearing Rings There are four replaceable type wearing rings (two rotating and two stationary) installed within the pump casing. The two rotating rings are installed on the impeller. The two stationary rings are installed in the pump casing between the suction and discharge chambers. The stationary rings are held in place and prevented from rotation by the tongue-and-groove construction. When the pump is assembled, the rotating wearing rings ride inside the stationary rings. (Check the appropriate technical manual for the correct clearance between the stationary and rotating rings.) Wearing rings serve two purposes: (1) Owing to their unique construction and close tolerances, they minimize leakage between the discharge and suction chambers, and (2) they allow for the wear created between the impeller and pump casing. Fuel passing through the pump has a tendency to recirculate from the discharge chamber back to the suction chamber. As the fuel passes through the narrow clearance between the wearing rings, a partial seal is made by the rapid rotation of the impeller. This seal minimizes the leakage between the discharge and suction chambers. After prolonged use of the pump, the clearance between the wearing rings gradually increases due to wear. This is caused by the friction created by the rapid rotation of the impeller, as well as the fuel passing between the wearing rings. As the clearance increases, sealing effect decreases resulting in the loss of the rated capacity of the pump.

21

Figure 2-18 — Aurora JP-5 service pump with pressure control.

22

Figure 2-19 — Centrifugal pump casing.

23

Figure 2-20 — Assembled rotating element. Rotating Element The rotating element (Figure 2-20) consists of an impeller and pump shaft, shaft sleeves and nuts, ball bearings, mechanical seals, and a flexible coupling. 1. Impeller and Pump Shaft  The impeller is a double-suction, closed impeller. It is keyed to, and rotates with, the pump shaft. The impeller is centered in the discharge compartment of the pump casing and prevented from axial movement by two shaft sleeves and two shaft nuts. The two shaft sleeves actually act as long spacers between the impeller and shaft sleeve nuts. The shaft sleeves are also keyed to, and rotate with, the pump shaft. Fuel enters the center part of the impeller from both sides of the suction chamber and is pumped into the discharge chamber. Side plates enclose the impeller blades. The blades are designed to curve backward in relation to the rotation of the impeller to increase pump efficiency and impart velocity to the fuel in the casing. 2. Mechanical seals ( Figure 2-21) fitted on the pump shaft guard against fuel leakage from the pump and prevent air from entering the casing around the shaft. The seals are installed in the stuffing boxes provided on each side of the pump casing. Two types:  The John Crane the principal parts of the John Crane mechanical seal are the stationary floating seat, low-friction sealing washer, and spring. It is a single- piece unit.  Durametallic. The principal parts of the Durametallic Figure 2-21 — John Crane mechanical seal. 24

Figure 2-22 — Falk type-F steel flex coupling. mechanical seal are the stationary insert, seal ring, compression ring and collar assembly, and the shaft packing. It is a three-piece unit.

3. Bearing Cartridges  Refer to Figure 2-19. Both ends of the pump shaft extend outside the upper half of the casing. Pump shaft ends are supported by ball bearings encased in bearing cartridges and cradled in the bearing brackets of the lower casing half. The ball bearings absorb radial and axial thrust, and ensure free rotation of the pump shaft. A single ball bearing is housed in the inboard bearing cartridge, allowing the inboard bearing some axial movement within the cartridge. Dual ball bearings are housed in the outboard bearing cartridge. The ball bearings are slipped on and held firmly against a shoulder on the pump shaft by a lock washer and locknut. The end of the bearing cartridges that lie close to the center of the pump are enclosed by bearing covers. The bearing covers prevent bearing grease from leaking out of the bearing cartridges. In addition, the bearing covers prevent dirt, water, or fuel from entering the bearing cartridges. Bearing caps enclose the outside ends of the bearing cartridges. A grease cup and a grease fitting are installed on both of the bearing caps to allow addition of grease to the bearings. Grease reliefs are also installed to release grease during heat expansion. 4. Flexible Coupling  The flexible coupling is designed to absorb vibration due to misalignment between the motor shaft and the pump shaft. The coupling hubs are keyed to both the pump and motor shafts and are lubricated to reduce wear in the coupling. 5. Falk Type-F Steel Flex Coupling  This coupling (Figure 2-22) is a flexible, self-aligning, grid-member coupling. The two hubs are symmetrical, but may have different bores or key-ways. One hub is keyed to the motor shaft, and the other hub is keyed to the pump shaft and secured axially by NOTE Some parts of mechanical seals are made of carbon and break easily. Handle mechanical seals carefully. 25

set-screws. A flexible grid-member engages the teeth in the hubs to transmit power. A gasket and two seal rings are fitted to the covers to prevent grease leakage. The parts are enclosed in two cover halves that are bolted together.  When it is necessary to disconnect the coupling and remove the nuts and bolts, separate and draw back the cover halves, and remove the grid-member. To remove the grid-member, a round rod or screwdriver that conveniently fits into the open loop ends of the grid-member is required. Begin at the open end of the grid-member section and insert the rod or screwdriver into the loop ends. Use the teeth next to each loop as a fulcrum and pry the grid-member out radially in even, gradual stages. Proceed alternately from side to side lifting the grid-member about halfway out until the end of the grid-member is reached. Using the same procedure again, lift the grid-member until the teeth are cleared. This separates the coupling hubs. 6. Magnetic Coupling  The magnetic coupling ( Figure 2-23) is used between the pump and motor. The coupling consists of a conductor housing and magnetic rotor. The magnetic rotor is rigidly fastened to the pump hub. The conductor housing is rigidly fastened to the motor hub. As the conductor housing rotates around the magnetic rotor, electromotive forces generate a voltage in the conductor housing. The resulting current from this generated voltage produces its own magnetic field, which applies an attractive force to the magnetic rotor.  The magnetic attraction between the conductor housing and the magnetic rotor is translated into rotational torque causing the pump shaft to rotate. The hubs are housed in a coupling guard. Lubrication of this coupling is not required. Never remove perimeter bolts. 7. Alternating Current ( ac) Magnetic Motor Controller  The ac magnetic motor controller is installed in the pump room to control power to the ac motor. A spring-return START/STOP selector switch and a RESET pushbutton are front panel-mounted on the controller. These switches control the stop, start, and reset operations of the service pumps. If the selector switch is turned in the START position, the motor starts; the switch returns to the neutral position when released. If the selector switch is turned in the STOP position, the motor stops; the switch returns to a neutral position when released. The controller overload relay is reset after clearing an overload condition by pressing the RESET pushbutton. A Thermostat in Motor (THMS MOT ON and THMS MOT OFF) indicating light provides a display for motor bearings and stator overheated condition. The service pump can also be stopped by pressing an emergency shutdown switch located in the pump room. Control and Indicator Locations The service pump controls and indicators are located in the pump room, pump control room control panel, human-machine interface (HMI) and flat panel display in the pump control room. The service pumps are controlled from the HMI flat panel display with trackball or the service panel, and locally at the ac magnetic controller. Control and Indicator Descriptions Controls and indicators include selector switches, pushbuttons, indicator lights, and gauges. Some CVNs have an HMI flat panel with trackball.

26

Figure 2-23 — Magnetic coupling.

27

JP-5 Control Station HMI The JP-5 Control Station HMI provides a central location to operate the JP-5 service pumps remotely. The JP-5 Control Station start and stop commands from the HMI are pulsed outputs that energize a start or stop relay. Once the relay is energized, it remains latched. Failure of a pump to start or stop as commanded within the allotted time results in a fault indication on the JP-5 HMI flat panel mimic screen in the control room. Functions assigned to the JP-5 service pumps through the input/output (I/O) drops and the HMI are start and stop commands and run and not run indications. The JP-5 s ervice pumps are started and stopped by using a pair of contacts, which are installed in their respective I/O drops. Power for the contacts is supplied by the motor controller. The JP-5 service pump run/not run indication will also have power sourced at the motor controller. The service pump can also be stopped by pressing an emergency shutdown switch located in the pump room. Pump Control Room Control Panel The pump control room control panels provide a central point for operating the service pumps and monitoring the fuel path from the pump room to the fuel stations. Remote ON/OFF pushbutton switches with indicator lights are installed on the control panel for each service pump to start and stop the motor. In addition, pushbutton switches with indicator lights control and show the position of all suction and discharge valves. Remote Pushbutton Switches The remote pushbutton switches located on the control room panel in the pump room enable the operator to turn the service pumps on or off from the pump control room. Motor indicator lights in conjunction with the remote pushbutton switches are energized when the pushbutton switches are actuated. The motor indicator lights on the remote pushbutton switches are labeled ON and OFF. When pressed, the emergency shutdown switch located in the pump room can also serve as the system shutdown. Before re-assembly, clean all parts thoroughly and check the coupling alignment in accordance with the pump's technical manual. After the coupling is aligned, carefully insert the gasket between the hubs and hang it on either hub. Do not damage the gasket. Next, force as much lubricant as possible into the space between the hubs and grid-member grooves. Insert the grid-members. To accomplish this with a minimum amount of spreading, start the grid- member at either end and tap the rungs only part way into the grooves. After all the rungs are partially in their respective grooves, tap the grid-member all the way into place. The hub grooves on each hub are uniformly spaced and do not require matching. Again, pack lubricant in the spaces between and around the grid-member, then wipe off the excess flush with the top of the grid-member. Lightly oil the hubs to ease the sliding of the covers onto the hubs. Mount the covers so the lubrication fittings are 180 degrees apart. Insert a screwdriver under the seal ring for venting purposes and then tighten the cover bolts. Remove the screwdriver, check the seal rings for proper seating, and align the cover to prevent wobble. Pump Control Room JP-5 Control Station The pump control room JP-5 Control Station flat panel HMI display and trackball-type (some hulls) select/activate pointer device provides operator interface with graphic displays of the JP-5 system. From the JP-5 Control Station, the operator can remotely start and stop service pumps. Start and stop control is accomplished by positioning the trackball pointer and clicking on the service pump symbol icon. A pump pop-up menu appears. From the pop-up menu, the operator selects the START or STOP icon, as applicable, with the trackball pointer and then clicks. A legend display screen (Figure 2-24) is also available on all JP-5 di splay screens to provide the operator a description and graphic depiction of the different screen components observed during operation. 28

Figure 2-24 — Pump control room HMIs.

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Troubleshooting Table 2-2 lists typical malfunctions, probable causes, and corrective action for the JP-5 service pump. Table 2-2 — JP-5 service pump troubleshooting guide MALFUNCTION PROBABLE CAUSE CORRECTIVE ACTION 1. No fuel discharge from pump. Impeller or suction line clogged. Back flush pump to clear obstruction. Disassemble pump or suction line and remove obstruction. 2. Pump fuel discharge at reduced capacity or pressure. Impeller or suction line partially clogged. Back flush pump to clear obstruction. Disassemble pump or suction line to remove obstruction. Air leakage in mechanical seals. Check mechanical seals. Replace defective mechanical seals. Wearing rings worn. Replace defective wearing rings. Impeller damaged. Replace impeller. Casing gasket defective. Replace defective casing gasket. 3. Pump starts then stops fuel discharge. Air leakage in mechanical seals. Check mechanical seals. Replace defective mechanical seals. 4. Pump binding. Impeller clogged. Back flush pump to remove obstruction. Disassemble pump. Remove obstruction from impeller. Wearing rings worn or damaged. Check wearing rings. Replace defective wearing rings. Impeller damaged. Replace defective impeller. Pump and motor shafts misaligned. Check pump and motor shaft alignment and align shafts. Pump shaft bent or warped. Replace pump shaft. Bearings worn. Check bearings. Replace defective bearings. 5. Pump noisy or vibrates excessively. Pump bearings or motor bearings are worn. Check defective pump or motor bearings. Replace pump or motor bearings. Impeller binding or obstructed. Back flush pump to remove obstruction. Disassemble pump. Remove obstruction from impeller. Replace impeller. Pump and motor shafts misaligned. Check pump and motor shaft alignment and align shafts. Pump shaft bent or warped. Replace pump shaft. Mounting bolts loose or broken. Tighten or replace mounting bolts. Theory of Operation The spinning impeller causes fuel to leave the discharge chamber of the pump. This creates a suction that causes a continuous flow of fuel to the pump. Fuel from the servicetank simultaneously replenishes the fuel that leaves the suction chamber as long as the pump has a positive suction head. Centrifugal pumps WILL NOT draw suction. Fuel in the suction chamber enters the center part of the impeller. The blades of the impeller propel the fuel toward the discharge chamber walls by centrifugal force. The expanding spiral shape of the discharge chamber slows the fuel, which increases the 30

Figure 2-25 — Blackmer rotary vane pump. pressure and creates a continuous flow through the pump. Flow is continuous as long as there is enough fuel at the suction side, air does not enter the pump, fuel discharge is not restricted, and the impeller rotates at the rated speed. Maintenance Maintenance on the JP-5 centrifugal service pump is done in accordance with PMS and the applicable technical manuals. Rotary Vane Blackmer is the most commonly used rotary vane pump (Figure 2-25, frames 1 and 2) in the JP-5 below decks system. These pumps come in different sizes with different operating capacities and are used as transfer pumps, auxiliary pumps, stripping pumps, and on the flight deck as defuel pumps. Each pump may vary slightly, but all are practically identical. The Blackmer (Figure 2-26) is a positive displacement, rotary vane type pump. The pumps used for stripping are designed to pump 50 gpm at 50 psi. The pumps used for transfer are designed to pump 200 gpm at 50 psi or 300 gpm at 50 psi. 31

Figure 2-26 — Blackmer rotary vane pump (component layout). The 300 gpm at 50 psi Blackmer transfer pump (Figure 2-27) is used to accommodate the newer 300 gpm rated centrifugal purifiers (Model B214-AS-300). The operation and components of the 300 gpm Blackmer transfer pump are the same. The basic difference to these pumps is the size, arrangement to the pump (Figure 2-28), and the motor; the flexible coupling is used to interconnect the motor and the pump. Some 200 gpm and 300 gpm Blackmer pumps use a drive belt (almost identical to an automobile fan belt) with sprockets to provide power from the motor to the pump.

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Figure 2-27 — 300 gpm belt-driven Blackmer rotary vane pump.

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Figure 2-28 — Blackmer rotary vane pump (vertically mounted).

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As with the timing belt of an automobile, when the belt loosens or is not at its proper tension, it must be tightened. Adjusting the belt-driven rotary vane pump or maintaining proper tension to the belt is much easier compared to the flexible coupling method. Follow these steps in determining proper belt tension; refer to Figure 2-29 as needed: 1. Ensure that the pump is de-energized and tagged “Out of Service.” 2. Remove belt guard door(s). 3. Inspect timing belt for missing/worn teeth. 4. Inspect belt for cracking and peeling. 5. Inspect timing belt for dirt, grease, and foreign matter. 6. Verify that timing belt deflection does not exceed 1”; use a 2-pound scale to determine proper deflection on the belt (see Figure 2-29, view A). 7. Place straight edge across face of pump and motor sprocket (see Figure 2-29, view A). 8. Measure gap between pump sprocket and straight edge. 9. Verify gap between motor sprocket and straight edge. 10. Reinstall belt guard door(s). 11. Remove “Out of Service” tags. The maintenance on the belt-driven Blackmer pump is relatively simple; consult the applicable PMS card and technical manual for proper belt tension.

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Figure 2-29 — Blackmer belt driven pump: View A. Belt alignment, View B. Alignment components.

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Figure 2-30 — Rotary vane pump, cylinder head. Cylinder and Head Assembly The cylinder (pump casing) houses and provides a working area for the rotor and shaft assembly. The cylinder is machined to form an egg-shaped cylinder bore. The inlet and discharge ports are cast integrally with this section of the pump. The pressure control valve, located on the top of the pump, is cast integrally with the upper portion of the cylinder bore. Each side of the cylinder has machined recesses to ensure perfect fit of the cylinder heads. The cylinder heads (Figure 2-30), one for each side of the pump, house the ball bearings and mechanical seals. An O-ring is installed between the cylinder heads and the cylinder to prevent leakage. The ball bearings, located in the bearing housing within each cylinder head, support and ensure free rotation of the rotor and shaft assembly, and maintain the proper clearance between the rotor and upper position of the cylinder bore. A bearing cover, with a grease fitting at the top and a grease relief fitting at the bottom is bolted to the end of each cylinder head. The mechanical seal installed in each head prevents leakage of fluid along the shaft into the bearing housing. A telltale drain hole is located directly under the bearing housing and on the underside of each head. These holes are intended to serve as an indication of leakage by the mechanical seal. 37

Rotor and Shaft Assembly The rotor and shaft is a pressed fit assembly held in place by tapered pins. The rotor is centered in the upper portion of the oval-shaped cylinder bore. The rotor has an even number of equally spaced slots that provide the working area for the sliding vanes. Holes are drilled through the rotor and shaft, one between each set of opposing slots, for the installation and working area of the push rods.

The sliding vanes are made of palamite. Relief grooves are provided on the forward face of the vanes to allow the escape of liquid trapped between the vanes and the slots in the rotor. The pump shaft connects to a gear reducer (Figure 2-26) shaft by a flexible coupling. The opposite shaft of the gear reducer is connected to the shaft of the drive motor, and also by a flexible coupling. The purpose of the gear reducer is to mechanically reduce the motor revolutions per minute (rpm) to match the rated rpm of the pump. Pressure Control Valve The pressure control valve (Figure 2-31) is provided to prevent buildup of excessive pressure that might damage the pump or associated equipment. When over-pressurization occurs, the valve directs fluid from the discharge side to the suction side of the pump. It is spring-loaded closed. An adjustment screw adjusts spring tension on the valve disc. Relief pressure is determined based on pump application and piping design. The adjustment screw has a locknut to lock it at the set pressure. The pressure control cap is screwed on the cover to protect the adjustment screw threads.

NOTE The vanes must face the direction of rotation to allow the escape of fluids into the discharge port. Figure 2-31 — Rotary vane pump pressure control valve. 38

Figure 2-32 — Rotary vane pump (open/closed position). Pressure Control Valve Adjustment Line up the suction side of the pump to a storage tank, opening the required valves. Make sure the pump discharge valve is closed. Start the pump, remove the protective cap, and loosen the locknut. Turn the adjustment screw until the desired pressure is indicated on the discharge pressure gauge. Tighten the locknut, replace the protective cap, stop the pump, and secure the suction side piping. Theory of Operation The rapid rotation of the shaft and rotor forces the vanes in sliding contact with the cylinder bore by centrifugal force and by push rods. The passage of the vanes through the lower portion of the cylinder bore draws fluid into the pump and, at the same time, forces it out the discharge port (Figure 2-32). Rotary vane pumps are positive displacement pumps. This means they will pump air, which creates a vacuum, causing liquid to be pulled into the suction side of the pump. Maintenance Maintenance on the rotary vane pump is done in accordance with PMS and the applicable technical manuals. Typical maintenance includes the following: Lubrication Proper lubrication is a MUST but do not over-grease. After lubrication, a small amount of grease may escape from the grease relief under the head. This is normal. However , if grease continues to escape, the grease relief fitting should be removed and inspected for damage, or the bearing removed and its grease shield inspected for damage. If grease escapes from around the pump shaft, the bearing cover should be removed and the lip on the shaft seal inspected for nicks, cuts, or distortion. Replace if necessary. Mechanical Seals No maintenance is required. Replace if leakage occurs. Head O-Rings If leakage occurs between the head and the cylinder, the head should be removed and both machined faces inspected for burrs, a cut or damaged O-ring, or other imperfections. If the O-ring is damaged in ANY way, replace it. 39

Vanes If the vanes are excessively worn, swollen, or jamming in the rotor slots, replace them. Troubleshooting Table 2-3 lists typical malfunctions, probable causes, and corrective action for rotary vane pumps. Table 2-3 — Rotary vane pump troubleshooting guide SYMPTOM PROBABLE CAUSE REMEDY 1. Pump does not deliver or delivers below rated capacity. Worn vanes. Worn heads or discs. Leaking through pressure control valve. Replace all vanes. Replace heads. Lap in valve seat. Foreign matter under valve seat. Remove. Valve worn out. Replace. Spring setting too low to hold valve shut at desired pressure. Valve seat worn out; replace cylinder or casing. 2. Pump is excessively noisy and vibrates during operation. Worn rotor ends. Defective bearing. Replace rotor. Replace ball bearings. 3. Evidences of excessive leakage at telltale drain holes in heads. Defective mechanical seal at end evidencing leak. Replace seals as required. 4. Excessive grease leakage around pump shaft Defective grease seal. Replace seal as necessary. Pump Couplings Most aviation fuel pumps are equipped with a type of flexible coupling. This coupling allows connection of the pump and motor (or gear reducer) shafts with a minute amount of misalignment. The flexibility of the coupling is normally gained from a gear, a spring arrangement, or a rubber insert between the coupling halves. Depending on the type of coupling, lubrication may or may not be required. Lovejoy Coupling The Lovejoy coupling (Figure 2-33) mechanically links the shaft of the pump to the shaft of the motor (or gear reducer). The coupling is made of two bronze coupling halves. The coupling is keyed to the shaft and held in place by socket-head setscrews. The coupling halves are cushioned by a formed rubber spider that also separates the coupling in half. This rubber separation reduces wear on the c oupling halves. When the re-assembly of any component of the pump unit involves re-coupling, the coupling should be checked for misalignment using a straight edge and feeler gauge. As different pumps have different size couplings that require different clearances, consult the specific pump technical manual for proper clearance of your specific coupling. When adjusting the couplings, make sure each section of the coupling is tightly anchored to its respective shaft and that both sections are butted together with the correct space (according to the specifications in the technical manual) between the coupling sections and the rubber spider. The Lovejoy coupling requires no lubrication. 40

Figure 2-33 — Lovjoy coupling. Figure 2-34 — Rex chain coupling. Rex Chain Coupling The Rex Chain coupling (Figure 2-34) mechanically links the shaft of the pump with the gear reducers on motor-driven stripping pumps. Each shaft has a toothed gear attached and, when both shafts are aligned, a chain is placed around both gears, connecting both halves. It resembles small bicycle sprockets placed side by side with a double-wide chain connecting the two. Although periodic inspection and lubrication are required, the main advantage is its ease of removal and alignment. The gears and chain are steel and can break if hit with a hammer. Therefore, do NOT 41

Figure 2-35 — Gate valve. use force. When installing a Rex Chain coupling, if you feel force is needed, you are doing something wrong. JP-5 Fuel System Valves and Valve Manifolds Valves Several types of valves are used in the JP-5 systems. Typically, the valves used in the filling and transfer system are of the high-performance butterfly type; some gate type are also included. Most discharge valves on pumps are of the high performance butterfly type. Distribution piping may contain gate, globe, or butterfly. Newer ships may have LIMITORQUE, Tri-Tech, or Target Rock valve operators in their system. In the following paragraphs, we will discuss the various types of valves, their description and construction, and their normal use. You will also learn how these different types of valves are interconnected to the various valve manifolds. Know the type of valves and manifolds installed in your system and their location. Gate Valves A gate valve (Figure 2-35) is used where a straight flow with a minimum amount of restriction is desired. Gate valves are not designed for and cannot be used to limit fuel flow through the valve 42

Figure 2-36 — Globe valve. (called throttling). Most gate valves have a wedge-shaped gate, but some have a gate of uniform thickness. The gate is connected to the valve stem and is positioned by rotating the handwheel. The port is the full size of the pipe and extends through the valve. Some types of gate valves have a rising stem, and a glance at the valve will tell whether it is open or closed. For valves with a non-rising stem, the stem revolves in the bonnet and the gate is raised or lowered by the threads on the internal end of the stem. On this type of valve, a pointer is usually installed to indicate the open or closed positions. Gate valves operate properly with either face on the inlet side, thus simplifying installation. Case or forged steel valves have disks and seats made of nickel-copper alloy, chromium steel, or steel treated with a hard facing material. Valve stems are made of corrosion-resistant steel. Handwheels are made of fabricated steel, brass, or aluminum. Except for malleable iron or aluminum handwheels, bronze gate valves are made entirely of bronze. Globe Valves Globe valves (Figure 2-36) are so called because of the globular shape of their bodies. It must be noted that other types of valves also may have globe-shaped bodies. Therefore, the name does not always describe the valve properly. 43

Figure 2-37 — High-performance butterfly valves. In a globe valve, the disk is attached to the valve stem and seats against a seating ring or seating surface that shuts off the flow of fluid. When the disk is moved off its seat, fluid can pass through the valve. Globe valves may be used by throttling partially opening the valve to meet the desired flow. Globe valves are most commonly found on pump discharges, tank manifolds, and any other place where there is a need for throttling fuel flow. Globe valve inlet and outlet openings are arranged in several ways and are used to suit the requirements of the flow. There are three common types of globe valve bodies. In the straight body, the inlet and outlet openings are in line with each other. In the angle body, the inlet and outlet openings are at an angle to each other. The cross globe valve has three openings instead of two, and is frequently used in connection with bypass piping.

High-Performance Butterfly Valves The high-performance butterfly valve (Figure 2-37) used in the JP-5 system is designed specifically for flammable liquids or other hazardous materials. If a fire guts a piping system or space where these valves are located, and the fire is hot enough to melt a special sealing element, a secondary metal sealing takes place providing effective shutoff of fluid flow through the piping. No feeding of the fire can take place. The high-performance butterfly valve has a single-piece flexible polymeric seat that is pressure energized to assure positive shutoff. The seat is so designed that is compensates for pressure and temperature changes as well as for wear. The design also allows no metal-to-metal contact during regular operations. Also contributing to the valve's effectiveness is it s offset shaft and eccentric disk design that impart a camming action to the disk. This feature causes the disk to swing completely out of contact with the seat upon opening, eliminating wear points at the top and bottom of the seat. NOTE It is a good practice to put a gate valve back together the same way it came apart. Although the valve operates with either face on the inlet side, after installation and use in a specific flow pattern, one side of the valve may wear a little differently from the other. To ensure a tight fit and smooth operation, put it back the same way it came out. 44

This arrangement allows replacement of the valve seat, if it is ever required, by simply removing the body insert and then replacing the seat. You do not have to disassemble the shaft or disk. With no requirement to remove the shaft and disk, repair time is cut dramatically. As with the gate valve, the high-performance butterfly valve allows fluid flow in either direction. High- performance butterfly valves are normally used as isolation valves in transfer and distribution piping, but they may be used nearly anywhere. LIMITORQUE Valve Operators On newer CVNs, numerous valves have LIMITORQUE valve operators. LIMITORQUE valve operators (Figures 2-38 and 2-39) open and close gate and globe valves from a remote location, the pump room console (which will be discussed later in this chapter). Each LIMITORQUE, in addition to operating a valve, also controls and limits the opening and closing travel of the valve. A torque limit switch on the LIMITORQUE protects all operating valve parts from overload by limiting the torque and thrust loads applied to the valve. It also provides a constant seating thrust, thus assuring the valve is tight on each closure. This seating thrust can be varied by a fine adjustment on the torque limit switch. The torque limit switch operates and disconnects the source of motive power should an obstruction be met while the valve is being closed. Limit switches on the LIMITORQUE govern valve disk travel in the opening and closing directions of valve stem travel. The switches also operate position indicator lights for both the open and closed position of the valve. In case of motor failure, the LIMITORQUE unit can be operated manually by use of the handwheel. To prevent accidental operator injury, a motor de-clutch mechanism disengages the handwheel when the motor is energized. LIMITORQUE valves may be used in the following areas:  Valves in manifolds serving JP-5 storage tanks  Valves for filling JP-5 servicetanks  Valves taking suction from JP-5 servicetanks  Selected cutout valves in all three subsystems  Selected valves in the drainage and ballast system Description and Components of the LIMITORQUE Valve Operator There are three designs of the LIMITORQUE valve in use: models LT-130, LT-150 and LT-550. The operational description is basically the same for each valve. The LIMITORQUE valve consists of the following components: motor, torque, handwheel, and drive assemblies. Motor  Drives actuator  Operates on 440 volts, reversible motor  Contains a spur pinion gear on output side of motor  Controlled by console operator  Mounted with the unit

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Figure 2-38 — Limitorque valve operator. 46

Figure 2-39 — (cont’d) Limitorque valve operator. Torque Assembly (Torque-Actuating Shaft)  Driven by pinion on motor  Geared to motor with Association of Consulting Management Engineers (ACME)-type screw threads  Supported by two ball bearings (torque actuating shaft threads and pinion mounted needle type thrust bearing between the gear and thrust washer)  Prevented from moving up and down by Belleville s prings Belleville Springs  Located on the bottom of torque shaft  Stacked 10 springs to a series  Calibrated to withstand a pre-determined amount of torque, before allowing movement  Pinion splined to torque shaft drive’s hand wheel Torque Limit Switches  Located on a plate above the torque-actuating shaft 47

 Limits the amount of torque that may be applied to the valve disc by the operator  Operated mechanically when the torque becomes stronger than Belleville springs, to shut off motor Hand Wheel Assembly  Driven by pinion gear splined to the torque-actuating shaft  Supported by two ball bearings  Shaft is threaded to receive traveling nuts Traveling Nuts (2 Nuts)  Threaded to hand wheel shaft  Regulate vertical travel of the valve stem (upper and lower Limit)  Activate micro switches o Three micro switches each are install ed at the top of travel and at the lower end of travel o Only one upper and one lower micro switch is used to de-energize the motor o The remaining micro switches are used for auxiliary purposes a. Root valves b. Indicating lights c. Traveling nuts must be adjusted to open and close the limit switches immediately prior to the torque actuating switch being activated. d. Once adjusted, the traveling nuts will trip the limit switches at the same time.  Contain motor declutch mechanism  Hand wheel clutch provides for manual operation of the valve  Pinion gear on hand wheel shaft turns drive sleeve Drive Assembly  Geared to hand wheel by pinion gear  End of drive sleeve is hexagonal  Slips onto hexagonal nut on valve stem to link actuator and valve together. Maintenance The maintenance on the LIMITORQUE valve is contained in its applicable technical manual and assigned PMS. Table 2-4 lists some probable causes and symptoms to the LIMITORQUE valve; also listed are remedies to correct the problem. Always consult the applicable technical manual for any problems that arise beyond the scope of this manual. To the ABF, the LIMITORQUE valve operator is a valuable asset as long as it is operating and used correctly.

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Table 2-4 — LIMITORQUE valve troubleshooting tips SYMPTOMS IMMEDIATE ACTION PROBABLE CAUSE REMEDY 1. All indicator lights extinguished. None. Electric power off. Blown fuse(s). Lamp burned out. Defective transformer. Limit switch defective or maladjusted. Restore power at ship’s service power panel. Replace fuse(s). Replace lamp. Replace transformer. Refer to technical manual. 2. Motor fails to start. Turn off power. Blown fuse(s). Overload relay contacts tripped open. Defective contactor. Defective push-button. Defective or maladjusted limit switch. Open or short circuit in motor. Replace fuse(s). Reset overload relay. Replace contactor. Replace push-button assembly. Refer to technical manual. Replace motor. 3. Motor shuts off and will not restart. Use valve operator hand wheel to operate valve. Overload relay contacts tripped open. Valve binding or blocked by foreign matter. Defective torque switch. Reset overload relay. Refer to valve technical manual. Refer to technical manual. 4. Overload relay trips repeatedly. Use valve operator hand wheel to operate valve. Motor defective. Improper size overload heater coils. Excessive friction in the valve operator. Excessive friction in the motor operator. Damaged or defective reach rod. Defective or broken mechanical components in valve operator. Replace motor. Replace heater coils in overload relay, using proper size for motor nameplate full load current. Lubricate valve operator. Refer to technical manual. Refer to reach rod repair instructions. Replace defective or broken components. 49

SYMPTOMS IMMEDIATE ACTION PROBABLE CAUSE REMEDY 5. Motor overheats. 1. Stop motor. 2. Use valve operator hand wheel to operate valve. Motor defective. Excessive friction in valve operator. Excessive friction in motor operator. Damaged or defective reach rod. Defective or broken mechanical components. Replace motor. Lubricate valve operator. Refer to technical manual. Refer to reach rod repair instructions. Replace defective or broken components. 6. Excessive force required for manual operation. None. Valve binding or blocked by foreign matter. Excessive friction in valve operator. Excessive friction in motor operator. Damaged or defective reach rod. Defective or broken mechanical components in valve operator. Refer to valve manual. Lubricate valve operator. Refer to technical manual. Refer to reach rod repair instructions. Replace defective or broken components. 7. Motor stops before valve is fully open or fully closed. Use valve operator hand wheel to operate valve. Valve binding or blocked by foreign matter. Limit switch maladjusted. Torque switch maladjusted or defective. Refer to valve manual. Refer to technical manual. Refer to technical manual. 8. Motor or hand wheel turns but valve does not open or close. Discontinue operation. Damaged or defective worm shaft clutch or other gear train component. Reach rod not properly connected. Damaged or defective components in motor operator. Damaged or defective valve components. Replace damaged or defective component. Refer to reach rod instructions. Refer to technical manual. Refer to valve manual. 50

SYMPTOMS IMMEDIATE ACTION PROBABLE CAUSE REMEDY 9. Noisy motor. Stop motor. Use hand wheel to operate valve. Worn, broken, or defective motor components. Replace motor. Tri-Tech Valve Operator, Electric Motor This information pertains to the LE and SE series. Actuator Operation The worm shaft assembly, driven by the motor spline nut, drives the main drive shaft assembly. The worm gear is captured between clutch plates, which are keyed to the main shaft. Maximum output torque limit is set by the Belleville spring pack, which places pressure on the clutch plates when the clutch-adjusting nut is tightened. The main drive shaft pinion gear drives the output planetary differential gear set. The floating ring gear has worm gear teeth on its outer surface, which are engaged by the worm on the handwheel shaft. This differential gearing arrangement allows safe full-time engagement of the handwheel, which eliminates the need for failure-prone handwheel shift or latching levers. The planet gears drive the output carrier plate that is coupled to the stem nut/valve stem assembly. The output planet carrier is machined to mate with the pattern provided on top of the valve assembly. This pattern is the coupling between the actuator and the valve shaft. A shaft connected directly to the output carrier sun gear drives the timing belt that drives the position potentiometer. Thus, whether driven manually or electrically, the potentiometer always tracks the valve position. The worm shaft assembly, supported by a self-aligning bearing at each end, has freedom of axial motion. A support bracket, which houses the strain gauges used in the measurement of torque, restrains this motion. When axial force (which is proportional to torque) exceeds the selected torque limits, the controller takes action as required. See Figure 2-40. Setting Open/Close Position < C L O S E / O P E N S E T * > C L O S E 2 0 0 ( A / D ) O P E N : 8 7 5 ( A / D ) ¦ ¦ ¦ ¦ ¦ ¦ ¦ ¦ ¦ ¦ ¦ ¦ - - - - - - - Close/Open Set Screen The closed position value should always be a smaller number than the opened position value. The actuator will be shipped from the factory with the torque trip points set for both directions. The mechanical clutch of the actuator is set at 150% above the larger of the OPEN or CLOSE torque setting in inch-pounds (in-lbs). Once the actuator is installed on the valve, the actuator is ready to have the closed and opened positions set. Select OPEN/CLOSE LIMITS in the SETUP/OPTIONS MENU. Move the cursor to the CLOSE line and press the MODIFY push-button. The screen now displays the current position of the valve. 51

Figure 2-40 — Tri-Tech valve actuator (exploded view). 52

The valve should be near to the closed position, so the reading in the parentheses should be approximately 200. Turn the actuator hand wheel in the open direction 20 turns. The number should increase. Press the UP push-button to verify that the number is increasing and then release the push- button. If the number is decreasing, two of the 440 vacuum (VAC) lines need to be reversed.

Setting the Valve to Close on Torque Follow this procedure to have the valve close on torque. Press and hold the DOWN push-button until the valve closes on torque (will turn off the motor). Press the ENTER push-button to accept the setting. The screen will now display “ADJUST?” Press the ENTER push-button to indicate “yes,” and then press the DOWN push-button to decrease the value by 5. Press the ENTER button again. The valve is now set to torque closed. Move the cursor to the OPEN line and press MODIFY. The screen now displays the current position of the valve. Press and hold the UP push-button and the valve will open until the push-button is released. When the valve is in the fully open position, press the ENTER push-button and OPEN/CLOSE SET is complete. Exit by moving the cursor to the top left of the screen and pressing the ENTER push- button. Setting the Valve to Open and Close on Position Follow this procedure to have the valve close on position. Press and hold the DOWN push-button until the valve closes. Press the ENTER push-button to accept the zero. The screen will now display “adjust?” Press the ENTER push-button to indicate “yes”. Press the ENTER button again. The valve is now set to close on position. Move the cursor to the OPEN line and press MODIFY. The screen now displays the current position of the valve. Press and hold the UP push-button and the valve will open until the push-button is released. When the valve is in the fully open position, press the ENTER push-button and OPEN/CLOSE SET is complete. Exit by moving the cursor to the top left of the screen and pressing the ENTER push- button. Inspection and Preventive Maintenance Inspection and preventive maintenance is to be performed at intervals of 1 year or during vessel’s system shutdown periods. The following items should be checked:  All exterior surfaces for damage, loose or missing fasteners or covers, and corrosion  All mounting bolts for tightness  Condition of O-ring  Interior of actuator for moisture or corrosion

WARNING Power must be secured if the phasing is incorrect. 53

Operation Check An operational check of each valve/actuator unit should be made after long periods of shutdown or in conjunction with a periodic inspection. Operate the actuator manually and under power, listening for abnormal or excessive noises or uneven running. When unusual noises are encountered, stop the unit and refer to the troubleshooting section (Table 2-5). If the actuator runs properly, check operation of the position lamps (if provided by installing activity). If lamps operate properly, the actuator is ready for use. Cleaning and Lubrication The actuator housing is resistant to corrosion. Any exterior dirt or deposits can be removed using standard cleaning solutions approved for machinery space use. The actuator should be cleaned using lint-free cloth and a stiff bristle brush. Chipping hammers, scrapers, or power tools should never be used on the actuator’s surfaces, especially the mating surfaces between housing and cover or housing and valve. The interior of the actuator should need little cleaning, as it is well sealed. During overhaul, old grease should be cleaned from gears before lubricating the actuator. Then, wipe the gears clean with a lint-free cloth. O-rings may be greased. The actuator assembly has been factory lubricated and should not need further internal lubrication for a period of approximately 10 years of service. Lubrication should be checked and replenished at any time the actuator is serviced.

Table 2-5 — Tri-Tech actuator troubleshooting tips SYMPTOMS PROBABLE CAUSE REMEDY Actuator does not operate in either direction. No control power. Torque limits are not adjusted properly. Check power supply voltage 440 vacuum (VAC). Check torque settings. Excessive noise, erratic operation. Motor, gearing, or valve stem binding or jammed. Check manual handwheel operation for free movement and foreign objects or debris. WARNING Dangerous voltages are present in the actuator and controls. Terminals, transformers, printed circuit board (PCB), and connectors may have high voltages present that can cause injury to personnel and/or the equipment if brought into contact with grounded materials. Proceed with caution at all times when power is applied to the valve actuator and controls. 54

SYMPTOMS PROBABLE CAUSE REMEDY Actuator stops before valve is fully opened or closed. Obstruction in gear train or valve. Zero or span limit is out of adjustment. Torque settings are out of adjustment. Actuator torque out due to excessively tightened stem packing. Operate manually, check for free operation. Check and adjust position limit. Check and adjust torque limit. Loosen or replace packing to reduce drag on valve stem. Actuator runs, valve does not move. Output stem coupling damaged. Drive key sheared, coupling key sheared, stripped gears in gear train. Mechanical clutch in actuator not working properly. Repair or replace valve stem coupling. Repair or replace drive key, coupling key, or gears in gear train. Adjust clutch so that it is only active at torque higher than the highest set limit for the actuator. Excessive force required in manual operation. Tight valve packing. Foreign material in valve. Handwheel worm or ring gear damaged. Loosen and/or replace packing. Open valve, flush line. Inspect. Replace handwheel worm and/or the ring gear. Breaker trips or blows fuses. Shorted motor coil or short to case. Shorted solid-state contactor board. Incorrectly rated breaker or fuse. Check coil resistance and the case. Replace solid-state contactor board. Check breaker and fuse ratings. No response to CLOSE command. No continuity of CLOSE command input line. Check continuity of CLOSE command wiring. No response to OPEN command. No continuity of OPEN command input line. Check continuity of OPEN command wiring. Screen displays the message “EEPROM Signature Failure” after power is applied. The actuator powers up, several subsystems are initialized by the computer assembly. The I2C data bus accesses the stored settings in the EEPROM for the characteristic signature to verify that it can be read. The EEPROM device was not unreadable, producing the “EEPROM Signature Failure” message. Cycle the power to the actuator off for 5 seconds, then on again. The message will clear and normal operation will resume. 55

Figure 2-41 — Swing check valve. Swing Check (One-way) Valves Swing check valves (Figure 2-41) are designed to prevent back flow by allowing fluid transfer in only one direction in the piping systems. Swing check valves use a disk that is attached to the valve body by a pinned hinge and is closed by gravity during a no-flow condition. This type of valve is sometimes designed with a spring to assist closing the valve. Pressure caused by flow forces the hinged disk up to open the valve. However, pressure in the opposite direction will force the hinged disk back on its seat to close the valve. The proper positioning of the valve, with reference to the horizontal, is very important to ensure proper check valve operation. Since the downward force of gravity is necessary for proper operation, a check valve installed upside down or at any angle other than horizontal may not function as intended. Also, since this valve allows flow in only one direction, it must be installed correctly. Most check valves will have a flow direction arrow on the body. If no arrow is visible, the inlet side of the valve will be the side with the hinge pin. Valve Maintenance All valves require proper care and maintenance, as does other more complex equipment, to ensure they are kept in optimum working order. The principal difficulties encountered with valves are leakage past the seat and disk, leakage at the stuffing box, sticking valve stems, and loose valve disks. Losses due to leakage that is not corrected mount up considerably over time. For example, over a period of a month, a small 1/32-inch hole would waste 69,552 cubic feet of air at 100 psi, 3,175 pounds of steam at 100 psi, or 4,800 gallons of fuel at 40 psi. The ABF should know how to prevent and correct these faults. Valve Leakage Causes and Remedies Valve leakage, generally caused by failure of the disk and the seat to make close contact, may result from any of the following:  Foreign substances, such as scale, dirt, or heavy grease lodged on the valve seat may prevent the disk from being properly seated. If the obstructing material cannot be blown through, the valve has to be opened and cleaned.  Scoring of the valve seat or disk, caused by erosion or by attempts to close the valve on dirt or scale, results in leakage. If the damage is minimal, the valve may be restored to proper working order by grinding. If the damage is more extensive, the valve must be reseated and then ground. 56

 A warped disk may result if the guides fit too tightly, if the spindle guide is bent, or if the valve stem is bent. Using a valve disk or body that is too weak for the purpose for which it is used permits distortion of the disk or seat under pressure. If this occurs, replace the valve. Packing Gland Leakage Packing gland leaks can be remedied by tightening the gland or re-packing it. However, the gland must not be tightened nor packed so tightly that the stem binds. If the leaks persist after either or both of the remedies are applied, a bent or scored valve stem may be the cause. Packing for the valve may be either of the string type or of the ring type. String packing is ordinarily used for small valves in low-pressure systems. Ring packing is used for large valves and for all high- pressure valves. When replacing the packing on any type of valve, be sure to use the correct size and type. The packing must be large enough to fill the space between the valve stem and the packing box. It also must be made of material that is suitable for the pressure and temperature to which it will be exposed. To pack a valve with string packing, place successive turns of packing in the space around the rod. Bevel off the ends of the packing to make a smooth fit and tighten the packing gland nut or the bonnet nut to compress the packing. String packing should always be wound in the same direction as the gland nut is to be tightened so tightening the nut does not cause the packing to fold back upon itself. To pack a valve with ring packing, first cut the ends of the rings square so that they make a level butt joint. Be sure to stagger the joints in successive rings. In some gate, globe, and one-way check valves, the packing gland may be repacked under pressure, when necessary. These valves are constructed with the stem back-seated against the bonnet when the valve is wide open. High-pressure valves are provided with a pressure leak-off connection. The pressure leak-off connection is sealed to the outside with a pipe plug. Extreme care should be taken to see that the valve is firmly back-seated before the plug is removed. Normally, re-packing valves under pressure is NOT done by an ABF. If a valve must be repacked under pressure, ensure all safety precautions are followed. Sticking Valve Stems There are several conditions that may cause valve stem troubles. If the packing is packed too tightly, or if the gland nuts are tightened unevenly, the valve stem is likely to stick or bind. Backing off on the gland nuts relieves the packing pressure. Paint or rust on the valve stem, which also causes binding, can be removed by cleaning the stem. The valve may become stuck if the valve stem threads are burred from rough handling or upset from pressure that has been applied to move sticking and tight valves. Distorted or burred valve stem threads are very serious valve troubles. If the valve cannot be moved by any other method, the bonnet must be removed, the stem cut out of the yoke or bonnet, and a new stem made. If the bonnet or yoke is damaged, it also must be repaired or replaced. If burred or upset threads are detected before the stem becomes stuck, they can be dressed smooth with a file or machined in a lathe. If the sticking is due to a bent valve stem, the stem must be straightened or replaced.

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Figure 2-42 — Improperly cut flange gasket. Gaskets All flange gaskets in the JP-5 fuel system should be made from Buna-N cork material. It is imperative that each gasket is of the proper thickness and material to ensure fuel system integrity. Improperly cut gaskets affect joint tightness, causing leaks and fire hazards, and affect sampling results onboard ships and shore stations. See Figure 2-42. How to Cut a Gasket Clean radius and straight cuts are achievable on gasket material with the proper tooling. Thinner types of gasket material require nothing more than sharp blades and hollow gasket cutters. Gasket material over 1/4-inch thick requires

specialized mechanical tools to create the precision cuts necessary to seal a piece of equipment. Properly securing the gasket material and ensuring the tools used are in good condition will allow you to cut thinner gasket material efficiently and precisely. Tools you need:  ¼-inch-thick plywood large enough to accommodate the gasket you are planning to produce  Steel rule  Marker  Utility knife  Circle gasket cutting tool  Hollow gasket cutter punch set  Dead-blow mallet The following steps will produce an effective round gasket for system integrity: 1. Set the 1/4-inch plywood on a firm, flat surface. Place the gasket material on top of the plywood. Using gasket cutting tools without plywood will cause damage to vital tool components. 2. Using a steel rule and marker, measure and mark a rectangular-shaped gasket to the length and width of the final gasket size. 3. Cut along the marked lines with a utility knife, using the straight edge as a guide. 58

Figure 2-43 — Correctly cut cork gasket. 4. With a marker, mark the center of the cork gasket material for a round gasket or mark holes needed for fasteners on rectangle gaskets. 5. Set the center pin of the circle gasket cutter on the center mark of the gasket material. Loosen the thumb screw located on the side of the cutter. Slide the cutting blade(s) to the edge of the cut gasket material. Tighten the thumbscrew. While applying light pressure toward the surface of the gasket material, spin the cutter in a clockwise direction to cut the circle gasket. Adjust the cutting blades as described to cut and remove the inner section of the round gasket. 6. Align the hollow gasket cutter from the cutter set that matches the size of the hole required in the gasket material. Strike the back of the hollow gasket cutter hard with a dead-blow mallet. Pull the hollow gasket cutter from the surface of the material. If the hole plug does not come out with the hollow gasket cutter, realign the cutter blade with the scored hole and repeat the process until the plug removes from the gasket material. 7. Repeat the process to cut all hole locations in the gasket material. The final product should fit into the flange snug without excess material sticking out above the flange and all bolt holes lined up with flange bolt pattern (Figure 2-43). Manifolds Manifolds are an integral part of the JP-5 below decks systems. They consist of several valves mounted in a compact unit, which provides a means of controlling the flow of JP-5 to and from several tanks at one central location. Double-Valve Manifolds Double-valve manifolds (Figure 2-44) control the flow of JP-5 to and from storage tanks that are designated storage or ballast. They give double protection against contaminating the transfer main when the storage tanks are filled with seawater by having two valves for one tank top. These valves are known as the transfer main-side valve and the tank-side valve. The manifold header is a section of pipe with several equally spaced holes in the top to accommodate the transfer main-side valves. It is sealed on both ends and has a pipe flange welded to the bottom. This pipe flange is bolted to a section of pipe leading off the transfer-main branch header. The transfer main-side valves are specially designed globe valves that are welded to the top of the manifold header (Figure 2-45). They are cylindrical in shape (about 10 inches in diameter) and 59

Figure 2-44 — Double-valve manifold. consist of a body and bonnet. The body houses the seat ring and a guide for the valve disk. Perfect seating of the valve disk with the seat ring is assured by the disk guide centered in the base of the valve body. The lower section of the valve body is welded to the manifold header. A hole is machined in the back of the valve body (above the valve seat) for attaching the nozzle. On the front of the valve body, a hole is drilled and tapped (also above the valve seat) for installing the telltale valve. The bonnet, which provides a working area for the stem, is bolted to the top of the valve body. Leakage of JP-5 is prevented by a gasket between the valve body and bonnet, and also by the packing of the bonnet gland around the stem. The tank-side valve is identical to the transfer main-side valve, except there is no telltale valve connection and the bottom of the valve body is fitted with a standard pipe flange. The storage tank fill and suction tail pipe is bolted to this flange. The nozzle is a short section of pipe connecting one transfer main-side valve to one tank-side valve in parallel so the two valves serve only one tank. The telltale valves are small gammon sample connections installed on the front side of the transfer main-side valves. The gammon sample connections are less likely to break or leak, and require no maintenance. 60

Figure 2-45 — Transfer main-side valve (cutaway). There is one telltale valve for each set of manifold valves. These valves are installed on the front side of the transfer main-side valves, above the valve seat. They are used to determine the condition of the valve seats. The telltale valves should be opened periodically. If fuel leaks from the valve, it is an indication that either the transfer main-side or the tank-side valve is leaking. Both should be inspected as soon as possible and the leaking valve repaired. The manifold header drain valve is installed at the bottom near one end of the header. It is used to drain the header before maintenance. A locking device is installed for each of the tank-side valves. It is typically a bar with a rotating hook that fits around and locked to the tank-side valve handle. It is arranged so the valve can only be locked in the closed position. Tank-side valves MUST be locked in the closed position when the tanks are ballast. Single-Valve Manifolds Single-valve manifolds (Figure 2-46) control flow of JP-5 to and from storage tanks designated either JP-5 or JP-5 overflow. These tanks are not to be ballast. Single-valve manifolds are also used in the service pump recirculating lines to re-circulate fuel back to the servicetank, and as tank top valves in the stripping system. The single-valved manifold is nearly identical to the tank-side half of the double-valved manifold with one major exception. Instead of the nozzle connecting it to a transfer main-side valve, the nozzles in a single-valve manifold connect to each other. There is NO transfer main-side valve. A minor difference is single-valved manifolds come in different sizes, based on intended use. A 90-degree ell flanged on one end is used to bolt the single-valved manifold to its respective branch header.

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Figure 2-46 — Single-valved manifold. Figure 2-47 — Flood and drain manifold. Flood and Drain Manifolds Flood and drain manifolds are located in the stripping system between the single-valved stripping manifolds and the stripping pumps for tanks designated as JP-5 or ballast only. They are designed to direct the flow of liquids to and from the JP-5 storage tanks during the following operations from one central location:  When designated tanks are ballast, they direct the flow of seawater from the sea chest supply riser to the single-valve’s stripping manifold.  When designated tanks are deballasted, they direct the flow of ballast water from the single- valved stripping manifold to the main drainage eductor.  When the designated tanks are stripped, they direct the stripped liquids from the single-valved stripping manifold to the suction side of the stripping pumps. A flood and drain manifold (Figure 2-47) consists of a manifold header and three globe type shutoff valves. The manifold header is a common valve body for all three valves. It contains three valve seats and forms an unrestricted passage between the three valves above the valve seats. One end of the header is bolted to the single-valved stripping manifold. The other end is sealed. The upper part of the header houses the valve bonnet, which provides a working area for the valve stem. A gasket is installed between the bonnet and the header. A packing gland in the valve bonnet prevents liquids from leaking around the stem. The lower part of the header, below the valve seats, has three flanged pipe connections, one for each of the three valves. The stripping line installed just below the stripping valve seat interconnects the flood and drain manifold with the stripping main. This line is used only 62

to direct the stripped liquids from the bottom of the JP-5 storage tanks. The flow of fuel is by way of the single-valved stripping manifold to the suction side of the stripping pumps. The centerline, installed just below the seat of the sea chest cutout valve interconnects the manifold to a sea chest supply riser. It is used to direct seawater from the sea chest to the storage tanks during ballasting. The other line, installed just below the seat of the main drainage eductor valve, interconnects the manifold to the suction side of a main drainage eductor. This line is used only to direct ballast water from the storage tanks to the main drainage eductor when the tanks are being deballasted.

The flood and drain manifold has a locking assembly that allows only one valve to be opened at a time. Therefore, only one operation can be conducted at a time: stripping, ballasting, or deballasting. Each valve stem has an enlarged collar that engages a sliding-bar locking assembly. Two of the valves are always locked in the closed position. The sliding-bar is actually a long piece of metal containing three keyholes and two oblong slots. It is held in place by two locknuts on a threaded bracket, extending up from the manifold. To open a valve, the sliding-bar must be moved so that the enlarged collar of the valve stem of the valve to be opened is centered under the circular part of the keyhole slot. The three keyhole slots are arranged in the sliding-bar to allow the opening of only one valve at a time. To position the sliding-bar, loosen the two locknuts and slide the bar through the oblong slots to the desired position and tighten the nuts. JP-5 FUEL SYSTEM FILTERING MEDIUM There are several different types of filters /separators in use in the fleet; however, their principle of operation and hydraulic controls are similar. The only major differences in filters are their physical shape and capacity. Regardless of the direction or rate at which fuel passes through the filters, or where they are located in relation to other components in the system, all filters are designed to perform the same function (separate and remove solids and water from the fuel) and in practically the same manner. Main Fuel (Service) Filters Filters are designed to remove 98% of all solids and 100% of all entrained water from the fuel passing through them. This is accomplished in a two-stage separation by two separate filtering media installed within the filter shell. The first stage, consisting of a bank of coalescing elements surrounded by a hydrophobic screen, performs the function of removing solids and coalescing water. Coalescing means the bringing together of fine particles of entrained water to form large droplets that then fall out of the fuel by gravity. The second stage consists of a bank of separator elements that perform the function of repelling the coalesced water droplets that were too small to fall out by gravity. The filter is equipped with a float-operated rotary control valve that will automatically drain the accumulated water from the filter sump and shut the filter discharge if more water accumulates than can be drained off automatically. The body of the main fuel filter (Figure 2-48) consists of a cylindrically shaped shell with a dome-shaped head welded on each end. The dome-shaped heads provide a uniform flow into and out of the filter. The interior of the filter is divided into an inlet, fallout, and outlet (clearwell) by tube sheets. NOTE Flood and drain manifolds are part of the Engineering Main Drainage System and therefore are the responsibility of the Engineering department for maintenance 63

Figure 2-48 — Service fuel filter. Tube Sheet The tube sheets are circular metal bulkheads installed within the filter shell where the dome-shaped heads are attached to the cylindrical shell. They are welded throughout their circumference to form a leak-proof partition between the inlet, fallout, and outlet chambers of the filter. The tube sheets also provide the means of installing the filter element mounting assemblies (both coalescer and separator). Threaded holes, one for each assembly, are symmetrically arranged over the tube sheets’ surface. Element Mounting Assembly The element mounting assembly (Figure 2-49) consists of a perforated metal standpipe about 1 inch in diameter and 24 inches in length, and an end cap. One end of the standpipe is fitted with a threaded base cap to enable screwing it into the tube sheets. The opposite end is fitted with a threaded plug for attaching the end cap. The end cap is a metal disk about the same diameter as the elements. After the filter element has been placed over the standpipe, the end cap is secured in place by a threaded bolt. A metal washer and fiber washer are provided between the threaded bolt and end cap to prevent leakage at this point. Both the base cap and the end cap have projecting knife-edges. When the elements are mounted on the standpipes, the projecting knife-edges are forced into the synthetic rubber gaskets on each end of the elements, forming a tight seal. 64

Figure 2-49 — Element mounting assembly. Coalescing Element The coalescing element is a cylindrical unit 24 inches long and 3 5/8 inches in diameter. It consists of a pleated paper element encased by fiberglass wrappings. The fiberglass is held in place by a cloth sleeve. Each end has a synthetic rubber gasket to form a tight seal and ensure flow through the element when mounted. Flow through a coalescer element is inside to outside. Separator Element The separator element has practically the same dimensions as the coalescer, but it is constructed of a different material. It consists of a perforated inner brass core cover with a 200-mesh, Monel

Teflon®-coated screen. This screen is enclosed also by an aluminum screen. Separator elements are considered permanent and only require cleaning, unless they are damaged, in which case they must be replaced. Flow through a separator element is outside to inside. Installing Elements To install an element on the element mounting assembly, proceed as follows: 1. Make sure the gaskets are in place, then slide the element over the perforated standpipe. 2. Attach the end cap, with metal and fiber gasket in place, and install the threaded bolt finger tight. 65

3. Center the element on the mounting assembly, and tighten the end cap bolt. The bolts should be torqued to 12 foot-pounds or 144 inch-pounds. 4. Check the element for tightness. Filter Inlet Chamber Fuel enters the filter initially at the inlet chamber. This chamber of the filter is dome-shaped to provide a uniform flow of fuel to all coalescing elements simultaneously. From the inlet chamber, the fuel passes through the tube sheet into the coalescing elements in the fallout chamber. Fallout Chamber The fallout chamber is the center section of the filter shell. It is the largest of the three filter chambers. This area of the filter is provided to allow the coalesced water to fall out of the fuel stream by gravity as it flows from the coalescer elements to the separator elements. Both sets of filter elements are installed in this chamber. The fallout chamber also contains a manhole cover, filter vent line, and water receiving sump. The coalescing stage is the first stage of filtration. It consists of a number of individual coalescer elements mounted in symmetrical arrangement on the inlet tube sheet. The fuel leaving the inlet chamber must pass through these elements from the inside to outside before entering the fallout chamber. As the fuel passes through the elements, they perform the dual function of removing solid contaminants from the fuel and coalescing water. A bolted manhole cover with gasket is installed on the side of the filter shell. This opening is provided to allow personnel to gain entrance to the fallout chamber for replacing elements and maintenance. A newer design of the 2,000 gpm fuel filter provides two manhole covers (Figure 2-48) for easier access for maintenance. A filter vent line is installed at the extreme top of the fallout chamber. This line, fitted with a bull's-eye sight glass, two shutoff valves (one on each side of the sight glass), and a one-way check valve, directs fuel back into the contaminated settling tanks. The filter is vented until a solid stream of fuel is observed in the sight glass. The separator stage is the second stage of filtration. It consists of a number of individual separator elements mounted in symmetrical arrangement on the outlet tube sheet. Fuel leaving the fallout chamber must pass through the separator elements from the outside to the inside before entering the outlet chamber. As the fuel passes through these elements, they repel the final traces of water from the fuel stream. In addition to this primary function, the separator elements also serve as a final filter if one or more coalescer elements rupture. However, separator elements can only filter solids larger than 10 microns. Teflon® is DuPont's registered trademark for its fluorocarbon resin. Water Receiving Sump The filter sump is located at the bottom of the filter vessel. The sump receives the water that has been separated from the fuel. A reflex type sight glass is installed on one side of the sump for observing the water level within. Shutoff valves are installed in the connecting piping for isolating the sight glass during maintenance. Centrally located on the side or the bottom of the sump is a flanged opening to which is bolted a rotary control valve. This valve is attached to, and mechanically operated by, a ball float housed within the filter sump. The float-operated rotary control valve is a part of the filter automatic hydraulic device. It will be explained in detail later in this section. 66

An updated version of the rotary control valve installed on newer class ships has been moved just outside on the side of the filter cell shell casing. This provides for an easier access to the unit for accomplishing maintenance. Outlet Chamber (Clearwell) This section of the filter is commonly called the "clearwell" because the fuel here is clear of contaminants. It has a dome-shaped head that provides an even, unrestricted flow of fuel from the separator elements. A test connection for obtaining a sample of the fuel being discharged is located at the bottom of the outlet chamber. When it is necessary to drain the filter completely, the outlet chamber is drained into containers through this line. Two pressure gauges (one for each chamber) and a differential pressure gauge are installed on a gauge board conveniently located in the filter room. These gauges are provided for determining the pressure drop across the filter elements. A shutoff valve is installed in each gauge line to permit removal of the gauges for maintenance. Operation of the Main Fuel Filter It is imperative that the filter be properly vented so full use of all filtering elements will occur. JP-5 enters the inlet chamber of the filter. The JP-5 then passes to the inside of the coalescing elements, where solids 5 microns and larger are retained on the inner walls of the elements. As the JP-5 passes through the elements into the fallout chamber, any water is coalesced into large droplets on the outside of the elements. These water droplets fall out of the JP-5 by gravity and into the sump as the JP-5 passes across the fallout chamber to the separator elements. JP-5 enters the separator elements from the outside and, as it passes through the elements to the outlet chamber, any final traces of coalesced water that did not fall are repelled. The JP-5 then leaves the outlet chamber of the filter from the top and flows through the automatic shutoff valve into the forward and aft legs of the quadrant. Rated capacity is 2,000 gpm.

Immediately after a filter with new elements is placed in operation, the pressure gauges must be read and the pressures logged. A pressure differential between the inlet and fallout chambers should be noted. This pressure drop will increase in time, due to the buildup of solid contaminants on the inner walls of coalescing elements. Pressure Checks The inlet, outlet, and differential pressure gauges should be read and recorded as indicated in the filter operating log. As solids build up on the elements, the pressure drop across the filter increases. The differential gauge determines the actual differential pressure across the entire filter assembly. The pressure drop across the coalescer elements is the most critical. As the maximum allowable pressure drop across the coalescing elements is reached, they fail to perform their designed function and must be replaced. The maximum allowable pressure drop limits for coalescer elements are found on the instruction sheet in the manufacturer's packing crate. Although pressure drop limits may vary, 15 psi is the pressure drop limit. CAUTION Exercise care at all times when opening and closing valves that govern flow through the filter to prevent a hydraulic hammer shock to the filter. This may overstress the housing or rupture the filter elements. 67

Sample Checks Daily checks are taken from the filter sump and outlet chamber at the beginning of initial flow and every 15 minutes thereafter. Laboratory samples are taken at initial flow, every 4 hours under continuous flow conditions, when changing servicetanks, and whenever the lab requests re-sampling. The contents of each sample should be recorded in the operating log. These samples can be used to determine the condition of the coalescer and separator elements. If the sample taken from the filter sump contains solids, it is a probable indication that the coalescer elements have failed. If the sample taken from the outlet chamber is contaminated, it is a probable indication that the coalescer and/or separator elements have failed. In either case, the elements should be inspected and replaced as necessary. Also, coalescer elements should be replaced at each overhaul and before deployment. If no overhaul or deployment occurs, they should be replaced in accordance with PMS. When coalescer elements are replaced, separator elements should be cleaned and inspected. Only defective separator elements need to be replaced. Coalescer elements of one manufacturer may be used with the separator elements of another manufacturer. Filter Hydraulic Control System The filter hydraulic control system is a safety device installed on all fuel filters. It functions to drain automatically the accumulated water from the filter sump, and to shut off the filter flow if more water accumulates than can be drained off automatically. This system consists of three hydraulic control valves and a float-operated rotary control valve (Figure 2-48). Two hydraulic control valves (the automatic shutoff valve and pilot valve) are located in the filter discharge line. The other hydraulic control valve (the automatic water drain valve) is located in the filter sump drain line. The float-operated control valve (rotary valve) is located on the side or bottom of the filter sump. Automatic Shutoff Valve The automatic shutoff valve (Figure 2-48) is of a modified globe valve design, using a well-supported and reinforced diaphragm as a working means. A tension spring located in the upper valve chamber (above the diaphragm) assists in seating the valve when closing, and provides a cushioning when opening. The valve is opened by filter discharge pressure, acting under the valve disk. The valve is closed by filter discharge pressure, acting with the tension spring on the top of the diaphragm in the valve cover chamber. The pilot valve and an eductor, both located in the actuating line, control the opening and closing of the automatic shutoff valve. The actuating line runs from the inlet to the discharge side (bypassing the valve seat) of the automatic shutoff valve body. The pilot valve (Figure 2-48) is of the modified globe valve design, having a double-acting diaphragm as its working means. When fuel pressure is applied to the top of the diaphragm, the valve closes (closing off the actuating line). When fuel pressure is applied to the bottom of the diaphragm, the valve opens (allowing flow through the actuating line). The eductor is located in the actuating line between the pilot valve and the inlet side of the shutoff valve. The eductor suction line is connected to the top of the shutoff valve cover chamber. With the pilot valve open, the eductor decreases the fuel pressure on top of the diaphragm of the shutoff valve by educting fuel from the main valve cover chamber. This decrease in fuel pressure on top of the diaphragm allows filter discharge pressure acting under the shutoff valve disk to open the valve. When the pilot valve closes, filter discharge pressure in the actuating line is directed through the eductor suction line to the top of the cover chamber of the shutoff valve. This increase in fuel pressure on top of the diaphragm cover overcomes the fuel pressure being applied on the valve disk 68

and closes the valve. Simply put, if the pilot valve is open, the automatic shutoff valve is open. If the pilot valve is closed, the automatic shutoff valve is closed. Automatic Water Drain Valve This valve, located in the water drain line from the sump, is identical to and functions in the same way as the pilot valve. When fuel pressure is applied to the top of the diaphragm in the automatic water drain valve, the valve closes and stops the flow from the filter sump. When the fuel pressure is relieved, the valve opens and allows water to be discharged from the filter sump. Vertical filters have two automatic water drain valves. Flo at-Operated Rotary Control Valve The rotary control valve (Figure 2-48), located on the side or bottom of the filter sump, is operated by the rise and fall of a captivated ball float housed within the filter sump. The ball float is attached to the rotary valve by the float arm and gear assembly. It is designed to float on water and sink in JP-5. The rotary control valve described here is the one installed on vertical filters. The rotary control valve has three operating positions: DOWN, HORIZONTAL, and UP. The valve body has four ports. The four ports are connected by tubing to the following:  A drain (vent) port to the water drain line on the discharge side of the automatic water drain valve  A port to the top of the diaphragm in the pilot valve  A port to the top of the diaphragm in the automatic water drain valve  The supply connection port is on the top of the rotary control valve inside the filter vessel The port is fitted with a wire mesh strainer. The rotary control valve, through the action of the ball float, controls the opening and closing of the automatic water drain and pilot valves. The addition and installation of the external float control valve (Figure 2-48) with an X-75 float tester on newer ships allows for testing the JP-5 service filter/separator automatic devices using JP-5 as the test agent instead of water in the filter cell. The X- 75 float tester provides a means of mechanically operating the float control valve (raised or lowered), causing the automatic drain valve to open and close. This operation has to be performed under actual flow conditions. It is usually performed during refueling station flushing evolutions as system pressures are monitored for changes. Operation of the Filter Hydraulic Control System As long as the fuel passing through the filter contains little or no water, the rotary control valve float will remain in its DOWN position. With the float in its DOWN position, the rotary control valve directs fuel to top of the diaphragm of the automatic water drain valve (keeping that valve closed), and vents fuel pressure from the top of the diaphragm in the pilot valve. Direct fuel pressure applied to the bottom of the pilot valve diaphragm opens that valve, which allows filter discharge pressure to open the automatic shutoff valve. As coalesced water collects in the filter sump, the float rises to the horizontal position. With the float at its horizontal position, the rotary control valve vents the top of the automatic water drain valve, allowing direct fuel pressure to force it open and drain the accumulated water. The top of the pilot valve diaphragm continues to be vented while direct fuel pressure continues to be applied to the bottom of the pilot valve diaphragm, keeping it open, which allows discharge pressure to open the automatic shutoff valve. 69

If water collects in the filter sump faster than it can be drained off, the float will rise to its UP position. With the float at its UP position, the rotary control valve directs pressure to the top of the pilot valve (closing it), which causes the automatic shutoff valve to close, stopping fuel discharge. The top of the automatic water drain valve continues to be vented, allowing direct fuel pressure to keep it open to drain the accumulated water.  With the float in the down position: the pilot valve is OPEN; the automatic shutoff valve is OPEN; and the automatic water drain valve is CLOSED.  With the float in the horizontal position: the pilot valve is OPEN; the automatic shutoff valve is OPEN; and the automatic water drain valve is OPEN.  With the float in the up position: the pilot valve is CLOSED; the automatic shutoff valve is CLOSED; and the automatic water drain valve is OPEN. Troubleshooting the Filter Hydraulic Control System If the system fails to operate properly, perform the following tests: 1. Check the arrows on the automatic shutoff, pilot, and automatic water drain valves to ensure proper installation. 2. Make sure all manually operated valves are properly aligned. 3. Inspect the tubing for dents, flat spots, or internal obstructions.

If the above tests prove unsatisfactory, the rotary control valve should be removed for inspection and further testing. Consult the appropriate technical manual. First-Stage Filters First-stage filters (Figure 2-50) are commonly known as reclamation filters. That is because these filters are used in the JP-5 reclamation system (Figure 2-9) to filter the fuel from the contamination tanks before pumping it back into storage tanks. These filters normally have a rated capacity of 300 gpm and an operating pressure of 125 psi (pressure varies depending upon your system’s operating pressure). The filter is designed to remove 98% by weight all solids 5 microns or larger and 99.9% of the water. The filter has a cylindrically shaped, welded, copper-nickel shell mounted on three legs. A bolted manhole cover assembly at the side of the shell provides access to remove or replace coalescer or separator elements. The interior of the shell is divided into three chambers: inlet, fallout, and outlet. The inlet chamber is at the top of the shell; the fallout chamber contains coalescer and separator elements; and the outlet chamber (clearwell) connects to the discharge piping. NOTE The latter is often the most likely cause of the malfunction. NOTE Some ship hulls have an electronic sensor that controls the rotary control, automatic water drain, and shutoff valves. 70

Figure 2-50 — First-stage filter. The outside of the shell contains a reflex-type sight glass, differential gauge, and an outlet pressure gauge. The sight glass indicates water level in the fallout chamber. The differential gauge indicates the pressure drop across the coalescer elements. The outlet gauge indicates the pressure of the filtered fuel after it has passed through the separator elements and before it leaves the filter. There are 20 coalescer elements mounted vertically on the deck plate. Fuel flows from the inlet chamber through the coalescer elements to the fallout chamber. There are nine separator elements mounted vertically in individual mounting assemblies attached to the outlet chamber. Fuel flows from the fallout chamber, through the separator elements, and into the outlet chamber. A float control valve, bolted to a flange that is welded to the shell, controls the action of an automatic water discharge valve and an automatic shutoff valve. In fact, the filter operates exactly the same as the main service filter, the exception being rated capacity. Pre-Filters Pre-filters ( Figure 2-51) are provided upstream of first-stage filters (Figure 2-50) to reduce the burden and extend the life of the coalescer elements installed in first-stage filters. Pre-filters normally have a rated capacity of 300 gpm and an operating pressure of 125 psi. An orifice is installed in the inlet side of the filter to increase the unit’s operating pressure. The filter is designed specifically to filter out solid contaminants. 71

Figure 2-51 — Pre-filter. Basically, the pre-filter consists of a cylindrical housing with valve vents, drain connections, inlet, outlet, and differential pressure gauges. The elements are a disposable design, coalescer type filter. A bolted cover assembly at the top of the shell provides access to remove or replace the coalescer elements. Before pressurizing or using this filter, it must be drained completely to eliminate all the contaminants within the filter. The differential gauge is used to monitor any changes in the inlet and outlet pressures to the filter. If the difference between the two reaches 20 psi, it is recommended to remove and replace the elements. The number of coalescer elements installed varies from ship to ship depending on the unit. Consult the applicable technical manual for the unit installed on your ship. JP-5 System Centrifugal Jet Purifier Centrifugal force is defined as that force which impels a thing (and any or all of its parts) outward from a center of rotation. Every time you lean in as you take a fast turn, you are counterbalancing centrifugal force. How far in you lean is determined by the amount of centrifugal force exerted in the turn. Most people do it automatically, for centrifugal force, along with gravity, is the most prevalent physical force exerted upon us and upon all matter. The purpose of the centrifugal purifier (Figures 2-52 and 2-53) in the JP-5 filling and transfer system is to separate and remove water, solids, and emulsions from JP-5 during transfer from storage to servicetanks. The disk-bowl centrifuge is a "constant efficiency" type of separator; that is, it achieves the same degree of efficiency at the end of a run as at the beginning. The reason for the constant efficiency is that accumulated solids are stowed away from the separation zone. Separation occurs within the disk spaces, and the separated liquids are discharged from outlets that are removed from interference of the stowed solids. The purpose of the centrifugal purifier (Figures 2-52 and 2-53) in the JP-5 filling and transfer system is to separate and remove water, solids, and emulsions from JP-5 during transfer from storage to servicetanks. The disk-bowl centrifuge is a "constant efficiency" type of separator; that is, it achieves the same degree of efficiency at the end of a run as at the beginning. The reason for the constant efficiency is that accumulated solids are stowed away from the separation zone. Separation occurs within the disk spaces, and the separated liquids are discharged from outlets that are removed from interference of the stowed solids. Table 2-6 displays the characteristics of the centrifugal purifier.

72

Figure 2-52 — Centrifugal purifier (sectional view). Table 2-6 — Characteristics of the centrifugal purifier CHARACTERISTICS OF THE 200 GPM CENTRIFUGAL PURIFIER CHARACTERISTICS OF THE 300 GPM CENTRIFUGAL PURIFIER Capacity-200 gpm at 60 to 90 ºF when purifying JP-5 (fuel temperature) Capacity- 300 gpm at 60 to 90 ºF when purifying JP-5 (fuel temperature) Feed inlet pressure: 4–10 psi Feed inlet pressure: 15–25 psi Back pressure of the discharged JP-5 Minimum: 25 psi Ideal: 30 psi Maximum: 35 psi Back pressure of the discharged JP-5 Minimum: 15 psi Ideal: 20 psi Maximum: 25 psi Bowl speed: 4,100 rpm Bowl speed: 4,100 rpm 73

Theory of Operation Dirty fuel containing water and solids is fed to the purifier (Figure 2-54) through the feed inlet of the inlet-outlet assembly. The dirty fuel then enters the top of the bowl centrifuge through the feed tube and travels down the tubular shaft, to be thrown outward and upward by the distribution cone at the bottom of the distributor, under the disk stack. The fuel is forced upward through the distribution holes in the intermediate disks, where centrifuge action separates the fuel, water, and solids. The solids are thrown directly against the bowl wall and collect in a uniform layer on the inside vertical surface of the bowl shell. The water, thrown outward, is displaced by incoming feed material, forcing the water overflow up and over the outer edge of the top disk and discharging it through the discharge ring and the heavy phase outlet. The clean fuel, which has a lesser density, is displaced inward and upward along the outside of the distributor to the paring disk chamber, where the spinning fuel contacts the edge of the stationary paring disk. The paring disk then acts as a pump, discharging the fuel to the purifier fuel outlet. Remember, always consult the applicable technical manual and ship’s AFOSS for operational changes for systems installed in your ship.

Figure 2-53 — Centrifugal purifier (exploded view). 74

Figure 2-54 — Fuel flow during purifier operation.



Cover Assembly The cover assembly (Figure 2-55) completely encloses the top of the rotating-bowl shell assembly. The cover hinges to the bowl casing, thus allowing the cover to be lifted out of the way for disassembly and cleaning of the bowl (Figure 2-52). The cover hinge, inlet, and outlet assembly functions to allow the cover to be opened without disconnecting the piping. The stationary part of the hinge is welded to the bowl casing; the movable part of the hinge is welded to the cover. A ratchet hook is provided on the stationary part of the hinge to lock the cover in the open position. A handle is provided to unlock the hook so the cover can be closed. Inlet and outlet piping connects through the hinge to the inlet and outlet tubes. The piping is stationary, but the tubes rotate with the cover.

CAUTION The feed tube has left-hand threads. The feed tube must be disengaged from the paring disk before the cover can be opened. 75

Figure 2-55 — Cover assembly. A chevron-shaped, oil-resistant rubber seal is installed between the piping and tubing to prevent leakage. Fuel pressure spreads the chevron rings to make a tight seal. When fuel flow is stopped, pressure ceases, and the chevron seals loosen enough to allow the cover to be rotated to the open position. The feed inlet tube and the purified JP-5 discharge tube both connect into the feed tube assembly at the top of the cover. An oil-resistant seal (O-ring) prevents leakage of liquids between each tube and the feed tube assembly. The feed tube assembly directs feed into the revolving bowl and purified JP- 5 out of the bowl. A seal-water inlet, located between the inlet and discharge tubes, directs freshwater into the revolving bowl for use as a seal. A 3/4-inch plug valve and steel -braided jacketed flexible hose connect the seal-water inlet to the freshwater supply in the pump room. Internally, the feed tube assembly is constructed to direct the feed and the seal water to a nylon regulating tube. The regulating tube then directs this liquid to the center of the tubular shaft (part of the bowl shell assembly). The feed tube is also the shaft for the paring disk. The spring-loaded handle, extending out the top of the feed tube assembly, is used to screw the feed tube into the paring disk. The handle remains in the down position when the two are engaged. When not engaged, the spring forces the handle and feed tube up and away from the paring disk. 76

Figure 2-56 — Bowl-shell lock screw and plug. Equally spaced around the bottom of the cover are three handwheel cover clamp catches. These hook-shaped catches are used to lock the cover in the closed position. Inside the dome-shaped cover is the water-discharge chamber. This chamber receives water discharged from the revolving bowl. This water is directed to the water-discharge outlet area of the water-discharge chamber. An observation port is provided to enable a visual check of the discharging water. The port has a metal cover that is swung to one side when it is opened. Bowl Casing The bowl casing is a circular stationary tub that houses the rotating-bowl shell assembly. The stationary part of the cover hinge, inlet, and outlet assembly is welded to the outside of the bowl casing. Three handwheel cover clamps are equally spaced around the top of the bowl casing to lock the cover in the closed position. Each handwheel cover clamp has a hook that engages the catch on the cover. Rotating the handwheel screws the hook down upon the catch, which in turn pulls the cover down. Hand tight is sufficient for proper locking of the cover in the closed position. A large oil-resistant ring provides a liquid-tight seal between the cover and the bowl casing when the cover is closed. Two bowl-shell lock screws ( Figure 2-56) are housed in the upper part of the bowl casing. These locking devices lock the bowl shell assembly during disassembly and assembly. They are engaged to prevent the bowl shell assembly from rotating. A threaded bushing in the bowl casing allows the lock screws, also threaded, to be screwed into or out of the lock position. When the lock screws are in the lock position, they engage a slot in the revolving-bowl shell assembly. A water-discharge connection is welded to the upper portion of the bowl casing. This connection is aligned with the water-discharge connection in the cover assembly when the cover is closed. An oil- resistant O-ring forms a liquid-tight seal between the water-discharge connections of the cover and bowl casing when the cover is closed. The lower end of the bowl casing's water-discharge connection is flanged to the water-discharge line.

CAUTION The two bowl-shell lock screws must be removed before starting the purifier. Two bowl-shell lock screw plugs are provided to plug up the threaded hole in the bowl casing when the lock screws are removed. 77

Figure 2-57 —Spindle assembly.

The water-discharge line directs water into a sump tank. The water-discharge line contains a flexible pipe connection between the purifier and the connection piping that is firmly braced to the ship's structure. This flexibility allows for safe passage through the critical vibration range when starting and stopping the purifier. A bowl casing drain line protrudes from the bottom of the bowl casing. This line drains any liquid that may enter the annular space between the revolving bowl shell assembly and the stationary bowl casing. The bowl casing drain line directs drained liquid into the sump tank. A short length of flexible rubber hose is installed in this line to perform the same function as the flexible pipe connection in the water-discharge line. Drive Housing and Assemblies The drive housing bolts to and supports the bowl casing, cover, and bowl shell assembly. The drive housing contains the spindle assembly, direct drive assembly, speed counter, brake, and lubrication system. The spindle assembly (Figure 2-57) is the vertical drive shaft for the bowl shell assembly. Three sets of ball bearings support the spindle assembly: a set at the top, a set at the center, and a set at the bottom. All three sets of ball bearings are lubricated by oil. Located between the upper and lower bearings of the center set of ball bearings is a large vertical spring. This spring acts as a shock absorber to absorb any vertical thrust of the spindle's shaft when the purifier is started. Six equally spaced horizontal springs surround the upper set of ball bearings. These springs absorb and cushion any horizontal movement of the bowl shell assembly, reducing vibration. The lower end of the spindle's shaft is geared to the horizontal drive shaft of the direct drive assembly by the worm quill. The direct drive assembly transmits drive motor power to the spindle, which, in turn, transmits power to the bowl shell assembly. The direct drive assembly (Figure 2-58) connects NOTE Purifiers provided on LHD class ships are equipped with a vibration switch (VIBRA SWITCH), which will activate if excessive vibration occurs within the purifier. It will secure power to the controller and the purifier. 78

Figure 2-58 — Direct drive assembly. Figure 2-59 — Speed counter. the purifier to the motor shaft by a flexible coupling. The coupling consists of two coupling halves, with the motor end fitted to the motor shaft and the purifier end fastened to the brake drum with four bolts. Each coupling half has protruding studs (which are offset of each other) that engage a rubber cushion installed between the two coupling halves. The drive motor shaft turns the coupling, which turns the horizontal drive shaft. The horizontal drive shaft is supported by two ball bearings, an outer and inner bearing. The outer and inner shaft bearings are lubricated by oil. A worm wheel gear is keyed to the drive shaft. This gear engages the gear (worm quill) at the base of the spindle assembly. A smaller gear, which is part of the worm wheel gear, is used to drive a speed counter. The speed counter (Figure 2-59) is used to determine the rpm of the bowl shell assembly. It consists of a shaft that penetrates the drive housing. One end is inside the drive housing and the other end is outside. The inside end is geared to the worm wheel gear; therefore, when the direct drive assembly rotates, the speed counter shaft rotates. The speed counter rotates at a much slower rate because of the gear ratio. An attached cap covers the outside end of the speed counter shaft. The cap has a raised bump on one side of its top. The operator determines bowl speed by placing his or her finger on the outer edge of the cap and then counting the number of times the raised bump touches the finger in 1 minute. During full bowl rpm, the count should be between 146 to 152 times per minute. Because of the gear ratio, the drive motor rotates at 1,770 to 1,775 (rpm), the bowl rotates at 4,100 rpm, and the speed counter rotates at 146 to 152 rpm. The majority of the 300 gpm (Model B214AS- 300) purifiers are not equipped with a brake assembly, and Naval Sea Systems Command (NAVSEA) approval to remove them has been granted to type c ommanders (TYCOMs). In the base of the drive housing is an oil sump for the oil lubrication system (Figure 2-60). Oil from this system lubricates the bearings on the spindle and drive shaft. The drive housing is divided into two compartments. One of these compartments contains the direct drive assembly coupling and the other contains the gears and bearings that are lubricated by oil. A metal partition separates the two compartments. 79

Figure 2-60 — Oil lubrication system. The direct drive shaft passes through this partition and a gasket is installed around the shaft to prevent oil from entering the direct drive-coupling compartment. The worm wheel gear on the drive shaft is partially submerged in the oil. Rotation of this gear splashes the oil about within the oil lubrication compartment, supplying oil to the bearings and gears. The oil sump holds 8 to 8 1/2 quarts of grade 90 gear oil. To determine the correct oil level, observe a circular sight glass on the side of the drive housing. The glass-retaining ring has two inscribed lines to indicate proper oil level. The white (top line) is the high or full oil level; the red (bottom line) is the low oil level mark. On some installations where the oil sight glass could not be seen easily in its normal position, the sight glass has been extended out and turned to give a clear view to the operator; a dipstick has been added to the oil filler cap as well. The dipstick has two marks; the lower mark indicates when the lubricating oil should be added. You should fill the unit with lubricating oil to the upper mark. To check the oil level, pull the stick completely out through the cap and wipe with a clean, dry rag. Push the stick all the way in through the cap and pull it out again to read. Be sure the stick always rests on the cap. Some of the 300 gpm (Model B21 AS-300) purifiers are manufactured with oil sight glass only and have done away with the dipstick gauging method. An oil fill cap is located near the top of the drive housing. An oil drain plug is at the base of the oil sump. Bowl Shell Assembly The bowl shell assembly (Figure 2-61) provides the working area for separation of contaminants from JP-5. The entire bowl shell assembly sits on top of the spindle assembly. The spindle assembly causes the bowl shell assembly to rotate. This rotation is transmitted to the fuel, providing the necessary centrifugal force to cause separation to take place. During operation, the bowl shell assembly contains a freshwater seal to prevent loss of JP-5. Most of the separated solids and emulsions are retained within the bowl shell assembly, but are completely removed from the line of flow of liquids. The bowl shell confines the liquids being separated. Housed within the "tub-like" bowl shell are the strainer, disk stack, paring disc, and discharge ring. The bowl shell has eight equally spaced drain holes around the raised center of its bottom. These holes facilitate draining the bowl when the purifier is in its stopping cycle. The draining liquids are directed into the annular space between the bowl shell and the bowl casing and then out the bowl casing drain line. To ensure that the drain holes will not become clogged by dirt from the bowl shell, a conical-shaped strainer is installed over the top of the drain holes. The bowl shell seats on the tapered portion of the top of the spindle shaft. The threaded top section of the spindle shaft protrudes up through the raised center of the bowl shell. A spindle cap nut is then screwed down over the threads to force the bowl shell down onto the tapered portion of the spindle shaft. 80

A slot is provided on each side of the bowl shell on its outer surface near the top. These two slots engage the bowl shell lock screws during disassembly or assembly of the bowl shell. A notch at the upper/outside edge of the bowl shell engages the bowl top. The tubular shaft is the base and the center of the disk stack. It forms a circular bulkhead between the feed inlet liquids and the disk-stack discharge to the paring disk. The base of the tubular shaft has three unequally spaced pins that interlock with three unequally spaced slots around the raised center of the inside-bottom of the bowl shell. Thus, the tubular shaft can be installed in one position only, ensuring that the tubular shaft will rotate. The flared base of the tubular shaft is the bottom of the disk stack. Between the bowl shell and the underside of the tubular shaft's base, 12 inner spacers provide a liquid passage. The inner spacers are part of the tubular shaft and serve two purposes: They keep the tubular shaft off the bowl shell to provide the liquid passage, and they give a circular motion to the feed inlet liquid, since they act as rotating paddles. The 12 inner spacers run from the top-inside area of the tubular shaft and follow its contour down and under the flared base to the outer edge of the base. Twelve equally spaced holes are provided near the outer edge of the tubular shaft's flared base. These holes are located between the 12 inner spacers. The outer edge of the tubular shaft above the flared base has 12 equally spaced outer spacers. These outer spacers perform the same function for the purified JP-5 that the inner spacers perform on the feed inlet liquids. One of the outer spacers has a key to which each of the disks in the disk stack lock. This ensures that the disks will rotate. The intermediate disks form the main part of the disk stack. The 200 gpm purifier has 127 individual intermediate disks, and the 300 gpm purifier has 186 individual intermediate disks. Each has a number stamped on the topside, near its outer edge. On the 200 gpm purifier, the disks are numbered 1 through 127. On the 300-gpm purifier, the disks are numbered 1 through 186. The number 1 disk is on the bottom, and the number 127 (200 gpm purifier) and/or 186 (300 gpm purifier), rests on the top. The intermediate disks are identical except for their stamped numbers. In shape, the disk resembles a metal lampshade, large at its base and small at the top. A small lip flares out from the base and a small lip flares inward from the top.

NOTE Additional intermediate disks can be added to the top of the intermediate disk stack to ensure correct disk stack compression is maintained. Figure 2-61 — Bowl shell assembly. 81

Twelve equally spaced holes are located around the base of the disk. A thin sliver of metal (0.050inch thick) runs from between each hole, inward to the inner lip. These pieces of metal, located on the top of each intermediate disk, act as spacers. Since the disks seat one on top of the other, the thickness of the space between each disk is determined by the thickness of the spacers. The top inner lip of each intermediate disk has a notch that interlocks with the key on the tubular shaft. This interlocking ensures that the disks rotate and that the disk holes will be aligned vertically. Some purifiers will have an intermediate top disk that is seated on top of the topmost intermediate disk. Its purpose, also, is to ensure correct disk stack compression. This disk is similar in construction to the 127 (for the 200 gpm purifier) and 186 (for the 300 gpm purifier) intermediate disks, except that the flared lip around its base is only half as large as the lip on the intermediate disks and it does not have a stamped number or the raised ribs. The top disk seats on top of the intermediate top disk and is the top disk of the disk stack. Being wider than the other disks in the stack, the top disk covers the disk stack like an umbrella. This is the only disk that does not have holes around its base. The inner- upper portion of the top disk is the pump casing for the paring disk. The lower portion of the pump casing has a notch that interlocks with the key on the tubular shaft, ensuring that the top disk will rotate. Twelve outer spacers, equally spaced around the topside of the top disk, extend from beyond the rim of the base inward to the top of the pump casing. The outer end of each spacer extends below and partially up the underside of the top disk. One of the function of the spacers is to separate water, which is the same function performed by the outer spacers in the tubular shaft of the purified JP-5. A vane-type centripetal pump, the paring disk, is housed within the pump casing area of the top disk. The paring disk does not rotate; it is threaded (hand tighten counter clockwise, 3 to 3 1/2 complete revolutions) onto the feed tube assembly (see "Cover Assembly"). In this pump, the pump casing revolves around the impeller; thus, the flow is from the outside to inside. This flow, being centripetal, is just the reverse of a centrifugal pump. The feed tube assembly is the pump’s shaft. A nylon collar fits snugly around the top of the paring disk. When the feed tube is screwed into the paring disk, the paring disk is raised until the nylon collar contacts the upper/inside area of the pump casing. In this position, the nylon collar acts as a wearing ring for the paring disk. The bowl top is seated on the top of the top disk spacers. Discharging water flows up through the space between the top disk and the bowl top. The conical-shaped bowl top is thicker at the bottom than at the top. Part of this thick base rests on top of the bowl shell and part of it extends down inside the bowl shell. The part of the bowl top extending down inside the bowl shell has an O-ring r etaining groove. An oil-resistant O-ring installed in this groove forms a liquid-tight seal between the bowl top and the bowl shell. This seal ensures that the liquids involved in the purifying process will be confined to their normal flow through the bowl shell assembly. A large coupling ring is threaded down over the base of the bowl top to the upper/outside edge of the bowl shell. This ring holds the bowl top in place. A protruding rectangular tab on the underside of the outer rim of the bowl top engages a notch in the bowl shell to ensure rotation of the bowl top. The top edge of the bowl top has a retaining groove into which is inserted an oil-resistant rubber seal ring. A discharge ring seats on top of this seal ring. The outer edge around the top of the bowl top is threaded to receive a coupling nut. The coupling nut screws down over the discharge ring, forcing the discharge ring down onto the rubber seal ring. This seal ensures that discharging water will flow up through the center of the discharge ring. The coupling ring, as stated before, forces the bowl top down onto the top of the bowl shell, completing a seal. As the coupling ring is screwed downward, it forces the bowl top down onto the disk stack. This action compresses the disk stack and ensures that each disk will seat tightly on its adjacent disks. The space between each disk is thereby assured to be correct. 82

To ensure correct tension on the disk stack, an aligning mark is stamped on the coupling ring and the bowl top. These two marks must be lined up when tightening the coupling ring. An indication arrow and the word "OPEN" are also stamped on top of the coupling ring. These marks show the direction of rotation to remove the coupling ring. If the coupling ring alignment mark passes the bowl top alignment mark by more than 20 to 25 degrees (4 1/2 inches), contact the TYCOM immediately. This indicates excessive wear of the bowl threads, a condition dangerous to equipment and personnel.

Four T-shaped slots are equally spaced around the outside/upper rim of the coupling ring. A special wrench engages these slots for removal or installation of the coupling ring. The discharge ring, seated on top of the bowl top, acts as a dam to maintain the proper line of separation between the water and the JP-5 within the bowl shell assembly. Each purifier is furnished with a set of discharge rings. The outside diameters of the discharge rings are the same. The inside diameters of the discharge rings are different. The inside diameter size is etched on each ring. The inside diameters range from 200 millimeters to 250 millimeters in increments of 5 millimeters. The coupling nut locks the discharge ring in place. Like the coupling ring, the coupling nut also has an indicating arrow and the word "OPEN" stamped on its top. The coupling nut has four circular slots equally spaced around its outer edge. A special wrench engages one of these slots for removal or installation. Purifier Operations The operations described in this section deal with starting from two different conditions: with a clean bowl and with a dirty bowl. Regardless of the condition of the bowl, there are some preliminary steps to follow before starting the purifier. These steps are as follows: 1. Console operator ensures all monitored valves opened or shut by the pump room operator are indicating the correct position. 2. Console operator monitors tank level Indicators (TLIs); if TLIs are not installed, inoperative, or suspect of error, direct sounding team to sound tanks. 3. Pump room operator ensures bowl cover clamps are engaged. 4. Verify that feed tube assembly is fully engaged to the paring disc. 5. If feed tube assembly is not engaged, then accomplish the following steps: Feed tube assembly has left-hand threads. The purifier feed tube and paring disc are disengaged by turning the feed tube handle clockwise. a. Fully disengage feed tube from paring disc. b. Loosen and disengage three handwheel cover clamps. c. Open bowl cover. d. Ensure bowl cover locking device is engaged. e. Ensure handbrake (if installed) is in the OFF position. f. Remove two bowl shell lock screws. Turn the bowl by hand.

CAUTION The coupling ring and coupling nut have left-hand threads. 83

g. Insert two bowl shell lock screw plugs. h. Turn bowl by hand. i. Verify that bowl casing O-ring and observation port O-rings are seated in the bowl casing. j. Ensure the fins on the paring disc are positioned in the 2, 4, 8, and 10 o’clock positions.

k. Disengage bowl cover locking device and close bowl cover; engage and tighten three handwheel cover clamps. l. Engage feed tube to paring disc. 6. Check the level of the oil in the sump. 7. Ensure water seal supply is connected to the purifier water seal inlet valve. 8. Ensure purifier sump tank is empty. When required, purifier sump tank may be emptied utilizing the stripping pump.

The following starting and stopping procedures are for transferring fuel from one port wing storage tank, through one transfer pump, through the port purifier, to one port wing servicetank. Since transfer is from wing tank to wing tank within the same group of tanks, and on the same side of the ship, there is very little change to the list and trim of the ship. The starboard servicetanks can be filled from starboard storage tanks in the same manner. However, the transferring is accomplished by using only one transfer pump to pump into one purifier, since they have the same capacity. Starting the Purifier with a Clean Bowl The procedures discussed here apply to the 300 gpm (consult your ship’s AFOSS for the correct procedures on the 200 gpm or other type of purifier installed on your ship.) 1. Close the following valves: a. Purifier inlet valve. b. Purifier seal water root valve. CAUTION When bowl does not turn freely, investigate and correct cause. NOTE The purifier feed tube and paring disc are engaged by turning the feed tube handle counterclockwise. Ensure feed tube and paring disc threads engage evenly, without binding. NOTE When oil is at or below red line, add sufficient oil to raise the oil level to white line. Ensure purifier oil has not been contaminated with water or JP-5. 84

c. Purifier seal water supply valve. 2. Open the following valves: a. Designated transfer pump suction and suction cross connect(s) are aligned.

b. Designated purifier outlet valve. c. Console operator opens designated port side servicetank fill valve. 3. Pump room operator starts the purifier (presses start button). 4. Open the observation port on the bowl casing. 5. Ensure seal water supply pressure gauge cutout valves are open. 6. Open purifier seal water root valve. 7. Open purifier seal water supply valve. 8. When water discharges past the observation port, shut the following valves: a. Purifier seal water root valve. b. Purifier seal water supply valve. Open transfer pump recirculation valve. 9. Open designated transfer pump discharge valve(s).

Console Operator Start designated transfer pump. Pump Room Operator 1. When directed, start designated transfer pump (press start button). 2. Slowly open purifier inlet valve. 3. Slowly shut transfer pump recirculation valve. 4. Throttle purifier outlet valve to maintain 15 to 25 psi outlet (back) pressure.

NOTE Priming water shall be induced when the purifier motor is energized and secured when water discharges are past the observation port. NOTE Prior to starting transfer pump, ensure purifier run light is illuminated. Prior to starting designated transfer pump, ensure purifier has attained operating speed. 85

Console Operator 1. Log the time the purifier and transfer pump were started. 2. Report to below decks petty officer : Purifier operating (pressing up servicetanks). Console/Pump Room Operators

Pump Room Operator 1. Open manifold valve to next JP-5 storage tank to be emptied. 2. Shut manifold valve to empty JP-5 storage tank. 3. Take fuel samples as required.

NOTE Verify that only water is discharging past the observation port. Verify that no liquid is discharging past the bowl casing drain sight glass. If necessary, slowly open outlet valve until liquid flow stops. Ensure purifier outlet pressure is maintained at 15 psi or greater. NOTE When changing designated storage tanks, if flow is interrupted such that purifier outlet pressure drops below 10 psi, the breakover protection alarm will activate, and transfer pump will automatically stop. If unable to maintain purifier outlet pressure above 10 psi when shifting to next storage tank, place the purifier in standby. NOTE If purifier was placed in standby prior to shifting to next storage tank, restore purifier to operation. CAUTION Frequent restarts may damage the purifier motor. Do not attempt to restart purifier within one-half hour after rotation stops. If purifying is to be secured for less than 1 and 1/2 hours, place the purifier in standby. 86

Operating (Purifying) Console/Pump Room Operator 1. Log transfer pump suction and discharge pressure. 2. Monitor purifier inlet and outlet (back) pressure. MIN MAX  Outlet (back) pressure 15 psi 25 psi  Inlet pressure 35 psi  Inlet capacity 350 gpm  Bowl operating speed 4,100 rpm 4,100 rpm  Breakover protection alarm 10 psi 10 psi

Securing When the servicetanks are 95 percent full, stop the transfer operation as follows: Pump Room Operator

1. Stop designated transfer pump (press stop button). 2. Shut purifier inlet valve. 3. Shut designated transfer pump discharge valve(s ).

4. Stop purifier (press stop button). Console Operator 1. Report to below decks petty officer: Filling servicetanks complete, purifier winding down. 2. Make the following log entries: NOTE Monitor bowl casing drain sight glass. If liquid flow is observed, slowly open outlet valve until liquid flow stops. Ensure purifier outlet pressure is maintained at 15–25 psi. NOTE Transfer pump must be stopped before securing purifier. If purifier outlet pressure drops below 10 psig and transfer pump is running, the breakover protection alarm will activate and transfer pump will stop. NOTE Do not engage the brake (if installed) unless an emergency exists; the purifier will coast to a stop in approximately 70 minutes. 87

a. Time transfer pump secured. b. Time purifier secured. Pump Room Operator 1. When purifier has come to a complete stop: a. Shut purifier outlet valve. b. When open, shut purifier outlet cross-connect valve. 2. Report to the c onsole Operator: Purifier has come to a complete stop, purifier outlet alignment secured. 3. When required, empty purifier sump tank utilizing the stripping pump. Console Operator 1. When pump room operator reports purifier has come to a complete stop, shut designated servicetank fill valve. 2. Report to below decks petty officer: Purifier has come to a complete stop, alignment secured. Water Seal Leakage Pump Room Operator 1. Stop designated transfer pump (press stop button). 2. Shut purifier inlet valve. 3. Open purifier outlet valve fully. 4. Ensure seal water supply pressure gauge cutout valves are open. 5. Open the purifier seal water root valve. 6. Open the purifier seal water supply valve. 7. When water discharges past the observation port, shut the seal water supply and root valves.

8. Open transfer pump recirculation valve. 9. Start designated transfer pump (press start button). 10. Slowly open purifier inlet valve. 11. Slowly shut transfer pump recirculation valve. 12. Throttle purifier outlet valve to maintain 15 to 25 psi outlet (back) pressure. NOTE Ensure purifier oil has not been contaminated with water or JP-5. 88

Placing Purifier in Standby Pump Room Operator 1. Stop designated transfer pump (press stop button). 2. Shut purifier inlet valve. 3. Open purifier outlet valve fully. 4. Open the purifier seal water supply valve and root valve, and admit a small flow (trickle) of water to the unit. Open the observation port to confirm water flow. 5. At 5-minute intervals verify running condition by ensuring that the purifier inlet-outlet housing and cover are cool to the touch (no discomfort when hand is placed on the inlet-outlet housing and cover). 6. If the inlet-outlet housing and cover are not cool to the touch, increase the flow of seal water (a hot cover and inlet-outlet housing will become cool within 10 seconds). If the cover and inlet- outlet housing does not become cool, secure the purifier. 7. Report to below decks petty officer : No. ___ purifier running in standby. Restoring Purifier to Operation Pump Room Operator 1. Shut seal water supply and root valves. 2. Open transfer pump recirculation valve. NOTE Verify that only water is discharging past the observation port. Verify that no liquid is discharging past the bowl casing drain sight glass. If necessary, slowly open outlet valve until liquid flow stops. Ensure purifier outlet pressure is maintained at 15 to 25 psi. NOTE When the purifier is in standby, JP-5 to the purifier is secured and normal bowl operating speed (rpm) is maintained. Purifier is to remain aligned to a servicetank at all times while purifier is operating in standby. WARNING To prevent overheating the inlet and outlet housing materials, the following steps shall be followed without deviation. If it is not possible to conduct the below sequence of operations, the purifier shall be secured and not restarted for at least one-half hour after rotation stops. 89

Figure 2-62 — Discharge ring size chart. 3. Start designated transfer pump (press start button). 4. Slowly open purifier inlet valve. 5. Slowly shut transfer pump recirculation valve. 6. Throttle purifier outlet valve to maintain 15 to 25 psi outlet (back) pressure. Starting the Purifier with a Dirty Bowl 1. Complete all the preliminary steps. 2. Complete steps 1 through 6 as when starting with a clean bowl. 3. Open the purifier seal water inlet valve. The seal water flowing into the purifier keeps the bowl balanced as the purifier comes up to speed. 4. When the purifier attains full rpm, pump room operator completes steps 8 through 10 as when starting with a clean bowl. Fuel and Water Separation The position of the line of separation between the JP-5 and water is important to proper purification. For good purification, this line should be outside the disk stack but well under the top disk. If the line of separation is too far out, some or all of the JP-5 will discharge with the water. If the line of separation is too far in, water will discharge with the JP-5. The position of the line of separation depends upon the selection of the proper discharge ring. The discharge ring depends on the specific gravity of the JP-5. Once the specific gravity is determined, refer to the chart of discharge ring sizes (Figure 2-62). To determine the correct discharge ring size, Quality Control personnel will have to perform a specific gravity test. Refer to Chapter 1, American Petroleum Institute (API)/specific gravity test section, for information on how specific gravity is determined. After obtaining the specific gravity of fuel, those readings are converted using the purifier technical manual and table 541-10-4 located in NAVSEA S9086-SN-STM-010/CH-541. Find the specific gravity number along the base of the chart. Using Figure 2-62, locate specific gravity of fuel along the horizontal axis labeled Specific Gravity. Follow a vertical line to where it meets a heavy black horizontal line. If the indicated discharge ring size does not match exactly the size of one of the rings supplied with the purifier, always use the next larger size. From this point, follow the horizontal line to the vertical axis labeled discharge ring size, and read the correct size of discharge ring to be used. Install this ring in the purifier. Operate the purifier, and observe the JP-5 and water-discharge sight flow gauges. If all of the discharge (water and fuel) goes out the water discharge, the discharge ring is too large. If all of the discharge (water and fuel) goes out the water discharge, the discharge ring is 90

too large. Stop the purifier and install the next smaller ring. If water discharges with the JP-5, the discharge ring is too small. Stop the purifier and install the next larger ring. After replacing the ring, make another trial. If necessary, repeat until JP-5 is properly discharged from the bowl shell assembly. If more than one trial is required, it generally indicates a mistake was made in determining the correct specific gravity or in using the discharge ring size chart. If water discharges with the JP-5, the discharge ring is too small; try the next larger ring. When the proper size discharge ring is established, do not change it. As a general rule, the most satisfactory purification occurs when the discharge ring is the largest size possible without causing loss of JP-5. During normal operations, there should be no more than a small discharge from the water outlet. The bulk of the discharge should be out the purifier JP-5 outlet.

If a large discharge from the water outlet is observed, it indicates excessive water in the feed, or the water seal has been lost. The operator should immediately determine whether the excessive discharge is water or JP-5. If the excessive discharge is JP-5, the bowl has lost its seal. Stop the flow of feed, re-prime the bowl, and slowly resume the flow of feed. If the seal is again lost, immediately stop the purifier and check the discharge ring size and the bowl shell assembly's two rubber seal rings. Correct the cause and resume operation. If the excessive discharge is water, secure the operation and determine the source of the water. Sound the storage tanks with water-detecting paste and re-strip the storage tanks as necessary. If water has been put into the servicetanks, they must also be stripped. If no water is found in the storage tanks, check the piping in the bilge, voids, etc., for leaks or other possible sources of water. Purifier Maintenance Establish and maintain a regular cleaning schedule, considering the following factors:  Accumulation of a large quantity of heavy solids in the bowl shell will cause the bowl to run rough. The bowl must be cleaned before the wet cake exceeds 30 pounds or 1 1/2-inch thickness at its thickest point.  If the purifier is to be inactive for less than 12 hours, it must be flushed out with freshwater while it is still operating, by using the priming water.  Prior to entering port.  In any event, the bowl must be disassembled and thoroughly cleaned when 300 hours of operation is reached in accordance with (IAW) PMS. The purifier bowl should be inspected for corrosive pitting. If pitting is found, the bowl should be thoroughly cleaned with a mild abrasive cleaner in combination with stainless steel sponges. If pitting continues, the bowl should be reconditioned at the earliest opportunity. Where pitting has progressed to 1/4 inch in depth, replace the bowl. CAUTION When the seal water is cold, a small amount of JP-5 may discharge with the water at first. This will cease as the water, JP-5, and purifier heat up. In this case, it will not be necessary to change the discharge ring. 91

Figure 2-63 — Removing bowl top coupling nut (with special tool).

When disassembling and assembling the bowl shell assembly for cleaning, you must remember that the parts are heavy. For this reason, a chain hoist and trolley have been provided to lift the parts and transport them to a deep sink. Be careful when raising, lowering, and transporting the parts. It is imperative that the chain hoist be centered directly over the center of the spindle before any part is raised or lowered.

Purifier Disassembly for Cleaning Procedure are as follows: 1. Purifier tagged “out of service” IAW PMS. 2. After stopping the bowl, remove the plugs and insert the lock screws. The two lock screws (one on each side of the purifier) enter the slots in the bowl shell, locking it in position. 3. Using the spring-loaded T-handle on top, unscrew (turn clockwise 3 to 3 1/2 complete turns) the feed tube until it is free from the paring disc. 4. Loosen the three handwheel cover clamps and swing the bowl casing cover back until it engages the ratchet hook. This will automatically lock the cover in the open position. 5. Unscrew the bowl top coupling nut (Figure 2-63), using the special tool (inset, Figure 2-63), and remove the discharge ring and rubber ring. 6. Remove the coupling ring ( Figure 2-64) by first loosening it with the gear wrench, then unscrewing the coupling ring with the special tool. 7. After removing the coupling ring, screw the lifter into the bowl top. When you turn in on the T-handle jackscrew on top of the lifter, the bowl top will loosen up from the bowl shell. Using the chain hoist, lift the bowl top off, remove the rubber bowl ring, and lay it flat.

CAUTION Continued use of deeply pitted bowls can be potentially hazardous. NOTE The purifier compression tool has been incorporated into the purifier special tools. It allows for the removal of the coupling ring vice using the manual purifier special tools, limiting wear and tear to purifier components. 92

Figure 2-65.—Purifier compression tool. Using the Purifier Compression Tool Use the following steps when using the Purifier Compression Tool (Figure 2- 65): 1. Place coupling ring manual wrench (Figure 2-64) on coupling ring. 2. Remove the coupling nut, discharge ring, and rubber; then place compression tool adapter on bowl top hood. 3. Ensure the location of the threaded adapter on eyebolt for the compression tool and tubular shaft threads will effect positive thread engagement. Also, make sure the eyebolt locknuts are tight.

Figure 2-64 — Removing coupling ring with special tool. 93

4. Place bowl compression tool on pilot diameter of compression tool adapter. 5. Insert and secure bowl compression tool eyebolt clockwise, into tubular shaft. 6. Verify shoulder of bowl compression tool eyebolt is one-quarter inch from face of tool hydraulic ram. 7. Assemble pressure gauge onto jack and ensure lowering valve is shut clockwise.

Insert the handle and pump jack slowly until pressure gauge indicates approximately 7,800 psi. 8. Rotate coupling ring manual wrench clockwise and loosen coupling ring. 9. Slowly open lowering valve on jack counter clockwise and relieve pressure. 10. Remove pressure gauge from jack. 11. Unscrew bowl compression tool eyebolt completely counterclockwise and remove jack assembly and bowl top adapter. 12. Remove coupling ring manual wrench from coupling ring.

13. Remove coupling ring. 14. Remove the tubular shaft, top disk, paring disc, and intermediate disks, with the chain hoist, using the special tool provided (Figure 2-66).

CAUTION If threaded eyebolt assembly on compression tool will not pass through paring disc and engage tubular shaft threads, this condition indicates that paring disc or tubular shaft threads are damaged. Do not force eyebolt. If this happens, disassemble bowl using manual purifier special tools. NOTE Relief valve for the purifier compression tool is set at 8,000 psi. If compression tool does not relieve at 8,000 psi, reset the relief to 8,000 psi IAW PMS. CAUTION Residual pressure must be relieved and jack ram fully retracted prior to disassembling pressure gauge from jack. 94

Figure 2-66 — Removing disk stack.

15. If removal of the bowl is required, lift out the bowl strainer. Remove the spindle cap nut and back out both lock screws. Screw the lifter (Figure 2-67) onto the bowl shell, and by turning in on the jackscrew, the shell will loosen from the spindle. Using the chain hoist, lift the shell from the frame. After the bowl parts have been disassembled, remove the rubber rings and clean the tubular shaft and disks with a brush, using JP-5 as the cleaning fluid. Reassemble in the reverse order. Refer to Table 2-6 for some of the more common problems associated with the operation of a JP-5 purifier, possible causes, immediate actions you need to perform, and remedies to rectify the problems. Remember, always consult the applicable technical manual for the correct model purifier installed on your ship. O-rings and gaskets should never be hung vertically; lay them neatly on a clean, flat surface. Hanging will seriously distort the shape of O-rings and gaskets. When installing O-rings, always inspect them for nicks, cuts, or abrasions; use only good O-rings. Examine the O-ring retaining slots and other contact surfaces for nicks and burrs. Repair any discrepancies prior to installing O-rings and gaskets. Before installation, make sure that the retaining slot and contact surface are clean and coat the O-ring with light machine oil. Maintain the lubrication system in perfect condition. Refer to the manufacturer's instruction manual and current instructions about the type and amount of lubricant.

NOTE The purifier compression provides a much easier method of removing the coupling ring and extends the life of the threaded components. This method is not to replace the purifier manual special tools; it is only an alternative to relying on brute strength. Remember the tools are only as good as the person using them. Use the tools properly. The purifier is equipment that you will be dealing with on a daily basis. Use care and attention to applicable instructions when disassembling this equipment. 95

Figure 2-67 — Bowl shell lifter.

Table 2-6 — JP-5 purifier troubleshooting chart MALFUNCTIONS IMMEDIATE ACTION PROBABLE CAUSE REMEDY 1. Purifier will not start/run. 1. Check power controller. 2. Check power load center. 3. Turn off electrical power source and tag “Out of Service.” 1. No electrical power at controller. 2. Power failure at load center. 3. Faulty wiring. 4. Faulty motor. 1. Restore power at controller. 2. Restore power at load center. 3. Verify proper electrical connection. 4. Repair/Replace motor. 96

MALFUNCTIONS IMMEDIATE ACTION PROBABLE CAUSE REMEDY 2. Noisy motor. 1. Perform shutdown procedure as soon as practical. 2. Turn off electrical power source and tag “Out of Service.” 1. Faulty bearing(s). 2. Faulty motor. 1. Replacing bearing(s). • Verify proper electrical wiring connection. • Repair/Replace motor. 3. Water leakage. Upon initial start-up, water is discharged through 1 1/2-inch drain line. 1. Perform shutdown procedure as soon as practical. 2. Turn off electrical power source and tag “Out of Service.” 1. Faulty bowl shell O- ring. 1. Replace bowl shell O-ring. 4. Bowl overflows through 1 1/2-inch bowl casing drain. 1. Reduce discharge pressure. 1. Discharge pressure too high. 1. Reduce discharge pressure. 5. Fuel overflows through 4-inch water discharge drain. 1. Stop transfer pump and place purifier in standby mode of operation. 2. If remedies 1, 2, or 3 did not correct situation, perform shutdown procedure as soon as practical. 3. Turn off electrical power source and tag “Out of Service.” 1. Discharge pressure too high. 2. Fuel induced too fast during start-up. 3. Excessive throughput. 4. Discharge ring size incorrect. 5. Faulty or missing discharge ring O- ring. 1. Reduce discharge pressure by opening back pressure valve. 2. Re-prime bowl and restart fuel flow more slowly. 3. Reduce flow using bypass. 4. Select proper discharge ring size and replace discharge ring. 5. Replace discharge ring O-ring. 6. Excessive amounts of fuel in water discharge. 1. Perform shutdown procedure as soon as practical. 2. Turn off electrical power source and tag “Out of Service.” 1. Discharge ring size incorrect. 2. Bad seal between paring disc and O- ring on inlet-outlet housing. 1. Select proper size discharge ring and replace discharge ring. Check O-ring and replace as necessary. Ensure mating threads between the paring disc and feed tube assembly are not scarred or galled. 7. Excessive amounts of water in purified fuel. 1. Perform shutdown procedure as soon as practical. 2. Turn off electrical power source and tag “Out of Service.” 1. Discharge ring size incorrect. 1. Select proper size discharge ring and replace discharge ring. 97

MALFUNCTIONS IMMEDIATE ACTION PROBABLE CAUSE REMEDY 8. Purifier makes excessive noise or vibrates. 1. Determine whether brake is engaged. 2. Perform shutdown procedure as soon as practical. 3. Turn off electrical power source and tag “Out of Service.” 1. Brake applied. 2. Faulty spindle bearing(s). 3. Faulty drive gear(s). 4. Unbalanced bowl. 5. Baseplate bolts over torqued. 6. Insufficient gap between motor and drive coupling. 7. Improper electrical connections. 8. Paring disc not engaged. 1. Release brake. 2. Replace spindle bearing(s). 3. Replace drive gear(s). 4. Notify TYCOM. 5. Re-torque baseplate bolts. 6. Readjust drive coupling. 7. Re-verify proper electrical connections. 8. Disassemble and inspect paring disc/distributor for damage; repair or replace as necessary. Reassemble and engage paring disc. 9. Purifier will not come up to speed in prescribed time. 1. Determine whether brake is engaged. 2. Perform shutdown procedure as soon as practical. 3. Turn off electrical power source and tag “Out of Service.” 1. Brake applied. 2. Agastat timer setting incorrect. 3. Faulty wiring between controller and motor. 4. Faulty bearing(s). 1. Release brake. 2. Verify correct Agastat timer setting. 3. Verify proper electrical connection and wire condition. 4. Replace bearing(s). 10. Loss of feed pressure. 1. Place purifier in standby mode of operation. 1. Loss of transfer pump suction. 2. Transfer pump shutoff via programmable Navy logic controller (PNLC) **switch. 3. Power loss to transfer pump. 4. Transfer pump failure. 1. Re-establish pump suction. 2. Align a full stowage tank to transfer pump. 3. Determine source for power loss. Restore power. 4. Switch feed pumps. 11. Loss of discharge. 1. Place purifier in standby mode of operation. 2. Stop feed pump. Loss of feed pressure. 2. Loss of water seal. Re-establish feed supply pressure. 2. Re-establish water seal and feed supply pressure. 98

MALFUNCTIONS IMMEDIATE ACTION PROBABLE CAUSE REMEDY 12. Purifier rpm slows suddenly. 1. Stop feed to purifier. Place purifier in standby mode of operation. 2. Perform shutdown procedure as soon as practical. 3. Turn off electrical power source and tag “Out of Service.” 1. Loss of water seal. 2. Loss of power to motor. 3. Faulty bearing(s) in motor or purifier drive assembly. 1. Re-establish water seal and feed supply pressure. 2. Determine power problem. Re- establish power supply. 3. Replace bearing(s). 13. Air in clean fuel discharge sight glass. 1. Verify that purifier is operating within prescribed parameters of 4–10 psi. 1. Discharge pressure not in accordance with prescribed operating parameters of 4–10 psi. 1. Slowly throttle purifier discharge valve until air bubbles disappear from fuel. 14. Excessive blow back through 4-inch water discharge line and bowl casing drain. 1. Stop fuel feed to purifier and place purifier in standby mode of operation. 2. Perform shutdown procedure as soon as practical. 3. Turn off electrical power source and tag “Out of Service.” 1. Drain tank is full. 2. Drain tank flapper valve failed. 1. Empty drain tank. 2. Verify that flapper valve is installed. 15. Coupling ring will not seat/align properly during purifier re-assembly. 1. Remove coupling ring, bowl top, disk stack, and distributor. 1. Distributor shaft improperly aligned. 2. Disks not aligned with distributor shaft key. 3. Bowl top key not aligned with bowl shell key way. 1. Align distributor shaft properly. 2. Realign disks on distributor shaft. 3. Align bowl top and bowl shell properly. **Programmable Navy logic controller (PNLC) is associated with the transfer pump and purifier discharge pressure. The PNLC will set at 15 psi. If any time after the PNLC is set the discharge pressure drops below 10 psi, the power to the transfer pump will secure. JP-5 SYSTEM PRESSURE AND CAPACITY GAUGING EQUIPMENT Pressure Gauges Pressure gauges are used throughout the aviation fuels (Av/Fuels) system to measure and indicate pressure so the operator of the equipment can maintain pressure at safe and efficient operating levels. A wrong pressure indication is often the first sign of trouble with the equipment. Any excess or deficiency in pressure should be immediately investigated. There are three types of gauges the ABF will typically use in operating the Av/Fuels system: Simplex pressure gauges, compound gauges, and differential pressure gauges. 99

Figure 2-68 —Types of JP-5 tanks. Simplex pressure gauges measure pressure only. The gauge readings range from zero to the gauge's maximum rated pressure. A Simplex pressure gauge has two pointers: One, usually black or white, indicates the actual operating pressure of the system to which the gauge is attached; the other, usually red, is manually positioned to indicate the normal operating pressure of the system to which the gauge is attached. These gauges are normally installed on the discharge side of pumps. Compound gauges are nearly identical to simplex pressure gauges, with one exception. Compound gauges can measure vacuum. The gauge readings typically start at 30 inches of vacuum and increase to the gauge's maximum rated pressure. The pointers are exactly the same as on the simplex pressure gauge. These gauges are normally installed on the suction side of pumps and the main deck filling connections. Differential pressure gauges are used to measure the pressure between two pressure lines. A differential pressure gauge has only one pointer and does not measure actual pressure. It measures the pressure differential between two pressure sources. These gauges are normally installed on vertical and reclaim filters. Tanks Storage of aviation fuel aboard carriers has always presented a serious fire and explosion hazard. With the introduction of JP-5 as the primary jet fuel, hazards in handling were lessened and, because of the high flash point of JP-5 (minimum 140 °F), protective storage is not required. Basically, there are four types of JP-5 tanks: wing, deep centerline, double-bottom, and peak tanks. See Figure 2-68 for the types and locations of JP-5 tanks. Tank types generally relate to the relative location of the tanks in respect to the hull of the ship. Wing tanks are deep tanks located in a forward and aft row along the contour of the hull on the port and starboard sides of the ship. There are normally two rows of wing tanks on each side. These tanks are located between voids and are an integral part of the ship's underwater protective system. The top of the tank is at the fourth deck level, and the bottom is the shell of the ship. There are an equal number of port and starboard wing tanks in the forward group and in the after group. Each port tank has an identical twin of the same shape and capacity located directly opposite on the starboard side. These twins are operated as a unit. They are filled and emptied as if they were one tank, to preserve the list and trim of the ship.

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Figure 2-69 — JP-5 storage tank. Deep centerline tanks referred to here were the original aviation gasoline (Av/Gas) tanks on multi- purpose aircraft carriers (CVNs), which were converted to JP-5 tanks. Normally, all forward tanks and the after port tanks were converted. The cofferdams for the converted tanks are either filled with freshwater or used as service or storage tanks. Seagoing vessels have two bottoms: a bottom and an inner bottom. The space between double bottoms is divided into many watertight compartments, which are used for storage of fuel, water, or ballast. These are called double-bottom tanks. The bottom of these tanks is the bottom or outer shell of the ship. The top of these tanks is the inner bottom, which is also the deck of the bilge. Double- bottom tanks are, by necessity, shallow tanks. Peak tanks are deep tanks, which are located in the extreme bow and stern of the ship below the waterline. Only the bow tanks are used for JP-5 storage presently. The shell of the ship forms two sides and the bottom of each peak tank. Fuel tanks, like all compartments aboard ship, are numbered to identify their location. Each tank has its own number. The first number indicates the deck level, the second indicates the frame, and the third indicates the tank's position in relation to the ship's centerline. Knowing the location of the tanks is a tremendous asset in learning your ship's fuel system. It will also help you locate the sounding tubes for each tank's STAR tank level indicator (TLI). Generally, the cap will be one or two decks 101

directly above the tank it serves. Every Star TLI is marked with its tank number. Sounding caps (if applicable) are X-ray fittings and must be secured tightly after each use. JP-5 tanks are designed and constructed to fulfill specific purposes and are classified under two major categories: storage and service. A storage tank is any tank used for the bulk storage of JP-5. Any wing, deep centerline, double- bottom, or peak tank can be used for bulk storage. A servicetank is any tank used for storage of JP-5 suitable for issue to aircraft. The JP-5 in a servicetank has been passed through either a filter or a centrifugal purifier before being pumped into the servicetank. Generally, only wing or deep centerline tanks are used for this purpose. Servicetanks have but one purpose, servicing aircraft. However, storage tanks can be used for several purposes. The designation of each tank indicates the purpose of that tank.

JP-5 Storage Tanks A JP-5 storage tank with associated piping is shown in Figure 2-69. Each JP-5 storage tank and the piping within the tank are sandblasted to bare metal and coated with a protective coating to minimize rust formations. An air escape riser that vents the tank to the atmosphere extends from the top of the tank to an air escape main that runs forward and aft just below the main deck. The air escape riser (vent line) prevents a buildup of pressure when the tanks are being filled and prevents a vacuum from forming when the tanks are being emptied. There are usually four air escape mains serving the forward and after groups of tanks: two forward (one port and one starboard) and two aft (one port and one starboard). A cane-shaped vent line extends up from each main to just below the 02 level and loops back down to just below the 01 level, where it terminates into an air escape cane. The air escape piping penetrates the skin of the ship and is open to the atmosphere. The outboard end is covered with a bolted rat-proof screen, and the inboard end houses a conical shaped 60-mesh screen to allow for airflow. The air escape screen is cleaned IAW PMS.

An overflow line extends from near the top of the storage tank to an overflow tank. This line is considerably larger than the tank fill line to prevent rupture of the storage tank in the event of overfilling at high pressure. When the tank is full, it will overflow via a one-way check valve into the overflow tank for that nest of tanks.

A bolted manhole cover provides access to the tank for inspection, cleaning, and maintenance. A sounding tube extends from the extreme bottom of the tank to the second or third deck. The lower end is secured to a striker plate, and the upper end is closed by a mounted radar TLI that can swivel CAUTION These vents need to be covered when ship's side cleaners are spray painting near these vents. Sprayed paint can stop the flow of air through the vents by clogging the screen. NOTE A nest of tanks is that small unit of tanks within a group of tanks that is serviced by one overflow tank. The forward and aft groups of storage tanks consist of several nests of tanks. 102

Figure 2-70 — JP-5 overflow tank. outward for manual sounding. That section of the sounding tube within the tank has evenly spaced holes to ensure that the level of fuel in the tube is the same as that in the tank. The bottom end of the sounding tube is fitted with a takedown joint to provide a means to retrieve sounding bobs or tapes that brake inside the sounding tube. Sounding tubes are provided for measuring the quantity of JP-5 in the tank, detecting water, and retrieving a sample. The suction and fill tailpipe extends from the manifold to terminate between 6 to 24 inches off the bottom at the lowest end of the tank. A non-vortex bellmouthed fitting and a splash plate are installed on the end of the tailpipe. This fitting reduces turbulence when filling, prevents a vortex from forming when emptying the tank, and prevents taking suction directly off the bottom. Storage tanks are filled and emptied through this line.

The stripping tailpipe is similar in design to the suction and fill tailpipe except it is smaller and has no splash plate. This line extends from the stripping manifold to 1 1/2 inches off the bottom at the lowest end of the tank. The stripping tailpipe is used to remove water and sludge from the bottom of the tank and to completely empty the tank by removing the last 24 inches of usable JP-5 when consolidating fuel load. JP-5 Overflow Tanks Overflow tanks (Figure 2-70) have the same fittings previously described for the storage tanks, except for an overflow line and the arrangement of the vent line. In addition to serving as a regular storage tank, they are also designed to receive the overflow from the other storage tanks in their respective nest. The overflow tanks are actually a safety feature to prevent rupturing of storage tanks if they are over- pressurized during a filling operation. The overflow tanks overflow overboard when they are full. The overflow line extends outward from the top of the tank to just below the second deck. Here it NOTE JP-5 storage tanks have a filling rate of 500 gpm a tank, with the required minimum of six tanks on the line. 103

loops back down and discharges to the outer hull of the ship. A spring-tensioned wafer valve is installed inboard of the discharge opening, or an overflow box with a one-way flapper valve is installed on older hulls, that allows JP-5 to be discharged overboard but prevents seawater from entering the tanks. These valves require maintenance and should be inspected IAW PMS. The overflow tanks are vented via an air escape riser from the top of the loop in the overflow line to one of the common air escape mains. Overflow tanks are the last tanks to be filled when receiving JP-5 aboard and are the first tanks to be emptied when transferring. Contaminated JP-5 Settling Tanks The contaminated JP-5 settling tanks are designated tanks that receive JP-5 from hose flushing, defuels, tank stripping operations, and the initial flow during a refueling at sea. In addition to standard piping, these tanks have piping branching from the defuel mains. Each branch of defuel piping going into a contaminated settling tank terminates about 48 inches above the bottom of the tank, with a perforated horizontal run about 24 inches long to reduce turbulence. After stripping, JP-5 transferred from these tanks will be filtered via a JP-5 reclamation pre-filter and JP-5 reclamation filter/separator, in that order, to the storage tank manifold of the selected storage tank to be filled. JP-5 ServiceTanks Although much of the equipment in the servicetanks (Figure 2-71) is similar to that described in the storage and overflow tanks, the piping arrangement is different and additional equipment is required.

Servicetanks have an independent filling tailpipe and an independent suction tailpipe. The filling tailpipe branches from the servicetank fill line header in the JP-5 pump room to terminate in a non- vortex bellmouth fitting between 6 to 24 inches off the tank bottom. Additionally, the termination height will be at least 3 inches lower than the suction tailpipe. Servicetanks are never filled directly from a tanker, barge, or pier. They are always filled from storage tanks, using the centrifugal purifiers. The suction tailpipe extends from the service pump’s common suction header to terminate in a non- vortex bellmouth fitting either 12 or 24 inches off the tank bottom in the opposite end from the fill line. A shutoff valve is installed in this line between the service pump common suction header and the servicetank. Two independent stripping systems, one hand-operated and the other motor-driven, are installed in each servicetank. The hand-operated stripping system is used for normal stripping of the servicetanks. The tailpipe for the hand-operated stripping pump extends from a maximum of 3/4 inch off the servicetank bottom to the hand-operated pump in the pump room (if installed). The motor-driven stripping system for servicetanks is primarily used to completely empty the tanks and to remove the wash water after a cleaning operation and normal stripping of servicetanks on most CVNs. The tailpipe for the motor-driven stripping pump extends from a maximum of 1 1/2 inches off the tank bottom to the common suction header of the motor-driven stripping pumps. This line contains a shutoff valve, a one-way check valve, and a blank flange. A recirculating line is installed horizontally 18 inches off the tank bottom in the opposite end from the suction tailpipe. This line provides a means of returning to the servicetank the re-circulated fuel from NOTE Height of termination above tank bottoms for servicetank suction tailpipes for CVNs, LHAs, and LPHs is 24 inches for wing tanks and 12 inches for inner-bottom tanks. For other ships, the height is 12 inches. 104

Figure 2-71 — JP-5 servicetank. the discharge side of the service pump. A number of 1-inch holes, equally spaced along the top of the recirculating line, allow JP-5 to be returned to the tank without disturbing the contents of the tank. Foaming is minimized since the recirculating line is always covered with JP-5.

Tank Inspection and Cleaning If the inspection reveals that bulkheads, stiffeners, and flat surfaces have collected solids that are readily visible, storage tanks are washed with seawater from a fire-hose. Servicetanks are normally just wiped clean, but if washing is required, use freshwater only. Wash water is removed from storage WARNING No person is to enter any JP-5 tank for inspection or cleaning until the conditions for safe entry specified by the Gas-Free Engineer (or his authorized representative) have been strictly complied with and the expressed permission of the commanding officer has been received. 105

tanks designated JP-5 or ballast by the main drainage eductor, and from servicetanks and storage tanks (designated JP-5 only) by the JP-5 motor-driven stripping pumps. The above procedures are followed if the operation is conducted at sea, which normally does not happen considering the risk involved. Most tank cleaning evolutions are planned with TYCOM maintenance manager and conducted in port during ship’s repair availability (SRA) using outside activity to perform the maintenance. Steaming is not required nor should it be employed since the tank coatings may be damaged. JP-5 tanks are never cleaned using chemical cleaning processes of solvent-emulsifier type compounds. Small quantities of chemical type cleaners remaining in the tanks will contaminate the coalescer elements in the filter/separator and destroy their coalescing ability. JP-5 tanks are coordinated to be cleaned in a typical cycle that follows the following guidelines. Contamination and purifier sump tanks are scheduled for cleaning every 18–21 months. Servicetanks are scheduled for cleaning every 36–39 months. Storage tanks are scheduled for cleaning every 60– 63 months or as required. Coordination of a tank-cleaning bill should factor in underway periods, stand-down periods, in-port periods, and manpower. It is very important to note that once ammunition is onboard, those JP-5 tanks located in in spaces where ammunition is stored cannot be opened for routine cleaning for as long as ammunition is aboard. When conducting inspection and cleaning of JP-5 tanks, refer to applicable PMS Maintenance Requirements Cards (MRCs) for correct procedures and safety precautions to be followed. Ohmart/VEGA STAR Tank Level Indicator The Ohmart/VEGA STAR TLI is mounted directly on sounding tubes. The STAR TLI uses pulse radar technology and time of flight calculations to determine the distance from the radar to the liquid surface. This measurement is converted to a level A 4 to 20-mA signal; proportional to the tank level is output to a console or receiver/indicator The STAR TLI instrument is a loop-powered device (power comes from the signal line). Communication with the STAR TLI is achieved with a computer through a VEGACONNECT 2 or VEGACONNECT 3 module. Alternatively, a MINICOM module can be used for pushbutton operation. System Equipment The STAR TLI consists of two components: the radar sensor and a sounding tube adapter with a union fitting, a welding boss, or a threaded boss for mounting the radar on existing sounding tubes. The models differ only in the type of sounding tube adapter. The sounding tube adapter provides access to the tube for manual sounding or sampling, or simply for mounting provision on tubes where manual sounding or sampling are not required (Figure 2-72).

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Figure 2-72 — STAR TLI models. Associated System Equipment Associated system equipment is the VEGACONNECT 2 or VEGACONNECT 3 communications module, and a personal computer (PC). The VEGACONNECT 2 or VEGACONNECT 3 allows communication with the PC through a serial port. Interface with the sensor is through VEGA Visual Operating (VVO) software, running on the PC. A portable laptop computer is recommended for easy access to the installed sensors. PC system requirements are listed as follows:

 Available serial port  Operating systems: Microsoft (MS) Windows™ 3.1 or Windows™95 uses VVO version 2.75 or lower software (VEGACONNECT 2 only)  Operating systems: MS Windows™98, Windows™ New Technology (NT), Windows™ 2000, or Windows™XP uses VVO 2.80 or higher (VEGACONNECT 2 or 3) NOTE The orientation of the radar head relative to the sounding tube, as installed by Ohmart/VEGA, must not change. This orientation is essential to the functionality of the gauge. 107

Figure 2-73 — LCD screen in normal operating condition. Controls and Indicators When the STAR TLI is operating normally, the liquid crystal display (LCD) will show the amount of liquid in units for either level in inches, feet and inches, or volume in liters x 100 (Figure 2-73). If the LCD is blinking, blank (off), or showing error codes (E0), see troubleshooting Table 2-6 and 2-7.

Table 2-7 — Isolate problem to STAR TLI MALFUNCTION PROBABLE CAUSE CORRECTIVE ACTION 1. No analog signal is at the console/ receiver. STAR TLI has no power Check the radar LCD; if it is not on, there may not be power to the radar. Check input wiring at the radar head. Check all wiring points (see wiring is faulty below). Wiring is faulty Check all wiring connection points, including input/output (I/O) drops and connection boxes. Repair any wiring problems found. Console programmed incorrectly Check console programming for existence of control point mapping of the TLI input to the correct tank. STAR TLI is faulty Refer to table 2-7 in tech manual S9437-BF- MMO-010. 2. Console indication does not change with changing level. No transmission of signal from radar to console See malfunction number 1. Radar is in simulation mode If the local LCD is blinking, the radar is in simulation mode. Connect the radar with VEGA visual operating (VVO) (see paragraph 2-6 in tech manual S9437-BF-MMO-010) and exit simulation mode correctly. 108

MALFUNCTION PROBABLE CAUSE CORRECTIVE ACTION Radar only outputs 22 current loop (mA) Radar is not tracking the level. Refer to table 2-7 in tech manual S9437-BF-MMO-010. 3. Console gallons indication is incorrect. Transmission of signal from radar to console/receiver See malfunction number 1 or 2. Conversion from level to gallons in the console is not correct Check console programming. STAR TLI is not reading the level correctly Refer to table 2-7 in tech manual S9437-BF- MMO-010. 4. Level indication at display is incorrect. STAR TLI is faulty Refer to table 2-7 in tech manual S9437-BF- MMO-010. 5. Level indication is incorrect at the local LCD. STAR TLI latch door is open Close the latch door and check the level on the LCD. Radar was replaced without being properly setup Check the tag number in the VVO software. If the tag number is not correct (it should be the ship and tank number), follow the procedures to replace a sensor. STAR TLI is faulty Refer to paragraph 5-3 of tech manual, Display of Measured Values. On Display of Measured Values screen, check for status OK. If status is faulty, click on Diagnostics for more information on the error. Swivel assembly is not mounted properly and/or spring lock pins not in place Mount swivel properly and/or insert pins. 6. The LCD on the radar head is blinking. Radar is in simulation mode Connect to the radar with a laptop computer and VVO software and exit simulation mode correctly. 7. LCD displays an “E0” error code. Radar is in error Refer to paragraph 5-4 of tech manual. 8. The STAR TLI reads the correct level on the local LCD, but the 4 to 20 mA signal does not indicate the same level at the console. Min/Max adjustments (span) are incorrect Connect to the radar with a laptop computer and VVO software (paragraph 2-6 of tech manual). Check the Display of Measured Values screen (paragraph 5-3) to view the measured value and correct output. Check to see if they correspond. If not, adjust the Min/Max adjustment settings with the VVO software (tech manual paragraph 8-11). 9. The LCD is off, but the radar is functioning otherwise. LCD is broken Replace the sensor. Refer to paragraph 6-4 of tech manual. 10. Cannot establish communication between the sensor and laptop computer. Communication error Refer to paragraph 5-5 of tech manual. 109

Figure 2-74 — LCD screen during power-up. MALFUNCTION PROBABLE CAUSE CORRECTIVE ACTION 11. Radar outputs only a 22 mA signal. The radar is in failure mode and is not tracking the liquid surface Connect to the radar with a laptop computer and VVO software (paragraph 2-6). Check the Display of Measured Values screen (paragraph 5-3). Click the Diagnostics button for more information about error. Operating Procedures Operator turns on — The STAR TLI has no power switches or buttons. It is on once power is applied. Power-up s equence — When power is first applied to the STAR TLI, the local LCD screens, as shown in Figure 2-74, are displayed for a few seconds. When these screens are displayed, the instrument cannot communicate with the VVO program. Wait until normal display appears before connecting with VVO. Modes of Operation The following are the two modes of operation of the STAR TLI:  Normal operation  Simulation — Refer to paragraph 2-6.3 of tech manual for information on the simulation mode. Operator turns off — The STAR TLI has no power switches or buttons. To turn off the radar, remove power at terminals 1 and 2 on the radar head or shut down the power supply at its source.

Battle-Short or Emergency Operation — The STAR TLI will not operate without power. Perform any necessary level measurement manually. Emergency Turn off — Power to the STAR TLI can be removed at any wiring connection. Signal Output During normal operation, the STAR TLI will output a 4 to 20 mA signal in proportion to the level of liquid in the tank on a direct current (dc) voltage between 14 and 36 volts direct current (Vdc). A 4 mA signal indicates 0 percent level and a 20 mA signal indicates 100 percent level. Connect to Radar with a Laptop Computer This section provides a brief set of instructions to use VVO PC software for communicating with the STAR TLI. At installation, each STAR TLI is programmed with settings specific for the tank and sounding tube. These settings are entered with a laptop computer connected to the sensor via the software program VVO. The VVO software may be required for viewing the settings or troubleshooting. NOTE Knowledge of the Microsoft Windows™ operating system is required to perform these procedures. 110

Figure 2-75 — VEGACONNECT 2. Figure 2-76 — VEGACONNECT 3. Figure 2-77 — Communication receptacles in STAR TLI radar head. To interface with the radar using VVO, the following are required:  VEGACONNECT 2 or VEGACONNECT 3 (hardware interface between the PC and sensor).  PC with free serial port.  Software: Windows™3.1, Windows™ 95 using VVO version 2.60 or greater installed on the PC for the VEGACONNECT 2 (see Figure 2-75), or VVO version 2.80 or greater installed on the PC for the VEGACONNECT 3 (see Figure 2-76). (2.81 is the latest version number.) Communication with Sensor The VEGACONNECT 2 or VEGACONNECT 3 connects the laptop computer and the STAR TLI to allow communications between them. The connection is made in the radar head in its communications receptacles. Refer to Figures 2-77 through 2-79. Alternatively, the communication connection can be made anywhere along the radar’s signal/power line.

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Figure 2-78 — VEGACONNECT 3 connections. Figure 2-79 — Communication with PC along the 2-wire signal/power line.

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Locate the appropriate programmable logic controller (PLC) I/O box to connect the STAR TLI to the ship’s console or digital meter.

To connect the PC to the sensor with the VEGACONNECT 2 or VEGACONNECT 3, perform the following steps: 1. Plug the VEGACONNECT 2 or VEGACONNECT 3 9-pin connector to the PC COM 1 port. 2. Connect the radar head: a. Using a small screwdriver, loosen the screw(s) on top of the radar head. b. Open the radar head. c. Plug the leads into the receptacles marked with “C Communication ” (polarity makes no difference). Refer to Figures 2-77 and 2-78. Or connect anywhere along the 2-wire line. For example, at an I/O drop, use either the alligator clips or plugs as appropriate (polarity makes no difference). Start the VVO software; a. For the VEGACONNECT 2 –Start the VVO software. (Windows™98™ users will start VVO from the Start Program menu). In the VEGA group, select VEGA Visual Operating 2.60 (this is the current version number). b. For the VEGACONNECT 3 – (Windows™98™ or higher starts VVO from the Start Program menu). In the VEGA group, select VEGA Visual Operating 2.80 or higher (2.81 is the latest version number). Log-In-When the software starts, the VVO login screen displays. a. Click Planning b. On the Identification screen ( Figure 2-80), in Name, type VEGA, and in Password, type VEGA. c. The VVO Mode screen may appear. Select “direct cable connection” and click OK. Check the “do not display this window in future” box if desired. d. As the VVO software attempts to communicate with the sensor, the transmission runs screen appears to show the condition graphically. If the connection is good and the software establishes communication with the sensor, the VVO main screen (Figure 2-80 or 2-81) appears. If the screen in Figure 2-82 or 2-83 appears, communication is successful. If the screens in the figures mentioned above do not appear, refer to typical communication problems in paragraph 5-5 of tech manual.

CAUTION Laptop computer must be off when connecting/disconnecting the VEGACONNECT 2 or VEGACONNECT 3 to the communication receptacle. NOTE A minimum resistance of 250 ohms must exist on the signal line for communication to succeed. 113

Figure 2-80 — Identification screen. Figure 2-81 — VVO mode screen. Figure 2-82 — VVO main screen with HART. Figure 2-83 — VVO main screen with IIC bus.

Quit VVO Program — To exit (quit) the VVO program, from the VVO main screen (Figure 2-82 or 2- 83), click on Quit on the menu bar. Functional Description The STAR TLI measures the level of product and outputs a 4 to 20 mA signal proportional to the level. The STAR TLI produces an outgoing radar pulse reflecting off the product surface. The return pulse is picked up by the antenna and converted to an electrical signal. The time of flight between the outgoing pulse and its return is determined by internal electronics. See Figure 2-84. This value is mathematically converted by the internal software to a level measurement based on tank dimensions entered when the radar is calibrated. The radar head outputs a 4 to 20 mA analog signal proportional to the level in the tank. A console or receiver/indicator, in whatever manner it is programmed, uses this signal (for example, the console may be programmed to close a valve when the tank is 95 percent full). 114

Figure 2-84 — Functional block diagram. Sub-Assemblies The STAR TLI is composed of two major sub-assemblies: the radar sensor and the sounding tube adapter. The radar sensor provides the level measurement. The sounding tube adapter is a mechanical mounting for the radar sensor, and in the case of the Latch Door Assembly (LDA) and Swivel and Sound (SAS) models, provides access for manual sounding or sampling of the tank. Radar Sensor Sub-Assembly Radar Antenna — The radar antenna directs the radar signal down to the material to be measured. It also receives the returning radar signal. Radar Head — The radar head contains all the support electronics to generate the radar pulse, to perform the calculations determining the liquid level, and to produce the output (4 to 20 mA analog signals). The radar head has a hinged cover, held in place with up to three captive screws. Within the cover are the terminal connections for the power and signal wires. LCD — The LCD is on the top of the radar head. When the STAR TLI is properly calibrated, the level of the product is indicated in inches, feet, or liters x 100 (hectoliter or hl). The display also indicates error codes when the radar is in an error condition. Serial Number Labels — Two labels on the radar head indicate the radar’s serial number. One label is on the front face of the head, below the display. The second label is inside the hinged cover. These labels should not be removed or covered in any way. Sounding Tube Adapter Sub-Assembly The sounding tube adapter is used to mount the radar on a sounding tube.

Latch Door Sounding Tube Adapter — During normal operation, the latch door is hinged and held in place with a spring lock pin. The latch door is opened to allow access to an opening in the assembly, through which a sounding bob is lowered for manual level measurement. The latch door has a gasket to seal the tank. WARNING Latch door assembly may be under pressure. Use caution when opening. Replace spring lock pin after closing. Latch door assembly is under spring tension. Door may open quickly and pose a personnel hazard. Use caution when opening. Replace spring lock pin after closing. NOTE Ensure spring lock pin is reinstalled after sounding is complete to prevent possible fuel spill. 115

Swivel Mount Sounding Tube Adapter — During manual operation, the swivel and sound assembly is in the closed position. It is held shut with two latch levers secured with spring lock pins. In the closed position, the radar head is directly centered above the sounding tube. To allow access to the sounding tube, the latch levers are released. The top part of the assembly can be lifted and swiveled 180 degrees to a resting position. The bottom part of the swivel and sound assembly has a central opening where a sounding bob or thief sampler can be lowered.

Union Fitting (LDA and SAS Models) — The sounding tube adapter sub-assembly is mounted to a sounding tube by a two-piece union fitting. The bottom piece threads onto the 1½-inch national pipe straight hose (NPSH) threaded sounding tube; an O-ring seals the connection to the top of the sounding tube. The top piece has a nut to screw down the pipe assembly with the latch door or swivel and sound assembly. Mounting Boss (NPS and NPH Models) — The national pipe schedule (NPS) welding boss is for direct welding to the top of a 1½-inch sounding tube. The NPH (NPH is a 3-digit model code for NPSH Mounting Boss version) threads directly to the sounding tube. Planned Maintenance System Whenever PMS is provided, scheduled maintenance instructions are furnished in the PMS. When conflicts exist between this manual and the PMS, the PMS documentation shall take precedence. Such conflicts should be reported immediately, in accordance with maintenance procedures, on one of the Technical Manual Deficiency/Evaluation Reports (TMDERs).

Recommended preventive maintenance procedures to be performed on a scheduled basis are provided in PMS documentation. The PMS also covers departmental and work center record keeping, as well as the Maintenance Index Page (MIP) and MRCs. The MRCs cover scheduled inspections for the Ohmart/VEGA STAR TLI. The extensive and comprehensive scheduled maintenance information provided by the MRCs precludes the need for detailed coverage within this manual. Consoles The shipboard modular arrangement reconfiguration technology (SMART) JP-5 control console consists of three HMI operations stations and one uninterruptible power supply (UPS) console bay. each HMI Operations Station has a 20.1-inch HMI Display with a trackball (certain hulls) and keyboard on the upper section and power distribution panel (PDP) inside the lower section. Each UPS console Bay has a UPS and PDP inside the lower section. WARNING Swivel assembly may be under pressure. Use caution when opening. Replace spring lock pin after closing CAUTION Do not paint over the radar liquid crystal display (LCD) or the serial number. Do not paint the sounding tube adapter. 116

Figure 2-85 — JP-5 Control console equipment configuration. In this manual, when a reference is made to the JP-5 Control Console, it includes all four units (three HMI Operations Stations and one UPS Console Bay) assembled as a complete unit (Figures 2-85 and 2-86). Each HMI display has a mimic diagram of the forward, mid-ship, and aft sections of the fuel system, various selector switches, alarms, and indicators. The JP-5 Control Console is a vital component of the Machinery Control and Monitoring System (MCMS) network. Each operations station provides a 20.1-inch resistive HMI Display unit installed with operating software and a dedicated HMI management and applic ation software. The HMI Display provides computer-generated graphical screen displays for complete monitoring and control functionality of the ship’s JP-5 fuel system. The UPS functions as power regulator and conditioner for each HMI Display. HMI Display The HMI Display provides graphical screen displays representing the ship’s JP-5 fuel system to enable the operator to remotely monitor pump and valve status, tank levels, filter/separator status, presence of JP-5 fuel in JP-5 fuel tanks, and presence of JP-5 fuel in the contaminated JP-5 settling tanks. Additionally, it allows starting or stopping operation of pumps and opening or closing operation of valves. Component fault and alarm visual indications are also displayed on the HMI Display.

117

Figure 2-86 — HMI display (without mounting brackets).

The HMI Display screen displays are generated using HMI management and application software that operates on MS Windows™network operating platform. The operator can control the composition of visible Windows™to a certain degree.  A mimic diagram is colored to indicate JP-5 (purple), drainage (green), stripping (red), and miscellaneous (black) systems operated and/or monitored from the control console. The mimic also indicates the outline of the ship and shows components in their relative locations. Monitoring and control devices appear near or in the symbol served. The mimic on each console shows only the system served by the adjacent pump room except the filling and transfer mains; the filling system on the second and main deck are shown on both consoles. The drainage and ballast system is shown is the part that serves the JP-5 or ballast and JP-5 overflow or ballast tanks (Figure 2-87).

NOTE In no case should operation be attempted without a thorough knowledge and understanding of the shipboard JP- 5 fuel system. Operators should prepare themselves by referring to the ship’s manuals and reference documents on this system. 118

Controls and Indicators Except for the trackball and keyboard, the controls and indicators are located on the bottom section of the unit and accessible from the lower section of the HMI Operations Station or when the unit is removed from the console. The trackball and keyboard are located on the upper section (bullnose) of the HMI Operations Station. The controls and indicators are for operator interface during operation of the HMI Display. Screen Displays J P-5 Control Console Overview screen The JP-5 Control Console software automatically starts and boots to respective forward or aft Overview screen, shown in Figures 2-88 and 2-89, and is displayed as the top level of the hierarchy during normal operation of the JP-5 Control Console. Each JP-5 control console overview screen presents an outline of the ship containing labeled selection buttons for each subsystem and tank assembly in the JP-5 fuel system. Each labeled button, when selected, will allow the operator to navigate to the respective screen display of the subsystem and tank assembly. Figure 2-87 — Console legend screen. 119

Figure 2-88 — JP-5 Control console overview screen (Forward). On each screen display that can be activated from the Overview screen, an OVERVIEW labeled selection button on the header bar takes the operator back to respective Forward or Aft Overview screen. From the JP-5 Control Console, control of pumps and valves is accomplished by operator selection of displayed symbols and pop-up dialog boxes via screen displays. The symbols and pop-up dialog boxes mimic the status and condition of system components. Through these symbols and pop-up dialog boxes, the operator can monitor system status and condition and acknowledge fault and alarm indications. Additionally, they allow operational control of starting and stopping of pumps, opening and closing of valves, overriding of tank full status, and placing of equipment in or out of maintenance mode.

120

Figure 2-89 — JP-5 Control console overview screen (Aft).

The Forward JP-5 Control Console Overview screen shows the following items:  JP-5 Service- activates Forward JP-5 Service screen shown in Figure 2-90 (Flashing red indicates an alarm condition on that screen.)  JP- 5 delivery- activates Forward JP-5 Delivery screen shown in Figure 2-91 (Flashing red indicates an alarm condition on that screen.)  JP-5 Trans /Strip- activates Forward JP-5 Transfer/Stripping screen shown in Figure 2-92 (Flashing red indicates an alarm condition on that screen.)  JP-5 MIDSHIPS- activates Amidships JP-5 Transfer/Stripping screen shown in Figure 2-93 (Flashing red indicates an alarm condition on that screen.)

121

Figure 2-90 — Forward service system screen.

122

Figure 2-91 — Forward delivery screen.

123

Figure 2-92 — Forward transfer/stripping system screen.

124

Figure 2-93 — Amidships transfer/stripping system screen.

125

Figure 2-94 — Forward servicetanks screen.  JP-5 Servicetanks (two rightmost): activates Forward JP- 5 servicetanks screen shown in Figure 2-94

126

Figure 2-95 — Forward stowage tanks (1) screen.  JP-5 STOWAGE TANKS (two rightmost): activates Forward JP- 5 stowagetanks (1) screen shown in Figure 2-95

127

Figure 2-96 — Forward stowage tanks (2) screen.  JP-5 Stowage tanks- (two second from right): activates Forward JP- 5 stowage tanks (2) screen shown in Figure 2-96

128

Figure 2-97 — Forward stowage tanks (3) screen.  JP-5 Stowage tanks- (two third from right): activates Forward JP- 5 stowage tanks (3) screen shown in Figure 2-97 (Flashing red indicates an alarm condition on that screen.)

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Figure 2-98 — Forward stowage tanks (4) screen.  JP-5 STOWAGE TANKS (two leftmost): activates forward JP-5 stowage tanks (4) screen shown in Figure 2-98 (Flashing red indicates an alarm condition on that screen.)

130

Figure 2-99 — Forward Unrep 1 screen.  UNREP SCREEN 1: activates forward JP- 5 underway replenishment (UNREP) 1 screen shown in Figure 2-99

131

Figure 2-100 — Forward Unrep (2) screen.

 UNREP SCREEN 2: activates forward JP-5 UNREP 2 screen shown in Figure 2-100

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Figure 2-101 — General fault or alarm display symbols. In addition to the labeled selection buttons for subsystems and tank assemblies, the forward JP-5 Control Console Overview screen shows the following items:  Title of the screen— JP-5 system pumps room NO. 2  Log off button — activates a keyboard-like log off password dialog screen, to obtain access to the display operating screen  Legend plate button — activates Legend screen  ACK ALL — acknowledges all active faults on all valves and pumps (When acknowledging faults from the forward console, only the faults on forward and amidships sections are acknowledged; and from the aft console, only the faults on aft and amidships sections are acknowledged.)  Numerical screen display boxes for the quantities of total fuel onboard forward, total fuel onboard aft including amidships, total fuel onboard amidships, and grand total of fuel onboard  Two supervised alarm textboxes to indicate high level on the forward and aft emergency diesel tanks. For description of the alarm pop-up dialog box refer to Table 2-9 and Figure 2-101 for alarm symbols and descriptions)  Damage control frame number locations of the JP-5 fuel system: FR 17 through 113 The Aft JP-5 control console overview screen shows similar information as the forward control console Overview screen except all information pertains to aft frame numbers Header bar — The header bar is common to all screen displays that can be activated from each JP-5 Control Console Overview screen. The header bar, shown in Figure 2-102, allows the operator to navigate to another screen display using labeled buttons, which when selected, display another screen. Figure 2-102 — Header bar selection buttons. 133

Table 2-9 — General fault or alarm display and descriptions View Status/Condition Fill Color Text Fill Effect Tone A Communication fault White With red X over type Steady red X Pulsating B Unacknowledged supervisory Yellow Supervisory Flashing Steady C Unacknowledged supervisory Yellow Supervisory I/O Flashing Steady D Acknowledged supervisory Yellow Supervisory Steady None E Acknowledged supervisory I/O Yellow Supervisory I/O Steady None F Cutout White Cutout Steady None G Unacknowledged alarm Red Alarm type Flashing Waiting H Acknowledged alarm Red Alarm type Steady None I Unacknowledged cleared Green Clear Flashing Wailing J Normal (cleared) Green Alarm type Steady None In addition to a fault or alarm display symbol that will alert the operator that a fault or alarm exists, an audible alarm will sound. When the audible alarm sounds, the operator can select the horn symbol on the top right of the header bar of the affected JP-5 Control Console screen. This action causes an alarm volume control pop-up dialog box to appear. From the alarm volume control pop-up dialog box, the operator can silence the alarm using the horn symbol and raise or lower the volume of the audible alarm using the up/down volume control arrows. When the horn symbol is selected, the audible alarm silences and a yellow circle displays with a line superimposed over the horn symbol. The HIDE selection button is selected to hide or close the pop-up dialog box. The functions of the header bar selection buttons are as follows:  SILENCE ALARM — stops an audible alarm activated when an overflow condition (100 percent capacity) occurs in stowage and servicetanks or an audible alarm activated by an unauthorized fill

 Previous — toggles between previous screen and current screen  Overview — activates forward or aft overview screen  UA f ill on/off (toggles between on/off status) — indicates status of the Unauthorized Fill fu nction  UNREP — activates forward or aft JP-5 UNREP 1 screen  Delivery — activates forward or aft JP-5 delivery screen  Service — activates forward or aft JP-5 service screen NOTE Selection of the SILENCE ALARM button silences the audible alarm only; it does not clear the tank overflow condition or unauthorized fill. Any reoccurrence of an overflow condition on the same tank or overflow occurrence on any other tank reinitiates the audible alarm. 134

 Transfer Stripping — activates forward or aft JP5 transfer/stripping screen  AMIDSHIPS — activates amidships JP-5 transfer/stripping screen Service, Delivery, and Transfer/Stripping Screens Each JP-5 control console incorporates mimic-type screen displays of the JP-5 service, delivery, and transfer/stripping subsystems in the associated section of the ship. The screens are color-coded piping schematics that portray the types, status, and location of fluid storage tanks, valves, pumps, filters/separators, manifolds, and fluid lines in each system. The equipment items are portrayed by piping schematic symbols.

The shipboard location of equipment represented by schematic symbols is identified by markings that use the standard shipboard locator system and by enclosure lines that identify spaces between specific ship frames, rooms, and shaft alleys.

Service Screens The service screens are shown in Figure 2-90. The forward service screen, shown in Figure 2-94, displays the forward and amidships small stowage tanks symbols. The aft service screen displays the aft and amidships small stowage tanks symbols. Displayed on the top and bottom of each service screen, these small stowage tank symbols are for the JP-5, ballast, and overflow tanks. The arrangement of the stowage tanks is identical to the arrangement on the respective delivery screen. In addition to the small stowage tank symbols, the forward delivery screen shows the following items:  Header bar  Twelve associated s ervicetanks, six on each side  Filter/Separator sump tank  Supervised alarm textbox to indicate high level condition in the filter/separator sump tank  Contaminated JP-5 settling tanks  Single-speed service pumps Nos. 1 through 4  Single-speed service stripping/transfer auxiliary pumps Nos. 1 and 2  Supervised alarm icons for s ervice filter/separators SVCE F/S 1 and SVCE F/S 2  Ship’s outline with selection buttons to navigate to respective Stowage or ServiceTanks screen  Return quick link button with uppercase “S” (visible when active and not visible when not active) for return to the Forward ServiceTanks screen  Associated valves  Associated piping The aft service screen shows the same items. NOTE Currently selected labeled button will show highlight around the label to indicate its selection. 135

Delivery Screens The forward delivery screen, shown in Figure 2-91, displays the forward and amidships small stowage tank symbols. The aft delivery screen displays the aft and amidships small stowage tank symbols. Displayed on the top and bottom of each delivery screen, these small stowage tank symbols are for the JP-5, ballast, and overflow tanks. The arrangement of the stowage tanks is identical to the arrangement on the respective delivery screen. In addition to the small stowage tank symbols, the forward delivery s creen shows the following items:  Header bar  Two supervised alarm textboxes to indicate overflow condition in the forward and aft (Refer to Table 2-9 [views A through J] for description of the alarm pop-up dialog box and to Figure 2- 101 for alarm symbols and descriptions).  Two always visible gauge indicators to show the forward and aft standpipe levels  Ship’s outline with selection buttons to navigate to respective Stowage or ServiceTanks screen  Associated valves  Associated piping Transfer/Stripping Screens The Transfer/Stripping screens are shown in Figures 2-92 and 2-93. The Forward Transfer/Stripping screen, shown in Figure 2-92, displays the forward small stowage tank symbols. The Aft Transfer/Stripping screen is similar to the forward except it displays the aft small stowage tank symbols. The Amidships Transfer/Stripping screen, shown in Figure 2-93, displays the amidships large stowage tank symbols. Displayed on the top and bottom of each screen, these stowage tank symbols are for the JP-5, ballast, and overflow tanks. In addition to the small stowage tank symbols, the Forward Transfer/Stripping screen shows the following items:  Header bar  Twelve associated s ervicetanks, six on each side  Filter/Separator sump tank  Supervised alarm textbox to indicate high level condition in the filter/separator sump tank (Refer to Table 2-9 [views A and F through J] for description of the alarm pop-up dialog box and to Figure 2-101 for alarm symbols and descriptions.)  Contaminated JP-5 settling tanks  Two-speed transfer/s tripping pump Nos. 1 through 3  Three supervised alarm basket strainer symbols next to each transfer/s tripping pump symbol (circled uppercase “B”) (for description of the alarm pop-up dialog box refer to Table 2-9 (views A, B, D, and F through J) and Figure 2-101 for alarm symbols and descriptions)  Supervised alarm icons for transfer filter/separators XFR F/S NO. 1, XFR F/S NO. 2, and RECLAM (Refer to the alarm pop-up dialog box, Table 2-9 [views A, B, D, and F through J], and Figure 2-101 for alarm symbols and descriptions.)  Return quick link button (upper and lower portions of figure, light blue circle icon with uppercase “T(x)” when active and not visible when not active) for return to the Forward ServiceTanks screen (Figure 2-94), Forward Stowage Tanks (1) screen (Figure 2-95), Forward 136

Stowage Tanks (2) screen (Figure 2-96), Forward Stowage Tanks (3) screen (Figure 2-97), or Forward Stowage Tanks (4) screen (Figure 2-98), as applicable  Associated valves  Associated piping The aft transfer/stripping screen has similar information and functions as the forward transfer/stripping screen. ServiceTanks Screens ServiceTanks screens show the associated tanks, valves, and piping used for the service function of the JP-5 fuel system. The forward servicetanks screen is shown in Figure 2-94. The Aft servicetanks screen is similar in design and function. Each screen shows two groupings of servicetanks with each grouping served by a common manifold and its associated valves and piping. The tank symbols give the approximate location of the servicetanks on the ship. Within the screen, the operator can select a tank symbol to display the current tank status and levels and also position motor-operated valves to transfer fluid by similarly selecting a valve symbol. The forward servicetanks screen shows the following items:  Header bar  Twelve associated s ervicetanks, six on each side  Four quick links to navigate to the Forward Service screen ( Figure 2-94) (light blue background circles with uppercase “S”)  Two quick links to navigate to the Forward Transfer/Stripping screen ( Figure 2-92) (light blue background circles with uppercase “T”)  Ship’s outline with selection buttons to navigate to associated Service and Stowage Tanks screen displays  Associated valves  Associated piping The Aft ServiceTank screen is similar in design and function. Stowage Tanks Screens Stowage Tanks Screens show the associated tanks, valves, and piping used to store and move JP-5 fuel and seawater ballast. The Forward Stowage Tanks screens are shown in Figure 2-95 through 2- 98. The Aft Stowage Tanks screens are similar in design and function. Each screen shows two groupings of stowage tanks with each grouping served by a common manifold and their associated valves and piping. The tank symbols give the approximate location of the stowage tanks on the ship. Within the screen, the operator can select a tank symbol to display the current tank status and levels and also position motor-operated valves to transfer fluid by similarly selecting a valve symbol. The Forward Stowage Tanks (1) screen shows the following items:  Header bar  Five associated JP-5 tanks  Eight associated JP-5 or ballast tanks 137

 Four quick links to navigate to the Forward Transfer/Stripping screen ( Figure 2-92) (light blue background circles with uppercase “T[x]”)  Ship’s outline with 10 selection buttons to navigate to associated Service and Stowage Tanks screen displays  Associated valves  Associated piping The Forward Stowage Tanks (2) screen shows the following items:  Header bar  Fourteen associated JP-5 or ballast tanks  Two associated contaminated JP-5 settling tanks  Two high level alarm indicators for the port and starboard contaminated JP-5 settling tanks (Refer to the alarm pop-up dialog box, Table 2-9 [views A through J], and Figure 2-101 for alarm symbols and descriptions.)  Four quick links to navigate to the Forward Transfer/Stripping screen ( Figure 2-92) (light blue background circles with uppercase “T[x]”)  Ship’s outline with 10 selection buttons to navigate to associated Service and Stowage Tanks screen displays  Associated valves  Associated piping The Forward Stowage Tanks (3) screen shows the following items:  Header bar  Three associated JP-5 tanks  Ten associated JP-5 or ballast tanks  Two associated JP- 5 overflow tanks  Two supervised alarm textboxes to indicate overflow condition in the JP- 5 overflow tanks (At 10% tank level, the text “JP-5 PRESENT” on yellow background will be displayed in the textbox; at 80% tank level, the text “HIGH LEVEL” on red background will be displayed in the textbox.) (Refer to the alarm pop-up dialog box, Table 2-9 [views A through J], and Figure 2- 101 for alarm symbols and descriptions.)  Ten quick links to navigate to the Forward Transfer/Stripping screen ( Figure 2-92) (light blue background circles with uppercase text “T” or “T[x]”)  Ship’s outline with 10 selection buttons to navigate to associated Service and Stowage Tanks screen displays  Associated valves  Associated piping The Forward Stowage Tanks (4) screen shows the following items:  Header bar  Fourteen associated JP-5 tanks  Two associated JP- 5 overflow tanks 138

Figure 2-103 — UNREP tanks function selection displays.  Two supervised alarm textboxes to indicate overflow condition in the JP- 5 overflow tanks (At 10% tank level, the text “JP-5 PRESENT” on yellow background will be displayed in the textbox; at 80% tank level, the text “HIGH LEVEL” on red background will be displayed in the textbox.) (Refer to the alarm pop-up dialog box, Table 2-9 [views A through J], and Figure 2- 101 for alarm symbols and descriptions.)  Six quick links to navigate to the Forward Transfer/Stripping screen ( Figure 2-92) (light blue background circles with uppercase text “T[x]”)  Ship’s outline with 10 selection buttons to navigate to associated Service and Stowage Tanks screen displays  Associated valves  Associated piping The Aft Stowage Tanks (1 through 4) screens are similar to the forward screens in design and function. Underway Replenishment (UNREP) Function UNREP Tanks Function Selection — The UNREP function is started by selecting the UNREP labeled button on the header bar or one of the UNREP labeled buttons on respective JP-5 Control Console Overview screen. The operator is then provided the UNREP screen, which can be configured with selected tanks. The operator selects one of the blank tank blocks (see Nos. 1 through 36 on Figures

2-99 and 2-100 for forward), and then selects one of the tanks surrounding the perimeter of the screen graphic (see small tank icons on same figures). A portion of an UNREP screen with tank detail is also shown in Figure 2-103, view A. The tank number, along with the associated fill valve and root valve graphic (if applicable), is then provided in the previously blank tank block. If the operator attempts to select a small icon twice during the same UNREP function, a yellow pop-up dialog box (Figure 2-103, view B) with “TANK X-XXXX- J IS ALREADY BEING USED IN POSITION N” will display. Selecting OK on the pop-up dialog box will allow the operator to select another tank that is not currently selected. When an UNREP screen with tank detail (Figure 2-103, view A) is selected, this tank detail block will graphically appear as one of the tanks in the complete UNREP screen. Examples of complete UNREP screens are shown in Figures 2-99 and 2-100 for the forward system; the aft system is very similar in design. The tank block contains the following tank data, as shown in Figure 2-103, view A:  Gallons to full  Capacity  Transfer rate in gpm  Time until fill completed  Gallons transferred since starting  Initial start gallons UNREP Function transfer data — The UNREP function includes a transfer data capability. Various transfer data values are provided to the 139

Figure 2-104 — UNREP transfer data block. Figure 2-105 — Clear Tanks pop-up dialog box. Figure 2-106 — Stop Transfer Confirmation pop-up dialog box. operator. Figure 2-104 shows the transfer data block located in the center area of the UNREP screen. The following describes the functions of the transfer data block shown in Figure 2-104:  START TRANSFER — starts the transfer information update  F orward or aft total gallons — provides the current to tal gallons contained in the tanks (forward or aft system)  Requested Gallons — selecting the Requested Gallons box numeric value provides the operator a Requested Gallons pop-up dialog box to enter the total gallons to be transferred By selecting the numeric keypad, value is entered and then transferred into the Requested Gallons block when the OK button is selected. The cancel button cancels the new value entry.  Starting Gallons — When the start transfer button is selected, the numeric gallon value of the total gallons box is transferred to the Starting Gallons box, and that value is used as the computation base point.  Gallons to Full — displays the gallons remaining to reach the requested transfer gallons value  Gallons Transferred — displays the numeric value of gallons transferred since the Start Transfer occurred.  Completion — reports the current percentage of requested gallons transferred.  Time to Fill — predicts the time to fill in minutes until the requested gallons value is reached.  UNREP SCREEN 1 OR 2 — toggles between UNREP 1 or 2 screen display.  CLEAR TANKS — clears all tank data from the tank blocks on the current UNREP screen in view. Selecting the button provides the operator a Clear Tanks pop-up dialog box, shown in Figure 2-105, to verify the request to clear tanks.  STOP TRANSFER — After the START TRANSFER button on the Transfer Data Block is selected, the textbox toggles to STOP TRANSFER. 140

Unauthorized Fill Function The JP-5 Control Console has an unauthorized fill function, which allows the operator to set a mode in which current tank levels are continually monitored. If the associated fill valve for any tank is closed and the tank volume changes more than plus 3% of the total tank capacity, the operator is notified by the audible alarm and an associated red tank graphic. The unauthorized fill on (UA FILL ON) and unauthorized fill off (UA FILL OFF) functions on the header bar are toggled via the FWD ON or FWD OFF button on the UA Fill Operation Menu pop-up dialog box for the Forward JP-5 Control Console group or the AFT ON or AFT OFF button on the UA Fill Operation Menu pop-up dialog box for the Aft JP-5 Control Console group. When the UA FILL ON or UA FILL OFF button on the header bar is selected, the UA Fill Operation Menu pop-up dialog box appears on the screen that contains the following options:  FWD or AFT ON or OFF — sets the forward or aft UA fill function on or off  MID ON or OFF — sets the amidships UA fill function on or off  FWD or AFT RESET — resets the forward or aft UA fill function  MID RESET — resets the amidships UA fill function  HIDE — hides or closes the UA Fill Operation Menu pop-up dialog box Regarding the amidships tanks unauthorized fill operation, both Forward and Aft JP-5 Control Console groups can control and/or monitor the JP-5 amidships tanks unauthorized fill between frames 113 and 156, but only one JP-5 Control Console group (forward or aft) can have control of the amidships tanks unauthorized fill at one time. However, the JP-5 Control Console group that is not in control can monitor the midships tanks unauthorized fill. On the UA Fill Operation Menu pop-up dialog box, the MID ON and MID RESET buttons will be active for the JP-5 Control Console group that has control, and the JP-5 Control Console group that is not in control will have a deactivated (grayed out) MID OFF and MID RESET buttons. When the JP-5 Control Console group that has control releases control to MID OFF, the MID OFF and MID RESET buttons on the JP-5 Control Console group that are not in control will toggle from deactivate to activate. Additionally, only the JP-5 Control Console group that is in control can reset the amidships tank screen.

Pumps Pumps are displayed using standard pump symbols. The pump display symbols are color-coded to indicate the current status of the pump. Note that Figure 2-107 shows symbols for single-speed pumps. Refer to Table 2-10 for the description of each pump display symbol. For two-speed pumps, the pump symbols and color -code indications are identical to the single-speed pumps except for the two arrows inside the pump symbol (refer to the Legend screen in Figure 2-87, PUMPS section).

NOTE Only one pop-up dialog box will be displayed on the screen at any given time. The pop-up dialog box will disappear automatically after 10 seconds when no other function is selected, when another item not associated with the pop-up dialog box is selected, or upon display of another pop-up dialog box. 141

Figure 2-107 — Pump display symbol and color-codes. Figure 2-108 — Pump pop-up dialog boxes. Pump pop-up dialog box Operation of a remotely operated pump can be accomplished using the pump symbol, which when selected, will display a pump pop-up dialog box (Figure 2-108, views A and B).

142

Table 2-10 — Pump display symbols and descriptions VIEW STATUS/CONDITION PUMP BODY ARROW DIRECTION SQUARE BOX A Stopped Steady gray Steady white, down Not visible B Stopped, start command acknowledged Steady gray Flashing black, flow Not visible C Running Steady green Steady black, flow Not visible D Running, stop command acknowledged Steady green Flashing white, down Not visible E Communication fault Steady white Not visible Not visible F Fault Flashing red Not visible Not visible G Stopped, in maintenance Steady gray Steady white, down Steady orange H Running, in maintenance Steady green Steady black, flow Steady orange I Communication fault, in maintenance Steady white Not visible Steady orange J Fault, in maintenance Flashing red Not visible Steady orange Pump pop-up dialog box in Figure 2-108, view A, is for two-speed pumps (i.e., transfer pumps), while Figure 2-108, view B is for single-speed pumps (i.e., service pumps). On the pump pop-up dialog box, functions or commands not available to the operator are grayed out. From the pump pop-up dialog box, the operator can perform the following functions:  L OW (view A only) — elected to start a two-speed pump in low speed  HIGH (view A only) — selected to start a two-speed pump in high speed  START (view B only) — selected to start a single-speed pump  STOP — selected to stop a pump

 MAINT — selected to place a pump in maintenance mode WARNING Placing equipment in maintenance mode does not remove power from the equipment. For equipment placed in maintenance mode, personnel must remove power from the equipment in accordance with the ship’s tag-out procedure before performing maintenance. Death or serious personnel injury may result. 143

 Acknowledge Fault (ACK FLT): selected to acknowledge a pump fault (Selecting ACK FLT from the pop-up dialog box will acknowledge the fault indication only; this action does not clear or correct the fault condition.)  HIDE— selected to hide or close the pop-up dialog box When a pump fault occurs, the text describing the fault will be displayed in the pump pop-up dialog box below the pump identification number (Figure 2-108). The definitions for the different pump faults and the text that are displayed in the pump pop-up dialog box are as follows:  Communication Fault (COM FAULT text displayed) — occurs when there is a loss of communication between the pump and PLC/MCMS Server  Uncommanded Start (UNCMD START text displayed) — occurs when the pump has started with no operator intervention at the HMI Display  Uncommanded Stop (UNCMD STOP text displayed) — occurs when the pump has stopped with no operator intervention at the HMI Display  Fail to Start (FAIL TO START text displayed) — occurs when the operator selects the pump START button, and the pump did not start  Fail to Stop (FAIL TO STOP text displayed) — occurs when the operator selects the pump STOP button, and the pump did not stop Pump Start Operation To start a pump, perform the following steps: 1. Select pump symbol to display a pump pop-up dialog box shown in Figure 2-108, view A or B. 2. On the pop-up dialog box, select LOW or HIGH (for two-speed) or START (for single-speed) button to start the pump. The pop-up dialog box disappears to indicate that a request to start the pump was made. 3. When the pump transitions from off to on, the arrow changes to black, points in the direction of flow, and flashes until the running feedback is received from the pump. 4. When the pump running feedback is received, the pump symbol changes to green with the black arrow pointing in the direction of flow. Pump Stop Operation To stop a pump, perform the following steps: 1. Select pump symbol to display pump pop-up dialog box shown in Figure 2-108, view A or B. Refer to Table 2-10 for the description of each pump display symbol. 2. On the pop-up dialog box, select STOP button to stop the pump. The pop-up dialog box disappears to indicate that a request to stop the pump was made. 3. When the pump transitions from on to off, the arrow changes to white, points down, and flashes until the stop feedback is received from the pump. 4. When the pump stop feedback is received, the pump symbol changes to gray with the white arrow pointing down. Valves In the JP-5 fuel system, valves are displayed in four operational groupings, as follows: commandable, manually operated/feedback, automatic/feedback, and non-commandable/non-feedback valves. Valves are displayed using standard valve symbols. 144

Figure 2-109 — Commandable valve display symbols and color-codes. The valve display symbols are color-coded to indicate the current status of the valve. Each valve symbol is labeled with an identification number with an uppercase letter “E,” “M,” or “A” displayed on the lower left corner of the valve symbol. “E” denotes remotely operated (commandable) electrical valves, “M” denotes manually operated valves (with feedback only), and “A” denotes automatic valves (valves that are electrically controlled by another valve through software). There is no letter designation for the non-commandable/non-feedback valve display symbols. Commandable Valves Commandable valves are displayed using standard valve display symbols with an identification number and uppercase letter “E” next to the valve symbol. Commandable valve display symbols and operational color-codes are shown in Figure 2-109. Refer to Table 2-11 for the description of each valve display symbol. Table 2-11 — Commandable valve display symbols and descriptions VIEW STATUS/CONDITION DESCRIPTION A Open Steady yellow, shown in-line with the piping B Closed Steady blue, shown perpendicular with the piping C Stopped in mid-travel Combined steady yellow open and blue closed D Traveling closed Combined steady yellow open and flashing blue closed E Traveling open Combined flashing yellow open and steady blue closed F Communication fault Combined steady open and closed white G Fault Combined flashing open and closed red H Maintenance mode (*) Valve status/condition inside a steady orange square box (*) I Local control mode (**) Valve status/condition inside a steady gray square box (**) J Override mode (***) Valve status/condition inside a steady red square box (***) K Lockout mode (****) Valve status/condition inside a steady black square box (****) 145

(*) View H displays a commandable valve display symbol in maintenance mode. In maintenance mode, valve views A through G will be displayed with a steady orange square box, as shown in view H. The maintenance function allows the operator to flag a commandable valve as being serviced. Refer to tech manual for further explanation of maintenance operation. (**) View I displays a commandable valve display symbol in local control mode. In local control mode, valve views A through G will be displayed with a steady gray square box, as shown in view I. (***) View J displays a commandable valve display symbol in override mode. In override mode, valve views A through G will be displayed with a steady red square box, as shown in view J. The override function allows the operator to override the fill valves when there are operational consideration requirements. In the override function, the high-level software interlocks are bypassed. (****) View K displays a commandable valve display symbol in lockout mode. In lockout mode, valve views A through G will be displayed with a steady black square box, as shown in view K. Manually Operated/Feedback Only Valves Manually operated valves equipped with valve position indicators (feedback only) are displayed using a combined yellow and blue color-coded valve display symbol with an identification number and uppercase letter “M” next to the valve symbol. Automatically Operated/Feedback Only Valves Automatic valves equipped with valve position indicators (feedback only) are displayed using a combined yellow and blue color-coded valve display symbol (same as “E” valves) with an identification number and uppercase letter “A” next to the valve symbol. “A” indicates an automatically operated valve. Operation of these valves is electrically controlled by another valve in the system. Non-C ommandable/Non-Feedback Valves Non-commandable/non-feedback only valves are displayed using a black-colored standard manual valve symbol. These valves are indicated only and cannot be monitored or controlled from the JP-5 Control Console. The valves require the open/close action at the physical location of each valve to change position or monitor current status. There is no letter designation for the locally operated (non- commandable/non-feedback) valves. Valve Pop-up Dialog Box Operation of a remotely operated valve can be accomplished using the valve symbol, which when selected, will display a valve pop-up dialog box. From the pop-up dialog box, the operator can perform the following functions:  OPEN—elected to open a valve  CLOSE— selected to close a valve  STOP— selected to halt the current action of a valve (If the valve is in transition, it will stop at mid-position and indicate steady yellow/blue stopped condition.)  OVER RIDE— selected to activate tank fill valves only (It allows operator to continue filling a tank beyond a predetermined tank full level.)  Maintenance (MAINT)—selected to place a valve in maintenance mode 146

 ACK FLT— selected to acknowledge a valve fault (Selecting ACK FLT from the pop-up dialog box will acknowledge the fault indication only; this action does not clear or correct the fault condition.)  HIDE— selected to hide or close the pop-up dialog box When a valve fault occurs, the text describing the fault will be displayed in the valve pop-up dialog box below the valve identification number. The definitions for the different valve faults and the text that are displayed in the valve pop-up dialog box are as follows:  Percentage Open (XX% OPEN text displayed) – shows the percentage the valve is open (no fault identified)  Communication Fault (COM FAULT text displayed) – occurs when there is a loss of communication between the valve and PLC/MCMS Server  Motion Failure (MOTION FAILURE text displayed) – occurs when a valve is commanded to open or close, and the valve did not reach the commanded position in a certain amount of time  Uncommanded Motion (UNCMD MOTION text displayed) – occurs when a valve changed position without a command from the operator Valve Open Operation To open a valve, perform the following steps: 1. Select valve symbol to display a valve pop-up dialog box. 2. On the pop-up dialog box, select OPEN button to open the valve. The pop-up dialog box disappears to indicate that a command was received. 3. When the valve transitions from closed to open position, the valve symbol flashes yellow and is shown in-line with the piping. 4. When the valve open position feedback is received, the valve symbol changes to solid yellow and is shown in-line with the piping. Valve Close Operation To close a valve, perform the following steps: 1. Select valve symbol to display a valve pop-up dialog bo x. 2. On the pop-up dialog box, select CLOSE button to close the valve. The pop-up dialog box disappears to indicate that a command was received. 3. When the valve transitions from open to closed position, the valve symbol flashes blue and is shown perpendicular with the piping. 4. When the valve closed position feedback is received, the valve symbol changes to solid blue and is shown perpendicular with the piping. Valve Stop Operation To stop a valve, perform the following steps: 1. Select valve symbol to display a valve pop-up dialog box. 2. On the pop-up dialog box, select STOP button to stop the valve. The pop-up dialog box disappears to indicate that a command was received. 3. When the valve stop position feedback is received, the valve symbol changes to steady yellow and blue closed valve symbols. 147

Figure 2-110 — Tanks collection of indications. Tanks Tanks are displayed as rectangular outlines, graphically indicating the levels in the tanks as they fill or empty. Tank levels are color-coded purple to indicate the level of contents in the tank. Headroom in the tank is color-coded white. Figure 2-110 shows a collection of indications that may show when a tank display symbol is displayed. Tank level is a solid color either partially or completely filling the holding tank. Tank level on a partially filled tank is light purple and on a completely full tank is dark purple. Headroom is white. The unreliable instrument symbol, a red X filling the tank, indicates that the instrument is unreliable, a communication fault exists, or there is a faulty TLI) One line information rectangular blocks display the current tank level shown with the unit of measure (i.e., gallons [gal]). If displayed in two lines, a black text “Capacity” is displayed above the numerical value with the unit of measure; the numerical value is the total tank capacity. Selecting each information rectangular block will toggle between the current tank level and total tank capacity displays. Each tank has an identification label that is displayed above or below the tank display symbol. If piping enters at the top of the tank, the label will be below the tank display symbol. If piping enters at the bottom of the tank, the label will be above the tank display symbol. Each information label displays the function of the tank on the top line (e.g., JP-5/OVRFLOW) and tank identification or location number (e.g., 8-XX-X-J) on the bottom or top line. A black text “FULL LEVEL” below the horizontal dash line segment is the full level indication. When the tank is full, a dark purple solid color fills up the tank display symbol up to the full level dash line indicator. Resetting an unauthorized (UA) fill function of a tank is accomplished by clicking a rectangular block with a “UA FILL CLICK TO RESET” red text label. Quantity to full is indicated by a rectangular pop-up block with black text “Gal to Full” and a numerical value shown with the unit of measure. The numerical value indicates the quantity needed to fill the tank. A rectangular pop-up block with a black text “FULL” indicates full condition of the tank. A rectangular pop-up block with a black text “OVERFLOW” indicates an overflow condition of the tank. The overflow box will flash red when an overflow condition is detected.

148

Figure 2-111 — Tank display symbols and indications (view 1). ServiceTank and Stowage Tank Symbols For individual JP-5 service tank and stowage tank symbols, each tank is represented by a rectangular outline that provides an area inside the outline to display total tank level reading in gallons and tank full level indication line. Additionally, a tank ID information block displays the tank function information and tank ID number. The JP-5 ServiceTanks and Stowage Tanks screens provide screen displays to indicate the current status of the tank, as shown in Figure 2-111. Refer to Table 2-12 for the description of each symbol. Table 2-12 —Tank display symbols and descriptions (view 1) View Status/Condition Description A Normal (valve closed) Shows actual tank level with white headroom and no pop-up B Normal (valve open) Shows actual tank level with white headroom and “GAL to Full” pop-up C Normal (capacity) Toggle between displaying actual tank level and total tank capacity in gallons when the tank symbol is clicked D Normal (full) Shows actual tank full level with white headroom and “FULL” pop-up E Overflow Shows tank level in an overflow condition with a flashing red text “OVERFLOW” in pop-up box F Unauthorized Fill Resets UA fill mode in which current tank levels are continually monitored (If associated fill valve for any tank is closed and the tank volume changes more than 3% of the total capacity, the operator is notified by a UA fill audible alarm and visual indication.)

149

Figure 2-112 — Tank display symbols and indications (view 2). Stripping, Drain, Service, Transfer, and Delivery Tank Symbols For the JP-5 Stripping, Drain, Service, Transfer, and Delivery screens, each tank is represented by a rectangular outline with the tank identification label inside the outline. The JP-5 Stripping, Drain, Service, Transfer, and Delivery screens display the current status of the tank, as shown in Figure 2-112. Refer to Table 2-13 for the description of each symbol. Table 2-13 —Tank display symbol and descriptions (view 2) View Status/Condition Description A Normal Shows actual tank level with white headroom B Normal (full) Shows actual tank full level with white headroom C Normal (capacity) Shows a tank capacity box below the tank symbol showing the current tank capacity in gallons when the tank symbol is clicked D Bad TLI Shows a red X over a tank symbol when the control system senses that a TLI sensor current is out of tolerance (Tank level is also displayed to the overflow level when this malfunction occurs, which is an indication that the tank level indication is not functioning.)

E Unauthorized Fill (unacknowledged) Shows a flashing red tank symbol and sounds an audible bell if a fill valve for any tank is closed and the tank volume changes more than 3% of the total tank capacity F Overflow (unacknowledged) Shows a flashing red tank symbol and sounds an audible bell if a tank is in an overflow condition G Unauthorized Fill (acknowledged) Shows a steady red tank symbol when the UA fill fault or alarm is acknowledged H Overflow (acknowledged) Shows a steady red tank symbol when the overflow fault or alarm is acknowledged 150

Figure 2-113 — Tank pop-up dialog boxes. Tank Pop-Up Dialog Box Operation of a remotely operated tank can be accomplished using the tank symbol, which when selected, will display a tank pop-up dialog box (see Figure 2-113, view A). The tank pop-up dialogue box will then be used to activate a new dialogue box (Figure 2-113, view B) to enter the setpoint values.

From the tank pop-up dialog box (view A), the operator can perform the following functions:  Acknowledge overflow (ACK OVRFLW): selected to acknowledge a tank overflow condition  Reset unauthorized filling (RSET UAFILL): selected to reset unauthorized fill condition NOTE Only one pop-up dialog box will be displayed on the screen at any given time. The pop-up dialog box will disappear automatically after 10 seconds when no other function is selected, when another item not associated with the pop-up dialog box is selected, or upon display of another pop-up dialog box. 151

 Low set point (LOW SETPT): selected to display another pop-up dialog box shown in view B to allow operator to enter a new low setpoint value  High set point, (HI SETPT): selected to display another pop-up dialog box shown in view B to allow operator to enter a new high setpoint value  HIDE: selected to hide or close the pop-up dialog box From the tank new setpoint value entry pop-up dialog box (view B), the operator can perform the following functions:  CANCEL: selected to cancel a previously issued setpoint value  ACCEPT: selected to send the new setpoint value to the processor  SET TO DEFAULT: selected to allow setpoint to be returned to the default value  Up/Down Arrows: selected to modify the new setpoint value

On Figure 2-113, view B, the current setpoint value is provided from the processor and displayed on the CURRENT VALUE block. In the white rectangular box, the new setpoint value input will be displayed, which the operator can modify using the up or down arrow buttons. Piping Piping displays are color-coded to indicate the pipe’s function within the JP-5 fuel system in the MCMS network. Figure 2-87 shows the piping color-codes. GENERAL RULES FOR OPERATING JP-5 CONTROL CONSOLE

Observe the following general rules when operating the JP-5 Control Console:  All operations are performed using the trackball (primary) and keyboard (secondary).  The active element or object on the screen display is selected to perform an operation or command.  For selecting a desired element or object, the cursor must be placed inside the area of the desired element or object (for example, a pump or valve symbol) in order to give commands.  Once the desired element or object is selected, a pop-up dialog box will display. The operator can then initiate more commands from the pop-up dialog box. For example, selecting a valve symbol will display a valve pop-up dialog box to allow the operator to manipulate valve position and indication.

NOTE Selecting the CANCEL or ACCEPT command button will hide or close the pop-up dialog box. NOTE In no case should operation be attempted without a thorough knowledge and understanding of the shipboard JP-5 fuel system. Operators should prepare themselves by referring to the ship’s manuals and reference documents on this system. 152

In response to an abnormal condition, the watchstander must take the following actions: 1. Navigate to the appropriate system overview main screen. 2. Select the desired element or object. 3. Perform additional commands from the pop-up dialog box that appears. 4. Advise appropriate responding personnel of the status, condition, equipment name, and location. Operating Procedures The operating procedures for the JP-5 Control Console are listed below and are described in the paragraphs that follow.  Remove/Apply power  Operation during normal condition  Operation during emergency condition  Operation during fault or alarm condition  Maintenance operation  Shutdown procedure Remove/Apply Power

Removing or applying power from/to the JP-5 Control Console is accomplished via the ship’s electrical distribution system. Refer to tech manual, S9540-AW-MMO-010, UPS Console Bay and HMI Operations Station, for removing/applying power from/to the JP-5 Control Console. Operation During Normal Condition Monitoring and control functions for the ship’s JP-5 fuel system can be accomplished from respective Forward or Aft JP-5 Control Console. Selected portions of the JP-5 fill, transfer, service, delivery, and stripping subsystems can be monitored and controlled from either the Forward or Aft JP-5 Control Console. Each of these subsystems is logically represented in various graphic screen displays. Display screens on the two JP-5 Control Consoles mimic the piping system, which delivers fuel and seawater ballast throughout the system. Operators can monitor tank levels, tank capacity, valve positions, motor and pump run status, and alarm conditions. Additionally, operators can control valve positions of motor-operated valves and the start and stop operations of pumps. The trackball (certain hulls), which moves the pointing arrow around the screen, is the primary control device. The arrow is for pointing to dynamic objects on the screen. Once the pointer arrow is placed over the desired object (e.g., a dynamic button or valve symbol), a box will display around the object. WARNING Operating and maintenance personnel must follow all safety regulations to prevent operation of the equipment that could endanger personnel. Removing or applying power from/to the JP-5 Control Console must be done in accordance with the ship’s tag-out procedures. Death or serious personnel injury may result. 153

The operator can then use the left button of the trackball to initiate a command. Selecting the button once (single click) over most dynamic objects will display a pop-up dialog box. For example, selecting the left button once with the pointer on a dynamic valve symbol will call up a valve pop-up dialog box, allowing the operator to manipulate valve position. JP-5 fuel system components whose status can be determined by observation of HMI Display screen symbols are operated either locally or remotely as determined by the type of component involved. Remote-controlled components controlled from the JP-5 Control Console include electrically operated valves and service pumps. Locally operated components include Transfer/Strip, Service, and Strip/auxiliary pumps and manually operated butterfly, gate, manifold, and globe stop valves. Local component operation is performed under the supervision of console personnel through intercommunication system equipment. The level of JP-5 fuel in tanks can be determined by observing the graphic level indication on the tank symbol on the subsystem’s tank screen. The fluid contained within the tank, as well as the amount of headroom in the tank, is identified by color-coding in the tank level indications. During tank fill, the operator positions motor-operated fill valves by selecting the appropriate valve symbol on a tank screen and selecting OPEN from the valve pop-up di alog box. The operator can monitor the amount of fluid to be added to the tank to reach full level in a “Gal to Full” box displayed in the tank symbol when a motor-operated fill valve is positioned to OPEN. When fluid tanks are filled to a height designated as the Full Level, a Full Level line indicator and a “FULL” textbox indicate this condition. Monitoring control circuits automatically prevents further filling of the tank. The action of these circuits can be overridden by selecting OVERRIDE on the valve pop- up dialog box, which permits additional filling of the associated tank. Filling can continue until the tank reaches an overflow condition (100 percent of tank capacity). If an overflow condition is reached, the symbol for overflow appears and an audible alarm is sounded. Selecting the SILENCE ALARM button in the header bar will silence the audible alarm. The overflow tank will continue to indicate an overflow condition. These visual conditions are maintained until the alarm condition is corrected. If an overflow alarm condition is detected on another tank, the audible alarm will be regenerated. The audible alarm for a specific tank will be regenerated after 3 minutes unless the overflow is acknowledged, and will remain silenced until the alarm condition for that tank is corrected. Operation During Emergency Condition

The JP-5 Control Console receives 115 VAC nodal and emergency input power from the ship’s electrical distribution system. Upon failure of the ship’s input power source, a self-contained UPS will provide input power to the JP-5 Control Console through the batteries. The UPS provides the necessary power to the HMI Operations Station for up to 20 minutes (depending on the loads) after a loss of ship’s input power. This allows seamless HMI Display operation if power is lost for a short period of time while ship’s force takes action to restore power. In the on-battery operation, the on-battery LED comes on and the UPS sounds an audible alarm NOTE It is important to note that a loss of power to the JP-5 Control Console does not indicate a loss of power to the remote Programmable Logic Controllers (PLCs) or the input/output (I/O) drops associated with the JP-5 Control Console. The JP5 fuel system will remain in the last commanded state. 154

consisting of four beeps every 30 seconds. The alarm stops when the UPS returns to the on-line operation. If an extensive power loss is expected, the operator can provide an orderly shutdown of the software operating system used by the HMI Displays. It is important to note that the UPS does not provide power to JP-5 fuel system field devices, such as TLIs or valve controllers and associated indicators. Operation During Fault or Alarm Condition Fault or alarm indications for the JP-5 fuel system components are displayed when a component fails to perform an operation as commanded by the operator or performs an operation the operator did not command. While a fault or alarm is being displayed, the current status and condition of the component will be graphically shown, as follows:  Pump fault indication is displayed as a red flashing pump symbol.  Valve fault indication is displayed as a red flashing valve symbol of both the open and closed indications.  For tanks, the unreliable instrument symbol, which is a red X filling the tank, indicates that an instrument is unreliable, a communication fault exists, or there is a faulty TLI.  Component communication fault is indicated by a steady white pump or valve symbol or steady white fault indicator textbox with a steady red X shown (over the type of fault). When a fault or alarm exists, the operator must acknowledge the fault or alarm before a screen display, symbol, or pop-up dialog box may transition out of a fault or alarm state. On a fault or alarm type and display symbol, a supervisory indication is a one-point communication loss (e.g., broken wire) between an I/O drop and a field device, while a supervisory I/O indication is a communication loss between an I/O drop and HMI display (e.g., cannot see the I/O drop) or a sign that all field devices faulted. General Fault or Alarm Condition and Response For general faults or alarms, the display symbols consist of the following:  Fault or alarm state indicator textbox (communicates the fault or alarm state by changing color to either green, red, yellow, or white flashing or steady and emitting an audible alarm for flashing state)  Fault or alarm indicator text (defines the type of fault or alarm being indicated) Refer to Figure 2-101 for the general fault or alarm display symbols, as applicable, and Table 2-9 for the description of each symbol. In addition to a fault or alarm display symbol that will alert the operator that a fault or alarm exists, an audible alarm will sound. When the audible alarm sounds, the operator can select the horn symbol on the top right of the header bar of the affected JP-5 Control Console screen. This action causes an alarm volume control pop-up dialog box to appear. From the alarm volume control pop-up dialog box, the operator can silence the alarm using the horn symbol and raise or lower the volume of the audible alarm using the up/down volume control arrows. When the horn symbol is selected, the audible alarm silences and a yellow circle displays with a line superimposed over the horn symbol. The HIDE selection button is selected to hide or close the pop-up dialog box. On the JP-5 Control Console, the gauge displays on the Delivery screens indicate the levels (in feet) in the standpipes. Each gauge display contains major and minor graduation marks and numerical 155

scale values (0, 25, 50, and 75 increments) and a digital readout of feet in black text on green background. If a general fault or alarm condition exists, a fault symbol and an audible alarm will alert the operator of the status and condition of the fault or alarm. To acknowledge a general alarm condition, the operator selects the red flashing alarm textbox; this action will display the alarm pop-up dialog box. The pop-up dialog box gives the operator options of appropriate actions.

From the alarm pop-up dialog box, the operator can perform the following functions:  Acknowledge (ACK): selected to acknowledge an alarm (Selecting ACK from the pop-up dialog box will acknowledge the alarm indication only; this action does not clear or correct the alarm condition.)  CUTOUT: selected to place an alarm in cutout mode

 HIDE: selected to hide or close the pop-up dialog box Additionally, if the system fails to initiate or complete an operation properly, the MCMS will shut down the system and specific faults will be indicated by graphical screen displays and alarms. Component Communication Fault and Response When communications between JP-5 fuel system devices (such as pumps or valves) and the control processors are established, the control processors define the states of the displays, symbols, or pop- up dialog boxes. When a component loses communication with one or more of the processors (PLCs), the component symbol will change to steady white. To acknowledge a component communication fault, the operator selects the faulted display symbol to display a pop-up dialog box (for pumps or for valves.) From the pop-up dialog box, the operator can place the component in maintenance, acknowledge fault, or hide the pop-up dialog box using the MAINT, ACK FLT, or HIDE selection button respectively. Options not available to the operator are grayed out. Selecting ACK FLT from the pop-up dialog box will acknowledge the fault indication only; this action does not clear or correct the fault condition. Server-to-Display Communication Fault and Response When all communication is lost between the MCMS Server and HMI Display, the COM FAULT —

DISPLAY NOT COMMUNICATING and COM FAULT – CANNOT COMMUNICATE WITH ALARM NOTE Only one pop-up dialog box will be displayed on the screen at any given time. The pop-up dialog box will disappear automatically after 10 seconds when no other function is selected, when another item not associated with the dialog box is selected, or upon display of another pop-up dialog box. WARNING The CUTOUT button does not remove power from an alarm circuit. For equipment placed in cutout mode, personnel must remove power from the equipment in accordance with the ship’s tag-out procedure before performing maintenance. Death or serious personnel injury may result. 156

Figure 2-114 — Server-to-display communication fault pop-up dialog boxes. MODULES pop-up dialog boxes, shown in Figure 2-114, views A and B, will display side by side on the screen and an audible alarm will sound. To acknowledge a communication fault between the MCMS Server and HMI Display, the operator selects the labeled ACK button on COM FAULT pop-up dialog box (view A). Once communication fault is acknowledged, COM FAULT pop-up dialog box (view B) will disappear/close, the audible alarm will silence, and COM FAULT pop-up dialog box (view A) will remain displayed on the screen. When communication is restored, COM FAULT pop-up dialog box (view a) will automatically disappear/close. PLC-to-Display Communication Fault and Response When the HMI Display can no longer access PLC alarm data via the MCMS Server, the COM FAULT — CANNOT COMMUNICATE WITH ALARM MODULES pop-up dialog box will display on the screen and an audible alarm will sound. To acknowledge a communication fault between the PLC and HMI Display, the operator selects the labeled ACK button on the COM FAULT pop-up dialog box. Once communication fault is acknowledged, the COM FAULT pop-up dialog box will disappear/close and the audible alarm will silence. Maintenance Operation For maintenance operations, the operator selects MAINT from the pop-up dialog box. This action disables the other pop-up dialog box options for the component, and displays the component symbol in the maintenance mode. The operator can monitor the component symbol for any changes in status. Placing a device (e.g., valve or pump) in maintenance mode at the HMI Display does not remove power from that specific device, but only prevents the operator from giving commands (open, close, start, stop, etc.), except for taking it out of maintenance mode. Once out of maintenance mode at the HMI Display, the operator is allowed to give commands. Personnel must remove power from the device in accordance with the ship’s tag-out procedures before performing actual maintenance on the device. Death or serious personnel injury may result. 157

Shutdown Procedure When the JP-5 Control Console has to be shut down for maintenance or other purposes, perform an orderly shutdown of the unit in accordance with tech manual, S9540-AW-MMO-010, for UPS Console Bay or HMI Operations Station. The Overview screen contains a LOG OFF labeled selection button. Selecting this button will bring into view a keyboard-like Log Off Password dialog screen. On the textbox, type in the password and then select the OK button. This will provide the operator access to the MS Windows™environment where an orderly shutdown of the HMI Display can be performed. Planned Maintenance System Recommended preventive maintenance procedures to be performed on a scheduled basis are provided in PMS documentation. OPNAVINST 4790.4 describes the PMS, and also covers departmental and work center record keeping, as well as the MIP and MRCs. The MRCs cover scheduled inspection procedures for the JP-5 Control Console for the MCMS network, part of the Integrated Communications and Advanced Networks (ICAN) system. The extensive and comprehensive scheduled maintenance information provided by the MRCs precludes the need for detailed coverage within this chapter. JP-5 FUEL SYSTEM OPERATIONS Underway replenishment, transfer of fuel from one tank to another, and pumping fuel to the flight and hangar decks are everyday facts of life for the ABF. If proper procedures are followed, they are smooth and safe operations. If proper procedures are not followed, the operations become outright dangerous. Aviation Fuels Operational Sequencing System (AFOSS) As stated before, though much of the equipment and operating procedures are similar from ship to ship, the fact is no two ships are alike. For this reason, the AFOSS was developed to provide each ship with tailor-made, correct written technical operating procedures for the equipment installed on that specific ship. Every fueling evolution performed by the ABF will have an AFOSS procedure, and that procedure MUST be followed. AFOSS is developed into three operational stages. These stages are actually three copies of AFOSS designed around the purpose of each copy's use. They are as follows:  The division officer's copy  The work center copy  The work station copy The division officer's copy contains the following: 1. An index page. a. Assigns each fueling evolution a title and number. 2. Step- by-step operating procedures for all evolutions concerning the fuels system. 3. A liquid level status diagram. a. Lists all tanks by tank number. b. Shows relative location. c. Indicates each tank's designation. 158

d. Gives the capacity of each tank. e. Provides a space to show the current amount of fuel in each tank. 4. Training diagrams and charts. a. Show each system. b. Indicate component locations. c. Give the piping layout. d. Show how different subsystems interrelate. The division officer's copy is the master AFOSS for the division. It is used for training, scheduling, and coordinating fueling evolutions, and ensuring operations are properly conducted. The work center copy is located in and applies only to a specific work center (flight or below decks) and contains the above information applicable to that work center only. The work station copy is located in and applies only to a specific work station (JP-5 filter, JP-5 pump room, lube oil pump room) and contains the above information applicable to that work station only. AFOSS operating procedures are prepared in a logical, detailed manner. They cover each fueling evolution and specific equipment used. They are also used as a troubleshooting guide and as a reference for fuels casualty drills. The operations discussed on the following pages are for training purposes and are based on typical procedures used during those operations. The specific procedures for operations aboard a particular ship will be in that ship's AFOSS. USE IT! Sounding Tanks While the tank level indicating equipment in use today is extremely reliable, the only 100% positive way to know how much and exactly what is in a tank is by sounding the tank. Sounding tanks is a simple procedure that has been used for as long as ships have sailed the sea. In the following paragraphs, we will discuss sounding equipment and procedures. Sounding Equipment Sounding tapes come in various lengths: 25- feet, 50-feet, and 75feet long depending on the size tank you want sounded. The example (Figure 2-115) is a 50-foot steel tape graduated in feet and inches (with the inches graduated to 1/8s). The bitter end is fitted with a snap-hook for attaching a plumb bob or thief sampler (refer to c hapter 1). The first 9 inches of the tape consists of the plumb bob (wired to snap-hook to prevent plumb bob from detaching from sounding tape and blocking sounding tube) and snap-hook. These tapes are usually plain, but can be ordered in color, such as black on white or white on black.

Figure 2-115 — Sounding tape. 159

Figure 2-116 — Water cut sounding procedure. Water-indicating and fuel-indicating pastes are available to assist in identifying positive "wet" marks on the tapes. Water-indicating paste will change color where the fuel/water interface occurs. Fuel- indicating paste will change color where the fuel/air interface occurs. Sounding Procedure Spread a thin coating of water-indicating paste from the tip of the plumb bob to about the 2-foot mark on the tape. Lower the plumb bob through the sounding tube, until it touches the striker plate. The tape must be kept taut because slack will cause an inaccurate reading. Slowly withdraw the tape. The highest level where the JP-5 "wets" the tape is read in feet and inches (see Figure 2-116). If the "wet" mark is difficult to see, use fuel-indicating paste. Dry the tape and spread a thin coating of the fuel- indicating paste in the approximate area of the first "wet" mark. When the tape is removed, note the line of color change on the fuel-indicating paste. This reading is then converted to gallons by use of a tank capacity chart. When the plumb bob is removed, note the line of color change of the water- indicating paste. The normal color, when applied, is gray. This level, in feet and inches, is converted to gallons and subtracted from the JP-5 reading to determine the quantity of JP-5 in the tank.

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If water droplets or discoloration are noted on the sounding tape during the sounding and bottom sampling procedure, it is an indication of entrained or free water in the tank. Should this occur, it is necessary to take a composite sample. A composite sample is one in which samples are taken from different levels in the tank and mixed to form one sample. This type sample is more representative than one taken from the top and bottom. The same type sampler used to take the bottom sample can be used to take a composite sample, simply by attaching a string to the upper part of the disk guide stem. The sampler can then be opened at various levels by giving a smart jerk on the string. Tanks found to be contaminated with entrained water must be allowed more settling time before transferring. Receiving JP-5 Aboard The first significant replenishing operation ever performed at sea by the U.S. Navy was in 1899, when the U.S. Navy Collier Marcellus, while towing USS Massachusetts, transferred coal to her. Since that time, many methods and procedures have been tried and abandoned. Those described in this section are the typical procedures currently used in the fleet. The actual rigging of the replenishing hose between ships is the responsibility of the Deck Department and is not discussed. The ABF is concerned with only the filling connection hookup and the procedures for receiving JP-5 aboard. The receipt of aviation fuel aboard carriers is a continuing problem in the fleet. This is due, in most part, to the hazardous nature of the fuel involved, and the increasing quantity required for our modern-day aircraft. Other factors of equal importance that also must be considered are the type and location of the operation, the time allotted, and the large number of personnel involved. Time is an ever important aspect in any refueling operation, but more so at sea. The entire Task Force is scheduled for replenishment on a given date, and each ship is allotted a maximum time for this purpose. Not only are ships in constant jeopardy of a fire or collision during the replenishing operation, but they are also easy targets in the event of an attack. JP-5 fuel is comparatively safe (having a minimum flash point of 140 °F.) when in its stored state. However, this same fuel handled under high pressure is extremely dangerous when released into the atmosphere in a fine mist or spray. Therefore, it should be treated accordingly, and every precaution should be taken to prevent the possibility of a fire or explosion when pumping this fuel. A replenishing operation from a tanker is described here since it covers all phases of any refueling operation. The procedure for receiving JP-5 fuel aboard is basically the same for all class carriers. This section deals with the general procedures, equipment used, and the criteria for the acceptance or rejection of JP-5 fuel without reference to any particular ship. By using a double-hose rig, the rate of fuel received is increased. Two hoses are suspended, one below the other, from a single span wire. With this rig, two kinds of fuel may be received simultaneously at a single station, or one kind may be pumped through both hoses. Before receiving the tanker alongside, certain preparations are necessary to safely and efficiently expedite the replenishing operation. Deballasting and Stripping Any ballasted JP-5 tanks should be deballasted and stripped as soon as possible after the date and time of the replenishing operation have been confirmed. This requirement is rare but must be covered NOTE The water-indicating and fuel-indicating pastes are different colors. They also change into different colors. They are NOT interchangeable. 161

in this section. Obtain assistance from personnel in the engineering department. They will align the main drainage system as required and operate the main drainage eductors. The pump room or manifold operators align the tank stripping system as follows: 1. Unlock and open the main drainage cutout valve on the flood and drain manifold. (Re-lock manifold.) 2. Open the valves on the single-valved stripping manifold to the tanks to be deballasted.

Because of the tremendous suction taken by the main drainage eductors, loss of suction on the tanks is most likely to occur before the tanks are completely emptied. When this occurs, realign the tank manifolds to use the tank stripping system as follows: 1. Close all valves in the single-valved stripping manifold. 2. Unlock and realign the flood and drain manifold valves by closing the main drainage eductor cutout valve and opening the stripping main suction cutout valve (re-lock the manifold valves). 3. Align the piping from the flood and drain manifold to the suction side of the motor-driven stripping pumps. 4. Align the motor-driven stripping pump discharge piping to pump into the contaminated settling tank or overboard (with the commanding officer's permission). 5. Open required valve on the single-valved stripping manifold. 6. Start the stripping pumps, and strip each tank one at a time until each is completely empty of all ballast water. 7. Secure the flood and drain manifold and close all valves in the single-valved manifold. Using the motor-driven stripping system, strip all storage tanks that are to be used in both the receiving operation and the internal transfer operation before receiving JP-5 aboard. Verify that all stripping operations were successful by sounding the tanks, using water-indicating paste. Strip the slack (partially filled) servicetanks, using the hand-operated or motor-operated (on ship’s equipped) stripping system.

Internal Transfer Top off all slack servicetanks. This will allow a longer settling time for the JP-5 being received. Consolidate the fuel load by transferring from slack storage tanks to completely fill as many tanks as possible. This will reduce the number of tanks to be filled and will minimize the number of tanks affected if contaminated fuel is received.

NOTE All tanks interconnected with one flood and drain manifold can be deballasted simultaneously. Each eductor can deballast an average of 1,000 gpm when supplied with fire main pressure of about 150 psi. NOTE Ships planning to replenish in port MUST deballast tanks before entering port. 162

Filling Sequence Before receiving fuel, the JP-5 below decks supervisor should have soundings or readings taken on all storage and servicetanks. A statement showing the amount and location of all JP-5 on board is submitted to the V-4 division officer. It is the responsibility of the JP-5 below decks supervisor to know how much fuel is on board, where it is located, how much more can be received, the order in which the tanks should be filled, and the approximate duration of the receiving operation. To determine the amount of JP-5 to be received, add the total capacity in gallons of each empty storage tank plus the amount required to fill any slack tanks. Determining the filling sequence, allow for a minimum of six tanks (three port and three starboard) on the line at all times. Knowing in advance the order in which the tanks will be filled will assist in the assignment of sounding teams, manifold operators, and the overboard discharge observers. Three factors are involved in determining the duration of the receiving operation: the amount to be received (previously determined), the maximum receiving rate of the particular ship, and the normal pumping rate of the tanker. The latter two can be gained through experience and information recorded in the receiving log. However, if this is the first experience with the tanker, the pumping rate can be obtained in advance via radio messages to the tanker. Personnel Preparations A replenishment bill should be posted at least 24 hours before the refueling operation. In addition to the posted list, all personnel should be informed of their station and instructed in their duties. During the instruction period, emphasis should be placed on safety, emergency breakaway procedures, and other possible hazards. Assign only experienced and capable personnel to actually perform the duties. Limit the number of trainees, especially at the filling connections. Too many people at this station are not helpful and may confuse the operation by getting in the way. Whenever possible, rotate experienced personnel to other stations. This not only will give the individual the broadest training possible, but also will produce a more flexible division. As a rule, fueling stations should be manned 1 hour before refueling alongside time. The refueling stations to be manned and their locations are as follows:  The below decks office — This is where the below decks supervisor coordinates the on-load of fuel.

 Overboard discharge watch— Located where required on catwalks, sponsons, or weather decks to observe and report the overflow from the overflow tanks. CAUTION When fuel is to be transferred internally or received aboard, the overflow tank for every nest of tanks scheduled to receive fuel must be empty before fuel can be introduced into any tank in that nest. WARNING Personnel working as overboard discharge watches and at the filling connections must wear a life jacket (kapok only), construction-type (safety) helmet or battle helmet, whistle, and pin-on marker light. 163

 Filling connection personnel (repair personnel) — Located at the filling connections on the sponsons.  Anti-contamination sentry— Located in the Av/Fuels lab. Runners will be supplied to the sponsons to transport samples to the lab.  Sounding teams- Stationed where required. The use of radar TLIs and control console HMIs has significantly reduced the manning required for sounding teams. Sounding teams should be equipped with a sounding kit that contains the following: o Sounding AFOSS (gives location of sounding tube, capacity of tank at 80%, 90%, and 100% in feet and inches) o Sounding tape (plumb bob safety-wired to tape) o Water-indicating paste o Rags o Pencils o Tank sounding cards o Flashlight (explosion-proof) o Sound-powered telephone headset  Manifold operators— Located in pump rooms or manifold spaces. Preparations to be made on the refueling sponson by V-4 division personnel are not as numerous and time consuming as those below decks, since the actual rigging for receiving the tanker is the responsibility of the Deck Department. However, there are certain pieces of equipment that must be assembled by repair team personnel at or near the refueling sponson to safely and efficiently expedite the operation. Repair team personnel should make sure the filling connection has a pressure gauge, thermometer, sampling connection, low-pressure air connection, and a flushing valve. The equipment to be assembled at or near each refueling sponson by repair personnel includes the following:  Proper hand tools  Drip pan  Rags  Swabs  Buckets  Five-gallon safety cans  Sound-powered phones  Clean sampling bottles The type and number of pieces of fire-fighting equipment to be laid out near the refueling station must be in accordance with the ship's fuel-handling bill. Telephone talkers are stationed at the following locations on the 4JG circuit:  Below decks office  Filling connections 164

 Flight deck control  Sounding tube locations  Overboard discharge watch  Pump rooms  Manifold spaces  Damage control central All telephone headsets should be tested well in advance of the receiving operation. Receiving Operation Communications should be established immediately upon manning of a station. When all stations have reported manned and ready, the JP-5 filling and transfer system should be lined up for receiving JP-5. Open the following valves: 1. The second deck filling isolation valves at the base of the sponsons. 2. The seventh deck fill and transfer valves at the base of the downcomers to forward and aft and isolation valves to port and starboard. 3. All transfer-main bulkhead cutout valves. 4. Transfer-main branch header valves leading to the manifold of the tanks to be filled. 5. The transfer main-side manifold valves of selected tanks to be filled. 6. Tank-side manifold valves of selected tanks to be filled.

The below-deck piping and valves are now aligned for receiving JP-5 aboard. Just before the tanker is received alongside, specific action must be taken by certain departments to ensure maximum safety and security during the replenishing operation. The officer of the deck controls the smoking lamp. The operations watch officer makes sure certain high-frequency transmitters, radars, and other electronic equipment in the vicinity of the fueling stations are secured. The damage control watch officer ensures that additional firemain pumps are put on the line and that aqueous film forming foam (AFFF) pumping stations are manned. The aviation fuels officer makes sure no mobile equipment or electrical winches (not required in the replenishing operation) are operated within 50 feet of the fueling station. As the ship makes its final approach and steadies alongside, shot lines are sent over from each station. Attached to these first lines, the telephone cables, distance line, and hose messenger are sent back. As soon as communication is established between stations, the JP-5 below decks supervisor clarifies with the tanker final information, such as the tanker's minimum and maximum pumping rates and discharge pressure and the carrier's maximum receiving rate and pressure. The initial flow of JP-5 is received through the flushing valve and directed into the contaminated settling tanks. Before receiving JP-5 into the storage tanks, samples should be taken at the main deck fill connection in containers that permit visual inspection. If acceptable fuel is being received, open the downcomer and close the flushing valve. Start replenishment of aviation fuels at a slow rate.

NOTE Deep centerline and double-bottom tanks are typically filled first during a refueling operation. 165

When JP-5 enters the tanks, as indicated by the TLIs or sounding team, order the tanker to start pumping at a normal rate. Log the starting time and continue taking samples to ensure the receipt of clean, bright, water-free JP-5. Log the quality of the samples taken and pressure of the JP-5 being received at the filling connection. The receiving pressure at the filling connection should be about 40 psi (tanker minimum pumping pressure) to obtain the designed maximum filling rate. CVNs can receive JP-5 at a rate of 360,000 gallons per hour when using two stations. As the storage tanks are being filled, you should check the volume of fuel in each tank by observing the HMI TLIs and by sounding the tanks. In general, the tanks nearest the downcomer will fill first. Start sounding at the initial flow. Sounding should be taken periodically until the tanks reach 80 percent capacity. From this point on, soundings should be continuous. When 80 percent capacity is reached in the first nest of tanks, open the tank-side valve to another nest (minimum of six tanks; three port and three starboard) at the same time; throttle the tank-side valves to the first nest of tanks; and top them off to at least 95 percent capacity. All storage tanks, except overflow tanks, should be filled to 95 percent. All storage tanks in one nest, both port and starboard, can be opened for simultaneous filling, but care must be exercised when topping off to prevent overtaxing the overflow line.

After the amount of JP-5 being received per minute has been determined, the tanker can be given an estimated "stop pumping" time. All ships fitted with two or more downcomers can use any or all to expedite the refueling operation. The number of tanks that can be opened and the method of receiving will vary on the individual ships, depending on the number of personnel available as manifold operators, sounding teams, etc., and the experience gained after several refueling operations.

When the last port and starboard tanks to be filled reach 80 percent capacity, notify the tanker to reduce pumping. Top off the last tanks. When the overflow tanks reach 95 percent capacity, order the tanker to stop pumping. After the tanker has ceased pumping, close the filling connection gate valve on the sponson. At the completion of the replenishing operation, notify the officer of the deck of the start and stop pumping time and record the total gallons received. This information is entered in the ship's log. NOTE Personnel in the deck department perform the actual hookup of the fueling hoses. CAUTION Overflow mains for overflow tanks are designed for an overflow rate of 1,500 gpm, and each storage tank has an overflow rate of 500 gpm. NOTE An adequate number of designated defuel tanks must remain empty to receive the recirculated fuel from CLA-VAL refueling stations. 166

Secure and re-stow all equipment. Close all valves in the filling and transfer system. The tanks should be sounded to obtain an accurate account of all JP-5 on board. During the final soundings, compare readings with the TLIs and adjust as necessary. Criteria for Acceptance or Rejection of JP-5 The standards of fuel cleanness (Table 2-14) are established as maximum limits for transfer of aviation fuels between shore activities and ships. Normally, contamination levels are maintained substantially below these levels. Samples are taken continuously from the filling connection at the initial start of pumping until a clear sample is obtained. Thereafter, samples are taken every 15 minutes during the refueling operation. Any time a sample exceeds the contamination limits listed in Table 2-14, the pumping operation must cease. The final decis ion of acceptance or rejection of the fuel rests on the commanding officer. Table 2-14 — Standards of fuel cleanness From To Maximum Sediment1 Maximum Water2 Shore Tankage Barges, Tankers, Fleet Oilers, Carriers 8.0 mg/liter No visible Fleet Oilers, Barges, Tankers Carriers 10.0 mg/liter No visible Carriers, Fleet Oilers, Barges, Tankers Shore Tankage 10.0 mg/liter No visible 1. Sediment levels and free water content is determined by laboratory analysis, or by the Combined Contaminated Fuel Detector (CCFD). Emergency Breakaway During a refueling at-sea operation, any number of unforeseen circumstances could occur, making an emergency breakaway necessary. The order for an emergency breakaway may be given by the commanding officer of either the receiving ship or the delivery ship. Paramount in ordering an emergency breakaway is the allowance of sufficient time for the ships to disconnect the rigs in an orderly manner. Fueling rigs are subject to severe damage if not properly released at the breakaway signal, and serious injury to personnel could occur. All emergency breakaway may be accomplished smoothly, rapidly, and safely if personnel at the station know how and what to do first. V-4 personnel on the refueling sponson should do the following:  After the tanker has stopped pumping, close the filling connection gate valve.  Clear the area.  Below decks personnel will secure the system below the main deck as normal. Settling and Stripping The storage period between receipt of JP-5 on board and delivery to an embarked aircraft is a vital link in the cleaning process required. This settling period, in addition to proper stripping, also will take the load off the other cleaning processes in the system. Therefore, it is extremely important for fuel handlers to be familiar with the settling and stripping procedures aboard aircraft carriers. 167

Settling Period Use settling to the maximum degree possible to separate solids and water from fuel. The settling time for JP-5 is 3 hours per foot of product height. To obtain the maximum settling time for JP-5 tanks, the following operating procedures should be followed:  NEVER purify JP-5 into an IN-USE servicetank.  Completely empty the in-use servicetank before taking suction on another servicetank.  Avoid agitating settled tanks by minimizing the transfer of JP-5 to consolidate the fuel load or to correct the list or trim of the ship. This can be prevented by following the proper emptying sequence and by taking suction from an equal number of port and starboard tanks simultaneously when transferring during normal operations.  Coordinate the replenishment date so there is always enough JP- 5 on board to top off all servicetanks before receiving JP-5 aboard.  When transferring JP-5 from storage to servicetanks, the tank emptying sequence for any nest of tanks should be scheduled to empty the overflow tanks first, the slack tanks (if any) next, and the tanks that have had the longest settling time last. Rotate the tank-emptying sequence between the different nests of tanks so all tanks are used and not just those that are most convenient to the pump-room operator. Stripping Schedule Serious contamination of JP-5 has occurred on several aircraft carriers, resulting in the loss of aircraft worth millions of dollars and, in some instances, loss of human life. All of this could have been avoided if water and solids in the fuel had not been allowed to reach the aircraft fuel cells. This useless waste was caused mostly by improper use of the equipment, a lack of understanding of the need for stripping, and in some cases a complete disregard of stripping equipment and procedure. Therefore, it is imperative that the following stripping schedule and procedure be complied with. Strip the storage tanks with the motor-driven stripping pumps at the following times:  Before receipt  The day after receiving JP-5 aboard  Weekly thereafter, as applicable  The day before purifying into servicetanks  Immediately before purifying into servicetanks Strip the servicetanks with the motor-operated (ships equipped) or hand-operated stripping pumps at the following times:  Daily  Just before use  Weekly (in port) Stripping Procedure Before any transfer operation, the JP-5 storage tanks concerned must be stripped of all water and sludge by using the motor-driven stripping system. 168

The stripping system is aligned in basically the same manner as described for stripping ballast tanks. Proceed as follows: 1. Open the valve on the single-valved stripping manifold to the tank to be stripped. 2. Open the valve on the flood and drain manifold leading to the stripping main.

3. Open the necessary valves in the stripping main leading to the suction header of the stripping pump. 4. Open the stripping pump inlet valve. 5. Open the stripping pump discharge valve. 6. Open the cutout valve from the discharge header leading to the contaminated— JP-5 settling tank. 7. Start the motor-driven stripping pump. Take frequent samples of the JP-5 being discharged. When a sample of clean, bright, water-free JP-5 is obtained, the tank is stripped. Close the valve on the single-valved stripping manifold, and open the valve to the next tank to be stripped. Strip all tanks in the same manner. When all storage tanks have been stripped, stop the pumps and close all valves in the system. The servicetanks can be stripped in basically the same manner as the storage tanks by using the service motor-driven stripping pump on ships so equipped. Rotate the spectacle flange between the motor stripping and service motor stripping pump when completely emptying the servicetanks (the last 24 inches of fuel) before maintenance, cleaning, etc., and to remove the wash water after a cleaning operation.

If the storage tanks are allowed adequate settling time and are properly stripped, and if the centrifugal purifiers are maintained and operated properly, there should never be enough water in a servicetank. Transfer System Operations Transferring JP-5 internally is accomplished by the three individual transfer pumps in each of the forward and after pump rooms. Transferring from Storage to Service When transferring from storage to servicetanks, use the following procedure: NOTE Step 2 is necessary only for tanks that are designated JP-5 or ballast.

NOTE The clean JP-5 remaining in the system between the single-valved stripping manifold and the stripping pump from the previously stripped tank MUST be discharged past the test connection before a conclusive sample can be obtained from the next tank to be stripped. This can be accomplished by having a general knowledge of the capacity of the stripping system piping between the two points and the capacity of the stripping pump. Run the pump accordingly. Allow extra running time for a safety factor. For example, if the pipe capacity is 160 gallons and the pump’s rated capacity is 50 gpm, then the pump should be operated for 4 minutes before a sample of the next tank is taken. 169

1. Strip all tanks concerned, both storage and service. 2. Empty the purifier sump drain tank. 3. Arrange the tank emptying sequence. Empty the overflow tank first, the slack tanks second, and the tanks that have had the longest settling time last. 4. Open the following valves: a. Selected tank-side manifold valves. b. Selected transfer main-side manifold valves. c. All valves in the transfer main branch header, between the manifolds and pump suction header. d. Valves in the suction header. e. The pump inlet and discharge valves to a designated transfer pump. f. All valves from the pump discharge header to the designated purifier. g. The servicetank cutout valve to the tank to be fille d. h. The designated purifier discharge valve. 5. Start the purifier. 6. When the purifier attains 4,100 rpm (146 to 152 bumps per minute), open the seal water valve on the purifier.

7. Open the main water-discharge observation port on the cover assembly. 8. When water discharges past this port, close the seal water inlet valve on the purifier and at the supply end. 9. Start the designated transfer pump. 10. When the pump discharge pressure builds up, SLOWLY open the purifier inlet globe valve and throttle to maintain 15–25 psi inlet pressure. Then, throttle the purifier discharge globe valve to maintain 15–25 psi, (20 psi, ideally) back pressure. 11. Log the time the transfer pump and purifier were started. 12. While the system is in operation, make the following additional log entries: a. Transfer pump inlet and discharge pressure. b. Purifier inlet and discharge pressure. Take inlet and discharge samples. c. Send to the Av/Fuels lab to analyze with the Combined Contaminated Fuel Detector, (CCFD), or the Advanced Electronics Ltd. (AEL) Contaminated Fuel Detector Mk III and the AEL Water Detector Kit Mk I/Mk II. d. Log the results of the analysis.

NOTE To minimize vibration when starting with a dirty bowl, admit seal water when pressing the start button. 170

13. If the transfer pumps lose suction before the servicetank is full, take the following action: e. Close the purifier inlet valve. f. Close the manifold valves to the empty tanks. g. Place additional tanks on the line. h. When the transfer pump discharge pressure is again attained, repeat step.  Time transfer pump stopped  Time purifier stopped  Gross gallons removed from storage tank  Net gallons received in servicetanks 14. When the servicetank is 95 percent full, secure the system. The procedure for stopping the purifier is as follows: i. Close the purifier inlet valve. j. Stop the transfer pump. k. Stop the purifier. l. The purifier will coast to a stop in about 71 minutes. m. As the purifier slows down, centrifugal force diminishes, and inlet and discharge pressure will drop to zero. n. When the flapper in the discharge sight glass stops, close the purifier discharge valve. o. Close all valves in the filling and transfer system. p. Make the following log entries: During the transfer operation, samples for visual examination must be taken from the purifier outlet at regular intervals in accordance with local instructions. Samples must be clean and bright and contain NO free water. A cloud, haze, specks of sediment, or entrained water indicates the fuel is probably unsuitable and points to a breakdown in the purification process. Should this occur, the transfer operation must be secured until storage tanks concerned have been re-stripped; a clean, bright, water-free sample is received on the discharge side of the stripping pump; and the centrifugal purifier is inspected and discrepancies are corrected. Transferring from Storage to Storage This operation should rarely be necessary if an emptying sequence was properly established and followed (except when consolidating the fuel load before receiving). If and when this operation is called for, it will, in most instances, require transferring JP-5 from port to starboard, or vice versa, to correct the list on the ship; or transferring JP-5 from forward to aft, or vice versa, to correct the trim on the ship. The operating procedure for this operation is the same as transferring from storage to service with the following exceptions: NOTE It is advisable to take a visual sample of the contents of the storage tank from which suction is being taken at the initial opening of the manifold valves. This sample can be drawn through the telltale valve.

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 Purification and sampling procedures are not required.  The transfer piping from the discharge header of the transfer pumps is aligned to discharge into the opposite transfer main branch header. Usually from where the suction is being taken (when transferring from port to starboard, or vice versa), or to the transfer main (when transferring from forward to aft, or vice versa).

Consolidating Fuel When any transfer operation has been completed, consolidate to the greatest extent possible the last 24 inches of JP-5 remaining in the storage tanks. (As much as 5,000 gallons remain in some of the larger tanks after the transfer pumps lose suction.) The motor-driven stripping pump accomplishes consolidation. The procedure for consolidating the last 24 inches of JP-5 is the same as that outlined for stripping, except that the stripping pump discharge header is aligned to direct the discharged fuel into the transfer main instead of the contaminated-JP-5 settling tank. From the transfer main, the JP-5 is directed into pre-selected storage tanks. Consolidated fuel should be allowed maximum settling time prior to stripping it before use. Ballasting Operation Empty ballast storage tanks are ballasted (filled with seawater) to preserve the underwater protection system of the ship. Normally always filled with JP-5, they may be ballasted with seawater to keep the ship’s damage control integrity during time of war and upon authorization from the c ommanding officer. Ballasting must be accomplished in accordance with current ship's ballasting instruction and AFOSS for each ship.

Tanks on CVNs are ballasted by gravity through the sea chest valve on the flood and drain manifold and the single-valved stripping manifold. On LPHs and LPDs, this water is supplied from the ship's fire main system. Ballasting procedure is as follows: 1. Follow the tank filling sequence as scheduled by damage control central to maintain the proper list and trim of the ship. 2. Open the valves on the single-valved stripping manifold to the tanks to be filled.

CAUTION The overflow tank for any nest of tanks scheduled to receive fuel must be empty before JP-5 can be transferred into any tank in that nest. NOTE ALL tanks that are served by one flood and drain manifold can be filled simultaneously. CAUTION Open an equal number of tanks on the opposite side of the ship. 172

3. Align the valves on the flood and drain manifold for ballasting. a. Unlock the sliding lock bar by loosening the two bolts over the oblong slots. b. Position the lock bar so the circular hole in the keyhole slot is directly above the raised collar on the sea chest valve stem. c. Re-bolt the lock bar in position. 4. Open the sea chest valve. 5. Sound the tanks to determine the instant they are full. 6. As each tank becomes full, as indicated by the tank sounding teams, close the valve on the single-valved stripping manifold. 7. When all tanks are ballasted, close the sea chest valve and reposition the lock bar. 8. Lock the tank side valve (on the double-valved filling and suction manifold) in the CLOSED position. 9. Open the telltale valves on the double-valved manifold and drain the contents, then close these valves.

Off-Loading JP-5 When it is necessary to offload JP-5, the service pumps are used as transfer pumps due to their increased capacity. JP-5 is discharged off the ship via the transfer main, downcomer, filling connection, and then to a barge, tanker, or fuel farm. Since the service pumps are used as transfer pumps for off-loading JP-5, the piping and valves in the filling and transfer system and the service system must be aligned to enable the service pumps to take suction from, and discharge into, the same piping as the transfer pumps. Assume, in this operation, that the entire fuel load is to be offloaded, including the JP-5 in the servicetanks. This being the case, empty the servicetanks first, since no special preparations are required to take suction from these tanks with the service pumps. Off-Loading JP-5 from ServiceTanks Align the piping and valves as follows: 1. Open the servicetank suction cutout valve between the servicetank and the service pump s uction header. 2. Open the service pump inlet valve. 3. Unbolt and rotate the line blind to the OPEN position. CAUTION While the tanks are ballasted with seawater, periodically sample the telltale valves (gammon fittings) to determine the condition of the tank-side valves and transfer main-side valves.

NOTE Most ballast tanks will not fill completely. Some will only fill half way due to tank height and draft of the ship. Ballast liquid will seek its own level. 173

4. Located in the cross-connecting piping between the service pump discharge header and the transfer pump discharge header. 5. Unlock and OPEN the gate valve in this same line. 6. Open the valve between the transfer pump discharge header and the transfer main. 7. Open the transfer main bulkhead cutout valves leading to the downcomer. 8. Open the gate valve at the base of the downcomer. 9. Open the gate valve at the filling connection. When topside preparations have been made for off-loading fuel, start the service pumps. When pump discharge pressure reaches 80 psi, SLOWLY open the globe valve on the discharge side of the pump. Throttle pumps to avoid cavitating and maintain a minimum of 35 psi back pressure for automatic operation of pump motor controllers. The service pumps are now taking suction from a servicetank and discharging overboard via the service pump discharge header, transfer pump discharge header, and transfer main, up through the downcomer, and out the filling connection. Continue the pumping operation as outlined above until all servicetanks have been emptied. Then, secure the pumps and align the system for emptying the storage tanks.

Off-Loading JP-5 from Storage Tanks The piping arrangement from the service pump discharge header to the filling connection at the refueling station remains the same. Align the piping from the suction header of the service pump to the storage tanks as follows: 1. Unbolt and rotate the spectacle flange or open the line blind valve in the cross-connecting piping between the service pump suction header and the transfer pump suction header. Unlock and OPEN the gate valve in this same line. 2. Open selected transfer main-side manifold valves. 3. Open selected tank-side manifold valves.

4. Open all valves in the transfer main branch headers leading to the suction header of the transfer pumps. 5. Start the service pump with the discharge globe valve closed. When the pump discharge pressure reaches 80 psi, SLOWLY open the discharge globe valve. Continue pumping until all fuel has been offloaded. Just as when on-loading, when off-loading fuel, a tank emptying sequence must be followed to maintain the proper list and trim on the ship. NOTE The remaining 24 inches of JP-5 in the servicetank are consolidated into pre-selected storage tanks by the motor-driven stripping pump.

NOTE The suction headers for the service pumps are 8-inch to 10-inch diameter lines, and all filling and suction lines to storage tanks are 5-inch diameter lines. Therefore, an adequate number of tanks must be open at all times, or the service pumps will lose suction. 174

JP-5 Service System Operations The operations described here for the service system include (1) flushing the service system, (2) fueling aircraft, and (3) defueling aircraft. Before fueling any aircraft, the entire JP-5 service system must be thoroughly flushed after any one of the following occurrences:  After a shipyard overhaul (includes newly constructed or reconverted carriers)  After any major repair work has been accomplished on the JP-5 service system  After system drain-back from maintenance The flushing operation is performed to rid the piping of the large quantity of solids and condensation that accumulate during the installation of and/or repairs to the system during a shipyard overhaul. Flushing also removes loose deposits of microbiological growth that can grow anywhere in the system where pockets of water exist. Operation of the service system requires pumping large quantities of fuel at high pressure; therefore, every safety precaution must be adhered to. The flushing operation is performed by pumping clean JP-5 through the service system piping from servicetanks, via the service filter, through the distribution piping to every service station, and back into the contaminated settling tanks. The entire flushing operation can be accomplished with virtually no loss to the JP-5 fuel involved. The piping arrangement and operating procedure between the pump room and the service stations for the flushing operation are identical as for fueling aircraft, which follows flushing (see Figure 2-15). To minimize repetition, the operation described here between the two points is for both operations. The piping arrangement for one quadrant only is described here. Other quadrants can be aligned in the same manner. Set up the pump room as follows: 1. Strip the in-use servicetank. 2. Open the cutout valves in the suction line between the service pump and in-use servicetank. 3. Align the recirculating header to the in-use servic etank from which suction is to be taken.

4. Open the service pump recirculating cutout valve. 5. Align distribution piping in the pump room to a predetermined service filter. 6. Align the distribution piping in the filter room to activate the main fuel filter as follows: a. Align the automatic water drain system. b. Open filter inlet and discharge valves. c. Open filter vent line. d. Open both cutout valves leading to the forward and after legs of the outboard distribution main. e. Open the port and starboard crossover cutout valve. 7. Align the first service station to be flushed as follows: CAUTION Ensure that the service pump discharge valve is closed. 175

a. Open the service station riser valve and the cutout valve between the service station and hose reel. b. Unreel all fueling hoses and attach the pressure-fueling nozzle from one hose to the defueling main.

8. Start one service pump. When a discharge pressure of 80 psi is obtained, SLOWLY open the pump discharge valve. Observe the bull's-eye sight glass in the filter vent. When a solid stream of JP-5 is discharging through this line, close the vent valves. 9. When the filter vent valve has been closed, START the service station defuel pump. 10. Close the nozzle toggle switch on the pressure-fueling nozzle to place the service station in the fueling position. Flush until a clean, bright, water-free sample is obtained at the test connection on the pressure- fueling nozzle. Analyze the sample using AEL detectors. Continue this operation on a station-by- station basis until each hose reel has been thoroughly flushed. Fueling of aircraft is accomplished in the same manner as flushing the hoses, except that the nozzle is attached to the aircraft. Auxiliary System Operations The auxiliary JP-5 system delivers JP-5 to emergency diesel generators, small boat filling connections, and yellow gear fill stations. The procedure for transferring JP-5 to the auxiliary main is as follows: 1. Open the tank top valve from the selected servicetank and the cutout valve to the auxiliary pump suction. 2. Ensure all servicetank valves not involved with the transfer operation are closed. 3. Open the valves in the discharge line from the auxiliary pump to the auxiliary main. 4. Open branch valves in the auxiliary system to the stations to be serviced, and check to ensure all branch valves for those stations not requiring servicing are closed. 5. Establish communications between the pump room and the stations to be serviced. 6. Start the JP-5 auxiliary pump. 7. When the transfer operation is complete, secure the JP-5 auxiliary pump and close all valves in its suction and discharge lines. Then, close all open valves in the remainder of the system. Pollution Control The Navy's ability to accomplish its mission requires daily operations on land, at sea, in the air— in other words, in the environment. The Navy is committed to operating its ships and shore facilities in a manner compatible with the environment. National defense and environmental protection are, and must be, compatible goals. The chain of command must provide leadership and personal commitment to ensure that all Navy personnel develop and exhibit an environmental protection ethic. Thus, an important part of the Navy's mission is to prevent pollution, to protect the environment, and to conserve natural, historic, and cultural resources. NOTE The defueling main is aligned and opened to the contaminated settling tanks. 176

Oil pollution is the Navy's largest single pollution problem. As ABFs, we have millions of gallons of petroleum products under our control at all times. We are responsible for the safe storage and handling of every single gallon. OPNAVINST 5090.1(series) is the Navy's Environmental and Natural Resources Program Manual. In it, the Chief of Naval Operations provides specific guidelines and policies, assigns responsibility, and sets standards for the Navy to follow pertaining to environmental protection policies. Some of the specific policies that concern the ABF are: 1. Oil or oily waste shall not be discharged from any naval activity or ship within 50 nautical miles of any shoreline in such quantities that leave a sheen in the water . 2. Personnel will prevent or contain any accidental discharge to prevent pollution. 3. Provide and follow procedures for the disposition of waste petroleum products. 4. Explains and enforce specific responsibilities of the chain of command for pollution abatement. As an ABF, it is your responsibility to know and follow the Navy's pollution prevention policies.

177

End of Chapter 2 JP-5 Afloat Below Deck Systems and Operation Review Questions 2-1. Which of the following is NOT considered a major pumping system?

A. Fill and transfer system B. Stripping system C. Jet test system D. Service system

2-2. The service system is typically designed to be isolated into how many quadrants?

A. One B. Two C. Three D. Four

2-3. Transfer main branch headers connect the transfer main to…

A. storage tank manifolds. B. the opposite transfer main. C. stripping pump suction headers. D. servicetank manifolds.

2-4. What valves are used to isolate the transfer system during secured conditions and to control the flow of JP-5 during various transfer and filling operations?

A. Downcomer valves B. Bulkhead cutout valves C. Service pump suction valves D. Riser cutout valves

2-5. What devices are arranged in the transfer pump's discharge header to enable both purifiers to operate simultaneously using any two of the three transfer pumps?

A. Two one-way check valves B. Two transfer pump bypass lines C. Two cutout valves D. T-lines

2-6. What system provides the capability to reclaim JP-5 received from hose flushing, tank stripping operations, and the initial flow from the fueling-at-sea (FAS) ?

A. Stripping system B. Service system C. Recirculation system D. Reclamation system

178

2-7. The centrifugal pump used in the JP-5 service system is rated at what gpm capacity?

A. 20 B. 150 C. 1,100 D. 1,500

2-8. In addition to the two wearing rings installed in the pump casing between the suction and discharge chambers, where are the centrifugal pump’s other two wearing installed?

A. On the pump shaft B. In the discharge chamber C. In the suction chamber D. On the impeller

2-9. The centrifugal pump impeller is centered and secured in the pump casing by what devices?

A. Shaft sleeves and wearing rings B. Shaft sleeves and shaft nuts C. Bearing caps and shaft nuts D. Bearing caps and shaft sleeves

2-10. Rotary vane pumps used for stripping are designed to pump approximately how many gallons per minute and at what pressure?

A. 50 gpm at 50 psi B. 100 gpm at 15 psi C. 200 gpm at 50 psi D. 300 gpm at 50 psi

2-11. On a rotary vane pump, what component houses the ball bearings and mechanical seals?

A. Cylinder

B. Cylinder head C. Rotor and shaft assembly D. Cylinder bore

2-12. What type of coupling is a flexible grid member that engages the teeth in the hubs to transmit power?

A. Rex chain B. Direct drive C. Magnetic D. Falk type-F steel flex

2-13. What valve design allows no metal- to-metal contact during regular operations?

A. Globe B. Gate C. High-performance butterfly D. Rotary plug

179

2-14. What component on the LIMITORQUE valve operator operates the OPEN and CLOSE position indicator lights for the valve?

A. Handwheel B. Console relay switch C. Valve stem D. Limit switch

2-15. What device ensures the disk is centered into the base of the valve body in a manifold?

A. Valve stem B. Gate guide C. Plug guide D. Disk guide

2-16. On a manifold, what connects the main-side valve to the tank-side valve?

A. Nozzle B. Coupler C. Flange joint D. Tube

2-17. Which of the following is NOT a function of the flood and drain manifold?

A. Stripping B. Transferring C. Ballasting D. Deballasting

2-18. What are the three chambers inside the service filter shell?

A. Sump, separator, and outlet B. Sump, separator, and inlet C. Inlet, sump, and outlet D. Inlet, fallout, and outlet

2-19. When fuel flows from the coalescer elements to the separator elements, the coalesced water falls out of the fuel by gravity. In which chamber does this take place?

A. Outlet B. Inlet C. Fallout D. Water receiving sump

2-20. What is the pressure drop limit, in psi, on the service fuel filter?

A. 10 B. 15 C. 20 D. 25

180

2-21. During centrifugal purifier operations, where are the solid contaminants collected after they are separated from the fuel?

A. In the heavy phase outlet B. On the underside of the disks C. On the outer edge of the disks D. On the inside bowl wall

2-22. What are the ideal operating pressures of the 300 gpm centrifugal purifier?

A. 4 to 10 psi inlet and 25 psi outlet B. 4 to 10 psi inlet and 30 psi outlet C. 15 to 25 psi inlet and 20 psi outlet D. 15 to 25 psi inlet and 25 psi outlet

2-23. A total of how many sets of ball bearings support the spindle assembly?

A. Two B. Three C. Five D. Seven

2-24. What disk provides a rotating casing for the centripetal pump?

A. Top disk B. Coupling disk C. Intermediate disk D. Paring disk

2-25. When the purifier is in the standby mode, how often should you check the inlet-outlet housing and bowl cover to make sure they are cool to the touch?

A. Every 5 minutes B. Every 7 minutes C. Every 10 minutes D. Every 15 minutes

2-26. What type of gauge is normally installed on the service filter to read pressure changes from inlet and outlet chambers?

A. Simplex B. Compound C. Differential D. Duplex

2-27. What type of tank, located between voids, is an integral part of the ship's underwater protective system?

A. Wing B. Deep centerline C. Double-bottom D. Peak 181

2-28. What is the difference between the JP-5 in a servicetank, compared to JP-5 in a storage tank?

A. It passes through a filter or centrifugal purifier. B. It is filled directly from the refueling station downcomer. C. It contains clean JP-5 defueled from defueled aircraft. D. There is no difference.

2-29. Which of the following fittings is installed at the lower end of a sounding tube?

A. Brass vortex plate B. Striker plate C. Brass non-vortex plate D. Bellmouth plate

2-30. The STAR TLI uses a sound assembly that allows the radar head to _________ away from the sounding tube.

A. lift B. fall C. swivel D. lock

2-31. The STAR TLI has how many modes of operation?

A. One B. Two C. Three D. Four

2-32. During normal operation, the STAR TLI will output a ________ mA signal in proportion to the level of liquid in the tank.

A. 3 to 10 B. 4 to 20 C. 5 to 25 D. 8 to 15

2-33. How does the operator control pumps and valves form the JP-5 Control Console?

A. By automated voice commands B. By AFOSS C. By selecting voice prompted information and video recording D. By selecting displayed symbols and pop-up dialog boxes via screen displays

2-34. When the JP-5 Trans/Strip is activated on the Forward Delivery screen, what happens?

A. The Forward JP-5 Transfer/Stripping screen opens B. The Stripping screen opens. C. The forward JP-5 Delivery screen opens. D. The forward JP-5 Unrep screen opens.

182

2-35. On the General Fault or Alarm Display and Description table, what view indicates Cutout?

A. A B. E C. F D. H

2-36. What does the description “unauthorized fill” mean?

A. Describes an unauthorized security breach at the tank location B. Describes a tank filling with liquid that should not be filling C. Describes a tank filling that is set to fill D. Describes a tank that has reach capacity

2-37. When the pump is activated using the Control Console, what does the pump indicator display when the pump is running normally?

A. Steady green B. Steady gray C. Flashing green D. Steady white

2-38. On the console display, an upper case letter E next to the valve symbol for a commandable valve indicates that the valve is________.

A. closing. B. closed. C. in maintenance mode. D. opening.

2-39. Tank level on a partially filled tank is light ________.

A. green B. purple C. yellow

D. black

2-40. What copy of the AFOSS would be found in a filter room?

A. Division officer's copy B. Work center copy C. Work station copy D. Master copy

2-41. Before fuel can be pumped into any tank in a nest of storage tanks, what condition must be met?

A. The servicetanks must be full. B. The fuel must be purified. C. The overflow tank for that nest must be empty. D. All other tanks in that nest must be empty.

183

2-42. What type of tank is normally filled first during a refueling operation?

A. Double-bottom B. Wing C. Service D. Overflow

2-43. After the initial samples are obtained, how often are samples taken when on-loading fuel?

A. Every 15 minutes B. Every 20 minutes C. Every 30 minutes D. Every 60 minutes

2-44. Select the correct sequence of flow when off-loading JP-5 from a servicetank.

A. Servicetank, service pump, service pump discharge header, transfer pump discharge header, transfer main, downcomer, filling connection B. Servicetank, service pump discharge header, service pump, transfer pump discharge header, transfer main, downcomer, filling connection C. Servicetank, service pump, service pump discharge header, transfer pump discharge header, downcomer, transfer main, filling connection D. Servicetank, service pump discharge header, service pump, downcomer, transfer pump discharge header, transfer main, filling connection

2-45. What is the Navy's largest pollution problem?

A. Air pollution B. Noise pollution C. Water pollution

D. Oil pollution

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185

CHAPTER 3 JP-5 FLIGHT DECK FUEL SYSTEMS

Working on the flight deck of an aircraft carrier is one of the most exciting and dangerous jobs you can have, as the Aviation Boatswain’s Mate Fuels (ABF) works with highly flammable fuels. Though the below decks system is more complex, the ABF working on the flight deck must be equally knowledgeable in the flight deck system, its components, and correct operating procedures. This chapter will identify the components used for flight and hangar deck operations and explain the correct operating procedures. As with below decks, the arrangement of the flight deck system will vary from ship to ship. The information in this chapter is based on typical arrangements. LEARNING OBJECTIVES When you have completed this chapter, you will be able to do the following:

1. Identify the components that make up the JP-5 flight deck and hangar deck Fuel/Defuel Control Liquid Automatic Valve (CLA-VAL) valve. 2. Describe the operating procedures for the JP-5 flight and hangar deck Fuel/Defuel (CLA-VAL) valves. 3. Describe the troubleshooting procedures for the JP-5 flight and hangar deck Fuel/Defuel (CLA- VAL) valves. 4. Identify the pressure fueling/defueling nozzles used on the flight and hangar decks. 5. Describe the components and how they function. 6. Explain how each nozzle is used in the different types of fueling and defueling operations. 7. Identify the different types of equipment used on the flight deck and hangar deck fuel stations. 8. Describe the function and operation of equipment used on the flight deck and hangar deck fuel stations. 9. Identify various flight and hangar deck fueling and defueling operations. 10. Explain proper procedures for each operation.

3-1

Figure 3-1 — Aircraft fuel/defuel station arrangement. Figure 3-2 — CLA-VAL fuel/defuel valve assembly. FLIGHT AND HANGAR DECK FUEL/DEFUEL (CLA-VAL) VALVE The flight and hangar deck fueling system is built around the CLA-VAL fueling unit. The number and location of these units depend on the individual ship. Typically, each refueling station contains three or four hose reels (Figure 3-1), each having its own CLA-VAL. The CLA-VAL fueling unit (Figure 3-2) is the core of the JP-5 fueling station. It is a three-port, two-way, fuel/defuel valve, of modified globe valve design that is intended for use as an integral part of the JP-5 dispensing system for shipboard use. This valve performs four distinct functions:  It functions as a pressure-reducing valve to maintain a constant discharge pressure not to exceed 55 pounds per square inch (psi).  It functions as a solenoid-operated emergency shutoff valve.  It functions as a pressure-relief valve when discharge pressure rises above a predetermined setting.  It functions as a defueling valve to evacuate the piping and hose beyond the valve discharge.

3-2

Figure 3-3 — Main valve. Main (Fuel/Defuel) Valve The main valve (Figure 3-3) is actually two single-seated globe valves built into a common body. Each of the valves performs a separate and distinct function, one is the fueling valve and the other is the defueling valve. Each valve employs a well-supported and reinforced diaphragm as its operating means. The fueling valve is spring-loaded to close; therefore, it is normally closed. The defuel valve is inverted (upside down) and held open by its own weight. The main valve directs fuel flow from the inlet port to the fuel port when fueling, and fuel flow from the fuel port to the defuel port when defueling. The fuel and defuel valves are controlled by pressure acting on a diaphragm. The change from the fuel to defuel mode is accomplished by energizing or de-energizing the solenoid-operated pilot valve (SOPV), or by excessive delivery pressure. When pressure above the fueling diaphragm is vented off, inlet pressure on the fueling diaphragm lifts its disk assembly, opening the fuel valve. Simultaneously, pressure is applied to the bottom of the defueling valve diaphragm, seating its disk assembly and closing the defuel valve. When pressure underneath the defueling diaphragm is vented off, the disk assembly falls, and the defuel valve opens. Simultaneously, pressure is applied to the top of the fuel valve diaphragm (both line and spring). When this pressure overcomes the inlet pressure, the disk assembly seats, closing the fuel valve. The main valve is controlled by a set of smaller valves using line pressure, thus providing fully automatic operations. The SOPV shifts the CLA-VAL assembly from defueling to fueling, and from fueling to defueling. The flow control valve regulates the opening speed of the fueling side of the main valve. The hytrol valve either isolates inlet pressure from the pressure-reducing control valve, or vents inlet pressure to the pressure-reducing control valve and the fuel port of the main valve. The pressure-reducing control valve regulates delivery pressure. The ejector-strainer aids in relieving pressure above the diaphragm of the fueling valve and prevents foreign particles from entering the pressure-reducing control valve. The pressure relief control valves open to shift to the defueling mode if the delivery pressure exceeds the preset limit.

3-3

Figure 3-4 — Pressure-relief control valve. Figure 3-5 — Pressure-reducing control valve. Pressure Relief Control Valves The pressure relief control valves (Figure 3-4) open to shift the main valve to the defueling mode when delivery pressure exceeds the preset adjustment. There are two pressure-relief control valves for each CLA-VAL fueling unit. One valve acts as a pressure relief for the fuel valve, and the other for the defuel valve. Each pressure-relief control valve contains a stem, a diaphragm, a spring, and an adjusting screw. Each valve is a direct acting, spring-loaded valve, designed with a large diaphragm working area in relation to the valve area seat, to ensure positive operation. It is held closed by the force of the compression spring. Pressure adjustment is made by rotating the adjusting screw to vary spring compression on the diaphragm. Compressing this spring increases the pressure at which the valve opens. The spring can be adjusted to provide a relief setting from 20 to 70 psi. The adjusting screw on the pressure-relief control valve is protected by a bronze housing. When the controlling pressure under the diaphragm exceeds the set spring force, the disk is lifted off the seat, permitting flow. The pressure relief for the defuel valve is set about 7 1/2 psi above delivery pressure. The pressure relief for the fuel valve is set approximately 2 1/2 psi above delivery pressure. The opening of the pressure relief control valve for the fueling valve increases the closing speed of the fueling valve. The opening of the pressure relief control valve for the defueling valve vents pressure from the bottom of the defuel valve diaphragm, opening it. Pressure-Reducing Control Valve The pressure-reducing control valve (Figure 3-5) steadily reduces a higher initial pressure to a lower pressure and regulates the delivery pressure when the main valve is in the fueling mode. 3-4

Figure 3-6 — Hytrol valve. Figure 3-7 — Ejector strainer. The pressure-reducing control valve is a direct acting, spring-loaded valve designed with a large diaphragm working area in relation to the valve seat to ensure sensitive control and accurate regulation of the delivery pressure. Pressure adjustment is made by rotating the adjusting screw to vary spring compression on the diaphragm. Compressing this spring increases the delivery pressure setting. The spring can be adjusted to provide delivery from 15 to 100 psi. The adjusting screw on the pressure reducing control valve is protected by a bronze housing. The pressure-reducing control valve normally is held open by the force of the compression spring. When the delivery pressure acting upon the lower side of the diaphragm exceeds the force of the compression spring, the valve closes. Conversely, when the delivery pressure reduces below the spring setting, the valve opens. Thus, a constant delivery pressure is maintained by balancing delivery pressure against spring pressure. The valve can be easily regulated by turning the adjusting screw and provides a simple means of pressure adjustment.

Hytrol Valve The hytrol valve (Figure 3-6) either isolates inlet pressure from the pressure-reducing control valve, or vents inlet pressure to the pressure-reducing control valve and the fuel port of the main valve. Pressure directed from the SOPV to the top of the diaphragm holds the hytrol valve closed. When this pressure is vented (also through the SOPV), the inlet pressure opens the hytrol valve, allowing fuel flow. No adjustments are made to the hytrol valve. It is either open or closed. Ejector-Strainer The ejector-strainer (Figure 3-7) reduces inlet pressure to the pressure-reducing control valve, and filters fuel. It consists of an orifice plug and a 60-mesh monel screen located between the inlet port and three discharge ports. The orifice plug 3-5

Figure 3-8 — Solenoid-operated pilot valve (SOPV). creates reduced pressure by increasing fuel velocity (like an eductor). This aids in vacating the cover chamber of the fuel valve. The monel screen traps foreign particles and contaminating substances. The three discharge ports direct filtered fuel to the pressure-reducing control valve, the flow control valve, and the SOPV. Solenoid-Operated Pilot Valve (SOPV) The SOPV (Figure 3-8) shifts the CLA-VAL assembly from defuel mode to fuel mode of operation, and vice versa. The SOPV is a direct-acting, solenoid-actuated valve. It is a four-way valve with a grooved stem that moves back and forth in a machined bore inside the body. When the solenoid is energized in the fueling mode, the stem is drawn against spring compression by the magnetic pull of the solenoid. When the solenoid is de-energized in the defueling mode, the stem is returned by the extension of the core spring. Movement of the valve piston directs full flow in one direction or full flow in the opposite direction. There is no closed-port position. The valve is also equipped with a manual op erator. The manual operation of this valve is done by, pushing upward on the button at the lower end of the control. A quarter-turn clockwise locks the manual operator in place.

The solenoid is housed in an explosion-proof case and meets the requirements for use in hazardous locations.

3-6

Figure 3-9 — Flow control valve (needle valve). Flow Control Valve (Needle Valve) The flow control valve (Figure 3-9) consists of a needle valve with a spring and disk assembly within a housing. The housing cover can be removed to allow for needle valve adjustment. The flow control valve is installed in the line between the ejector-strainer and the fuel valve cover chamber. Th e flow control valve, by virtue of its construction, controls the flow from the fuel valve cover chamber, which controls the reaction time of the fuel valve. This is accomplished by restricting fuel flow through the needle valve and disk assembly. Flow in the opposite direction lifts the disk up off the seat, permitting free flow. Operation of the CLA-VAL A step-by-step analysis of the valve's operation is as follows. Figure 3-10 shows the valve in the fueling position. 1. The solenoid is energized. 2. The SOPV directs pressure from the main valve inlet into the cover chamber of the defueling valve, holding it closed. 3. The SOPV also vents the cover chamber of the hytrol valve to the defueling line. This permits the pressure-reducing control valve to take over control of the fueling valve. 4. When the pressure-reducing control valve goes into operation, high-pressure fuel enters the valve and flows through the ejector-strainer to the pressure-reducing control valve, which is held open by its compression spring. With pressure at the pressure-reducing control valve below the adjusted setting, a maximum flow is permitted through the ejector-strainer. This creates a reduced pressure in the main valve cover chamber, which allows the fueling valve to open to build up pressure in the downstream system. The increasing downstream pressure is transmitted through the pressure reducing control valve line to the underside of the pressure reducing control valve diaphragm. 3-7

Figure 3-10 — CLA-VAL fueling/defueling operation.

 When the pressure under the pressure-reducing control valve diaphragm reaches a point where it balances the loading of its compression spring, the pressure-reducing control valve begins to close, restricting the flow through the ejector-strainer sufficiently to increase the pressure in the main valve cover chamber. The resulting increase in pressure in the cover chamber forces the disk toward the seat until the main valve is passing just enough fuel to maintain a downstream pressure that balances the loading of the pressure-reducing control valve compression spring. Any subsequent change in fuel demand tends to cause a slight change in downstream pressure, which results in the pressure-reducing control and main val ves assuming new positions to supply the new demand. NOTE The flow control valve controls the rate at which fuel is evacuated from the cover chamber of the fueling valve and the speed the fueling hose charges. It should be adjusted so the fuel hose charges gradually. If the hose charges too quickly, the possibility of equipment damage and injury is increased. 3-8

 As long as normal fueling operation is in process and the flow rate is not changing rapidly, the fueling valve functions as outlined above. If the flow rate suddenly decreases, two things occur: a. Any pressure rise is offset by the opening of the defueling valve. b. The fueling valve closes rapidly.  Figure 3-10 shows that delivery pressure is reflected under the diaphragm of both pressure-relief control valves, opposing the force applied by the spring. When a downstream pressure rise occurs that is sufficiently high to overcome the force of the spring, the defueling valve pressure-relief control valve opens to relieve pressure from the cover of the defueling valve. This allows the defueling valve to open, thereby relieving excess pressure into the defueling line.  When pressure and flow conditions return to normal, all valves resume their normal functions. Defueling Operation of the CLA-VAL The defueling operation of the CLA-VAL follows. Figure 3-10 shows the valve in the defueling position. 1. The solenoid is de-energized. 2. The SOPV directs pressure from the main valve inlet into the cover chamber of the hytrol valve, holding it closed. This diverts high pressure through the ejector-strainer into the cover chamber of the fueling valve, holding it closed. 3. The SOPV also vents the cover chamber of the defueling valve to the defueling line. With pressure released from the cover chamber, the defueling valve opens by virtue of its own weight and inverted design. The defueling valve will have a controlled opening rate produced by a restriction tube elbow located in the line from the cover chamber. CLA-VAL Fuel/Defuel Pressure-Setting Procedures Procedures are the same for all pressure settings; only the pressure will vary. This example is for a final delivery pressure of 50 psi. The pressure-setting procedures are as follows: 1. Install a pressure gauge in the line between the fuel/defuel valve and the hose. 2. Remove the adjusting screw and housing for both the pressure-relief valve and pressure reducing valve.

3. Loosen all three jam nuts and gently screw the adjusting screw on both pressure-relief control valves all the way in. 4. Line up and pressurize the service system. 5. Unreel the hose and connect the nozzle to the defuel main. (Use proper grounding procedures.) 6. Start the defuel pump. 7. Place the toggle switch to the ON position. NOTE Do not turn these screws beyond the point at which they become tight. Damage to the internal parts of the valve may result. 3-9

8. Slowly turn the adjusting screw on the pressure-reducing control valve until the gauge in the delivery line reads 10 psi higher than the desired pressure (60 psi in this example). 9. Tighten the jam nut to lock the adjusting screw. 10. Slowly turn the adjusting screw of the defuel valve's pressure-relief control valve until the delivery pressure gauge dips downward approximately 2 1/2 psi (57 1/2 psi in this example). 11. Tighten the jam nut to lock the adjusting screw.

12. Loosen the jam nut and slowly turn the adjusting screw of the pressure-reducing control valve until the delivery pressure drops to a point 5 psi above the desired delivery pressure (55 psi). 13. Tighten the jam nut. 14. Slowly turn the adjusting screw of the fuel valve's pressure-relief control valve until the delivery pressure gauge dips downward approximately 2 1/2 psi (52 1/2 psi).

15. T ighten the jam nut to lock the adjusting screw. 16. Loosen the jam nut and slowly turn the adjusting screw of the pressure-reducing control valve until the delivery pressure has dropped to the desired delivery pressure (50 psi). 17. Tighten the jam nut to lock the adjusting screw. 18. Replace all adjusting screw housings. 19. Secure station. CLA-VAL Troubleshooting Procedures To troubleshoot problems, you must completely understand the function of the CLA-VAL. Before you actually make any mechanical adjustments, carry out the following steps: 1. Be sure that the SOPV is operating when the fueling switch is turned to the ON position and it is being de-energized when the switch is turned to the OFF position. (This is commonly called a "click" test.) 2. Be sure the inlet pressure is high enough to maintain the required delivery pressure. Inlet pressure should be at least 10 psi higher than desired delivery pressure. 3. Check to see if the protective housings are missing or damaged. If they are, this may indicate improper adjustment of the control valves. 4. Be sure that no part of the control valve system has been removed, disturbed, or damaged. The above checks may indicate the probable source of trouble. If not, the step-by-step procedures outlined in the following paragraphs should be followed. As always, when actually troubleshooting equipment, refer to the applicable technical manual. NOTE The defuel valve's pressure-relief control valve will be set 7 1/2 psi higher than delivery pressure. NOTE The fuel valve's pressure-relief control valve will be set 2 1/2 psi higher than delivery pressure. 3-10

Fueling Valve Fails To Open If the SOPV is not operating properly, proceed as follows: 1. Ener gize SOPV and apply pressure at the main valve inlet. 2. Loosen the tube fitting at the cover of the hytrol valve. If fuel under pressure is present, the SOPV is probably stuck in the de-energize position. 3. Operate the SOPV manually as outlined in operating instructions. 4. If fuel under pressure at the loosened fitting is shut off when the SOPV is actuated manually, the SOPV must be repaired or replaced. If the hytrol valve fails to open (Figure 3-6), proceed as follows: 1. Loosen the tube nut at the cover of the valve. No pressure should be present at this point. 2. Make sure there is no pressure in the downstream fueling line. Break the union between the fueling pressure-relief control valve and the hytrol valve. 3. If no pressure is present at the disconnected union, failure of the diaphragm in the hytrol valve is indicated. 4. Remove the cover screws and the cover of the hytrol valve. 5. Remove the diaphragm assembly and replace the diaphragm if ruptured. 6. Reassemble the hytrol valve. Reconnect the union and tubing fittings. Fueling Valve Fails To Close If the SOPV is not operating properly with the solenoid de-energized and pressure at the main valve inlet, proceed as follows: 1. Loosen the tube nut at the cover of the hytrol valve to determine whether or not fuel is und er pressure at the loosened connection. 2. If there is no flow under pressure, SOPV failure is indicated. 3. Operate the SOPV manually as outlined in the operating instructions. 4. If pressure is received at the loosened tube connection when the SOPV is actuated manually, this indicates the SOPV must be replaced or repaired. The ejector-strainer may be clogged. Carry out the following procedure: 1. With no pressure at the valve inlet, remove the large box nut on the end of ejector-strainer. 2. Inspect the screen and clean it if it appears to be clogged. 3. Inspect the secondary jet to make sure it is not plugged. Fueling Valve Fails To Maintain Designed Delivery Pressure If the pressure-reducing control valve is not operating properly, carry out the following procedures: 1. Remove the adjusting screw housing. 2. Loosen the jam nut and turn the adjusting screw clockwise. 3. If the fueling valve opens during this procedure and delivers fuel at an increased and constant pressure, it is an indication that the pressure adjustment of the pressure-reducing control valve is incorrect. 3-11

4. To remedy, follow the entire "Pressure Setting Procedure" outlined in the operating instructions. The fueling pressure-relief control valve may be held open. The correct setting of this valve is 2 1/2 psi higher than the pressure setting of the pressure-reducing control valve. If the fueling pressure-relief control valve is adjusted to a pressure equal to or lower than the desired delivery pressure, the fueling pressure-relief control valve will be held open. If it is open, inlet pressure will flow into the cover chamber of the fueling valve and hold it closed. If this appears to be the trouble, remove the adjusting screw housing, loosen the jam nut, and turn the adjusting screw clockwise until it bottoms. This should close the pressure-relief control valve. If this was the trouble, the pressure settings should then be re-adjusted as outlined in the operating instructions. The fueling valve diaphragm may be ruptured. This occurrence is very unlikely. However, if all other steps have been followed and indications are that the main valve is faulty, follow these steps: 1. Remove all fittings from the cover of the fueling valve. 2. Remove the nuts holding the cover in place and lift off the cover. 3. Lift the diaphragm assembly out of the valve and examine the diaphragm for any holes. 4. Replace the diaphragm with a new one if necessary. 5. While the diaphragm assembly is out of the valve, the disk should be checked to see that it is in good condition. Replace if necessary. 6. When reassembling the valve, make sure the internal spring fits into its recess in the cover. 7. When the valve is returned to service, follow the fuel/defuel valve pressure setting procedure outlined in the operating instructions. Information that we just discussed is not all-inclusive in resolving problems that can occur with the fuel/defuel (CLA-VAL) valve. As always, the appropriate technical manual for this specific equipment should be consulted. See Table 3-1 for a list of the more common problems and suggested corrective actions associated with this equipment. 3-12

Table 3-1 — CLA-VAL (Fuel/Defuel) Valve Troubleshooting Chart Symptom Probable Cause Corrective Action 1. A single automatic fuel/defuel valve assembly fails to shift to fueling mode. 1. Blown fuse(s) in coil circuit for SOPV. 2. SOPV stuck in de-energized position. 3. Break in electrical ground circuit between aircraft and fuel/defuel relay.

4. SOPV defective. ______________________________________ 1. Hytrol valve defective. 2. Flow control valve out of adjustment or defective. 3. Ejector strainer assembly plugged. 4. Pressure reducing valve out of adjustment or defective. 5. Pressure relief control valve(s) out of adjustment or defective. 6. Fuel/defuel valve defective. Replace fuse (s). Manually operate SOPV. 1. Inspect and tighten all ground connections in hose reel assembly, hose, quick- disconnect coupling, and pressure fueling nozzle. 2. Troubleshoot quick-disconnect coupling. 3. Troubleshoot hose reel assembly. 4. Replace hose.

Repair/replace SOPV. _______________________________ Repair/replace hytrol valve. Adjust flow control valve.

Clean and inspect ejector-strainer assembly. Adjust pressure reducing valve.

Adjust pressure relief control valve(s) and/or repair/replace parts. Repair/replace fuel/defuel valve and/or fuel/defuel valve parts. 2. Automatic fuel/defuel valve assembly fails to maintain proper delivery pressure in fueling mode. 1. Pressure reducing valve out of adjustment. 2. Ejector-strainer assembly partially clogged. Adjust pressure reducing valve. Clean and inspect ejector-strainer assembly. 3. Rotary pump fails to maintain proper delivery pressure in fueling mode. 1. Pump pressure relief valve out of adjustment or defective. 2. Worn vanes or defective bearings in pump. 3. Fuel/defuel valve defective. Adjust pump pressure relief valve.

Repair/replace pump and/or pump parts. Repair/replace fuel/defuel valve and/or fuel/defuel valve parts. 3-13

Symptom Probable Cause Corrective Action 4. Automatic fuel/defuel valve assembly fails to shift to defueling mode. 1. SOPV temporarily stuck in energized position. 2. Quick-disconnect coupling toggle switch defective. 3. Toggle switch assembly on quick- disconnect coupling defective. 4. SOPV defective. 5. Pressure relief control valve out of adjustment or defective. 6. Fuel/defuel valve defective. Manually operate SOPV.

Troubleshoot quick-disconnect coupling.

Repair/replace toggle switch assembly.

Repair/replace SOPV. Adjust pressure relief control valve.

Repair/replace fuel/defuel valve. 5. Pump and motor components vibrate or make excessive noise. 1. Mounting hardware loose.

2. Motor out of alignment. 3. Pump out of alignment.

4. Motor shaft or bearings defective. 5. Pump shaft, bearings, vanes, pushrods, or cylinder defective, or vanes installed backwards. 6. Reduction gear output shaft, bearings, gear, or pinion defective. 7. Flexible coupling defective. Tighten all capscrews and locknuts securing motor, pump, and reduction gear to base. Align motor shaft with reduction gear pinion. Align pump shaft with reduction gear output shaft. Repair/replace motor and/or motor bearings. Repair/replace pump and/or pump parts.

Repair/replace reduction gear and/or parts.

Repair/replace flexible coupling(s) and/or parts. 6. Pump leaks fuel. 1. Excess lubricant on seal(s).

2. Defective seal(s). Clean and inspect relief fittings below seal(s).

Repair/replace pump seal(s). 7. Hose reel assembly leaks fuel. Worn felt packing between swing joint body and swing joint sleeve, or between swing joint body and swing joint elbow. Replace packing assembly. 8. Hose reel assembly drum fails to rotate properly. 1. Axle brake assembly dragging.

2. Axle shaft or axle bearings defective. Ensure that axle brake assembly is fully released and free of obstruction. Repair/replace hose reel assembly. 3-14

Figure 3-11 — Dry break quick disconnect coupling. Figure 3-12 — N4100 quick disconnect coupling with switch. FLIGHT DECK SYSTEM PRESSURE FUELING NOZZLES Fueling nozzles connect to North Atlantic Treaty Organization (NATO) military aircraft and are designed to provide a leak-proof seal between the nozzle and the aircraft for high-capacity fueling op erations. This includes supplying fuel under pressure to aircraft, and removing fuel by suction from aircraft. Nozzle Adapter The flange side of the nozzle adapter is bolted to the nozzle. The male end opening provides a means of installing a 100-mesh strainer inside the nozzle assembly. The strainer is held in place by a snap ring that fits into a recessed groove inside the male end. Quick-Disconnect Coupling (QDC) The quick-disconnect coupling (Figure 3- 11) is designed to provide the means of attaching the fuel nozzle to the hose. It also contains the switch to energize or de- energize the SOPV. When operating the quick-disconnect coupling, don't jam the switch, and don't drop the coupling on the deck. The quick-disconnect coupling (Figure 3-12) has a female thread on one side to fit the male threads of the hose. The other end has a female ball bearing quick-release that receives the male end of the nozzle adapter.

3-15

Figure 3-13 — Aircraft refueling adapter (nozzle receiver) with cap. Figure 3-14 — Gammon type sample fittings. Pressure Fueling Nozzle Single Point Refueling (SPR) nozzles are used to pressure-refuel aircraft. The nozzle outlet attaches solidly to the aircraft-refueling adapter. One man can properly secure the nozzle to the aircraft-refueling adapter (Figure 3-13). When the pressure nozzle is attached to the fueling hose, the operating lever is locked in the closed position and cannot be opened until the nozzle is attached to the aircraft fueling connection. Conversely, the nozzle cannot be disconnected until the operating lever is closed. Each pressure nozzle has a plugged sampling port to accept a sampling coupler and actuator assembly designed for obtaining fuel samples during fueling. The sample connection is a flush- type; dry break quick disconnect type, example Gammon fitting (Figure 3-14).The sampling assembly consists of a quick- disconnect coupler and the actuator used to draw samples. The actuator plugs into the coupler, which is threaded into the nozzle sampling port. If a coupler fails, pieces of the coupler may get into aircraft fuel lines. To prevent this, only sampling assemblies that have proven to be satisfactory shall be used. Non-swivel type nozzles utilize Gammon Technical Products (GTP) and couplers. Swivel-type nozzles utilize GTP-National Pipe Thread (NPT) couplers. The actuators are GTP. Fuel flow is controlled by the operating lever (Figure 3- 15), separate from the handles used for holding or locking the nozzle to the adapter. The SPR pressure-fueling nozzle is designed for high-capacity fueling operations, both to supply fuel under pressure to aircraft and also Landing Craft Air Cushions (LCACs) and to remove fuel by suction via the ship’s aviation fuel system on Landing Helicopter Assault, (LHA), Landing Platform/Helicopter, (LPH), Amphibious Transport Dock, (LPD), and Landing Helicopter Dock, (LHD) class ships. This kind of nozzle is the primary nozzle used for on-deck JP-5 fueling of aircraft. 3-16

Figure 3-15 — D-1 pressure-fueling nozzle. J C Carter and Whittaker are the manufacturers of the most widely used pressure fueling nozzles in the Fleet. The D-1 type nozzle (Figure 3-15) is the standard nozzle. Although physically similar to the D-1R nozzle (Figure 3-16), they differ internally, as the collar on the D-1R nozzle swivels independently of the body. On the D-1 nozzle, the body and collar is one unit. The D-1 pressure-fueling nozzle consists of four major components. They are the collar assembly, the nose seal assembly, the body, and the valve operating linkage. Collar Assembly The collar assembly holds the dust cover and the bumper. The dust cover is used to keep dust, dirt, and moisture out of the nozzle. The bumper is to provide additional protection to prevent accidental damage to the nozzle. The collar is attached to the body by 49 ball bearings. Nose Seal Assembly The nose seal assembly acts like a modified O-ring to seal the nozzle to the aircraft refueling connection and prevent leakage at the connection. It is made of aluminum and houses a fuel resistant O-ring. It also provides a housing for the poppet. Body The body houses the actuating linkage; indexing pins, collar lock pin, and the collar lock pin spring. It also has an opening to connect the sample connection and another opening to connect the operating lever. The bottom of the body is attached to the inlet elbow by 39 bearings. Leakage between the body and other attached parts of the nozzle is prevented by O-rings. Valve Operating Linkage The valve operating linkage connects the operating lever to the poppet. When the actuating lever is rotated up and forward, the linkage pushes out the poppet and opens the nozzle. When the operating lever is rotated backward and down, the linkage pulls the poppet back into the nose seal assembly and closes the nozzle. The poppet is made of DuPont’s Teflon®-coated cast aluminum. A shroud on the bottom of the poppet eliminates turbulence while fueling. The nozzle poppet pushes on the aircraft fueling adapter poppet when opening, thereby opening the aircraft-fueling adapter.

3-17

Figure 3-16 — D-1R nozzle with HEPCV. Figure 3-17 — MD-3 gravity fueling nozzle. Hose End Pressure Control Valve (HEPCV) A HEPCV has been introduced into the fleet to protect the aircraft when the 55-psi delivery pressure cannot be controlled otherwise. A flanged adapter QDC swivel fitting attaches the nozzle to the hose. The HEPCV attaches to or is an integral component in the D-1R nozzle. A D-1 nozzle with an HEPCV is designated as a D-1R nozzle (Figure 3-16). The hose end pressure control valve (HEPCV) is designed specifically to prevent excessive pressure in the aircraft fuel piping. The HEPCV is installed at the pressure nozzle inlet where it is close enough to the fast-closing aircraft valves to respond quickly to keep destructive pressure surges from developing. When pressure at the HEPCV inlet approaches the HEPCV pressure setting, an internal spring/piston arrangement reacts to reduce flow area in the HEPCV, thus limiting the outlet pressure from exceeding the set pressure. As excessive inlet pressure decreases, the spring returns the piston assembly toward the full-open position, automatically returning the HEPCV to the normal unregulated condition. Gravity Fueling Nozzle An overwing nozzle is referred to as “gravity” or an “open” port nozzle. The MD-3 gravity nozzle and the Ohio Pattern Works (OPW) company gravity nozzle are used for designated shipboard JP-5 auxiliary fueling of ship’s boats, support equipment; combat vehicles, and for refueling aircraft when other nozzles are not appropriate. The MD-3 gravity nozzle (Figure 3-17) is provided with a 1 1/2-inch by 2-inch bushing that screws into the nozzle’s inlet. Either a flexible or a rigid tube fitted with an adapter is screwed into the discharge end of the nozzle. A grounding wire on the nozzle fastens to a metal part of the aircraft or vehicle with a clamp or jack. A 60-mesh strainer installed in the nozzle provides a means of 3-18

Figure 3-18 — OPW gravity fueling nozzle. stopping any dirt or foreign matter from entering the aircraft fuel tanks. This strainer should never be left out of the nozzle if it is to be used for fueling aircraft. The OPW gravity nozzle (Figure 3-18) is configured to receive a 3/4-inch fuel hose and end adapters. The nozzle comes equipped with a 100-mesh strainer, a ground wire clip, and a dust cover; it is lightweight and durable. The nozzle also has a surge suppression design that prevents spillage. These nozzles are attached to fueling hoses with suitable adapters, depending on the type of hose and configuration for attachment to the nozzles. Both gravity-fueling nozzles are manually controlled. A nozzle adapter and quick- disconnect coupling can attach them to the end of a fuel hose. The nozzle outlets are inserted directly into the fuel tank. Both nozzles acts as valves for controlling the rate of fuel flow and it closes automatically when you release pressure on the handle. Squeezing the control lever upward against the body of the nozzle allows the fuel to flow. A dual valve in the nozzle allows a gradual opening or closing of the nozzle. The control lever presses against the end of the valve stem and lifts the upper valve disc, which is held against its seat by the compression spring. The control lever presses against the valve stem and lifts a small valve disk that is held against its seat by a compression spring. Opening the smaller valve prevents a sudden flow of fuel and is known as “cracking” the valve. Continued “cracking” of the valve or squeezing of the handle depresses the valve stem further, and eventually the flange on the stem meets the lower valve disc assembly. When this happens, full flow of fuel is obtained. When the control lever is released, the operation is reversed, and the lower valve closes first. The smaller valve closes after the large disc seats, and the nozzle is then completely closed. NEVER BLOCK the gravity-fueling nozzles in the OPEN position. Ratcheted handles that allow the operator to lock the handle in the OPEN position are prohibited. The nozzle must always be controlled manually, so that the flow of fuel may be instantly stopped when necessary. FLIGHT DECK SYSTEM FUELING AND DEFUELING EQUIPMENT Hose Reel Each hose reel assembly (Figure 3-19) stores 150 feet of 2 1/2-inch collapsible hose or 1 1/2-inch non-collapsible hose. Each hose reel assembly consists of a drum, a swing joint and an elbow assembly, a support frame, and a manual brake. The drum holds, reels, and unreels the hoses. The swing joint and elbow assembly permits rotation around the central axis of the drum, and houses a spider assembly for the continuity circuit. The support frame provides permanent mounting for each drum. The manual brake prevents the drum from rotating when not in use. 3-19

Figure 3-20 — Swing joint. The swing joint (Figure 3-20) is made of brass, to resist corrosion. The continuity wire enters the top of the flange on the fuel inlet side of the swing joint. It is connected to an amphonel stud that is insulated with brass to prevent grounding out. Both ends of the stud have very small O-rings that are held in place by flat washers. The washers are held in place by nuts that are threaded onto the amphonel stud.

Figure 3-19 — Hose reel assembly. 3-20

Figure 3-21 — Hose coupling. The amphonel stud is connected inside the swing joint to a spider assembly. The spiders inside the hose reel are connected from the swing joint by direct contact of spider to spider. A hard wire connects the other spiders inside the drum area. The spider assembly in the male end of the hose reel (where the hose attaches) connects directly with the spider assembly in the female end of the fuel hose. Each end of the fuel hose has a spider assembly installed.

Fuel Hose Aviation fuel hoses are designed to pressure-refuel aircraft quickly and safely. The following are the typ es and sizes the ABF will typically use afloat:  2 1/2-inch, 4-inch, 6-inch, and 7-inch diameter fuel hoses. Transfer and filling hoses are used to deliver JP-5 to the ship’s receiving connections from a barge or tanker. The transfer and filling hoses are fuel- resistan t, oil-proof, synthetic-rubber tube, and reinforced by alternating layers of fabric and rubber.  2 1/2-inch collapsible fuel hose used for refueling aircraft. This hose is used for JP-5 fueling of aircraft and, if necessary, for defueling. When emptied of fuel, the collapsed hose will flatten throughout its length. It can then be coiled flat on the aircraft fueling hose reel.  2 1/2-inch n on-collapsible fuel hose used for defueling aircraft. A non-collapsible hose available in 1 1/2-inch size is the preferred hose type for JP-5 defueling. This hose consists of fuel-resistant, oil-proof, synthetic-rubber inner and outer covers separated by alternating layers of impregnated cotton and synthetic rubber, and a helix coil of wire to prevent collapse.  1 1/2 -inch non-collapsible fuel hose used for defueling aircraft, boat fill, tractor fill, etc. This hose is a non-collapsible rubber hose available in 1 1/2-inch diameter. A 3/4-inch size is available for the auxiliary JP-5 system fueling stations and MOGAS applications.

NOTE The purpose of the O-ring is to prevent leakage of fuel around the amphonel stud. If you use a lock washer and double nut on the stud, you will lessen the chance that the nuts will back off because of vibration. NOTE Hoses on fueling stations that are used for defueling may also be used for fueling providing they are properly flushed. 3-21

Figure 3-22 — Fuel hose (exploded). All hoses come in standard 50-foot lengths or 100-foot bulk lengths. The 50-foot lengths come as a complete assembly. The 100-foot lengths are hose only and require installation of the couplings and continuity wire. One end of the hose has a male coupling and the other end has a swivel-type female coupling (Figure 3-21). An O-ring in the female coupling prevents leakage between couplings. Both couplings are machined to receive the nylon spiders that act as non-conducting supports for connecting the continuity wire. The continuity wire runs through the hose and is slightly longer than the hose, to allow for hose stretching (Figure 3-22). New hoses and hoses that were out of service for a long time must be hydrostatically tested and flushed before being placed in service. Use the following procedure:

1. Unpack hose and visually inspect for damage. 2. Hydro-test hose to 150 percent of working pressure. 3. After hydro test, extend hose to its full length, and elevate to drain water. 4. Install hose, place on hose reel with other new hoses or in-use hoses, and commence flushing 5. In accordance with Aviation Fuels Operational Sequencing System (AFOSS). Flush until samples meet maximum allowed contamination of 2 milligrams per liter (mg/l) and 10 parts per million (ppm) of water. NOTE New hoses, manufactured according to MIL-H-17902, must be flushed and tested prior to use. 3-22

6. Test the fuel with the Combined Contaminated Fuel Detector (CCFD) until limits have been acquired. The hose is now ready for use. Because of their environment, fuel hoses are subjected to severe wear and tear. They should be inspected before each use for superficial cuts, worn areas or bubbles in the hose, deep cuts that expose the wire reinforcement or inner layer wrapping, and leaky couplings. If any of the above is observed, notify the flight deck supervisor, flight deck control, and flight deck repair immediately. You can prolong the useful life of fuel hoses by not twisting or kinking a hose, not rolling a twisted or kinked hose up on its reel, and not allowing aircraft, tractors, or other rolling stock to run over the hoses. Avoid exposing the hose to excessive abrasion, especially when passing the hose over the edge of the flight deck. Avoid direct exposure to jet engine exhaust. Always restow hoses on designated hose reels at the completion of refueling operations. Improperly stowing hoses could cause internal or external damage.

If a hose is damaged near an end coupling but otherwise usable, you could possibly salvage it, by cutting the damaged area off. This is known as "cutting back" a hose. To cut back a fuel hose, do the following: 1. Disconnect and remove the spiders and continuity wire from the hose. 2. Remove the coupling from the damaged end. Use a spanner wrench to loosen spanner type couplings; use a pipe wrench for hex-type couplings. a. Unscrew the external taper sleeve from the coupling end and slide it down past the damaged area. b. Work the wire helix (spiral) down and off the coupling end. c. Remove the coupling end. d. Remove the wire helix. 3. Make sure the hose is squared up, and mark the hose for cutting, using the taper sleeve as a guide. After marking, remove the taper sleeve. 4. Cut fabric-reinforced hose with a sharp knife wetted with fresh water. Cut wire-reinforced hose with a new or sharp hacksaw with fine teeth. Insert a round wood plug into the hose to eliminate the danger of loosening the inner liner or damaging the wire reinforcement while cutting. 5. Paint the freshly cut hose end lip with a light coat of epoxy to provide a moisture barrier. 6. Slide the external taper sleeve back on the hose. 7. Slide the wire helix (spiral) on and position it about 6 inches down from the end of the hose. NOTE Hoses shall be inspected in accordance with Planned Maintenance System requirements to test the static wire continuity of a non-collapsible hose or the circuit of a collapsible hose. Lack of continuity in the non-collapsible hose indicates that the hose has stretched enough to break the static wire, making the hose unsuitable for use. 3-23

Figure 3-23 — Electrical continuity control for the CLA-VAL fueling station. 8. Insert the coupling end into the hose, ensuring the hose is bottomed at the lip of the coupling end. 9. Work the wire helix up and into position over the inserted part of the coupling end. Be careful not to over-expand the wire helix. 10. Slide the taper sleeve into position and screw it tightly to the coupling end. 11. Hydrostatically test the hose in accordance with PMS. 12. Cut the continuity wire 10 to 12 inches longer than the hose, to compensate for hose stretch. 13. Reinstall the continuity wire and spiders. Check for electrical contact between the contact buttons at the hose ends, using an ohmmeter. The maximum allowable reading is 40 ohms. 14. Upon reinstallation of the hose back on a station, flush the hose until an acceptable sample is obtained. Continuity Electrical continuity is a firm requirement for all aircraft refueling stations. Electrical continuity must be present and maintained to ensure personnel safety, equipment protection, and efficient fueling operations. With electrical continuity present, the nozzleman fueling the aircraft has immediate control of fuel flow. This is essential to prevent fuel spills and possible accidents during aircraft refueling. 3-24

Figure 3-24 — Defuel pump view of fuel flow and component operation. Electrical continuity is present when wires are provided and switches are set to allow an electrical current to flow away from the controller and back to it through a solid metallic path. Now, let's follow the continuity circuit (Figure 3-23). S tarting with the defuel pump, it applies power to the solid-state relay, but nothing happens because the circuit is broken. To establish the circuit, make sure your ground wire to the deck is grounded to metal and then hook it to the aircraft. Remove the dust cover and connect the nozzle. Flip the switch in the quick-disconnect housing to ON, which closes the circuit. The ground then goes back through the spiders in the quick-disconnect coupling to the wire in the hose. It goes back to the hose reel hub, to the swing joint, through the amphonel stud to the junction box, to the solid state relay (which is also grounded to the ship), from there back to the electric solenoid, which goes to the fuel position. If the continuity circuit is broken at any point, the solenoid will immediately de-energize, and the CLA- VAL will go into the defuel mode.

Defuel Pump The defuel pump used in CLA-VAL fueling stations is the Blackmere rotary-vane positive- displacement pump. It is described in detail in Chapter 2 of this manual. Flight and hangar deck station defuel pumps (Figure 3-24) are motor-driven, constant volume, vane- type pumps designed for pumping 100 gallons per minute (gpm), 15 psi output. A rotor with vanes offset in the bore provides the pumping action. As the rotor turns, the vanes move within slots in the rotor. The outer tips of the vanes ride against the surface of the bore. The vanes extend or retract during rotation of the rotor, forming or eliminating cavities between the vanes. The cavities are largest when the vanes extend farthest to reach the bore. Fuel is drawn into the cavities through the inlet port as the cavities increase in size and is discharged through the outlet port as they decrease in size. The fuel is pressurized by the decreased cavity size. Centrifugal force, internal fuel pressure, and internal pushrods provide the force necessary to keep the vanes against the bore at operating speed. A pressure relief valve on the pump prevents buildup of excessive pressure that might damage the pump or associated equipment. If actuated 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- metal contact is made. 3-25

Figure 3-25 — Wilden pump (M-8 air-operated pump). by high pressure, the valve vents outlet port high pressure back to the inlet port.

Portable Fuel Pumps The portable fuel pumps used by an ABF afloat are either motor-driven internal gear pumps or twin- diaphragm pumps mounted on a mobile cart. The diaphragm pumps are operated off the ship's low- pressure air system. Pump The Wilden M-8 (Figure 3-25) diaphragm air- operated, positive- displacement, self- priming pump is the most widely used pump in the application of the portable defuel c art. The pump is easy to operate (Figure 3-26), inexpensive, and relatively simple to maintain. The Wilden M-8 pump consists of seven major components. They are the pressure relief valve, shaft bushing assembly, shaft, exhaust channel, sliding check assembly, piston ring, and NOTE 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 nozzleman 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 nozzleman is unable to do this, the station operator should turn the defuel pump off (this will also break the continuity circuit) and close the station riser valve. 3-26

Figure 3-26 — Wilden pump (M-8 fluid flow diagram). annular grove. The pump can be used for moving any type of liquid. The pump, because of its simplicity in design, operation, and maintenance, is ideal and suitable for shipboard portable applications. Figure 3-27 contains the basic recommended engineering configuration for using the Wilden M-8 pump as a pumping source. Consult the operator manual for detailed information on the operation and maintenance of the M-8 Wilden pump. Hoses Three kinds of hose are used with the defueling unit: an air hose, which has a 1/2- or 3/4-inch inside diameter; and two defueling hoses, which have 1 1/2 or 2 1/2- inch inside diameters. One of the defueling hose s is used as a suction hose. It should be only as long as necessary to reach from the aircraft to the defueling unit. The longer the hose, the less effective the defueling unit. The other defueling hose is used for the defueling unit discharge hose. The length of this hose has little effect on the defueling unit operation as long as it does not kink. The defueling suction hose is connected to the aircraft in several different ways. For jet aircraft having single-point fueling/defueling capability, the hose is connected to the aircraft through a pressure-fueling nozzle. For aircraft drop tanks, the hose without a fitting is inserted into the tank fill opening or pushed up over a drain fitting on the bottom of the tank. The defueling suction hose is inserted into the tank through the tank fill opening. Total defueling is done through the aircraft pressure-fueling ada pter. The discharge hose from the defueling unit is connected to the fill connection through a special fitting. The portable defuel cart (Figure 3-28) is practically the same as the plane-to-plane fuel transfer cart (Figure 3- 29); the only difference is the requirement for fuel filters between the two hose reels on the plane-to-plane fuel transfer cart. 3-27

Figure 3-27 — Engineering configuration layout sample of a Wilden M-8 pump.

Figure 3-28 — Portable defuel cart. 3-28

Figure 3-29 — Aircraft to aircraft fuel transfer cart. Aircraft to Aircraft Fuel Transfer Cart As stated previously, the defuel cart and plane-to-p lane fuel transfer cart are similar in design and op eration. For ships that use this equipment, always confer with the Flight Deck Repair Shop on the use and maintenance of both carts. The primary method of increasing the flashpoint of fuel above 120 °F in an aircraft that has landed or aerial refueled with fuel other than JP-5 is to refuel the aircraft with JP-5. If this is impractical or undesirable, the preferred method of removing the fuel is to use the plane-to-plane fuel transfer cart (Figure 3-29). This cart comprises two hose reel assemblies with a pressure fueling nozzle, an air- operated centrifugal pump, two Velcon Aquacon filter units, and a deadman control (whenever possible). Fuel transfers between one aircraft and another will not be accomplished without using a suitable fuel-filtering unit. Aquacon Filters Velcon Aquacon filter cartridges have a unique high capacity inner filter media, which removes all free and emulsified water from hydrocarbon fuels down to less than 10 ppm in the effluent. Absorbed water is chemically locked into this media and cannot be squeeze out. When a cartridge reaches its water-holding capacity, its accordion pleats swell shut and block the flow. This “positive shutoff” prevents any water-laden fuel from passing downstream through saturated cartridges. This causes an increase in the differential pressure, which signals the operator to change the cartridge. 3-29

The cartridge’s two particulate filter media layers remove solid contaminants. The pleated accordion- style design provides a large surface area for maximum dirt holding capacity. Models are offered for particulate filtration down to either 5 or 1-micrometer size with 98% plus efficiency. Performance is not affected by the presence of surface-active agents. The cart belongs to the V-4 division. All requests for plane-to-plane fuel transfers shall be made from the squadron level to the Aircraft Handling Officer (ACHO) via the Aviation Fuels Officer. SHIPBOARD AIRCRAFT REFUELING PROCEDURES The actual fueling or defueling operation is the end result of several actions. Unlike below-deck operations, flight-deck operations are rarely routine. Hand Refueling Signals In the upcoming pages, we will discuss operations. All successful operations depend on how well you can 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 3-30 for an easy-to-follow diagram of refueling signals. It is very important that you, the ABF, know the correct hand signals for refueling. 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 communicated with hand signals. Aircraft Refueling The Aviation Fuels Flight Deck Control Talker makes fueling assignments on the flight and hangar deck. The Control Talker works closely with the ACHO and Carrier Air Group (CAG) Maintenance Chief to ensure aircraft and support equipment is 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 conjunction with the aircraft refueling operation. Figure 3-31 is a diagram of how fuel flows from the JP-5 pump room through specific below decks equipment and how fuel is eventually received at the flight deck or hangar deck refueling station. The procedures presented here are the typical ones used aboard ship. Specific shipboard operating procedures, including below-deck activities as well as aircraft refueling, are contained in the AFOSS. As in all fueling evolutions, use the specific procedures published in your ship's AFOSS. Skill, experience, and good judgment are the keys to running a successful flight deck. Aircraft Pressure Refueling With Engines Off (Cold Refueling) All operations involving the JP-5 system shall be conducted by qualified operators per the AVFUELS (Afloat) Personnel Qualification Standards. Trainees may operate the system, but only under the direct supervision of a qualified operator. All operations of the Aviation Fuel (AVFUEL) system shall be done in strict accordance with Operational Sequencing System (OSS) or local procedures. A fueling crew consists of a qualified crew leader with established communications, a minimum of one qualified crewman per hose in use, and a plane captain/aircrew. A PQS-qualified fuels flight deck supervisor shall be available “on deck” to coordinate fueling operations and to act as Safety Petty Officer. 3-30

Figure 3-30 — Refueling hand signals. Aircraft refueling tasks are to be performed in the following sequence: 1. Secure all electronic and electrical switches on the aircraft not required for fueling. Once a fueling evolution has commenced, the aircraft's electrical power status and connections are NOT to be changed until the evolution is completed. This means the following: a. NO aircraft engines or auxiliary power units will be started or stopped. b. External power will NOT be connected, disconnected, or switched ON or OFF. 3-31

Figure 3-31 — Shipboard aircraft fueling system flow diagram. c. Changing the aircraft's electrical power status can create significant ignition sources. 2. Verify that manned fire-fighting equipment is in the area, specifically, that Crash and Salvage personnel man the flight deck P-25 when aircraft are aboard and satisfy this requirement for fueling on the flight deck. On the hangar deck, if no roving fire-fighting equipment is manned, the fuel crew must have a portable fire extinguisher manned nearby. 3. Take a sample if needed for quality surveillance checks. The hose (not the entire station) is conside red ready for use if an acceptable fuel sample was taken under normal flow conditions within the preceding 24 hours. If this has not occurred, the hose MUST be flushed through the flushing connection into the selected contamination tank, and a sample taken and tested for contamination prior to refueling the first aircraft. Fueling must NOT begin until acceptable sample results are obtained. The maximum allowable limits for sediment and water contamination are 2mg/l for sediment, and 10 ppm for free water. 4. Check for "hot brake" condition (plane captain). 3-32

5. Ensure that the aircraft meets “initial” tie-down requirement. Aircraft tie-downs will not be removed or altered during the aircraft refueling evolution. 6. Attach the grounding wire from the deck to the aircraft. Grounding connections must be made to b are metal.

7. Position the fuel hose. 8. Remove the refueling adapter cap from the aircraft, then the dust cover from the pressure nozzle. Inspect the face of the nozzle and make sure it is clean. Inspect the index pin area for excessive wear. Verify that the flow control handle is in the fully closed and locked position. 9. Visually inspect the aircraft's adapter (receptacle) for any damage or significant wear. If there is any doubt about the integrity of the adapter, notify the squadron representative.

10. Confirm the switch on the nozzle QDC is in the OFF position. 11. Lift the nozzle by the handles, align the lugs on the nozzle with the slots on the aircraft adapter, and connect the nozzle to the aircraft by pressing it firmly onto the adapter and rotating it clockwise to a positive stop.

12. Upon receiving signals from the nozzle operator that hook-up is complete and from the plane captain that he/she is ready to begin the fueling operation, the station operator opens the defueling pump discharge valve, the CLA-VAL cutout valve, and the hose reel cutout valve. After checking the gauge for the station supply riser to ensure fuel pressure is available, the station operator starts the defuel pump. The station operator must remain in position at the station controls throughout the fueling operation. 13. Place the quick-disconnect switch in the ON (fuel) position. This energizes the SOPV for the CLA-VAL and places it in the fueling position. WARNING

Only connect grounding connectors/cables to approved grounding receptacle locations. Do not secure/attach to external doors, latches or hinges. NOTE Refueling will not be performed unless qualified squadron personnel are present.

CAUTION 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. NOTE The nozzle must seat firmly on the adapter and not be cocked. 3-33

14. When the hose is fully charged, 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. 15. Once fuel flow has been established, squadron personnel will exercise the aircraft's pre-check system.

16. Fuel the aircraft as directed by the flight plan. The plane captain will monitor aircraft vents, tank pressure gauge(s), and/or warning lights as necessary. The plane captain is also responsible for ensuring that the aircraft is fueled to the correct fuel load. 17. When directed by the plane captain, rotate the nozzle flow control handle to the OFF and fully locked position. 18. Place the quick-disconnect switch in the OFF position. This de-energizes the SOPV and places the CLA-VAL in the defueling position. 19. W hen the hose is evacuated, disconnect the nozzle from the aircraft adapter, replace the adapter cap, and remove the ground wire from the aircraft and then the deck. 20. Move to next aircraft to be fueled. After all aircraft have been fueled, secure the refueling station. 21. Restow the hose.

CAUTION The flow control handle of the pressure nozzle must be in either of two locked positions. The handle is NOT to be used as a flag to indicate fuel flow. Excessive wear to the aircraft adapter and the fuel nozzle poppet will result if the handle is allowed to “float” in the unlocked position. NOTE The pre-check system simulates the completion of refueling by closing all the tank shutoff valves within the aircraft. All fuel flow into the aircraft should stop within a few seconds to 1 minute of actuating the pre-check system.

The primary means of detecting successful pre-check is by observing the flow indicator on the aircraft. If the aircraft is not configured with the indicator, an alternate method is to observe the jerk and stiffening of the refueling hose and/or the pressure spike that occurs at the refueling station.

If an aircraft fails pre-check, it can be cold refueled only if procedures are called out in that specific aircraft's NATOPS (Naval Air Training and Operating Procedures Standardization). 3-34

Aircraft Pressure Refueling With Engines Operating (Hot Refueling) Hot refueling procedures are the same as the cold refueling procedures listed above except for the following additions and precautions: 1. The aircraft pilot will select fuel loading, ensure that the cockpit switches are in the proper positions, and maintain ultra-high frequency (UHF) radio contact with Primary Flight Control (the Air Boss). 2. The aircraft pilot will secure all electronic and electrical equipment not required for refueling. 3. The aircraft pilot will place all armament switches in the SAFE position. 4. The aircraft canopy and helicopter side doors close to the refueling adapter will remain closed, unless they are aircraft specifically noted in Aircraft Refueling NATOPS. The following information applies specifically to the LHA, LPH, LPD, and LHD class ships which services the AV-8B (Harrier) aircraft. Extreme care must be taken when refueling this particular aircraft. 5. Be extra cautious around intakes and exhausts. Assume both engines on a dual-engine aircraft are operating. Although most aircraft can and do shut down the engine on the side where the refueling adapter is located, some aircraft currently do not (e.g., F-18, EA-6B). 6. Pilot- in-command changes are not permitted during refueling operations. 7. Obtain samples from each aircraft fueling nozzles after flushing and prior to commencing aircraft operation in accordance with PMS/AFOSS directives. During flight operations, obtain samples periodically from random nozzles in use.

NOTE Samples drawn during static (no flow) conditions are not representative of the full fuel flow and may give false high contaminant results.

Hot refueling is performed with the D-1type pressure nozzle only. 3-35

Overwing Refueling Overwing (gravity) refueling can be performed only with the engines OFF. Fueling with an overwing nozzle requires skill and patience because of the increased chance for a spill. ALWAYS use extreme caution when fueling this way and NEVER block the overwing nozzle in the open position. Overwing refueling procedures are the same as cold refueling procedures, except for the following additions: 1. Confirm that the switch on the nozzle QDC is in the OFF position ( on ships equipped with nozzle QDC only). 2. Ground the overwing nozzle to the aircraft as shown in Figure 3-32 and then remove the filler cap from the aircraft. WARNING

Servicing the AV-8B’s water injection system/tank is NOT authorized in the refueling area.

Aircraft shall not be hot refueled if it fails pre-check. Failure of the pre-check indicates a malfunction in the aircraft’s fuel system, which can result in a fuel spill and fire.

Aircraft canopy and helicopter side doors/windows (if installed) shall remain closed during the entire refueling evolution. Aircraft refueling operations shall be secured if canopy is opened.

Exceptions:

Rear cargo doors/windows and/or doors/windows on opposite side of aircraft from the refueling adapter may be open, provided the refueling hose is positioned so that i t is unlikely fuel sprays from nozzle/adapter malfunction or hose rupture will enter aircraft passenger/cargo/cockpit compartment (s).

The AV-8B aircraft may be hot refueled with the canopy open at the pilot’s discretion when high temperatures and humidity dictate, since the aircraft’s environmental control system does not operate with weight on wheels.

The engine with the propeller or intake nearest the aircraft- fueling receptacle shall be secured. Deviations are permitted only when specific aircraft NATOPS states to leave both engines running. 3-36

Figure 3-32 — Grounding an overwing nozzle.

3. Insert the overwing nozzle into the aircraft’s refueling port and maintain metal-to-metal contact between the overwing nozzle and the aircraft’s refueling port throughout the entire fueling operation. 4. Upon receiving signals from the nozzle operator that the plane captain is ready to begin the fueling operation, the station operator opens the appropriate valve. The station operator must remain in position at the controls throughout the entire fueling operation. 5. Place QDC switch in the ON (fuel) position (applies only to ships equipped with nozzle QDC). Refueling Aircraft With Auxiliary Power Unit (APU) Running The aircraft APU may be used to supply electrical power for pressure refueling on military aircraft so equipped. Refueling with the APU running is not conducted in the hangar deck. Although this operation is not considered "hot refueling," the following precautions must be observed, in addition to the normal refueling procedures: 1. One person will be at the APU controls in the cockpit.

WARNING

Always ground the nozzle to the aircraft before the filler cap is removed. This connection shall remain in place until the entire fueling operation is complete. Failure to ground can result in a dangerous static spark inside the fuel tank. NOTE Personnel in the vicinity of the aircraft shall wear full flight deck gear. 3-37

2. Hand signals/signal wands must be established between cockpit and personnel performing refueling to ensure immediate shutdown in an emergency. Aircraft Defueling Defueling is one of the most technically demanding and potentially dangerous operations performed by fuels personnel. Most aircraft defueling equipment can defuel an aircraft faster than the aircraft can release it. The pump's discharge is throttled down to balance its inlet (fuel from the aircraft) to prevent pump cavitation and/or the loss of suction, which would necessitate reflooding of the pump. Once the proper balance is achieved, it is maintained by manipulation of the valve on the downstream side of the pump throughout the defueling operation.

On CVN and amphibious assault aviation ships, defuelings normally have lower priority than refuelings. Unless otherwise directed and if they are not of an emergency nature, defuels will be by written request approved by the ACHO. A defuel request for an aircraft leaking fuel is considered an emergency and handled promptly. The following rules apply to every defueling operation: The CVW Maintenance Chief shall request aircraft defueling by completing and submitting an Aircraft Defueling Certificate (Figure 3-33) to the ACHO.

During defueling operations, no other maintenance directly required to aid the defueling operation is to be performed. All fuel removed from turbine engine aircraft is assumed to be low-flashpoint fuel. Defueled turbine fuel will NOT be returned to the ship's JP-5 system without first confirming the flash point of the fuel to be 140 °F or higher. Prior to any defuel, fuel will be tested for particulates, free water, and flash point. Ultimate disposition will depend on the results of subsequent laboratory tests. If during the defuel operation the pump starts to lose prime or cavitate, the operation will be discontinued until the problem is resolved. A special log of each defueling operation will be maintained. The following minimum information is contained in the log:  All abnormal happenings.  Aircraft Buno number.  Station/portable defuel.  Visual/flashpoint. WARNING

Fuel with a flash point below 140 °F SHALL NOT be defueled into the ship's JP-5 system. These systems are not designed to handle fuel with a lower flash point. The risk of explosion and/or fire will significantly increase if fuel with a low flash point is placed in these systems. NOTE Fuel containing leak detection dye cannot be returned to a ship’s system. 3-38

Figure 3-33 — Aircraft Defueling Certificate.

3-39

 Scheduled amount to be removed and amount that was actually removed.  Disposition of product.  Time/date when defuel operation was started and completed.  Name of defuel operator and squadron personnel present during the defuel operation. Defueling crews must wear proper safety clothing and goggles. Plane captains will be at their aircraft, and aircraft engines stopped. All electronic and electrical switches not required for defueling must be secured. A fire-fighting unit must be stationed upwind of the aircraft to be defueled. Defueling With the SPR Pressure Nozzle Perform the defuel operation as follows: 1. Verify that the aircraft has been grounded. If not, connect the ground wire to the deck and then to the aircraft.

2. Unreel the hard hose and lead to the aircraft to be defueled. 3. Ensure the quick disconnect continuity switch is in the OFF (defuel) position. 4. Remove the pressure nozzle receptacle cap from the aircraft. 5. Remove the dust cover from the pressure nozzle. 6. Lift the nozzle by the lifting handles; align the lugs on the nozzle with the slots on the aircraft adapter; and hook up the nozzle to the aircraft by pressing it firmly onto the adapter and rotating it clockwise to a positive stop.

7. Open the station defuel valve. 8. Rotate the nozzle flow control handle to the full open position. The handle must rotate 180 degrees to ensure the poppet valve is fully open and locked by toggle action. 9. Start the defuel pump. 10. Defuel the aircraft as directed. 11. When defueling is complete, shut the nozzle valve by rotating the nozzle flow control handle 180 degrees to shut and locked position. 12. Stop the defuel pump and shut the defuel valve. 13. Disconnect the nozzle from the aircraft. 14. Replace the nozzle receptacle (adapter) cap on aircraft. 15. Replace the dust cover on the pressure nozzle. NOTE Ground connections must be made to bare metal. WARNING

The nozzle must seat firmly on the adapter and not be cocked. 3-40

16. Remove the ground wire from the aircraft, then the metal deck. 17. Restow the hose. Defueling With an Overwing Nozzle Defueling procedures using the overwing nozzle are the same as the defueling procedures for the pressure nozzle, with the following additions:

1. Unreel the hard hose and lead to aircraft to be defueled. 2. Ensure the QDC (for nozzles so equipped) is in the OFF (defuel) position. 3. Grou nd the overwing nozzle to the aircraft (Figure 3-32) and then remove the filler cap from the aircraft. 4. Remove cap from the drop tank or other similar vessel. 5. Open station defuel valve. 6. Start defuel pump. 7. Defuel drop tank or other similar vessel as directed. 8. Stop defuel pump and shut defuel valve. 9. Disconnect nozzle from drop tank or other similar vessel. 10. Replace cap on drop tank or other similar vessel. 11. Disconnect nozzle ground wire. Handling of Aircraft Containing Fuel Other Than JP-5 Aircraft that have been either land- or aerial-refueled by United States Air Force (USAF), United Sta tes commercial airport, or other equipment/facilities must be assumed to contain fuel other than JP-5 in their tanks. The following precautions apply: NOTE If an overwing nozzle is to be used to defuel a drop tank or other similar vessel, the nozzle must first be outfitted with a short length of hose. The bottom of this hose must have notches so suction is not impeded. WARNING

Always ground the nozzle to the aircraft before the fill cap is removed. This connection shall remain in place until the entire defueling operation is complete. Failure to ground the nozzle and/or maintain contact can result in a dangerous static spark inside the fuel tank. 3-41

1. Aircraft recovered aboard the ship with mixed fuels shall notify the first available ship's controlling authority (strike, marshal, Pri-Fly) prior to recovery. 2. On deck, the aircraft will be marked with a large X across the port and starboard side of the nose. The X will be of ordnance-type tape and will remain on the aircraft until it has been certified that the flash point is 140 °F or above. Aircraft will be refueled with JP-5 as soon as possible. 3. Every effort should be made not to park aircraft with low-flashpoint fuels on hot catapult tracks. Catapult slot seals will be installed before any refueling evolutions commence (CVN only). 4. Prior to any defuel operation; the aviation fuels officer will ensure the fuel being removed is of satisfactory flash point for shipboard storage. Hangaring of Aircraft Containing Fuel Other Than JP-5 If, for any reason, an aircraft containing fuel with a suspected 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 of any sample is found to be below 140 °F; but, all samples test above 120 °F, the aircraft can be lowered to the hangar deck with the following 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 Mobile Firefighting and Rescue Vehicle (MFRV) /Twin Agent Unit (TAU) will be positioned at a location that will provide coverage of the affected aircraft. 3. The conflagration station (CONFLAG) that is 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. Using a Plane-To-Plane Fuel Transfer Cart to Transfer Low Flashpoint Fuels between Aircraft

CAUTION Fuel with a flash point below140 °F must NOT be defueled into the ship's system. Shipboard aviation fuel systems are not designed to handle fuel with a lower flash point. The risk of explosion and/or fire will significantly increase if fuel with a low flash point is placed in these systems. WARNING

Hot refueling of aircraft using the plane-to-plane fuel transfer cart is not authorized. Engines of aircraft involved in fuel transfer shall not be started while hoses are connected to aircraft. 3-42

Figure 3-34 — Plane-to-Plane Mixed Fuel Transferring Certificate.

3-43

1. Submit approved fuel transfer request to the ACHO and Aviation Fuels Officer, using the Plane-to-Plane Mixed Fuel Transferring Certificate shown in Figure 3-34.

2. Conduct fuel flashpoint test on issuing aircraft, and record results. 3. Verify that all maintenance requirements for transfer cart and components are current. Inspect low-pressure air manifold lubricator for proper oil level. 4. Securely connect low-pressure air hoses and fittings between air supply outlet and transfer cart inlet manifold. 5. Position transfer cart between aircraft. 6. Secure and ground cart to deck. 7. Ensure the P-25 mobile fire-fighting unit is present. 8. Inspect and verify area is free of open flames or spark-producing devices. 9. Ensure transfer detail and plane captains are present. 10. Inspect nozzles and quick-disconnect couplings for secure fit prior to attaching to aircraft. 11. Unreel and inspect entire length of suction and discharge hoses. Verify hose integrity. 12. Visually inspect aircraft adapters for any damage or significant wear. Attach nozzles and grounding wires to each aircraft.

13. Inspect nozzle and aircraft receptacles for leakage. 14. Open air-supply outlet valve. 15. Open transfer cart air manifold valve. 16. Verify air pressure is sufficient. (Adjust air pressure via regulator to 80 psi; not to exceed 100 psi.) 17. When both nozzle operator and plane captain are ready, open nozzle flow control handles to the FULL OPEN position. Handles shall rotate 180 degrees to ensure that the poppet valve is fully open and locked. 18. Commence transfer operation, deadman operator activates the deadman. NOTE Ensure issuing and receiving aircraft are positioned close to each other. Ensure aircraft are securely chocked and tied down. Ensure all aircraft electrical and electronic switches not required for the transfer operation are turned off. Ensure aircraft low point drains have been drained of water and solids prior to commencing transfer operations. WARNING

Ensure the nozzle is seated firmly on the aircraft adapter and is not cocked. 3-44

19. When directed by the plane captain, (deadman operator will release the deadman, if applicable) stop the transfer operation. 20. When the transfer operation is completed, rotate the nozzle’s flow control handle into the OFF and fully locked position. 21. Remove nozzle from aircraft, stow hose, disconnect cart from air supply, and stow cart in designated location. Checking and Recording Fuel Loads On the flight deck, the Refueling Crewman will gather beginning and ending fuel loads for each aircraft to be fueled and passes this information onto the Refueling Crew leader. The information is passed to the V-4 Control Talker via sound-powered phone. The figures that are received are logged 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 (the weight of a gallon of JP-5). 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 1,015 gallons of fuel. At the end of a preset time (monthly), the squadrons will get a bill for the number of gallons of fuel received. Safety Precautions Before fueling or defueling is started, the Officer of the Deck (OOD) should be notified when permission is received to commence and the smoking lamp put out. At the end of the operation, 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 condition 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 carried out and that the operation 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 representative of the aircraft crew that no electrical equipment in the aircraft is energized or being work on unless, it’s needed in the fueling or defueling operation and in the quantity gauging system check. In addition, NO electrical apparatus supplied by outside power (electrical cords, droplights, or floodlights) is permitted in or near the aircraft. In night refueling or defueling operations, only approved flashlights are used. The aviation fuels crew, under the direction of the fuels officer, handles the fueling or defueling of aircraft. Only members of the aviation fuels crew do fueling or defueling of aircraft. All personnel directly involved in fueling or defueling evolutions must wear the proper safety gear, even when the ship is not at flight quarters. Personal protective equipment includes cranial, goggles, gloves, jersey, and life vest and must be worn during fueling/defueling operations. No aircraft will be fueled while on jacks. Simultaneous fueling and loading/downloading of weapons is authorized only as specified in CVN and Aircraft Refueling NATOPS Manuals. 3-45

JP-5 becomes highly flammable if sprayed (such as by a ruptured hose or gasket) or wicked (such as in 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.

3-46

End of Chapter 3 JP-5 Flight Deck Fuel Systems Review Questions 3-1. The main valve is actually two single-seated globe valves built into a common body. What separate and distinct functions are performed by each valve?

A. Def ueling and refueling B. Fueling and defueling C. Refueling and defueling D. Top and bottom

3-2. The CLA-VAL functions as a pressure-reducing valve to maintain a constant discharge pressure not to exceed what psi?

A. 45 B. 50 C. 55 D. 60

3-3. The change from the fuel to defuel mode is accomplished by what?

A. Atmospheric pressure, spring tension on the pressure reducing valve, the solenoid- operated pilot valve (SOPV), or by excessive delivery pressure. B. Energizing, de-energizing the solenoid-operated pilot valve (SOPV), or by excessive delivery pressure. C. Fuel pressure, spring tension solenoid-operated pilot valve (SOPV), or by excessive delivery pressure. D. Relief pressure, delivery pressure solenoid-operated pilot valve (SOPV), or by excessive delivery pressure.

3-4. What is the effective range of spring tension that the pressure relief control valves can be adjusted to?

A. 0-15 psi B. 10-50 psi C. 20-70 psi D. 25 psi

3-5. What is the size of the mesh monel screen covering the orifice plug in the ejector strainer?

A. 20 B. 45 C. 55 D. 60

3-47

3-6. What is the required housing criterion for the SOPV, in order for it to be used in hazardous locations?

A. Aluminum oxide case B. Case harden steel cover C. Explosion proof case D. Hydrocarbon resistant case

3-7. Where is the flow control valve (needle valve) situated on the CLA-VAL unit?

A. Between the ejector-strainer and fuel valve cover chamber B. Between the main body defuel valve and the defuel pressure relief valve C. Between the SOPV and hytrol valve D. On top of the inlet to the CLA-VAL

3-8. What valve of the CLA-VAL controls the speed at which a fuel hose charges when refueling aircraft?

A. Ejector strainer B. Flow control valve C. Hytrol valve D. SOPV

3-9. The manual operation of the SOPV is done by pushing upward on the knob at the lower end of the control and turning it how far and in what direction to lock it?

A. ¼ turn in a clockwise direction B. ¼ turn in counter clockwise direction C. ½ turn in clockwise direction D. Full turn in a clockwise direction

3-10. How is the nozzle strainer to a D-1 (SPR) nozzle held in place in the nozzle adapter?

A. By snap ring that fits into the recessed groove of the adapter B. By gravity C. By a screw and nut D. W ith a tongue and groove fit

3-11. What is used to provide a means of attaching the fuel nozzle to the hose?

A. 2 ½ to 2 inch threaded female reducer B. Quick disconnect coupling C. Shock absorbent retaining coupling D. Teflon tape and retaining ring

3-48

3-12. What is provided on the nozzle body to allow for obtaining fuel samples?

A. Sampling port B. Sight glass gauge C. Spring loaded closed opening D. Welded brass fitting

3-13. What is used to insulate the swing joint amphonel stud that also prevents it from completely grounding out?

A. Graphite B. Brass C. Plastic insulation D. Teflon tape

3-14. What component of the fuel/defuel valve places it in the defuel mode if continuity is interrupted?

A. Defuel pressure relief valve B. Ejector strainer C. Pressure reducing valve D. SOPV

3-15. What is the preferred type of JP-5 defueling hose afloat?

A. 1.0 inch diameter non-collapsible B. 1.5 inch diameter non-collapsible C. 2.0 inch diameter collapsible D. 2.5 inch diameter non-collapsible

3-16. What has to be done to new hoses prior to placing them in service?

A. Hydrostatic test , flush and sample them B. Pickle them C. Record manufacturer and batch number D. Unroll them and flatten

3-17. When performing cut back maintenance to a fuel hose, how long should the continuity wire be to compensate for hose stretch?

A. 10 - 12 inches longer B. 10 - 24 inches longer C. 18 – 36 inches longer D. 24 - 48 inches longer

3-49

3-18. What is the rated capacity of the defuel pump and at what psi?

A. 15 gpm at 100 psi B. 100 gpm at 15 psi C. 100 gpm at 70 psi D. 150 gpm at 55 psi

3-19. What kinds of portable pumps are used on most defuel carts and plane- to- plane fuel transfer carts, and what type of system is used to power these pumps?

A. Alfa-Laval centrifugal pump B. Blackmere rotary vane pump C. Scott pneumatic pump D. Wilden Mk VIII diaphragm air-operated pump

3-20. Whose responsibility is it to make fueling assignments using information from the ACHO and the CAG Maintenance Chief?

A. Flight Deck Petty Officer B. Flight Deck CPO C. V- 4 Flight Deck Control Talker D. V- 4 Division Officer

3-21. If an aircraft fails pre-check, when can it be cold refueled (engines off)?

A. Never B. Only if procedures are called out in that specific aircraft's NATOPS C. Upon approval from the Air Boss D. Upon approval from the pilot

3-22. Which three individual signatures must be on the Aircraft Defueling Certificate prior to any aircraft defueling operation?

A. Air Boss, ACHO, Fire Marshall, V-4 Flight Deck CPO B. Flight Deck Control Talker, ACHO, Fly One Petty Officer C. Squadron Commanding Officer, Carrier Aircraft Group Maintenance Officer, V- 4 Division Officer D. Squadron maintenance rep, Aircraft Handling Officer, V-4 Maintenance Officer

3-23. When, if ever, can an aircraft be “hot refueled” with the canopy open?

A. Only if they are aircraft specifically noted IAW Aircraft Refueling NATOPS B. Only under humid weather conditions C. When authorized by the CAGMO D. When the canopy will not close

3-50

3-24. What is the minimum allowable temperature required on all fuel samples obtained from an aircraft suspected of low flash point, prior to lowering that aircraft to the hangar bay?

A. 100 °F B. 120 °F C. 130 °F D. 140 °F

3-25. An “X” placed on both sides of the aircraft’s nose with ordnance tape signifies aircraft that are suspected to contain what?

A. Foreign nation fuel B. JP-5 C. Low flash point fuel D. NATO fuel

3-51

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3-52

CHAPTER 4 SHIPBOARD AVIATION LUBE OIL AND PORTABLE MOGAS EQUIPMENT

The Aviation Fuels Division (V-4) maintains the catapult cylinder lubricating system on board aircraft carriers. The MOGAS, (Motor Gasoline), storage locker and drum jettison system is also maintained and operated by the ABF. LEARNING OBJECTIVES When you have completed this chapter, you will be able to do the following: 1. Describe the afloat aviation lube oil system. 2. Identify lube oil system operating procedures. 3. Identify the equipment that makes up the portable MOGAS system. 4. Explain the correct operating procedures for each type of operation. 5. Describe potential hazards inherent in MOGAS systems. 6. Identify the risks, preventive measures, and first aid procedures in these environments. CATAPULT LUBRICATING OIL SYSTEM The aviation lube oil system (Figure 4-1) is a separate, independent system. Although the aviation lube oil systems vary from ship to ship, an ABF qualified in one system can qualify quickly in the operation and maintenance of other aviation lube oil systems. Aviation lube oil systems are used solely to supply lubricating oil to the ship's catapults. Aviation Lube Oil System Components The system is composed of a storage tank, one (or two) pump(s), valves, and piping. The piping is arranged to supply two (or four, depending on which ship you are on) ready service tanks, located in the catapult spaces. Each pump takes suction from the aviation lube oil storage tank and discharges through a riser going to the ready service tanks. It is a simple system that is easy to operate and maintain. 4-1

Figure 4-1—Aviation lube oil system.

4-2

Figure 4-2 — Positive displacement lube oil pump. Lube Oil Pump The most commonly used pump to deliver aviation lube oil to the ship’s catapult system is the Blackmer rotary vane lube oil pump, (Figure 4-2), used on Carrier, Fixed Wing Aircraft, Nuclear (CVN) class ships. 4-3

Figure 4-3 —Rotary vane pump (cutaway). Blackmer Rotary Vane Lube Oil Pump You can refer to Chapter 2 for general information on the Blackmer rotary vane pump components, operation, and maintenance. However, the aviation Blackmer rotary vane lube oil pump has some obvious and distinct differences; they are as follows: 1. Pump operating capacity —20 gallons per minute (gpm). 2. Pump operating pressure —70 pressure per square inch (psi). 3. Pump pressure relief setting —80 psi. 4. Lift capability —10 in. measurement of chemical element mercury, vacuum (Hydrargyrum, Hg).

See Figure 4-3; the major differences in pump components for lube oil application are: 1. The aviation lube oil rotary vane pump has four vanes (vice the six required on JP-application). 2. The aviation lube oil rotary vane pump has two pushrods (vice the three required on JP- 5 application). 3. The aviation lube oil rotary vane pump is fitted with the rex-chain type coupling (refer to Chapter 2 for details). 4-4

Figure 4-4 — Duplex strainer assembly. Storage Tank The aviation lube oil storage tank (Figure 4-1) functions are the same regardless of storage capacity. Some differences exist as to capacity, tank gaging equipment and how overflow from the storage tank is handled. The aviation lube oil storage tank is located inside a Main Machinery Room (MMR) space on CVN class ships. The following information is applicable to all CVNs. Characteristics of the aviation lube oil storage tank are:  Capacity — 6,000 gallons.  Tank overflow line — discharges into the oily waste system.  Man-hole cover — located on top of the tank inside the main space.  Tank gauging equipment: o Sounding tube cap. This part is permanently attached to the manhole cover; however, there is no tube inside the tank. Extreme care must be taken when sounding the tank; the “bob” from the sounding tape could easily penetrate the tank. o Tank level indicator. A Barton’s gauge is installed to indicate the capacity of the tank in gallons.  Steam valve —installed on the side of the storage tank and provides a means for warming the lube oil for ease of delivery.  Thermometer —installed on the side of the storage tank and on the suction line to provide a means for gaging the temperature of the lube oil inside the tank. Duplex Strainers The aviation lube oil system uses duplex strainers (Figure 4-4) to remove solid particles from the oil by passing it through a removable element that consists of a wire-mesh or perforated plate. The oil flows into the strainers passing through a basket-shape element from inside to outside, leaving particles trapped in the basket. The duplex strainer assembly has two of these basket-shape elements; oil passes through only one basket at a time. 4-5

Rotating an actuator allows shifting from one strainer to the other; in this manner oil flow may be transferred to the backup basket when the in-service basket becomes clogged, permitting cleaning. Experience will determine how quickly a particular strainer becomes clogged. Duplex strainers can go for long periods without requiring cleaning, but should be serviced as dictated by the Planned Maintenance System (PMS). The strainer assembly uses ball valves to switch flow between baskets; the valves are connected by an actuator-geared mechanism that reduces the force needed to switch baskets. The housing covers above each basket are held in place with locking covers/strong-backs, and sealed with O-rings. Vent valves are included in the strainer assembly; the valves discharge to the oily waste system in the event of over-pressurizing the unit. Drain valves are part of the strainer assembly as well. They are used for draining the strainer compartments during maintenance. These valves also discharge to the oily waste system. For some strainer assembly installations, the vent and drain lines may discharge to drip pans. The oil is then poured down a funnel that discharges into the oily waste system. Cleaning duplex strainers while the system is under pressure should only be performed under emer gency conditions. Proper PMS scheduling will prevent having to perform this operation while the system is pressurized, effectively reducing any possibility of lube oil spill. When cleaning duplex strainers, ensure the strainer compartment being inspected and cleaned is not in-service. Follow these steps: 1. Inspect cover on off-duty strainer for proper fit and tightness. 2. Pressure test off-duty strainer compartment: a. Crack open vent valve. b. Fill off-duty strainer by slightly unseating shift lever (actuator hand-wheel). c. Shut vent valve when oil flow is observed. d. Inspect off-duty strainer compartment for leaks; return shift lever (actuator hand-wheel) to on-service strainer position. 3. Shift strainer. a. Shift oil flow to clean side of strainer by slowly moving operating handle/shift lever through its full limit of travel. If pressure drop is more than 1 1/2 psi above normal, shift back to operating strainer. b. Observe duplex pressure gage for normal clean basket pressure differential (between 1 1/2 and 3 psi). 4. Inspect and clean idle strainer.

CAUTION Be prepared to shift back to on-line strainer compartment if leakage from off-duty strainer is observed. 4-6

a. Remove idle strainer compartment cover. b. Open drain valve and drain oil from idle strainer compartment; shut drain valve. c. Remove cover gasket/O-ring. d. Remove basket assembly. e. Clean strainer basket and inspect for cracked or broken mesh. f. Inspect cover gasket/O-ring for cuts and deterioration. g. Inspect cover gasket/O-ring sealing surfaces for scoring, nicks, grooves, and dents.

h. Inspect cover hold-down clamps/strong-back for cracks and distortion; inspect studs/bolts for thread damage. i. Install basket assembly in strainer compartment; rotate to ensure proper positioning. j. Reinstall strainer compartment cover gasket/O-ring and cover; rotate to ensure proper positioning. 5. Reinstall hold-down clamps/strong-back; tighten cover firmly. Pressure-test idle strainer after cleaning by repeating steps 2. (a) to 2. (d). Piping and Valves The filling connection for on-loading aviation lube oil is a flush-deck type cap, provided on the hangar deck, port side. There are some CVN’s that have an extended fill line connection running under the second deck and out to the JP-5 refueling sponson, located on the starboard side. This provides easy access from the pier when refueling with a truck and limits the amount of space used when on- loading lube oil either by truck or 55-gallon barrels. The aviation lube oil system consists of a series of gate, butterfly, and one-way stop-check valves. A butterfly isolation valve for the filling connection is located on the second deck, starboard side, adjacent the port side entrance to the MMR space. Another butterfly isolation valve for discharging lube oil to the catapult ready service tanks is located on the main deck just inboard of the filling connection. Aligning the lube oil system for on-loading/off-loading and servicing the ready service catapult lube oil tanks can only be accomplished with one of these valves opened. Only one valve can be opened for a specified operation, not both; a major lube oil spill will occur if both valves are opened at the same time. Several types of valves are used in the aviation lube oil system. Typically, the valves used for filling and off-loading are of the gate type. Most discharge valves on pumps are of the globe type. Distribution piping may contain gate, globe, stop-check, or butterfly valves. You should know the type WARNING

Do not attempt to disassemble idle strainer until positive it is not under pressure.

CAUTION Do not overtighten hold-down clamps or strong-back studs. 4-7

of valves installed in your system, their location, and how these different types of valves are inter- connected to the system. OPERATIONS Operation of the aviation lube oil system on CVN class ships is done in accordance with (IAW) the Aviation Lube Oil Operational Sequencing System (ALOSS). The piping is arranged in the pump room so that the following operations may take place:  The pump takes suction (simultaneously, if using two pumps) from the storage tank and discharges to any ready service tank.  The pump takes suction (simultaneously, if using two pumps) from the fill line and discharges to the lube oil storage tank during the filling operation.  The pump takes suction (simultaneously, if using two pumps) from the storage tank and discharge for offloading of lube oil.  Communication is maintained with V-2 personnel while filling the catapult ready service tanks. Loss of communication between V-4 and V-2 personnel during this operation will result in the immediate suspension of lube oil transfer. The operation will not resume until the problem is investigated and resolved. In the lube oil spaces, a 4JG sound-powered phone is installed for constant communication between the pump room operator and catapult personnel during actual pumping operations to the service tanks.  When filling the catapult lube oil ready service tanks, it is required that the piping alignment must be routed through the lube oil duplex strainers except when receiving lube oil from drums or by truck.

4-8

Figure 4-5 —Replenishment of storage tank. Filling the Storage Tank The storage tank may be filled by any of the following methods (Figure 4-5): Pouring From Drums Screw a large funnel into the filling connection; raise the drum above the filling connection by using a forklift or other means, positioning the large cap on the bottom, near and over the funnel. Open the large cap to allow oil to flow. Open the small cap on top of the drum to allow air into the drum. Opening and closing the top cap can control the amount of oil leaving the drum. Siphoning From Drums Rig a 1 1/4-inch suction hose attached to the end of a brass pipe long enough to reach to the bottom of the drum. Then attach the suction hose and pipe assembly to the filling connection. With this method, the vacuum from the lube oil pump may be used for loading. Loading From a Truck on the Dock Rig a direct line from the truck to the filling connection. With this method, a pump on the truck is used to boost the oil from the truck to the filling connection. 4-9

When the system is taking on lube oil, a vent is not necessary because the system is vented through a tank overflow line. The tank overflow line discharges the excess lube oil to an oil waste system. To allow for expansion, tanks should not be filled beyond 90% capacity.

PORTABLE MOGAS SYSTEM Portable MOGAS Platforms Storage The types of containers approved for shipboard use are:  Metal cans meeting MIL-C- 1283 or safety cans meeting FED-SPEC RR-S-30.  Fifty-five gallon drums meeting FED -SPEC-279, type I, class A.  Collapsible rubberized fabric drums (bladders, common with MEU, (Marine Expeditionary Unit) onboard amphibious ships) meeting MIL-D-23119 or specifically approved by NAVSEA.  Rigid portable fuel containers meeting 46 CFR 147.45f(4). Applications Only the minimum required amount of MOGAS (based on the expected usage rate for each deployment) shall be carried aboard ship. Portable gasoline container units are permitted aboard ship only in support of the following essential equipment.  HLU -196 bomb hoists as well as crash and rescue equipment (K-12 Crash Saw) on aircraft carriers.  USMC, EOD, and SOF equipment that require gasoline as a fuel.  Unmanned Aerial Vehicles (UAVs). Jettison platforms vary from ship to ship. They are used for storing RETROGRADE GASOLINE (oil- mix), SMAU, (small multi access unit) containers, and bladders. They consist of the jettison tilt locker platform rod rack (3 barrels) and jettison s lide (6 barrels). Retrograde gasoline is the primary type of fuel for outboard engines used by Special Warfare (EOD, Explosive Ordnance Disposal and SEAL Team) personnel. Replenishment of MOGAS storage containers may be conducted by either loading filled drums or by hand carrying smaller bladders aboard. All containers must be positioned and secured on appropriate jettison racks or in locker. Drums and 500-gallon bladders may be refilled from a source on the pier. Safe Handling Procedures Gas for HLU-196 bomb hoists and crash/rescue saws should be stowed on the weather deck or in racks with the vehicles. Whenever possible, specifically configured Halon-protected spaces in hangar sponsons should be utilized as a storage compartment. The M151 vehicles shall be stowed with gas NOTE When loading from a truck on the dock, use caution to ensure that the pressure from the truck to the lube oil system is not enough to cause damage to hose, piping, or pumps. 4-10

tanks three-quarters full. Auxiliary 5-gallon MOGAS cans shall be designated and can be stored on racks provided on the M151 vehicle. MOGAS cannot be transferred from these cans while onboard. Prior to loading MOGAS aboard, the integrity of all storage containers (drums, bladders, and rigid containers) shall be verified. Inspect for evidence of leakage, advanced rust or deterioration. Any containers showing signs of leakage shall be rejected. Jettison racks, lockers, and release mechanisms shall be inspected and maintained IAW PMS. All gasoline containers should be stowed aft, if possible, and in the location that poses the least threat to the ship in the event of fire or explosion. These containers should be situated on weather decks, located so that they may be readily jettisoned overboard. Pre-staging of filled portable containers shall be determined by the Commanding Officer or Embarked Officers-In-Charge. They shall determine the numbers of and timing for the filling of portable containers in preparation for deployment. The route to be taken from the replenishing or jettison stowage location to the debarkation area shall be established by the DCA, (Damage Control Assistant) or Fire Marshall. Transiting berthing and living areas shall be avoided when possible. Secure hot work and other heat or spark producing sources within 50 feet of the route to be taken prior to commencing movement. The DCA or Fire Marshall shall be notified of the planned movement of gasoline. A warning plate is installed in a conspicuous place or placed near the access to possible hazard areas. It is inscribed in red letters 1-inch high:

Collapsible MOGAS Bladders Afloat units may request evidence of compliance from any user prior to allowing MOGAS bladders aboard ship. An example of acceptable evidence of compliance is a tag identifying the date maintenance was performed on the bladders. The maintenance signifies the bladders have been air- tested within the last 12 months. Air testing these bladders is not the responsibility of ship’s personnel. Bladders with patches are not acceptable for use aboard ship. WARNING

GASOLINE HAZARD AREA. Smoking, use of naked lights, matches or lighters, use of tools that may produce sparks, wearing of clothing or shoes with exposed metal attachments, and any other actions leading to ignition of gasoline vapor are not permitted.

CAUTION Containers, even when empty, will contain enough residual gasoline liquid and vapors to support ignition or explosion. They shall be treated with the same precautions as when full. Drain containers completely or until fully deflated. Replace cap or plug tightly. Store on the weather deck IAW NSTM 670. Refill containers when supplies are available or dispose of them as soon as possible. 4-11

Portable MOGAS Containers Dedicated drums marked “MOGAS” and “MOGAS PLUS OIL MIXTURE” can be utilized for consolidation and/or reissue. When necessary, partially filled bladders may be stored in approved 55- gallon rigid drums and stowed on jettisonable racks until replenished or redeployed. Jettison Rack and Storage Locker Jettison rack s afing. When in port, and as may be required for other evolutions, the jettisonable feature shall be overridden to preclude inadvertent actuation to ensure the safety of personnel on the pier or working in boats, barges, and on breasting camels alongside. When the jettison capability is overridden, the OOD, (Offi cer Of the Deck) and DCA shall be notified. Unauthorized personnel shall remain clear of the MOGAS stowage area. All burning or hot work restrictions within 50 feet of MOGAS storage areas in all directions shall be strictly enforced. FIRE PROTECTION Aqueous Film Forming Foam (AFFF) Flooding The AFFF system is fed from the ship’s AFFF piping to various hose reel stations located throughout the flight and hangar decks. Opening the hose reel inlet valve and pushing the button on the push button controller activates the AFFF Hi-Capacity station. MOGAS EQUIPMENT AND OPERATIONS

NOTE Ensure personnel involved with the operation and movement of MOGAS are qualified for fuel handling. NOTE Special provisions for stowing and handling gasoline to support other USMC requirements and RPV operations shall be approved by NAVSEA for each situation. NOTE Ensure no barge, crane, paint float, liberty launch, etc., is positioned in the area unless involved in MOGAS loading/unloading. 4-12

NOTE All fueling equipment (hand-driven dispensing pump, hoses, self-closing spigot, etc.) should be stored at the closest hangar deck refueling station. NOTE When in port make jettison rack and jettison locker safe. WARNING

MOGAS is a highly volatile liquid giving off a vapor which, when combined with air in proper proportion, forms an explosive mixture that can be ignited by an arc, spark, or flame. A violent explosion will result, followed by fire if liquid MOGAS Is present. WARNING

MOGAS saturated clothing will burn or irritate the skin. It will ignite near a source of ignition. Such clothing shall be removed at once, and the skin shall be washed immediately with soap and water. MOGAS saturated clothing should be disposed of in accordance with local hazardous material procedures, or washed in soap-detergent and cold water.

CAUTION No smoking, matches, cigarette lighters, open flames, naked electrical lights or electrical apparatus shall be allowed in the vicinity of MOGAS or MOGAS vapors unless approved by NAVOSH. Do not wear boots or shoes with exposed nails or other metal fasteners. All tools used in the fueling event shall be of non-sparking material. All hot work is to be secured in the area of MOGAS fueling. 4-13

PREPARING FOR RECEIVING MOGAS 1. Ensure personnel manning firefighting equipment are properly trained and thoroughly briefed on the plan for MOGAS receipt. 2. Ensure portable PKP, (Purple K Powder, Dry Chemical Fire Extinguishing Agent) or AFFF extinguishers are readily available. In accordance with NSTM 555, ensure all personnel involved with MOGAS handling are familiar with the current shipboard MOGAS fire bill. 3. Inspect drums to be filled. Drums must be in good condition and have no structural damage. Drum cap (bung) must be intact with good gaskets and threads. Replace gaskets or caps if damaged. 4. Obtain sufficient line (21 thread manila minimum) for hoisting refueling nozzle and hose from the dispensing truck to the fantail/filling location.

5. Inspect drip pans and hose couplings. Non-metallic drip pans must be available. Inspect for cracks and punctures that penetrate pans. 6. Assemble fuel spill clean-up materials.

7. Drums can be filled on the fantail, pier or jettison rack. When filling on the fantail, have drums positioned on a pallet for easy movement by a pallet transport. If drums are to be filled in the rack, place non-metallic drip pans under each hose coupling as applicable. If drums are to be filled on the pier, have drums positioned on a pallet and banded. 8. Identify and locate a serviceable hydraulic pallet lifting unit, pallet, and a drum/barrel dolly. Position equipment for ready use.

9. 10. Ensure hose and hose nozzle is in good operating condition. 11. Ensure nozzle is equipped with an approved grounding assembly. 12. Fire-fighting stations must be manned and have equipment on hand as specified by the ship's refueling bill.

NOTE Drums can be fueled either while positioned on a pallet on the fantail or while in the jettison rack. CAUTION Do not damage drums while transporting to and from the fantail or while positioning drums back into the jettison rack. Drums stored horizontally must be removed from the rack prior to filling/receiving gasoline aboard 4-14

When receiving MOGAS aboard, it is mandatory to keep a refueling log. This receiving log will contain the following information: 1. Date and source received from. 2. Time pumping started. 3. Time pumping stopped. 4. Meter reading before starting (truck only). 5. Meter reading after stopping (truck only). 6. Rate of flow received. 7. Amount received. 8. Amount charged. 9. Difference between 4 and 5. 10. Any discrepancies that occur during the receiving operation. Receiving MOGAS 1. Notify OOD, Receiving MOGAS . 2. Station personnel in the following locations as safety observers with approved communications, i.e. MOM radios: a. At the refueling vehicle. b. At the fantail/MOGAS sponson in sight of the refueling vehicle. c. At the drum being filled. d. Directly above the sponson at the flight deck catwalk level, if filling in jettison rack. 3. Make jettison rack safe (insert locking pin). 4. Set material condition YOKE in the vicinity of the MOGAS sponson and fantail except for those fittings required for line of sight communications or MOGAS movement. 5. Connect a bonding cable of insulated copper of at least number 4 U.S. gauge wire from the source of the MOGAS supply to the receiving drum. 6. Remove bung from the drum to be filled. Inspect bung gasket for deterioration. Replace as required. 7. Ground nozzle to deck (bare metal). 8. Insert nozzle. 9. Notify Officer in Charge, Ready to receive MOGAS. 10. Upon direction of the Officer in Charge, signal the supply source to start pumping. 11. Inspect all fittings for leakage. Secure pumping if any leaks are detected. Do NOT continue pumping until all leaks are repaired. 12. Fill each drum separately. Allow three minutes relaxation with nozzle in the drum before filling the next drum. Reinstall bung. Do NOT damage gasket. 13. When all drums are full, stop pumping. Drain hose as required. Remove nozzle from drum and return hose to the issuing unit. Reinstall bung. 4-15

14. If drum is to be stored horizontally, install self-closing spigot.

15. Clean up any spills immediately and dispose of in accordance with local directives. 16. Insure all equipment used is thoroughly cleaned and aired prior to stowage. 17. Remove bonding wire between issuing unit and receiving station and stow. 18. When required, move pallet with MOGAS drums to jettison rack location with pallet lifting unit. Remove drums from pallet to jettison rack using drum dolly. Carefully restore drums to jettison rack and secure all fasteners and retainers. 19. Maintain jettison rack in secured status until underway. 20. Notify OOD, MOGAS fueling secured. Issuing MOGAS 1. Notify OOD, Issuing MOGAS.

2. Ensure all personnel involved in the operation and movement of MOGAS is qualified and briefed prior to any MOGAS evolution. 3. Station the following personnel as safety observers with approved communications, i.e. MOM , (Message-oriented middleware) radios: a. At the MOGAS sponson. b. Directly above the sponson at the flight deck catwalk level. 4. Inspect equipment for good operating condition. 5. Place container to be fueled in a non-metallic drip pan. 6. Clean area of drum to be used. NOTE Drums to be filled must be in good condition. Be careful not to damage drums while transporting to and from the fantail or while positioning drums into jettison rack. NOTE Nozzle must remain shut until full pressure has been achieved by the issuing unit. WARNING

Do NOT issue MOGAS from a waste drum. 4-16

7. When dispensing from a drum stored vertically, remove drum bungs and install a hand-driven dispensing pump in accordance with manufacturer’s operating manual.

8. Verify all portable bladders have been tested and inspected. Inspect all cans or units to be fueled. Reject any containers not suitable for MOGAS stowage or in poor condition. 9. Notify the Officer in Charge, Ready to issue MOGAS. 10. Upon the direction of the Officer in Charge, start the MOGAS fueling evolution. 11. When fueling from vertical drums: a. If unit to be filled is metallic, ground to the nozzle. b. Remove the cap from the container to be fueled. c. Ground the nozzle to the deck and insert the nozzle. d. Hold the nozzle securely to the fill connection and dispense the fuel. 12. When fueling from horizontal drums: a. Remove the cap from the container to be fueled. b. Attach one end of hose to self-closing spigot outlet and insert other end into container to be filled. c. Dispense the fuel. 13. Allow for expansion of the MOGAS in the container upon completion of the fueling. 14. Reinstall cap after each unit is filled. 15. Continue fueling until all units are filled. 16. If fueling was from vertical drums, drain dispensing pump hose, nozzle, and pump unit back into the issuing drum. Allow pump unit to air before re-stowing. 17. If fueling was from horizontal drums, remove hose from self-closing spigot outlet. Allow to air before re-stowing. 18. Immediately clean up any spills and dispose of material in accordance with local directives. 19. Reinstall drum bung(s) and clean drum top. Do NOT damage bung gasket(s). 20. Restow all equipment and secure from fueling. 21. Notify OOD, MOGAS fueling complete. Offloading MOGAS 1. Notify OOD, Offloading MOGAS. 2. Ensure all movement of barge or cranes in the vicinity of the fantail is secured and engines stopped. 3. Ensure no barge, crane, paint float, liberty launch, etc. is directly under the MOGAS sponson. NOTE Do NOT allow drums to be staged unattended outside the dedicated MOGAS storage area. 4-17

4. Station personnel in the following locations as safety observers with approved communications, i.e. MOM radios: a. At the MOGAS sponson. b. Directly above the sponson at the flight deck catwalk level. c. At the receiving location. 5. Set material condition YOKE in the vicinity of the MOGAS sponson and fantail except for those fittings required for line of sight communications or MOGAS movement. 6. If MOGAS is to be offloaded in existing stowage drums, accomplish the following: a. Make jettison rack safe (insert locking pin). b. Remove all brackets, hardware, and fasteners and retain. c. Remove drums and install on an approved pallet. d. If self-closing spigots are installed, remove, air dry, and store, and install bung. e. Secure all drums to be offloaded to the pallet by banding. Install or post a sign stating “CAUTION MOGAS FLAMMABLE”. f. Transport MOGAS using a portable pallet transporter via the safest means to the prescribed location for disposition. g. DO NOT allow MOGAS to sit staged in a hangar bay or elevator for more time than absolutely necessary. Overnight would be unacceptable. h. Maintain jettison rack in secured status until underway. 7. If MOGAS is to be pumped into another container (other than a 55 gallon drum) from the storage drums on the jettison rack, accomplish the following: a. Inspect equipment for good operating condition. b. Place container to be fueled in a non-metallic drip pan. c. Clean area of drum to be used. d. When dispensing from a vertical drum, remove barrel bungs and install hand driven dispensing pump in accordance with manufacturers operating manual. e. Inspect all portable bladders, cans or units to fueled. Reject any containers not suitable for MOGAS stowage or in poor condition. f. Notify Officer in Charge, ready to pump MOGAS. g. Upon direction of the Officer in Charge, start the MOGAS fueling evolution. h. When fueling from vertical drums: (1) If unit to be filled is metallic, ground to the nozzle. (2) Remove the cap from the container to be fueled. (3) Ground the nozzle to the deck and insert the nozzle. (4) Hold the nozzle securely to the fill connection and dispense the fuel. i. When fueling from horizontal drums: (1) Remove the cap from the container to be fueled. 4-18

(2) Attach one end of hose to self-closing spigot outlet and insert other end into container to be filled. (3) Dispense the fuel. j. Allow for expansion of the container upon completion of the fueling. k. Reinstall cap after each unit is filled. l. Continue fueling until all units are filled. m. If fueling was from vertical drums, drain dispensing pump hose, nozzle and pump back into the issuing drum. Allow pump unit to air before restowing. n. If fueling was from horizontal drums, remove hose from self-closing spigot outlet. Allow to air dry before restowing. o. Immediately clean up any spills and dispose of material in accordance with local directives. p. Reinstall drum bungs and clean drum top. Do NOT damage bung gasket(s). q. Restow all equipment and secure from fueling. r. Notify OOD, MOGAS offloading complete. Transporting and Storage of MOGAS Containers

1. When transporting MOGAS filled containers within the ship, take the most direct route to destination. Avoid areas that might cause ignition of MOGAS. 2. All MOGAS containers shall be stored in the jettison locker. Defueling Containers 1. Notify OOD, receiving MOGAS. 2. Ensure all personnel involved in the operation or movement of the MOGAS are qualified and briefed prior to any MOGAS evolution. 3. Station personnel in the following locations as safety observers with communications, i.e. MOM radios: a. At the MOGAS sponson. b. Directly above the sponson at the flight deck catwalk level (if necessary). 4. Inspect equipment for good operating condition. 5. Place container to be defueled in a non-metallic drip pan. 6. Clean area of drum to be used. 7. When dispensing to slack or waste drum remove drum bung(s) and install an approved safety funnel. NOTE Notify OOD of intent to transport portable containers. Ensure smoking lamp is out on route. 4-19

8. Ensure portable PKP or AFFF extinguishers are readily available. In accordance with NSTM 555, ensure all personnel involved with MOGAS handling are familiar with the current shipboard MOGAS fire bill. 9. Notify the Officer in Charge, Ready to receive MOGAS. 10. Upon the direction of the Officer in Charge, start the defueling evolution. 11. When defueling to vertical/horizontal drums: a. If drum to be filled is metallic, ground to the deck. b. Remove the cap from the container to be defueled. c. Empty container into proper drum (slack or waste).

12. Allow for expansion of the MOGAS in the drum upon completion of the defueling. 13. Reinstall cap after each unit is emptied. 14. Continue defueling until all units are empty. 15. Remove approved safety funnel. 16. Immediately clean up any spills and dispose of material in accordance with local directives. 17. Reinstall drum bungs and clean drum top. Do NOT damage bung gasket(s). 18. Inspect all portable bladders, cans or units defueled. Discard any container not suitable for MOGAS stowage or in poor condition. 19. Restow all equipment and secure from defueling. 20. Notify OOD, MOGAS defueling complete. HAZARDS ASSOCIATED WITH MOGAS SYSTEM Motor Gasoline (MOGAS) Gasoline is a highly volatile liquid giving off a vapor, which combined with air in proper proportions, forms an explosive mixture that can be set off by a slight arc, spark, or flame. A violent explosion will result, followed by fire if liquid gasoline is present. Gasoline may contain tetraethyl lead which has a poisonous effect on the human system. The lead compound may enter the body through inhalation, by absorption through the skin and by mouth. Gasoline vapors, even in concentrations of less than one percent, will cause nausea and headache if inhaled for any length of time. Inhalation of air heavy with gasoline vapors has caused unconsciousness and death. Strong concentrations of gasoline vapors produce an excitement stage leading to unconsciousness. Rest and fresh air may correct this condition within a few hours, but all physical reactions resulting from gasoline inhalation must be reported promptly to a physician. It is imperative than anyone entering or working in a space that contains gasoline vapors be protected by positive breathing mask or self-contained breathing apparatus, prescribed safety clothing, safety

CAUTION Ensure MOGAS level below bung hole when defueling to horizontal drum. 4-20

tools and a safety line. Only when a space has been shown to be gas-free and under continuous ventilation and certified safe, will persons be permitted to enter. Gasoline saturated clothing will burn or irritate the skin. It will ignite if near a source of ignition. Such clothing should be removed at once, and the skin must be washed immediately with soap and water. Gasoline splashed into the eyes may result in blindness. If gasoline gets into a person’s eyes, flush the eye(s) with water, then seek immediate medical attention.

4-21

End of Chapter 4 Shipboard Aviation Lube Oil and Portable MOGAS Equipment Review Questions 4-1. What type of pump is used in aviation lube oil systems?

A. Rotary screw B. Air driven C. Centrifugal D. Rotary vane

4-2. What kind of coupling is most commonly used in the rotary vane lube oil pump ?

A. Lov-Joy B. Rex-chain C. Faulk & Grid D. Magnetic

4-3. What is the capacity of the lube oil storage tank on a CVN class ship ?

A. 12,000 gallons B. 6,000 gallons C. 4,000 gallons D. Various

4-4. What minimum pressure differential drop must be maintained between the duplex strainers prior to shifting operation from one to the other?

A. 1 ½ psi B. 2 psi C. 3 psi D. 4 psi

4-5. What requirement must be adhered to when pumping lube oil to the catapult lube oil ready service tanks?

A. Maintain constant communication with V-2 personnel. B. Sample and test lube oil for contaminates. C. Align the piping so lube oil is routed through the duplex strainers. D. Both A and C.

4-6. What are the various methods used to fill the aviation lube oil storage tank?

A. Transfer from one tank to another. B. Pour from drums, siphon from drums, transfer from truck. C. Transfer with MK VIII pneumatic pumps in tandem. D. Back drain from catapult ready service tanks.

4-22

4-7. Where is the lube oil fill connection located on most CVN ships?

A. Hangar deck starboard side B. Fantail C. Focsle D. Hangar deck port side

4-8. The lube oil system is composed of what components?

A. Storage tank and valves B. Storage tanks and a pump C. Storage tank, one or two pumps, valves and piping D. Pump(s), valves, SP phone, and piping

4-9. Who is responsible for the alignment of the catapult ready service tanks for each catapult?

A. A division B. E division C. V-2 division D. V-4 division

4-10. What types of containers are used onboard ships for storing gasoline products?

A. Plastic cans, 55 gallon drums, rigid portable fuel containers B. Glass bottles, rubber bladders, plastic drums C. 5 gallon metal safety cans, 55 gallon drums, collapsible rubberized fabric drums, (bladder) and rigid portable fuel containers D. Metal 5 gallon safety cans, bladders, metal drums only, and semi-rigid portable fuel containers

4-11. What is the maximum amount of portable MOGAS required to be carried onboard for deployment?

A. 200 gallons B. 150 gallons C. 100 gallons D. Only enough to support operations requiring the use of MOGAS

4-12. Prior to loading MOGAS aboard, the integrity of all storage containers (drums, bladders, and rigid metal cans) shall be __________.

A. Logged. B. Verified. C. Cleaned. D. Photographed.

4-23

4-13. A MOGAS warning plate is installed in a conspicuous place or placed near the access to possible hazard areas. The lettering on this placard must be how tall and what color?

A. One inch and red letters B. One inch and black letters C. Two inch and white letters D. Two inch and red letters

4-14. All burning or hot work restrictions within _____ feet of MOGAS storage areas and in all directions shall be strictly enforced.

A. 50 feet B. 75 feet C. 100 feet D. 150 yards

4-15. What type of fire prevention system is normally located near MOGAS storage areas?

A. PKP twin agent unit B. CO2 fixed system C. AFFF sprinkler and hose reel D. H20 portable fire bottle

4-16. All personnel involved with the operation and movement of MOGAS must be ____ _.

A. Qualified for fuel handling. B. Basic damage control qualified. C. Petty Officers. D. On restriction for working party.

4-17. Drums stored horizontally must be removed from the rack prior to filling/receiving gasoline aboard. How are the drums removed?

A. Crane B. Hydraulic fork truck C. Using pneumatic tools and pry bar D. Manually onto pallets

4-18. MOGAS jettison, lockers, and release mechanisms are inspected and maintained in accordance with what instruction?

A. PMS B. OPNAV instruction 5100.19E C. OPNAV instruction 4790.2E D. NALCOMIS

4-24

4-19. What evidence must be provided before any MOGAS bladders are allowed onboard ships?

A. They are gas free. B. They can hold the manufactures suggested quantity. C. They meet Department of Transportation specifications. D. They have an acceptable evidence of compliance such as a tag stating maintenance was performed on the bladder within the past 12 months.

4-20. What percentage of gasoline vapor concentration will cause nausea and headache if inhaled for any length of time?

A. Less than one percent B. 2 – 4 percent C. 5 percent D. 10 – 15 percent

4-21. What must be done if gasoline gets into a person’s eyes?

A. Secure all smoking within the area. B. Flush the eyes with water and seek medical attention immediately. C. Flush eyes at earliest convenience and if operations allow. D. Continue on with the operation.

4-25

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4-26

CHAPTER 5 SHOREBASE FUEL SYSTEMS AND OPERATION Among the more important duties performed in support of aircraft at naval air activities are those involving the handling of aviation fuel. Properly executed fuel-handling practices are deterrents to personn el injury, loss of life and destruction of Government property on the ground and in the air. Personnel (whether military, civil service, or contractor employed) who are involved with these duties should possess a thorough knowledge of the equipment they operate and must follow the procedures associated with each operation. Because of the variety of fuel-handling facilities and the types of fuel-handling equipment in use at air activities ashore, we cannot include all the pertinent information dealing with fueling facilities and equipment. Also, except for pre-operational checks on trucks and pits, the ABF on shore duty rarely performs maintenance on the equipment. For this reason, equipment is identified where it would normally go and its function is given, but the equipment is not broken down into parts. The operating procedures listed are for shore activities; always use approved operating procedures for each individual activity. LEARNING OBJECTIVES When you have completed this chapter, you will be able to do the following: 1. Identify equipment used in fueling systems ashore. 2. Explain the function of equipment used in fuel systems ashore and describe where the equipment is located. 3. Describe the general requirements, safety precautions, and operating procedures that must be followed during fueling operations ashore. 4. Identify the fueling systems used on shore activities. 5. Describe the equipment contained in each system. 6. Describe the different types of truck fueling operations conducted at ashore facilities. 7. Explain the procedures associated with these truck operations. 8. Explain the procedures for various ashore fueling operations. 9. Describe the different types of maintenance performed at shore refueling installations. 10. Explain how maintenance is conducted on these shore refueling facilities. 11. Describe the equipment used for shore base refueling operations. ASHORE FUELING EQUIPMENT The following provide a general description and the minimum requirements for equipment common to all ashore refueling systems, including mobile equipment. These requirements apply to both new and existing equipment. Figure 5-1 illustrates the arrangement for ashore systems.

5-1

Figure 5-1 — Ashore fuel system flow diagram.

Filter/Separators The filter/separator is the primary device used at shore stations to keep aviation fuels clean and dry. Filter/separators shall be qualified to API/IP Spec 1581 edition 5 and are designed to remove 98 percent of all solids and 100 percent of all water.

CAUTION The design and construction of certain pieces of equipment listed in this chapter is especially critical to overall safety. For those items designated with an asterisk (*), activities can only use manufacturer’s part numbers that have been tested and approved by Commander, Naval Air Systems Command (COMNAVAIRSYSCOM) 5-2

Each filter/separator is outfitted with the following minimum accessories:  Manual water drain valve from the bottom of the water sump.  Automatic air eliminator valve.  Direct reading piston-type differential pressure gage with 1-pound per square inch (psi) grad uations to measure the pressure differential across the elements. The gage is mounted, free of vibrations, so that the reading indicator or needle will not fluctuate when fuel is being pum p under normal conditions.  Pressure relief valve.  Diaphragm-operated control valve on the main discharge line with a flow-limiting pilot and a float-operated pilot to close the main valve if the water level in the sump rises above the set point. This is commonly called a "slug valve.”  All manual water drains are connected to a portable or permanently installed recovery system. Pressure relief valves and the air eliminator should also be connected to a recovery system.  Head lifting device (for stationary installations only). All metal downstream and including the filter/separator, installed in a system designed to deliver fuel directly to an aircraft, that is in contact with the filtered fuel, is nonferric or stainless steel. Internally coated ferric materials are not acceptable downstream of the filter. Filter/separators are provided at the following locations:  In receiving lines upstream of all tanks from which fuel can be pumped directly to a ircraft.  In supply piping (downstream) from storage tanks to aircraft refueler truck fill stands.  On any discharge (downstream) side of transfer pumps that supply aircraft or refuelers.  On any equipment (including mobile and portable) that directly fuels aircraft.  Upstream of the main receiving points for the bulk storage tanks. Filter/separators will reduce receipt of water and sediment into bulk storage tanks and maximize time between tank cleanings. The installation of a filter/separator is not practical at all receiving points. However, some device for the removal of particulates should be used, depending on the method of delivery and flow rates involved.

NOTE Installations having filter/separator vessels qualified to earlier editions of API/IP Spec 1581 shall continue to use them with elements that meet the requirements of API/IP Spec 1581 edition 5. When replacement of such vessels becomes necessary, they shall be replaced with API/IP Spec 1581 edition 5 filter/separator vessels. Installations having filter/separator vessels qualified to MIL−F−8901 may continue to use them. MIL−F−8901 filter/separator vessels shall be replaced by API/IP Spec 1581 edition 5 vessels as soon as practical. 5-3

Figure 5-2 — Fuel-quality monitor. Fuel-Quality Monitors Fuel-quality monitors (formerly called go/no-go gages) are installed after filter/separators on truck fill stands and on all equipment that directly fuel aircraft. Monitors are not required for use with product receipt filters or those used exclusively for re-circulation of fuel. A pressure gage is also installed on each monitor housing so that the differential pressure across the elements can be recorded. If the filter/separator also incorporates fuel monitor elements, the gage or gages are installed so that the pressure losses across the filter elements and monitor elements can be reco rded separately. The fuel-quality monitor (Figure 5-2) prov ides a continuous check on the cleanness of the fuel passing through the filter/separator. Fuel that meets a pred etermined standard of cleanness passes through the monitor with a minimum drop in pressure. Fuel containing quantities of solids and/or water above the predetermined acceptable level is automatically cut off. The fuel-quality monitor has aluminum housing and va rious numbers of fuses, depending on the model. Each fuse of the monitor is a self-contained unit consisting of specially treated paper washers within a me tallic housing and fitted with plastic end fittings. The sensing washers, housed within the metallic housing, absorb free or suspended water from the fuel. Relaxation Chambers A chamber, consisting of a tank or piping, follows the fuel monitor or filter/separator if no m onitor is installed in the system. This chamber allows static electric charges, which develop as the fuel passes through the filtration equipment, to "relax" before the fuel enters a tank. Since the fuel must be in conta ct with the metal walls of the relaxation device for at l east 30 seconds, the exact size of the relaxation tank, or length of piping, is determined from the maximum flow rate of the system. Only one relaxation chamber is needed for each fuel monitor or filter/separator combination. Any tank, cha mber, or other arrangement used to meet this requirement must assure complete product turnover, a water drain at its low point, and a manual or automatic air eliminator. Fuel Meters Temperature-compensated meters should be install ed at the point of custody transfer. Meters used for services such as fueling of aircraft, motor vehicles, and boats, or loading of tank trucks or tank cars are positive displacement meters. Turbine meters may be used for larger volume steady transfers such as loading of ships, barges, or pipeline transfers. Fuel Pressure Gages Pressure gages must be easy to read and accurate within 1psi, with graduations in 1-psi units. 5-4

High Level Shutoff Commonly found on mobile refuelers equipped with a high-level shutoff that provides a secondary fail-safe system and which causes the internal valve to close when the product reaches a high level. Sampli ng Connections All sampling connections are the flush-type, dry-break, quick-disconnects (Gammon fittings) with dust caps. Fuel-sampling and pressure-testing connections are installed at the following locations:  Receiving points.  Tank outlets.  Inlet and outlet sides of filter/separators and fuel monitors.  Refueling nozzles.  Each side of a block valve, so that the fuel remaining in eac h portion of a fuel transfer pipeline can be sa mpled. Hoses All hoses used for aviation fuel service at shore activities should be sem i-hard wall, non-collapsible hose. The diameter of the hose must be compatible with the desired delivery rate to the aircraft. Unless otherwise specified, aircraft delivery hose on refueler trucks must be a minimum of 50 feet long. Shore base hoses contain no electrical bond or bonding wire through the center of the hose, or in the carcass. Where two hose assemblies are attached to the same outlet or source of fuel, each hose assembly must have its own shutoff valve in the piping upstream of the hose. Camlock hose couplings will NOT be used downstream of the filter/separators. Camlock hose fittings are not used on mobile refueling equipment. Emergency Dry-Breakaway Coupling An emergency dry-breakaway coupling should be installed on the refueling hose at or near the place where the hose attaches to refueling equipment piping or the hose reel. This device is required for each direct refueling system pantograph and is recommended for all other installations. Dry-Break Quick-Disconnect Coupling A dry-break quick-disconnect coupling is installed at the nozzle end of the hose and has a 60- or 100- mesh screen that is readily accessible without the use of tools. Hose-End Pressure Regulator The single point pressure refueling (SPR) nozzle assembly will include a hose-end pressure regulator set f or a maximum of 55 psi. Aircraft Refueling Nozzles The pressure-refueling nozzle used for shore refueling is the same as for afloat refueling. Single-Point Pressure Refueling (SPR) Nozzles Referred to as an under-wing, type D-1 or type D-2 nozzles are approved for use. Nozzles shall be equipped with 60-mesh or finer strainers. A quick disconnect sampling connection will be provided on the nozzle for taking fuel samples and for pressure checks. 5-5

Over-Wing Nozzles Also referred to as “gravity” and/or “open port,” over-wing nozzles will contain a strainer of 60 mesh or finer and a tube spout suitable for the type of fuel and aircraft being serviced. Each overwing nozzle will contain a permanently attached flexible bonding wire of suitable length to ter minate with a plug type connector (a clamp type connector). If nozzles are to be interchanged on the same hose, each nozzle will have attached the male half of the quick-disconnect coupling. Both pressure and over-wing refueling nozzles will contain a satisfactory dust cover, in place at all times when fuel is not being delivered. Receiving Stations Pipeline, barge, railroad tank car, tank truck, or any combination can receive fuel. Receiving stations are tailored to the method, quantities, and rates of fuel delivery. Aviation fuel should be received throug h a filter/separator or other appropriate filtration device. This is an essential requirement when fuel is received directly into an air station or facility’s operational storage tanks. Weight-handling equipment may be necessary with barge receipts to help with large-diameter-hose handling. Communica tions equipment may be necessary for barge or pipeline receipt to coordinate an uninterrupted product flow. Appropriate environmental protection equipment, facilities, and procedures must be provided to comply with Federal, state, and local environmental laws. Storage Tanks Tanks located at air activities provide the operating supplies of aviation fuel for aircraft. Storage tanks are classified as bulk storage or operational storage. All tanks must comply with the following requirements:  All operational or ready-issue steel tanks must be 100 percent coated with an inert material such as polyurethane or epoxy. All bulk steel fuel storage tanks must be coated on the bottom and to a height of 18 inches on the walls. All concrete tanks storing aviation fuel must be 100 percen t lined on the floor and walls to make them impervious to fuel.  All aviation turbine fuel operational storage tanks must be equipped so the fuel can be circulate d through a filter/separator and returned to the tank, thus removing any bottom sediment and water. Outlets must be at lowest point of the tank, to prevent water-bottoms. All aviation fuel tanks must also be equipped with a water-stripping system.  Tank roofs must be in good repair and must not allow rainwater to enter.  Tank repair projects will conform to UFC 3-460-1.  Fill connections for all types of tanks must be sized so that the velocity of the fuel during filling will not exceed 3 feet per second. Inlets will discharge fuel horizontally near the bottom of the tank.  All bulk storage tanks must be equipped with adequate sumps, drain lines, and water draw-off lines, so that tank water-bottoms can be kept to an absolute minimum. Recovery tanks that remove water and recover fuel are recommended for environmental reasons.  All tanks must be fitted with automatic gaging devices and high- and low-level alarms and controls to prevent the overfilling of tanks and the exposure of pumps to cavitation. The alarms are left in the active mode at all times. 5-6

Gaging Devices Automatic gages are float-type or similar devices, with a readout that is readily accessible and visible at eye level from the ground immediately adjacent to the tank. The readout is of the type that is compatible with a remote reading system.

High Level Alarms and Automatic Shutoff Two high level alarms and automatic shutoffs are provided. 1. High-level alarm (HLA) is set at approximately 95 percent of the safe tank filling height and arranged to actuate an audible alarm signal located at or near the normal station of the person in control of the tank filling operation. Remote alarms are located where they can be monitored at all times. 2. A high level shut-off valve that is mechanically actuated to stop the flow into the tank is located between the HLA and the high-high-level alarm (HHLA). 3. HHLA is set at approximately 98 percent of safe filling height. It will continue the audible alarm and will actuate a visual alarm. Low Level Alarms  The low-level alarm will actuate an audible alarm that is distinctly different from the high-level alarms and stop product transfer pumps.  All above-ground tanks must be within an enclosure capable of holding the entire capacity of the tank plus a 1-foot freeboard, in case the tank should rupture or leak. This is usually accomplished with impermeable dikes.  Except when physically draining dikes, dike drains will remain closed and locked.  Other environmental facilities and/or equipment as necessary are to comply with Federal, state, and local laws. Transfer Lines Fuel passes through transfer pipelines of various diameters and construction materials in its route from tank to tank, storage to truck fill stands, and storage to hydrant systems. Transfer lines must not leak or introduce excessive contaminants to the fuel. Internally coated pipe or other non-corrosive materials in these lines should be used to reduce iron contamination in fuel. All piping systems are marked to identify the grade of product being carried. These markings (Figure 5-3) are placed next to all operating accessories such as valves, pumps, regulators, and manifolds. Table 5-1 lists the sizes of bands and letters used for petroleum products.

NOTE Float-type gaging device will NOT be used for custody transfer/inventory purposes. 5-7

Figure 5-3 —Identification for bulk petroleum lines.

Table 5-1—Sizes of Bands and Letters for Petroleum Products Width of Bands Wide Narrow Space Between Bands Length of Bands Title Letter Size Pipe Diameter: Under 3" 6” 3” 3” encircle 1/2” 3" to 6" 6” 3” 3” Encircle 1” 6" to 9" 6" 6” 3” 3” Encircle 2” Over 9" 8” 4” 4” encircle 3” Tank Capacity: 10,000 bbl and under 6” 3” 3” 33” 6” Over 10,000 bbl 8” 4” 4” 54” 12” Tank Car, Trucks: 2,000 gal and under 6” 3” 3” 24” 3” Over 2,000 gal 6” 3” 3” 33” 6” 5-8

ASHORE AVIATION FUELS SAFETY This section contains safety procedures and requirements that are general in nature and extremely important for emphasis. Any departure from the procedures may adversely affect the overall safety of the operation being performed. Although the procedures and requirements contained in this manual are as complete as po ssible, they are no substitute for experience and a thorough knowledge of aviation fuels and their inherent characteristics and dangers. The better you, as an ABF, know and understand aviation fuel hazards and shore requirements, the better you will be at avoiding, or correcting, unsafe situations. General Requirements This information contains the minimum requirements for aviation fuel handling equipment and facilities at all Navy and Marine Corps activities that fuel aircraft. Departure from established minimum equipment/facilities requirements might adversely affect aircraft safety-of-flight and safety-of-fuel- handling operations. Filtration All activities that refuel aircraft must process fuel issued to aircraft through a minimum of two fuel filtration systems between storage and entering aircraft. Filtration equipment generates static electricity; therefore, all refueling systems must reduce static electrical charges to acceptable levels prior to loading fuel on aircraft. Refueling Pressure All aircraft pressure refueling systems must limit the maximum pressure at the aircraft’s adapter to 55 psi measured at the sample port of the refueling nozzle. During the last few seconds of a refueling operation the aircraft’s internal tank shut-off valves close, creating an instantaneous pressure surge with the aircraft’s fuel system. The pressure control device on every refueling system must react quickly enough to limit this surge pressure to below 120 psi. All modern aircraft are designed, built, and tested for refueling within these pressure limitations. Design and Repair All fuel handling facilities and equipment at Navy and Marine Corps shore activities are designed, constructed, and/or repaired in accord ance with Naval Facilities Engineering Command (NACFACENGCOM) criteria. All repair and modernization projects for POL (Petroleum, Oils and Lubricants) facilities will conform to the requirements set forth by NAVFACENGCOM. All facilities will comply with local environmental, health, and safety laws. Listed below are some of the publications used as guidelines for fuel handling facilities and eq uipment found at shore installations. Applicable publications are: 1. Facilities Planning Factor Criteria for Navy and Marine Corps Shore Installations, NAVFAC P- 80, “Liquid Fueling and Dispensing Facilities.” 2. MIL-HDBK- 1022, Petroleum Fuel Facilities. 3. Definitive Designs for Naval Shore Facilities, NAVFAC P-272. 4. NAVFAC Guide Specifications . 5. Maintenance Manual Petroleum Fuel Facilities, NAVFAC MO-230. 5-9

Refueling Equipment Markings and Painting All fuel servicing equipment will be painted and marked in accordance with NAVFAC P-300. All refueling equipment is clearly marked with the appropriate North Atlantic Treaty Organization (NATO) Code Number contained in a rectangle as well as the common U.S. military designation (see below). F-44 Refuelers used as refuelers/defuelers are marked with only the product code JP since the fuel will, in most cases, be a mixture of JP-5, JP-8, and/or commercial jet fuels. No NATO Code Number is to be applied to such equipment. In addition to these product identification markings, all refueling equipment is marked with the following: FLAMMABLE NO SMOKING WITHIN 50 FEET The emergency shut-off switch for each system is identified with 2-inch red letters. Refueler/defueler ground-fuel vehicles will be free of rust areas, flaking paint, and running rust. When touch-up painting exceeds 20 percent of the unit surface, the entire unit is painted. Lighting (Illumination) Specification Unless otherwise directed, all working areas shall be illuminated for night operations to the minimum intensity recommended in Table 4 of API Bulletin RP−540, Recommended Practice for Electrical Installa tions in Petroleum Processing Plants. Electrical Equipment Electrical equipment installed on or in close proximity to fuel handling or storage facilities shall meet the minimum requirements of NFPA 70 (based on explosive risk of JP−4), The Na tional Electric Code; NFPA 77, Recommended Practice on Static Electricity; and NFPA 78, Lightning Protection Code. Reducing Electrostatic Charges One of the primary sources of ignition is static electricity. To ensure the safe relaxation of static charges relevant to fuel operations, all activities shall do the following:  Prohibit the top loading or splash filling of any fuel vessel (e.g. trucks or tanks ).  Refill filter/separator vessels slowly, whenever they have been drained.  Keep tanks free of foreign objects, (i.e. small conductive objects that can be floated by foaming fuel) thereby becoming an unbonded charge collector. This does not prohibit suspending thermo meters or samplers in tanks. However, these devices must be removed prior to any receipt.  Always electrically bond the refueling equipment to the aircraft or truck into which the fuel is being loaded.  Earth (ground) the aircraft and the refueling vehicle whenever refueling operations are cond ucted on any surface other than concrete, such as asphalt and plastic-coated surfaces. 5-10

Earthing is also required for all hot-refue ling operations and when refueling U.S. Air Force aircraft.  Grounding is required for all hot refueling operations.  Check the electrical resistance of pressure nozzles monthly.  Bond overwing (gravity) refueling nozzles to the aircraft using a separate bonding pigtail before tank's caps are removed.  Attach bonding cables to aircraft using plug and jack method whenever available.  Inspect bonding and grounding cables, clamps, and plugs daily.  Check the electrical resistance of groun ding cables monthly.  Cease all fueling activities when lightning is observed within 5 miles of the facility.  Remove refuelers from aircraft parking areas during electrical storms.  Require fuel personnel to wea r non-static-producing and flame-retardant clothing, such as cotton. Gore-Tex® outer garments are authorized for wear by refueling personnel. Eliminating Other Sources of Ignition To prevent or eliminate other sources of ignition, activities shall ensure the following:  Never allow fuel personnel to wear shoes that have nails or other metal devices on the soles.  Advise fuel personnel not to carr y or wear loose metal objects, such as knives or keys.  Check the exhaust piping on mobile refuelers daily to ensure that holes, cracks, or breaks do not exist.  Never permit smoking, spark- or flame-producing items, open flames, or hot work within 50 feet of any refueling operation.  Defer all repair work on fueling equipment during fuel-handling operations.  Except for approved safety lights used in hazardous locations, do not introduce lights into any compartment or space where fuel or flammable vapors may be p resent. API has determined that ordinary commercial two- and th ree-cell flashlights, using carbon zinc dry cell batteries, can be safely used around flammable fuel/air mixture. Tests have proven them incapable of igniting vapors, even if accidentally dropped or the light is crushed.

 Do not allow fuel personnel to carry "strike anywhere" matches or cigarette lighters.  Be certain that no repair or maintenance work is being conducted on the aircraft before starting the refueling or defueling operation.

WARNING Always assume that fuel vapors (in a tank or above a pool of fuel) are in the flammable range of fuel-air mixture to ignite. NOTE Fixed wing aircrew may perform normal preflight/postflight duties (visual inspection and removal/installation of covers). 5-11

 Be certain that Liquid Oxygen (LOX) operations are not being performed and that LOX- handling equipment is not located within 50 feet of fuel operations.  Be certain that aircraft radar and all unnecessary radio equipment are switched off before refueling or defueling is begun. It may be necessary for equipment to be warmed up prior to an immediate launch, so be sure that it is not transmitting. The only exception to this rule occurs during “hot” refueling, when the pilot is required to keep in radio contact with the tower at all times.  Do not conduct aircraft fuel-handling operations within 300 feet of ground radar equipment.  Equip all internal combustion engines operated within 50 feet of fuel-handling operations with spark-arresting-type mufflers.  Do not start or stop any engine, regardless of its configuration, within 50 feet of a fueling or defueling operation. This prohibition includes aircraft being serviced and adjacent aircraft, as well as ground support equipment. The starting or stopping of an engine within 50 feet of a fueling or defueling operation is sufficient cause for the operator to immediately shut down the fuel pump.  Open valves slowly to reduce or prevent any splashing in tanks.  Pump suctions must be flooded before starting in order to avoid introducing air into the fuel system. Air in the fuel system can produce a fire or an explosion in filter/separators and can cause pump damage. Truck and rail car offload systems are especially prone to this problem.  Conduct overwing refueling only as a last resort and then only if an operational necessity or if aircraft design dictates.  Hold hot-refueling operations to the absolute minimum possible. Cold refueling operations are inherently safer and are preferred to hot refueling. Reducing and Controlling Vapor Generation To help prevent fires by reducing or controlling vapor generation, activities shall ensure the following actions:  Do not handle aviation fuel in open containers.  Do not refuel, defuel, or drain aircraft or conduct fuel-handling operations in a hangar or confined area except for the removal of water and the extraction of samples from aircraft low- point drains. This does not apply to structures specifically designed for these operations.  Keep all fuel containers, such as aircr aft fuel tanks or vessels, closed, except when necessary to open for actual operation or maintenance.  Avoid spilling fuel during fuel-handling operations.  Take immediate action to clean up any spill that occurs.  Properly dispose of oily waste or rags immediately after using.  Never drive or move a refueler or defueler with a leak in the tank, piping, or other equipment.  Report all leaks in any portion of the fuel-handling facilities to the Fuels Management Officer (FMO).  Treat empty or apparently empty cans or containers that formerly held aircraft fuels as though they still contain fuel. These containers will still contain vapors and are dangerous for many days after they have been emptied. 5-12

 Be aware that fuel vapors are heavier than air and will collect in low places, such as pits, sumps, and open sewers.  Never dispose of waste fuel in storm water or san itary sewer systems.  Never top load or splash fill tanks. (This does not prohibit overwing refueling of aircraft that are configured solely for this operation).  Keep all equipment and work areas neat, clean, orderly, and in good mechanical condition.  Make sure fire-fighting equipment and extinguishers are in good condition and readily available.  Never use gasoline or jet engine fuel as a cleaning agent. Exting uishing Fires Although the Air Station's Crash Crew has prime responsibility for firefighting, all fuel-handling personnel should be aware of the basic principles involved in extin guishing fires, as well as the equipment used. They also should make certain that appropriate firefighting equipment is in good condition, and is readily available whenever and wherever fuel-handling operations are being condu cted. All refueling personnel will receive flight-line firefighting training initially and annually thereafter. U.S. Navy Fire Fighting and Rescue NATOPS Manual NAVAIR 00-80R-14, and the MIL-HDBK-844 (AS) contain a section and information on putting out fires.

Minimizing Health Hazards Not only must aviation fuels be handled with caution because of the obvious dangers associated with possible fires and/or explosions, the materials themselves present a danger to the health of fu el- handling personnel. These dangers are equally important as those of fire and explosion even though they are not so well known. To minimize health dangers, fuel-handling personnel must take the following actions:  Avoid entering enclosed areas where fuel vapors are present.  Keep to an absolute minimum the amount of time spent breathing fuel vapors. Good ventilation of workspaces is essential.  Stay on the windward, or upwind, side of a spill if you must remain in an area where a large spill has occurred.  Stay on the windward, or upwind, side when conducting fuel-handling operations where the formation of vapors is unavoidable, such as at a truck fill stand.  Stop the fuel-handling operation and mov e to a fresh air location immediately if you feel dizzy or nauseated.  Avoid skin contact with liquid fuels and tank water bottoms that can contain a high concen tration of Fuel System Icing Inhibitor (FSII). If fuel or water bottoms do contact the skin, wash with soap and water immediately. WARNING Use all fire extinguishers only for their intended purpose, to extinguish fires. They should never be used to inert a fuel tank since this can actually ignite a fire or explosion. 5-13

 Never wash hands in gasoline or jet engine fuels.  Remove fuel-soaked clothing or shoe s at once.  Wear eye protection and clothing that leave a minimum amount of skin exposed during refueling operations. This will help reduce burns in a fire.  Only use footwear that completely covers the feet to provide protection against fuel spills and fires. Shoes made of fabric or other absorbent materials are not acceptable. Confined Spaces Personnel entering or working in or around confined spaces that are exposed to fuels and fuel vapors migh t encounter hazards such as:  The lack of sufficient oxygen.  The presence of flammable or explosive vapors.  The presence of toxic vapors and materials. These hazards may not always be readily apparent, detectable by odor, or visually obvious to persons entering or working within such spaces. Therefore, all confined or enclosed spaces such as fuel tanks, refueler/truck tanks and unvented deep pits (more than 5 feet) must be well ventilated and tested prior to entry. Poorly vented or unvented pump rooms, storage areas, and unvented shallow pits (under 5 feet) must be surveyed to d etermine steps necessary for gas freeing or designation as a safe work environment. To reduce risk, fuel-handling personnel must ensure the following:  Never enter a tank or equipment that has co ntained any fuel until all safety precautions have been followed, and then only with experienced, knowledgeable supervision present.  Always use a blower-type mask or positiv e pressure hose mask, boots, and gloves if you must enter a confined area where fuel vapors may be present.  Employ the buddy system when entering deep, unvented, or poorly vented pits, that is, low- point drain pits. More definitive information regarding the hazards of confined spaces, hazardous environments, and gas-free engineering is contained in NAVSEA S6470-AA-SAF-010, U.S. Navy Gas-Free Engineering Program Technical Manual and the NAVOSH Program Manual 5200.23B. All personnel will comply with Navy policies and procedures specified in these manuals. AIRCRAFT FUELING SYSTEMS The following are three typical aircraft fueling systems used at shore activities:  Aircraft Direct-Refueling System (more commonly known as a "pit").  Mobile Aircraft Refuelers. These are tanker trucks of various capacities and configurations.  Portable Fueling Systems. These are air-transportable, advanced-base systems used primarily to support tactical operations. Aircr aft Direct-Refueling System (Pit) Aircraft direct fueling systems are designed primarily for “hot” refueling of aircraft. Aircraft direct fueling systems shall be installed only when authorized by COMNAVAIRFOR or COMNAVAIRSYSCOM. NAVAIR/NAVFAC are available for assistance in sizing and locating direct refueling systems. New aircraft direct fueling facilities shall be constructed only for the issuance of jet 5-14

Figure 5-4 — Aircraft direct refueling system (pit). fuels through the pressure refueling method utilizing SPR aircraft servicing nozzles to dispense the product. Criteria for the construction of direct fueling systems will be based primarily on the following requirements: 1. The volume of rapid turnaround requirements for carrier aircraft, including rotary wing. 2. The volume of large, land−based patrol aircraft requiring average refueling of over 2,500 gallons. 3. The number of transport aircraft, with limited ground time, which shall be refueled in place simultaneously with other loading and off−lo ading. Aircraft direct-refueling systems (Figure 5-4) are designed primarily for "hot" refueling of aircraft. All direct-refueling systems have the following minimum features:  Filter/separator.  Fuel-quality monitor.  Relaxation chamber or equivalent piping configurations capable of pr oviding 30 seconds static relaxation from point of last filtration to the nozzle.  Diaphragm-operated primary control valve.  Remote hand-held deadman control for each pantograph or hose installed at each station.  Emergency pump shutoff switch.  Meter on each station outlet.  Re-circulation/flushing capability of the nozzle and/or hose/pantograph system. 5-15

Figure 5-5—Truck fill stand.  Emergency dry-breakaway coupling on each hose or pantograph.  Bonding/grounding cable. This requirement is consid ered satisfied if the fueling hose/pantograph system has continuity (10,000 ohms or less).  Pantograph and/or hose with approved, non-lubricated swivel. Zerk-type grease fittings in pant ograph swing joints are not authorized, because of the possibility of contaminating the fuel with grease.  Dry-break quick-disconnect fuel-service coupling with a 60- to 100-mesh strainer.  Single-point-pressure-refueling nozzle with a 55-psi maximum pressure regulator.

 Fire extinguisher(s) in accordance with NAVAIR 00-80R-14 (minimum of one 150-pound Halon or Twin Agent Unit (TAU) unit per fueling point).  Emergency eyewash/shower system available in the immediate area.  Fire alarm. See Figure 5-5 for a simplified flow schematic of a shore activity’s fuel system. Figures 5-1 and 5-4 reflect design requirements for Petroleum Fuel Facilities (MIL-HDBK-1022). In addition, for new construction and modernization projects, UFC 3−460−1 shall be consulted.

NOTE Direct refueling systems will NOT use or incorporate eductor systems. 5-16

Figure 5-6 — Hot-refueling with truck and pantograph. Mobile Aircraft Refuelers Mobile refuelers are used primarily for cold fueling operations, with occasional hot-refueling operations at stations where installation of a direct refueling system is not justified. If continuous or extensive hot fueling is being performed with mobile refuelers, the use of an anchored pantograph, as shown in Figure 5-6, should be considered. Mobile aircraft refuelers vary in capacity and configuration. However, whether contractor or Government-owned, all mobile aircraft refuelers have the same basic requirements:  Tank construction is one compartment only, with necessary baffles. Tank must completely drain at the low point without traps of liquid remaining in pockets. The tank is designed so that all portions are accessible for cleaning and maintenance.  Tanks are aluminum or stainless steel.  Tank top opening(s) must be semi-permanently secured and used only for inventory and for interior inspections and repairs. Manhole covers must incorporate a fusible plug or plugs, each equipped with fine screens to provide additional emergency release of vapor.  Tanks must be configured for bottom loading. The bottom loading hardware includes a cutoff valve and an adapter to accept the SPR nozzle, and must be of sufficient size to receive the product at 600 gallons per minute (gpm). A fill stand anti-drive-away device is incorporated.  Each tank must have an electronic system for controlling the filling operation (Scully Dynaprobe or equivalent) that is compatible with the system on the truck fill stand. It should be 5-17

Figure 5-7—Flow diagram for mobile refuelers. located near the bottom-loading adapter and include an an ti-drive-away feature (can be combined with an anti-drive away device).  The piping system, including all hardware components, must be capable of dispensing fuel at the rated flow. A flow diagram of the general configuration of these system devices is shown in Figure 5-7.

5-18

All mobile aircraft refuelers have the following minimum features:  Filter/separators.  Fuel-quality monitors.  Relaxation chambers.  Pressure and differential pressure gages.  Meters (temperature-compensating meters are desired).  Approved aircraft-refueling hoses.  Dry-break quick-disconnect couplings.  Hose- end pressure regulators.  Approved aircraft-refueling nozzles.  Bonding cables.  Aircraft fuel servicing vehicles must have at least two fire extinguishers installed. One must be on t he left front (driver's) side, readily accessible to the operator (refueler control panel) position. The other extinguisher must be on the right rear portion of the vehicle.

 Remote, hand-held dead-man control.  Tires are of a non-FOD type, with slick tread or wide-lug, wide-groove tread. The tread must not ha ve a narrow groove design, in which small stones and foreign matter could become imbedded and deposited on airfield surfaces. Recaps and slicks are not authorized for use on the steering wheels when the vehicle is operated off base.  The exhausts of all engines (except turbo-diesel engines), including auxiliary engines, are equipp ed with a suitable spark arrestor. When replacing defective exhaust system components, use only the original manufacturer’s pa rts.

Refuelers/Defuelers The most ideal and cost-effective method of handling non-suspect defueled aviation turbine fuel is to re-issue it to an a ircraft. Most facilities that handle sizeable quantities of such fuel have designated one or more aircraft refueling trucks as “refueler/defuelers.”

NOTE Refueler/defuelers have two separate hose/pressure nozzle assemblies: one includes a hose-end pressure regulator (for refueling service) and the other does not (for defueling operations). NOTE The use of Halon is recommended since it is superior to CO2 and is less corrosive than PKP. NOTE Manholes will remain closed during defueling operations 5-19

In addition to the requirements for refuelers, refueler/defuelers must also meet the following minimum requirements:  Refuel/defuel trucks carry the marking "JET FUEL/JP" in place of the normal markings (for example, “JP-5 JET FUEL F-44” or “JP-8 JET FUEL F-34”).

 A dedicated defuel connection to the piping system that passes the fuel through the pump, filter/s eparator, monitor, and relaxation chamber before it enters the tank. A flow diagram of the general configuration of these system devices is shown in Figure 5-8.  Separate hose and nozzle assemblies provided on refueler/defuelers for each of the two different operations, refueling and defueling.  Maximum defuel is 100 gpm.  High-level alarm. A high-level cutoff system is also highly recommended. Defuelers Defuelers are used for defueling only. Fuel placed in a defueler is NOT to be directly re-issued into an aircraft; since the defueler is generally configured without filtration equipment, the fuel placed in a def ueler unit is “suspect”. Fuel in a defueler must be sampled and tested to determine disposition.

Defuelers must have the following minimum requirements:  Trucks used exclusively for defuel carry the markings “DEFUELS ONLY” in place of normal markings.  A centrifugal pump with the maximum defuel rate of 100 gpm.  A cutoff or alarm system for overfill protection that has at least one of the following indicators: jet sensor, float high level, or fiber optic or therm istor probe.  A defuel hose and nozzle. Aircraft Refueler Truck Fill Stands The number of truck fill stands required for each product is a function of the filling time and the number and capacities of refuelers necessary to sustain aircraft refueling services within the established turnaround times.

NOTE Eductor-type systems or hose evacuation systems are NOT used for operations, since they allow unfiltered fuel to be issued to the next aircraft. CAUTION Hose evacuation systems are NOT used for defueling. NOTE Bottom-loading fill stands are the only type authorized for use. Top loading is NOT authorized. 5-20

Figure 5-8 — Flow diagram for refueler/defueler in defuel mode.

5-21

Overhead truck fill stands are no longer authorized for any petroleum product. The loading rack has a sep arate loading system for each grade of product to be handled, regardless of the type of fuel dispensed, and are classified as Class 1, Group D Hazard areas as defined by the national fire protection association (NFPA) and shall therefore comply with the regulations governing such areas. The minimum equipment required at a truck fill stand for aviation fuel is as follows:  SPR (pressure) nozzle with dry-break quick-disconnect and strainer.  Loading hose, approximately 10 feet long, or mechanical loading arm with non-lubricated swivels.  Loading-hose fuel-thermal-pressure relief valve.  Diaphragm-operated two-stage control valve (low flow/high flow) with adjustable time delay to prevent the high-flow pilot from opening until 1 minute after start of fuel flow.  Meter with rated capacity equal to the maximum flow rate of the loading station. Temperature- compensating positive displacement meters are recommended.  Filter/separator.*  Fuel-quality monitor.*  Relaxation tank, or equivalent piping.*

 Shutoff valves for maintenance.  Sample outlet.  A high-level cutoff system. For ease of operation and increased safety, truck fill stands are conf igured with a high level cutoff system that incorporates the following: o Self-monitoring. o Automatic tank fill shut-off device. o Bonding. o Grounding. o A remote hand-held deadman control. o Full implementation requires incorporation of companion connectors on all station refuelers.  Low-intensity instrument lighting to permit full visibility of all equipment and controls during night operations.  Spill containment system that will prevent the run-off of fuel in the event of tank rupture or a major spill during loading operations. Concrete is preferred over asphalt.  Overhead lighting in the immediate truck-fueling area. NOTE The above requirements marked with an asterisk (*) will automatically be met if the truck fill stand is a spur of the direct fueling system downstream of the filter, monitor, and relaxation chamber. 5-22

Truck Parking Areas The parking area(s) and access roads must be paved and maintained in good condition. Parking areas should be free from chuckholes and ruts, which cause refueler damage and foreign object dama ge (FOD). Refueler parking areas should be contained by appropriate curbing, dikes, retention ponds, or drainage to oil/water separators (the preferred method). The method used should be sized to hold the largest vessel normally parked within the area. Parking Area Requirements Refuelers/fuel servicing equipment is parked in designated parking areas. Equipment is positioned so that it is free to exit its designated parking areas without backing up and prevents abnormal maneuvering to avoid structures such as buildings, pipelines, fill stands, and other equipment.

Activities must have sufficient truck parking spaces to allow:  A minimum lateral separation of 25 fee t (measured truck center to truck center) between trucks.  No trucks to be parked closer than 100 feet to any inhabited building.  Separate entry/exit gates designed to facilitate one-way traffic patterns within the parking area.  Free and direct egress from the parking area of any truck at all times. No object or another truck may block or hinder the egress of trucks parked in the area. This means absolutely No backing, No jack-knifing, No additional maneuvering.  Security fencing to prevent unauthorized entry into the refueler parking area. Vehicle and personn el gates must be secured. Remote control gates with driver operated control devices are recommended.  Security lighting, capable of illuminating the entire refueler parking area.  Spill containment system that will prevent the run-off of fuel in the event of tank rupture or major spill during loading operations. Concrete is preferred over asphalt because spilled fuel or fuel leaks deteriorate asphalt surfaces. Portable Fueling Systems These air transportable, advanced base systems include the Tactical Airfield Fuel Dispensing System (TAFDS), Helicopter Expedient Refueling System (HERS), and Navy Advanced Base Functional Compon ents Fueling System (ABFC-H14K). As an ABF, you most likely will never use these systems. TRUCK FUELING OPERATIONS Truck Fill Stands Operating truck fill stands is a one-person operation for trucks equipped with high-level alarms/shutoff and deadman control valves at the fill stand. This is a two-man operation for equipment not having these devices. CAUTION Ramps over containment curbs are no more than 2-percent grades (2.4 inches to 10 feet) in order to avoid damage to the refuelers. 5-23

Trucks are filled in the following sequence: 1. Position truck, turn off lights, place gear shift in neutral or park position, set parking brake, stop engine, and turn off all switches except necessary alarms and the like. 2. Verify product and estimate amount of product to be loaded. 3. Connect bond or high-level control cable. 4. Connect delivery nozzle to truck's bottom loader.

5. Set meter and enter the necessary information on truck fill order or other form. 6. Start filling operation slowly. 7. After tank is filled, secure pump unless it has secured automatically. 8. Disconnect nozzle. 9. Disconnect bond or Scultrol jumper cable.

10. Complete paperwork. 11. Inspect truck for leaks. 12. Remove refueler to truck parking area. Cold Refueling of Aircraft by Truck Positioning of refuelers to service aircraft is done in the same manner—without variation, so tha t all personnel involved know exactly what to expect. Whenever possible, refuelers should proceed down a line of parked aircraft, with a driving path perpendicular to aircraft fuselage axis, at maximum distance the hose length will permit servicing. CAUTION Trucks that have been completely drained must be minimally fueled (500 to 1,000 gallons using another truck set at a low flow rate), to cover bottom inlet valve inside empty truck’s tank. WARNING Top loading is NOT performed. This method of filling is extremely dangerous because of high flammable vapors and static charges produced. Personnel will NOT be on top of the truck during filling operation. CAUTION A vehicle without high-level controls or alarms is monitored via fill stand meter during filling process. Secure pumping if meter exceeds amount previously issued from truck. 5-24

Figure 5-9 — Normal refueler approach path and refueling safety zone. However, a truck must never approach closer than 10 feet from an aircraft. The normal refueler approach path, shown in Figure 5-9, applies to all fixed-wing tactical aircraft and helicopters. Normally, no turns are made except at the end of the parking line. Driving between aircraft parked in line should be avoided; however, preferred approach is not always possible. Figure 5-10 shows acceptable alternate methods when aircraft are not parked in line or when hose lengths are insufficient for service. Figure 5-11 shows the safe approach paths to prop, prop/jet, and transport aircraft; Figure 5-12 illustrates the alternate approach paths for helicopters. Each activity will record movement and operations of its trucks using a log similar to the one shown in Figure 5-13.

Refuelers must NEVER:  Be left pointing toward any part of an aircraft.  Be driven in the area described by straight line projections connecting points 10 feet from an aircraft's extremities (see Figures 5-10, 5-11, and 5-12). Figure 5-10 — Alternate refueler approach paths. Figure 5-11 — Refueler approach to prop, prop/jet, and transport aircraft. 5-25

Figure 5-12 — Alternate refueler approach to a helicopter.  Be backed into proximity of an aircraft without using a spotter and a wheel chock pre-positioned at point where the refueler must stop.  Be positioned closer than 10 feet from any part of the aircraft. The refueler is parked in a position on the same side of the aircraft as the aircraft's adapter, so the driver/operator has a direct line-of-sight to the refueling nozzle operator when actuating the deadman control. Failure of the driver/operator to visually observe nozzle operator throughout refueling operation can lead to a fuel spill or fire. The hose must not pass underneath aircraft's fuselage to reach the aircraft's fueling adapter. Never operate both overwing and pressure fueling systems at the same time. Excessive pressure surges may occur with the overwing nozzle. Aircraft refueling with trucks is a three-person function. Required are a nozzle operator (supplied from the squadron, maintenance department, or transient line), a driver/operator (from the fuels division), and a fire extinguisher operat or (supplied by the squadron). The nozzle operator assists driver/operator in removing and replacing hose on the refueler. The driver/operator prepares the truck for refueling operations as follows:  Re-circulate (flush) the truck and take a fuel sample for quality control checks as app ropriate. Fuel is tested for contamination prior to refueling the first aircraft each day. Fueling must not begin until acceptable results hav e been obtained.  Flush overwing nozzle. Flushing overwing nozzle requires a special receiving port that is piped to fuel storage. An alternate approach is to recirculate refueling station and take samples with pressure fueling nozzle in place, then replace pressure fueling nozzle with overwing nozzle immediately before commencing refueling operations.

 After a hot-brake check of the aircraft (fixed-wing only) has been performed, drive the refueler into position for refueling, following approach paths discussed previously. The refueler should be positioned so that it can be driven away quickly in an emergency. Wheel chocks should not be used.  Set brakes.  Place gearshift in neutral.  Turn off headlights and unnecessary switches (driver/operator).  Open driver's side door. It remains partially open during entire refueling operation. NOTE Tailpipe temperature and location of aircraft tank vents are important considerations when determining alternate routes and fueling positions. 5-26

Figure 5-13 —Aircraft refueling dispatch log. 5-27

Figure 5-14 — Electrical bonding of aircraft and truck (cold refueling).

When the truck is in position and prepared as discussed above, conduct fueling operations as follows: 1. Secure all electronic and electrical switches on aircraft that are not required for fueling (plane captain). 2. Verify fire extinguisher is at refueling point (station operator). 3. Attach bonding cable between refueling equipment and aircraft (Figure 5-14). No aircraft engines or. External power will not be connected, disconnected, or switched on or off. Changing the aircraft’s electrical power status can create significant ignition sources (plane captain). 4. Aircraft carrying ordnance shall be cold refueled only in areas authorized by local standard operating procedures (SOP). Prior to refueling aircraft carrying ordnance, certified and qualified personnel shall verify all ordnance is safed. Safe is defined as the WARNING A window in the truck cab must be kept at least partially open whenever truck is stationary and engine is running, to prevent buildup of carbon monoxide inside the cab. NOTE Cold refueling aircraft with JP-5, JP-8, or commercial Jet A or Jet A-1 via trucks is a two-person function requiring a nozzle operator and a driver/operator. In an emergency the driver/operator's first duty is to release the deadman control and then operate the fire extinguisher while the nozzle operator disconnects the nozzle from the aircraft. The nozzle operator will then take over responsibility for the fire extinguisher while the driver/operator reels in the hose and removes the truck from the area. Under normal conditions the nozzle operator will assist the driver/operator in removing and replacing the hose on the refueler in order to minimize wear and damage to the hose and refueling nozzle. Cold refueling aircraft with commercial Jet B is a three-man operation requiring a dedicated fire extinguisher operator in addition to the two personnel discussed above. 5-28

replacement of any mechanical arming lever, safety pin, electrical interrupt plug/pin, securing of arm ament switches, and/or any appropriate action that renders the particular ordnance carried as safe. 5. Pull out hose (or pantograph) and place in proper position for refueling (nozzle operator and refueler operator). 6. Remove refueling adapter cap from aircraft, and dust cover from pressure nozzle. Inspect face of the nozzle to make sure it is clean, and verify flow-control handle is in the fully closed and locked position (nozzle operator).

7. Plane captain/aircrew visually inspect aircraft's adapter (receptacle) for any damage or significant wear. If in doubt about integrity of the adapter, use adapter go/no-go gage or alternate go/no-go gage to determine acceptability (nozzle operator).

8. Lift nozzle by lifting handles, and align lugs on nozzle with slots on aircraft adapter. Hook up nozzle to aircraft by pressing nozzle firmly onto the adapter and rotating it clockwise to a positive stop (nozzle operator).

9. Zero refueling meter or totalizer reading (refueler operator). 10. Rota te nozzle flow-control handle to full open position. The handle must rotate 180 degrees to ensure the poppet valve is fully open and locked. The flow control handle is placed in either of two locked positions; fully open or fully closed. The handle is not used as a flag to indicate fuel flow. Excessive wear on the aircraft adapter and fuel nozzle poppet will result if the handle is allowed to “float” in the unlocked position (nozzle operator). 11. Upon receiving signals from nozzle operator and plane captain that hook-up has been completed and that they are ready to begin the fueling operation, the refueler operator actuates remote hand-held deadman control. 12. Once fuel flow has been established, test the aircraft's pre-check system (plane captain). The pre- check system simulates completion of a refueling by closing all tank inlet shutoff valves within the aircraft. All fuel flow into the aircraft should stop within a few seconds to 1 minute of WARNING Refueling of aircraft with hung ordnance of any type is prohibited. In event of fuel or ordnance incident, all operations shall cease until deemed safe. WARNING Deadman controls are NOT blocked open or otherwise compromised since this defeats the purpose of the device and can lead to a catastrophic accident. WARNING 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. 5-29

actuating pre-check system. On aircraft equipped with a fuel indicator, the primary means of dete cting successful precheck is by observing the flow indicator on the aircraft to ma ke sure that it stops. If the aircraft is not configured with a flow indicator, or if the aircraft flow indicator is inoperative, the only acceptable means of determining that precheck has been successful is to watch the fuel delivery system’s fl ow counter (flow meter) to ensure it stops. A stiffening (or jerking) of the refueling hose or indication of a fueling pressure spike is not a suitable indication that precheck has successfully occurred (hose stiffening/jerking and pressure spikes can occur whenever one or more aircraft fuel tank refueling valves close). A stiffening or jerking of the refueling hoses and/or pressure spike that occurs at refue ling station. 13. Fuel aircraft as directed by the plane captain. The plane captain monitors aircraft vents, tank pressure gage(s), and/or warning lights, as necessary. 14. When directed by the plane captain, release deadman control (refueler operator). 15. Rotate nozzle flow control handle to the off and fully locked position (nozzle operator, verified by the refueler operator). 16. Disconnect nozzle from the aircraft adapter (nozzle operator). 17. Stow the pantograph or hose (nozzle operator and refueler operator). 18. Comp lete paperwork (nozzle operator and refueler operator). Overwing Truck Refueling Overwing (gravity) refueling of aircraft from trucks is done using the procedures described under "Cold Re fueling of Aircraft by Truck," but with the following modifications: 1. Repeat ste ps 1 through 4 as described in "Cold Refueling of Aircraft by Truck" procedures. 2. Zero refueling meter or totalizer reading (refueler operator). 3. Pu ll out hose (or pantograph) and place it in proper position for refueling (nozzle operator and refueler operator). 4. Bond overwing nozzle to the aircraft as shown in Figure 5-18, and then remove the filler cap from aircraft (nozzle operator).

5. Insert overwing nozzle into the aircraft’s refueling port and maintain metal-to-metal contact between the overwing nozzle and the aircraft’s refueling port throughout entire fueling operati on (nozzle operator). 6. Upon receiving signals from the nozzle operator/plane captain that hook-up has been completed and fueling operation is ready to begin, the refueler operator actuates the remote hand-held deadman control. 7. The nozzle operator slowly squeezes the handle on the overwing nozzle to initiate fuel flow and fuels the aircraft as directed by the plane captain. Plane captain will monitor aircraft vents.

WARNING Always bond the nozzle to the aircraft before the filler cap is removed. This connection will remain in place until the entire fueling operation is complete. Failure to bond the nozzle and/or maintain contact can result in a dangerous static spark inside the fuel tank. 5-30

8. When directed by the plane captain, release the deadman control (station operator). 9. Disconnect the nozzle bonding wire from the aircraft (nozzle operator). 10. Stow the pantograph or hose (nozzle operator and refueler operator). 11. Com plete paperwork (nozzle and refueler operator). Refueler Parking All activities shall require that refueling vehicles be constantly attended whenever engine is operating. The operator is considered in attendance when performing tasks directly associated with fueling an aircraft; for example, assisting aircraft-refueling operator, or transporting hose. If for any reason the operator is to leave his/her truck unattended, he/she must first: 1. Dri ve truck clear of the aircraft. 2. Place air brake in on and locked position, if applicable. 3. Set parking brakes. 4. Direct front wheels to an open, unobstructed area. 5. Stop engine. 6. Chock drive wheels. ASHORE OPERATING PROCEDURES The operating procedures presented and discussed in this section are for general types of fuel facilities and equipment common to all or most activities engaged in the fueling of aircraft. Since the actual facilities and equipment vary greatly from installation to installation, these procedures and accompanying information are designed to serve as a basic outline and guide. As always, use your station's specific operational procedures for actual fueling and defueling operations.

Refueli ng personnel must cease any fuel operation that does not appear to be progressing in a n ormal fashion (appears to be taking much longer than would normally be expected, or pressures are too high). A safety violation constitutes the immediate notification of the Fuels Officer (FO) or FMO. Failure to recognize and terminate such an operation can lead to a catastrophic accident. In situations where abnormal fuel operations are required, the FMO determines whether to procee d with the proposed action. Assistance is available to the FO in accomplishing this task from NAVFAC (Code 00CE3), NAVAIR (Code AIR−4.4.5), the NAVSUP Energy Office (Code 70), and/or the TYCOMs (Code 44). WARNING Deadman controls are NOT blocked open or otherwise compromised since this defeats the purpose of the device and can lead to a catastrophic accident. NOTE NAVAIR 00-80T-103, Conventional Weapons Handling Procedures Manual (Ashore), prohibits the simultaneous fueling and loading/downloading of weapons. 5-31

Spill Prevention and Control Proper training of fuel-servicing personnel is essential. Proper maintenance of the equipment is equally essential. Leaking or malfunctioning equipment must be removed from service. Self-closing nozzles or dead-man controls must not be blocked open or bypassed. Kinks and short loops in fuel hoses should be avoided. In addition, a fuel-spill/fire prevention drill must be co nducted at least quarterly in accordance with NAVSUP (Naval Supply Procedures)-558. When a spill is observed, the fuel servicing must be stopped immediately by release of the deadman control, and closing the nozzle handle, or by operating the emergency fuel shutoff. The supervisor is notified at once, and the operation will not resume until authorized by the supervisor. Every fuel spill must be investigated to determine the cause, whether emergency procedures were properly carried out, and what corrective measures are required. Priming Spills Pint-size spills, involving an area less than 18 inches in any dimension, require no emergency action during cold refueling operations. However, ramp personnel should stand by with a fire extinguisher until operations are complete and/or the aircraft departs. A spill or leak of any size is cause for terminating a hot-refueling operation. Small Spills Other small spills involving an area of from 18 inches to 10 feet in any dimension must have a fireguard equipped with at least one fire extinguisher posted. Either absorbent cleaning agent or emulsi on compound may be used to absorb the spilled fuel. Contaminated absorbent must be placed in metal containers with closed lids until it can be removed and disposed of according to local hazardous-waste disposal procedures. Large Spills Spills covering an area greater than 10 feet in any dimension or more than 50 square feet in area require handling by the Spill Response Team. The team must be summoned immediately and all other personnel evacuated to a safe distance. No one will be permitted to walk through the liquid area of a fuel spill. The spill size designators and corrective measures above are general. Local regulations may be more stringent. Navy Oil Discharge Response Fuel spills will be reported immediately to the Activity’s Environmental Coordinator in accordance with the command’s Oil Spill Contingency Plan. All FMOs will be thoroughly familiar with OPNAVINST 5090.1 series. All fuel handling personnel will be familiar with the local oil spill contingency plan. Surge Pressure Control Fuel handling procedures are designed to reduce surge pressures to below 120 psi. The following actions should be taken:  Close all valves slowly, particularly during the last half of the closure.  Pressure gages are installed in critical places on the flow-inlet side of controlling valves so the operator can keep pressures within limits as the valve is closed.  Start and stop pumps with recirculation lines opened, if there is su ch an option perversion; then close valves slowly. 5-32

Figure 5-15 — Direct refueling station log.  In multiple pump operation, start and stop pumps one at a ti me.  In starting an operation, open downstream valves first and work toward the pumping source.  In stopping an operation, reverse the step above and close upstream valves first.  Fill all empty or partially empty lines slowly, particularly in a line system involving steep slopes.  Where practical, keep both receipt and issue pipelines packed. Night Vision Goggles The use of night vision goggles during refueling operations is conducted in accordance with local procedures. Refueling at Direct Fueling Stations (Pits) With Engines Off (Cold Refueling) Cold refueling of aircraft in static conditions at fueling hydrants, direct refueling stations, skid mounts, and other fuel service units requires a minimum of two trained and certified people. Required are a nozzle operator (supplied from the squadron, maintenance department, or transient line) and a fuel system operator (from the fuels division), who also performs the duty of a fire extinguisher operator. Direct refueling operations will be recorded and maintained in a log, as shown in Figure 5-15, for tracking purposes. Aircraft refueling tasks are to be performed in the following sequence and verified by the pit station operator. The individual who actually performs the task is indicated within parentheses following the task. 1. Re-circulate (flush) the station and take fuel sample(s) for quality control checks as appropriate. Fuel is re-circulated or flushed through the refueling hose and nozzle, and tested for contamination prior to refueling the first aircraft each day. Fueling must not begin until acceptable results have been obtained. Failure to provide clean, dry fuel to the aircraft can adversely affect safety-of-flight (station operator). 2. Check for "hot- brake" condition. The hot-brake check applies to fixed-wing aircraft only (plane captain). 3. Tow the aircraft into the direct refueling station; position and chock it. If using the same direct refueling station, aircraft will not be cold refueled while simultaneously conducting hot 5-33

Figure 5-16 — Bonding of aircraft to direct refueling station. refueling. If the tractor remains attached, turn off the engine until the refueling evolution is completed (plane captain). 4. Secure all electronic and electrical switches on the aircraft not required for fueling (plane captain). 5. Verify that fire-fighting equipment is in the immediate vicinity of the refueling operation and manned (station operator). 6. Attach bonding cable ( Figure 5-16) between refueling equipment and the aircraft. In direct fuel systems, bonding is usually accomplished through nozzle/hose/pantograph system (see Figure 5-17.) If impractical, only connect grounding connectors/cables to approved grounding receptacle locations. Do not secure/attach to external doors, latches, or hinges. If this is not possible, the connection is made bare metal to the aircraft (plane captain). 7. Pull out pantograph (or reel out hose) and place it in the proper position for refueling (nozzle operator and station operator). 8. Remove the refueling adapter cap from the aircraft and the dust cover from the pressure nozzle. Inspect 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). 9. Visually inspect aircraft's adapter (receptacle) for any damage or significant wear. If in doubt, use the adapter go/no-go gage or alternate go/no-go gage to determine acceptability (nozzle operator).

5-34

Figure 5-17 — Bonding and grounding via nozzle connection..

10. Lift the nozzle by the lifting handles, align lugs with slots on the aircraft adapter, and hook up to aircraft by pressing nozzle firmly onto the adapter and rotating it clockwise to a positive stop (nozzle operator).

11. Zero refueling station's meter or note station's totalizer reading (station operator).

CAUTION Aircraft are parked in the refueling area, so the hose does NOT need to pass underneath the aircraft to reach the pressure refueling receptacle WARNING 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 could lead to a fuel spray or spill. WARNING A worn or broken adapter can defeat safety interlocks of the refueling nozzle, permitting the poppet valve to open and fuel to spray or spill. 5-35

12. Upon receiving signals from nozzle operator and plane captain that hookup has been completed and fueling operation is ready to begin, station operator actuates the remote hand- held deadman control. Deadman controls must NOT be blocked or overridden in any way. Such action defeats purpose of the device and can lead to a catastrophic accident.

13. When the hose is fully charged, rotate the nozzle flow control handle to the full open position. The handle must rotate 180 degrees to ensure the poppet valve is fully open and locked (nozzle operator).

14. Once fuel flow is established, test the aircraft's precheck system. The precheck system simulat es completion of a refueling by closing all 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. On aircraft equipped with a fuel indicator, the primary means of detecting successful precheck is by observing the flow indicator on the aircraft to make sure that it stops. If the aircraft is not configured with a flow indicator, or if the aircraft flow indicator is inoperative, the only acceptable means of determining that precheck has been successful is to watch the fuel delivery system’s flow counter (flow meter) to ensure it stops. A stiffening (or jerking) of the refueling hose or indication of a fueling pressure spike is not a suitable indication that precheck has successfully occurred (hose stiffening/jerking and pressure spikes can occur whenever one or more aircraft fuel tank refueling valves close).

15. Fuel the 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 ve rified by the station operator).

WARNING Once a fueling evolution has commenced, the aircraft’s electrical power status and connections are not changed until the evolution has been completed or refueling has been stopped because of an emergency. (Changing aircraft’s electrical power status can create significant ignition sources). WARNING The flow-control handle of the pressure-refueling nozzle is placed in either of two locked positions: fully open or fully closed. The handle is NOT used as a flag to indicate fuel flow. Excessive wear on the aircraft adapter and fuel nozzle poppet will result if the handle is allowed to "float" in the unlocked position. NOTE An aircraft can be cold refueled if it fails precheck but special procedures are required. See the appropriate aircraft NATOPS manual. Cold refueling after precheck failure is done only if it is an operational necessity. 5-36

18. Disconnect the nozzle from the aircraft adapter (nozzle operator). 19. Stow the pantograph or hose (nozzle operator and station operator). 20. Comp lete paperwork (nozzle and station operators). Overwing (Gravity) Refueling at Direct Fueling Stations (Pits) Overwing (gravity) refueling of aircraft in a static condition at fueling hydrants, direct refueling stations, skid mounts, and other fuel service units, is a three-person operation, requiring a nozzle operator, a fuel system operator, and a fire extinguisher operator.

Aircraft refueling tasks are performed in the following sequence and verified by the pit station operator: 1. Re-circulate (flush) station and take fuel sample(s) for quality control checks as app ropriate. Fuel is tested for contamination prior to refueling aircraft each day. Fueling will not begin until acceptable results have been obtained. Recirculate the refueling station and take samples with the pressure-refueling nozzle in place. Replace the pressure-refueling nozzle with an overwing nozzle immediately before commencing refueling operations (station operator). 2. Check for "hot-brake" condition. The hot-brake check applies to fixed-wing aircraft only (plane captain). 3. Tow aircraft into the direct refueling station; position and chock it (plane captain). 4. Secure all electronic and electrical switches not required for fueling on the aircraft (plane captain). 5. Verify the extinguisher is at the refueling point (station operator). 6. Attach bonding cable between refueling equipment and the aircraft. The aircraft’s electrical power status and connections are NOT changed until the evolution has bee n completed or refueling has been stopped for an emergency. NO aircraft engines or auxiliary power units are to be starte d or stopped. External power will NOT be conn ected, disconnected, or switched on or off. Changing aircraft’s electrical power status can create significant ignition sources. 7. Zero the refueling station’s meter or note the station’s totalizer readings (station operator). 8. Pull out pantograph (or reel out hose) and place it in the proper position for refueling (nozzle operator and station operator). WARNING 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. WARNING Overwing refueling with aircraft’s engines operating (hot refueling) is NOT authorized. 5-37

Figure 5-18 —Grounding an overwing nozzle. 9. Bond the overwing nozzle to the aircraft (as shown in Figure 5-18) and then remove the filler cap from the aircraft. Always bond nozzle to aircraft before the fill cap is removed. This connection will remain in place until the entire fueling operation is complete. Failure to bond the nozzle and maintain contact can result in a dangerous static spark inside the fuel tank (nozzle operator). 10. Insert the overwing nozzle into the aircraft’s refueling port and maintain metal-to-met al contact between the overwing nozzle and the aircraft’s refueling port throughout the entire fueling operati on (nozzle operator). 11. Upon receiving signals from the nozzle operator/plane captain that hookup has been completed and they are ready to begin the fueling operation, the station operator actuates the remote hand-held deadman control.

12. The nozzle operator squeezes the overwing nozzle handle to initiate fuel flow and fuel the aircraft as directed by plane captain. The plane captain will monitor aircraft vents, tank pressure gage(s), and/or warning lights as necessary. 13. When directed by the plane captain, release the deadman control (station operator). 14. Disconnect the nozzle-bonding wire from the aircraft (nozzle operator). 15. Stow the pantograph or hose (nozzle operator and station operator). 16. Comp lete the paperwork (nozzle operator and station operator). Fueling With Engines Operating (Hot Refueling) Hot refueling is performed only when operations require rapid turnaround of aircraft, since hot refueling is significantly more dangerous and costly in terms of fuel and manpower expenditures.

WARNING Deadman controls will NOT be blocked open or otherwise compromised since this defeats the purpose of the device and can lead to a catastrophic accident. 5-38

Only pressure hot refueling is performed. A minimum of three ground crew personnel is required for each hot refueling operation. All personnel performing hot refueling operations must be fully trained and qualified. The usual duties of each of these personnel are listed in the following paragraphs. Local conditions or procedures, however, may require that duties be distributed differently among refueling personnel. Personnel required for hot refueling aircraft are as follows:  One station operator. The station operator must be a fully qualified station operator from the local f uels management organization. He or she must be positioned to observe and monitor entire hot refueling operation. Duties include actual operation of the deadman control.  One nozzle operator. The nozzle operator must be a squadron crewmember qualified for aircraft refueling duties related to the specific aircraft type model being refueled. Duties include perf ormance of necessary aircraft refueling checks, such as testing the precheck system and monitoring aircraft vents and the refueling panel. The nozzle operator remains at the nozzle throughout the refueling and leaves only to conduct necessary vent checks.  One fire watch operator, whose duty is to man the fire extinguisher throughout the entire refueling operation. This operator is normally temporarily assigned duty (TAD) from one of the squadrons being refueled.  One refueling coordinator (plane captain). The refueling coordinator will be a crewmember of the squadron whose plane is being hot refueled. The coordinator's primary duties include directing all movements of aircraft and coordinating hand signals between fuel crew and pilot. If the deadman control operator has a direct line-of-sight to the aircraft pilot and nozzle operator, the refueling coordinator's duties may be performed by either the station operator or the nozzle operator. Equipment Requirements The following equipment is the minimum required for conducting hot refueling operations at shore activities:  One fuel service unit, such as a direct refueling station (pit) or mobile refueler. This unit must possess all of the required features and systems listed earlier in this chapter for systems/facilities that refuel aircraft (filter/separator, fuel monitor, and so fo rth). The fuel service unit must have a completely operational deadman control, which must cut off flow of fuel to aircraft immediately (within 2 seconds), upon release. Leakage past the valve with the deadman in the released position can NOT exceed 1 gallon in 5 minutes. The service fuel unit is groun ded (earthed) through a connection that offers less than 10,000 ohms resistance. The servicin g system’s fuel supply tank(s) is located at least 50 feet from any part of the aircraft (wings, rotor blades, etc.) being serviced.  A fixed/portable pantograph system; an approved tactical refueling system (TAFDS, HERS, ABFC−H14K); or a mobile refueler. For safety purposes, it is high ly recommended that hot refueling from mobile refuelers be conducted by the use of mobile pantographs. When mobile pantographs are not available, hot refueling from mobile refuelers shall be conducted using WARNING If the station is configured so that the deadman control operator does not have a direct line-of-sight to both aircraft pilot and nozzle operator, a fourth person (refueling coordinator) is mandatory. 5-39

mobile refuelers that meet the following requirements: an approved emergency dry breakaway coupling, enough refueling hose to ensure the mobile refueler’s fuel tank shall remain a minimum of 50 feet away from the nearest part of the aircraft being serviced. Pantograph fueling arms are preferred, because they are significantly less prone to rupture.  One bonding/grounding cable. Newer direct refueling stations (pits) are designed with a bonding/grounding cable built into the pantograph and along the hose. A separate bonding cable is therefore not needed with these systems. If a continuity check proves resistance to be 10,000 ohms or less, the requirement for continuity is satisfied.  Aircraft wheel chocks or similar restraining device.  Sound-attenuating ear protectors, goggles, cranials, and long-sleeved shirts and pants for each crewmember. Personnel must not wear shoes that have nails or other metal devices on the soles that might cause sparking.

 A fire extinguisher for each aircraft being refueled (consult NATOPS Aircraft Fire Fighting and Rescue Manual, NAVAIR 00-80R-14).  All ground personnel involved in hot refueling operation must be qualified in operating the fire extinguishing equipment in use.  One emergency dry-breakaway quick-disconnect. This device is attached to the refueling hose near the pantograph (on direct refueling stations) or an attachment point to the fuel-servicing unit. Hot Refueling Procedures The following must be accomplished prior to aircraft entering the refueling area:  The station or mobile refueler must be recirculated (flushed) and fuel sample(s) taken for quali ty control checks as appropriate. Fuel is tested for contamination prior to refueling the first aircraft each day. Fueling will NOT begin until acceptable results have been obtained, clear and bright with NO visible sediment (station operator).  Check for hot brake condition. Hot refueling is not performed if a hot brake condition exists. Hot brake check is applicable to fixed-wing aircraft only (plane captain).  The area must be policed for FOD.

 Ground crew must wear sound-attenuating ear protectors, goggles, and cranials. WARNING Both truck and aircraft must be grounded to earth as well as bonded to each other during hot refueling operations with trucks. CAUTION No nozzle samples are taken after aircraft has taxied into the designated hot refueling area. Sampling increases possibility of a fuel spill. 5-40

 Qualified squadron personnel verify all ordnance is safed. Safed is defined as replacement of any mechanical arming level, safety pin, or electrical interrupt plug/pin, securing of armament switches, and/or any appropriate action that renders particular ordnance carried as safe.

Hot Refueling of USMC Aircraft Loaded With Decoy Flares Hot re fueling of aircraft with hung ordnance of any type is prohibited. Explosive-loaded combat aircraft are not permitted in fuel pits except when specifically authorized by NAVAIR 00-80T-109 for Forwarding Arming and Refueling Point (FARP) and Forward Operating Base (FOB) operations. USMC UC-35 aircraft are not authorized for hot refueling with decoy flares due to insufficient safety features except when specifically authorized by NAVAIR 00-80T-109 for FARP and FOB operations. Aircraft de-arming and re-arming shall be carried out in designated areas prior to entry and after departure from the refueling pits. MJU-8/B, MJU-8A/B, MK-46, M206, M211, M212, MJU-46/B, and MJU-50/B decoy flares are not authorized for hot refueling operations. 1. All fuel, ordnance, and aircrew performing hot refueling of USMC aircraft with loaded decoy flares must review applicable hot refueling procedures. Safety briefs for ordnance and fuel personnel are required and must be conducted by the respective team leaders at the beginning of ea ch shift if hot refueling with decoy flares is planned. Individual safety, firefighting equipment, emergency procedures, and team assignments should be covered during each brief. 2. Hot pit refueling of USMC aircraft with loaded decoy flares shall only be conducted by qualified fuel personnel in accordance with NA 00-80T-109. 3. Safing/de-arming and inspection procedures shall only be performed by qualified personnel for specific type/model USMC aircraft and shall be safed and physically inspected per appropriate electronic counter measures (ECM) checklist. Aircraft determined to hav e unsafe or suspect payloads shall be denied access to the fuel pit area. Hot Refueling Procedures in the Refueling Area Once the aircraft has been determined ready for entry into the hot refueling area, the following steps shall be performed: 1. The aircraft is taxied to the hot refueling area in accordance with local SOPs. The aircraft enters the area with the refueling receptacle on the side of the aircraft positioned near the pantograph or hose. Once properly positioned, the aircraft is chocked. a. Servicing AV-8B’s water injection system/tank is NOT authorized in the refueling area. WARNING Hot refueling of explosive-loaded combat aircraft, aircraft with any hung ordnance, or aircraft with pods/dispensers loaded with decoy flares is prohibited. Explosive-loaded combat aircraft are not permitted in the fuel pits. Dummy ordnance, practice ordnance containing only flash or impact signal cartridges, training missiles without live warheads and motors, internally carried pyrotechnics and SUS charges, aircraft-peculiar cartridge actuated devices, and de-armed internally mounted guns loaded with target practice ammunition are excluded from this restriction. 5-41

Figure 5-19 — Positioning of aircraft for pantograph refueling. b. Pantograph must be extended to a sufficient distance for the emergency dry breakaway device to work properly. The pantograph should not interfere with movement of aircraft. See Figure 5-19.

The hose or pantograph will NOT pass underneath aircraft to reach pressure-fueling receptacle. This will interfere with the operation of the emergency dry-break coupling or may result in severing hose/pantograph in event of a malfunction or failure of the aircraft’s landing gear. c. Disconnect refueling hose immediately if any leaks are discovered throughout entire operation. d. The deadman control operator will have a direct line- of-sight to refueling nozzle operator at aircraft receptacle whenever he/she is actuating the deadman control. e. If either primary or secondary shut-off valve test discloses a failure, the hot refueling operation is discontinued immediately. f. Aircraft canopy and helicopter side doors (if installed) will remain closed during the entire refueling evolution. Aircraft refueling operations will be secured if the canopy is opened. Hot refueling of rotary-wing aircraft by mobile refuelers without the use of a pantograph is accomplished only with the rotor blades disengaged. Hot refueling helicopters by mobile refuelers should be avoided whenever possible. Exceptions: g. Rear cargo doors and/or doors on opposite side of aircraft from refueling adapter may be open, provided refueling hose is positioned so that it is unlikely fuel sprays from nozzle/adapter malfunction or hose rupture will enter aircraft passenger/cargo/cockpit compa rtment(s). 5-42

h. The AV-8B aircraft can be hot refueled with canopy open at the pilot’s discretion when high temperatures and humidity dictate, since aircraft’s environmental control system does not operate with weight on wheels. i. The MH−60S helicopter may be hot refueled with the 20mm gun system installed without the environmental barrier, provided the left cabin door is held against the feed chute and the refueling hose is positioned so that it is unlikely fuel sprays from nozzle/adapter malfunction or hose rupture will enter aircraft cabin and/or cockpit compa rtment(s). 2. Pilot secures all unnecessary electronic and electrical equipment not required for refueling. 3. Verified manned firefighting equipment is properly positioned to refueling operation (station operator). 4. Bond aircraft to refueling equipment. Ground aircraft to an earth ground with a resistance to ground value of 10,000 ohms or less (plane captain). a. Unlike cold refueling systems, aircraft with engines or auxiliary power unit (APU) running generate additional static electricity that must be bled to ground. b. In direct fueling systems, both bonding and grounding are normally accomplished simultaneously with attachment of the refueling nozzle to aircraft. The nozzle/hose/pantograph system provides a continuous electrical path between aircraft and fueling equipment that is grounded to earth (see Figure 5-11). c. If bonding and grounding are NOT established in the direct fueling station through the nozzle/hose/pantograph system, a separate cable that is both bonded to the fueling equipment and grounded to a 10,000 ohms or less earth ground must be provided. The grounding receptacle near aircraft’s refueling adapter should be used; if this is not possible, connection should be to bare metal on the aircraft. d. When hot refueling from refueling trucks, the truck is connected to an earth ground of 10,000 ohms or less; truck and aircraft will be bonded to each other. If a portable or permanently anchored pantograph is properly earthed and configured, there is electrical continuity between the nozzle and the pantograph. The truck’s bonding cable is attached to this pantograph. e. When hot refueling aircraft at fixed facilities, primary aircraft taxi directors are aircrew chiefs, plane captains, and trained and qualified squadron personnel. 5. Pull out pantograph (or reel out hose) and place in proper position for refueling (nozzle operator and station operator). 6. Remove the refueling adapter cap from the aircraft and the dust cover from the pressure- fueling nozzle. Inspect the face of the nozzle to ensure it is clean and verify that the flow control handle is in the fully closed and locked position (nozzle operator). 7. Visually inspect aircraft’s adapter (receptacle) for any damage or significant wear. If in doubt about the integrity of the adapter, use the adapter go/no-go gage or the alternate go/no-go gage to determine acceptability.

WARNING A worn or broken adapter can defeat safety interlocks of the refueling nozzle permitting poppet valve to open and fuel to spray or spill. 5-43

8. Lift nozzle by lifting the handles, align lugs with slots on air craft adapter, and hook up to aircraft by pressing firmly onto the adapter and rotating it clockwise to a positive stop (nozzle operator).

9. Zero refueling meter or note totalizer reading. 10. Upon receiving signals from the nozzle operator and the plane captain that hookup has been completed and fueling operation is ready to begin, the station operator actuates the remote hand -held deadman control. The aircraft’s electrical power status and connections are NOT chan ged until the evolution has bee n 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, or switch ed on or off. Changing the aircraft’s electrical power status can create significant ignition sources.

11. When the hose is fully charged, rotate the nozzle flow control handle to the full open position. The handle will rotate 180 degrees to ensure that the poppet valve is fully open and locked. 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 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 (nozzle operator). 12. Once fuel flow has been established, exercise the aircr aft’s precheck system. The precheck system simulates completion of a refueling by closing all tank inlet shutoff valves within the aircraft. All fuel flow into the aircraft should stop within a few seconds to 1 m inute of actuating the precheck system. The primary means of detecting fuel flow has stopped and precheck was successful is via the refueling station meter. If a meter is not available, successful precheck can be confirmed by observing the jerk and stiffening that occurs in the refueling hose and/or pressure spike that occurs at the refueling station (qualified personnel).

13. Fuel aircraft as directed by the plane captain. The plane captain monitors aircraft vents, tank pressure ga ge(s), and/or warning lights as necessary. 14. When directed by the plane captain, release deadman control. WARNING The nozzle must be seated firmly on adapter and NOT cocked. Cocking can indicate a malfunction of nozzle’s safety interlock system, which can lead to a fuel spray or spill. WARNING 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. WARNING Aircraft can be cold refueled if it fails precheck, but special procedures are required. See appropriate aircraft NATOPS Manual. This should be done only if it is an operational necessity. 5-44

15. Rotate nozzle flow control handle into the off and fully locked position (nozzle operator and verified by the station operator). 16. Disconnect the nozzle from aircraft adapter (nozzle operator). 17. Stow the pantograph or hose (nozzle operator and station operator). 18. Comp lete paperwork (nozzle operator and station operator). 19. Ensure the area is clear of equipment and personnel. Multiple-Source Refueling Normally only one refueling truck at a time is used to service aircraft. However, there are situations when multi-truck or truck-and-hydrant servicing is considered desirable, especially when very large aircraft must be refueled. The advantage of multiple-source refueling is reduced aircraft turnaround time. The aircraft’s Naval Air Training and Operating Procedures Standardization (NATOPS) manual, USAF Technical Order, or equivalent aircraft servicing manual should be consulted for specific guideli nes and instructions on multiple-source refueling before such operations are performed. Piggyback Refueling Piggyback refueling is a special refueling process sometimes used to refuel very large aircraft such as C-5As. Two or more refueling trucks are used. One truck is attached to aircraft's refueling adapter, and other trucks are used to refuel this truck while it continuously refuels the aircraft. This is a pote ntially dangerous operation and will be conducted only with properly configured vehicles and under the direct supervision of the FMO. These vehicles will have both high- and low-level alarms and shutoff systems in place and fully operational.  High-level alarm and shutoff are essential to preve nting tank overfill.  Low-level alarm and shutoff are essential to preventing pump cavitation and/or pumping of air into the aircraft. These can lead to catastrophic static electrical discharges. The refueling of aircraft and the refueling of truck(s) will be performed following the procedures for “Cold Refueling with a Truck”. A minimum of five (5) people will be needed for these two operations since one person manning a fire extinguisher is sufficient to cover both operations. A detailed local instruction that delineates each individual’s responsibilities and duties is written to cover this operation. Transferring Fuel From One Aircraft to Another Some special purpose operations have been developed in which fuel is removed from an aircraft and directly loaded into another aircraft (or ground vehicle). Aircraft defueling is a very dangerous and demanding operation. In addition, immediate re-use of fuel removed from an aircraft without proper filtratio n and handling can adversely affect safety-of-flight. Only NAVAIR-approved transfer operations are a uthorized. Appropriate safety precautions are observed at all times during these operations. Specific examples of approved types of operations are listed below: 1. Refueling aircraft, fuel storage bladders, or groun d vehicles from KC-130 aircraft. 2. Refueling aircraft, fuel storage bladders, or groun d vehicles from CH−53 aircraft. 3. Transfer of fuel between aircraft using a plane-to-plane transfer cart. For detailed information, descri ption of this equipment, or operational procedures, refer to the Aircraft Refueling NATOPS Manual, NAVAIR 00-80T-109, Chapter 6, and Gasoline and JP-5 Fuel Systems, NSTM CH. 542 5-45

Refueling Aircraft With APU Running The aircraft auxiliary power unit (APU) may be use d to supply electrical power for pressure refueling on mil itary aircraft so equipped and commercial aircraft (when the procedure is approved by the Federal Aviation Association (FAA) for the carrier’s aircraft in commercial operations). This operation is not con sidered "hot refueling”. However, the following precautions are observed in addition to normal refueling procedures:  One man remains outside the aircraft within 10 feet of the APU exhaust with a fire extinguisher of the size specified by the station's Fire Chief.  The fuels operator verifies the aircraft is groun ded.  One person is at the gas turbine compressor (GTC) controls in the cockpit.  Communications are established between the cockpit and personnel performing the refueling, to ensure immediate shutdown in an emergency.  Personnel near aircraft must wear sound-attenuating ear protectors.

Concurrent On-Loading/Off-Loading and Refueling of Aircraft Simultaneous fueling of logistical/mobility/commercial aircraft while loading passengers/ cargo, performing minor maintenance, performing inspections, or ope rating aircraft systems is considered normal fueling operations, and does not require concurrent refueling procedures. Concurrent refueling procedures are required for refueling with JP−4, or simultaneous refueling while loading/downloading munitions/explosives. Where concurrent refueling/loading/offloading operations are required, COs shall establish local regulation s and procedures to ensure safety. In addition, the CO shall clearly designate one qualified person in charge of each operation. For reference purposes in this chapter, the person in charge will be called the Quick Service Supervisor (QSS), but in actual practice both his/her title and qualifications will be detailed in local regulations. All tasks concerning the operation will be performed under the observation and control of a QSS. The QSS will be present at the site, be responsible, and have jurisdiction, authority, and coordination over all service operations including refueling trucks/equipment, fueling procedures, power units, loading/unloading equipment, and passenger management and communication systems, to ensure safety of all aspects of refueling operations. No concurrent refueling shall commence until the QSS has been identified and established in control. The refueling will commence only upon a signal from the QSS. The following procedures and precautions shall be included in the local regulations and procedures: 1. All vehicles to be operated within a 50−foot radius of the refueling point shall be equipped with spark arrestors and designated in ad vance.

2. Appropriate size and type fire extinguishers as recommended by NAVAIR 00−80R−14 shall be located in the immediate vicinity. NOTE P-3 aircraft that have APUs equipped with fire sensor/suppressor systems are designed to automatically extinguish APU fires. 5-46

Defueling Aircraft As was stated previously, defueling is one of the most technically demanding and potentially dang erous operations performed by fuels personnel. Most aircraft defueling equipment has the capability of defueling an aircraft faster than the aircraft can release fuel. The pump’s discharge is regulated to balance the rate of fuel drawn from the aircraft in order to prevent pump cavitation and/or loss of suction, which would necessitate re-flooding the pump. Once proper balance is achieved, it must be maintained by manipulating the valve on the downstream side of the pump throughout the defueling operation. Defueling aircraft and operations involving defueled product is entrusted to only the most disciplined station operators who have received specialized training. Assignment of inadequately trained or inexperienced personnel to defueling operations can result in catastrophic accidents.

Defueling normally has lower priority than refuelings. A defuel request for an aircraft that is leaking fuel is considered an emergency and handled promptly. The desire to satisfy customer requests for the acceleration of the process should not be granted. The following rules apply to every defueling operation performed on shore stations:  Aircraft defueling must be requested by an authorized representative of the squadron's CO, using an Aircraft Defueling Certificate similar to the one shown in Figure 5-20. The FMO of each activity maintains a list of these officially designated personnel. This list is updated at least quarterly.  During defueling operations, maintenance not directly required to facilitate defueling operations is not performed  Aircraft are spotted 50 feet from all structures and other aircraft. Grounding and tie-down pad- eyes must be available. At least one fire extinguisher must be available in the immediate vicinity of the operation.  Eductor/evacuation systems are not used for defueling aircraft.  Suspect aviation turbine fuel must be removed from aircraft using a defueler only (not a refu eler/defueler) and deposited in a designated holding tank. Ultimate disposition will depend on the results of later laboratory tests. Every effort should be made to reclaim off-specification fuel, such as JP-5, F-76, or fuel oil reclaimed (FOR).  All fuel removed from turbine engine aircraft is assumed to be a mixture of JP-8 and JP-5. Defueled turbine fuel is not returned to JP -5 storage tanks without first confirming flash point of the fuel to be 140 ºF or higher.  Fuel containing leak-detection dye can be reissued to aircraft of the same squadron as long as the squadron's requesting official signs a statement that the fuel is non-suspect and is sa fe for use. Refuelers/defuelers may be used to defuel dyed fuel. However, this may present logistics problems since it may take several loads of fuel to flush dye out of the refueler/defueler. The fuel may appear off-color when sampled prior to issuing to another squadron's aircraft.  The FMO will personally decide the disposition of all defueled products. Assistance is available from NAVSUP Energy Office. WARNING Assignment of inadequately trained or inexperienced personnel to defueling operations can result in catastrophic accidents. 5-47

Figure 5-20 — Aircraft defueling certificate.  The defueling unit is required to maintain a flooded suction above the anti-vortex splash plate in its tank to minimize turbulence and possible ingestion of air. Historically, a minimum of 1,000 gallons has been required in defueling units to resolve turbulence and air ingestion problems. Because of the wide variety of configurations of pump piping systems and tank sizes, 1,000 5-48

gallons of product may or may not be enough. It is up to local commands to determine the minimum amount by using the manufacturers' technical manuals and historical data.  The valve(s) that control the flow of fuel from the tank to the upstream side of the pump remains closed during defueling operations. This is to prevent recirculation of product in the tank. The valve(s) may be opened only to prime the pump when the pump is not operating.  If, during defuel operation, the pump starts to lose prime or cavitate, the operation must be discontinued until the problem is resolved and the fuel supervisor authorizes a restart. At no time w ill a restart be authorized without waiting a minimum of 1 minute to allow relaxation of any static charges.  Every aircraft defueling operation requires a minimum of three people: a defuel truck operator (supplie d by the fuels division), a nozzle operator (supplied by the squadron), and a fire watch (supplied by the squadron).  At no time shall defueler tank tops be opened during defueling operations.  A special log of each defueling operation is maintained. The following minimum information is contained in the log: o A complete list of all squadron personnel authorized to sign defuel request forms. This list m ust be updated at least quarterly. o All abnormal happenings. o Aircraft “Buno” number. o Defueler number. o Grade of product. o Amount of product actually defueled. o Scheduled amount to hav e been defueled. o Disposition of product. o Times defuel operation was started and completed. o Names of the defueler operator and squadron personnel present during the defuel operation. Defueling Procedures Aircraft defueling operations require a minimum of three people trained and certified; the defuel truck operator, a nozzle operator, and a fire watch. Aircraft defueling’s are to be performed in the following sequence: 1. Prior to starting defuel operation, take samples of the fuel to be defueled from the aircraft's drains and visually inspect them for contamination (qualified squadron personnel under the observ ation of the driver/operator). 2. Determine the status of the fuel: suspect or non-suspect (defuel truck operator). The person reque sting the defueling operation will confirm that the fuel is or is not suspe ct. Fuel is considered suspect if the aircraft has malfunctioned and the fuel is believed to ha ve contributed to the problem or the fuel is thought to be of the wrong type (AVGAS or automotive fuel instead of aviation turbine fuel). 3. Determine the amount of fuel to be removed from the aircraft (defuel truck operator). Again, the squadron personnel requesting defueling operation will provide this estimate as part of the official request. 5-49

4. Select the defueling equipment to be used: defueler for suspect product or refueler/defueler for non-suspect fuel (FMO and station operator). Always check remaining capacity of defueler or refueler/defueler to make sure there is adequate room to hold fuel being defueled. Remember that sufficient fuel must be in defu eling tank to maintain a flooded suction above the anti-vortex splash plate. 5. Position the defueler (defuel truck operator). 6. Verify the aircraft is spotted properly (all personnel). 7. Check for possible sources of ignition (all personnel). 8. Verify defueling request chit corresponds to instructions from the dispatcher (defuel truck operat or). 9. Connect bonding wire from the defueler to aircraft (defuel truck operator). 10. Unload , position, and connect the defuel hose to aircraft and the defueling stub to the defueler (plane captain). 11. Start defueling upon signal from the nozzle operator (defuel truck operator). 12. Adjust valve downstream of the pump to optimize the defuel rate. Maximum defuel rate is 100 gpm (defuel truck operator). When nearing completion of defuel process, very close attention should be paid to the defuel rate to prevent pump cavitation and/or loss of prime. Discontinue def ueling of an aircraft if pump cavitation is a persistent problem. 13. Upon completion of the defuel operation, secure all equipment and check the area for FOD (all personnel). Disposition of Non-Suspect Fuel Removed From Aircraft All USN and USMC aircraft are authorized to use JP-8, commercial JET A and JET A-1, as well as JP-5 fuel. Fuel removed from USN or USMC aircraft will contain mixtures of these fuels, and specific grade of fuel will be impossible to determine without extensive specification testing. USA and USAF aircra ft also may contain such mixtures. Therefore, fuel in any properly operating DOD aircraft with turbine engines that is not suspect of being contaminated can be defueled into a designated refueling vehicle and then used to refuel any aircraft with the user's knowledge and permission. First preference will be given to using the fuel to load an aircraft in the same squadron as that from which the fuel originated. Second choice will be to issue the fuel to aircraft having engine fuel controls that automatically compensate for fuel density changes. Aircraft with T-56 en gines, such as P-3 and E-2, should be used preferentially since these engines are the most tolerant to such fuel changes. The following rules apply to re-issuing defueled fuel:  Since fuel removed from any aircraft almost definitely has a f lash point below 140 °F, it must NOT be used to refuel any aircraft scheduled for immediate sea duty.  Any designated defuel er or refueler must pass their fuel through filter/separators and fuel monit ors before reaching aircraft. NOTE If an aircraft is being defueled due to a faulty (suspect) fuel quantity gaging system, it will be difficult to estimate the amount of fuel in the aircraft. 5-50

 The FSII content of defueled turbine fuel must be checked using the FSII refractometer prior to refueling SH-60 USN aircraft, all U.S. Army, U.S. Air Force, and foreign aircraft.  Non-suspect fuel that has been dyed for detecting aircraft fuel system leaks can also be us ed in aircraft provided above procedures are followed. Disposition of Suspect Fuel Removed From Any Aircraft Fuel removed from any aircraft that has recently experienced engine or airframe fuel system problems possibly related to fuel quality must be segregated by collecting in a designated defueler, a clean storage tank, or any container labeled as "salvage fuel." It must then be sampled and tested to determine if it is in conformance with deterioration use limits outlined in Appendix B of the Aircraft Refueling NATOPS Manual, NAVAIR 00-80T-109. If the fuel tests within established limits, it can be returned to station storage and reissued as grade and type determined. Providing adequate filtration and water separation can be accomplished prior to dispensing the fuel. Disposition of Aviation Turbine Fuels Aviation turbine fuels that do not m eet requirements specified above generally cannot be downgraded for any aircraft use. The only significant exception to this rule is JP-5, which has a reduced flashpoint due to mixing with other turbine fuel. As explained previously, this fuel is perfectly acceptable for use in USN and USMC aircraft. It should NOT be loaded aboard aircraft scheduled for immediate sea duty. Questions concerning the use or disposition of fuel NOT meeting deterioration use limits should be referred to the Navy Petroleum Office. In no case will fuel not meeting deterioration use limits be allowed to mix with existing uncontaminated aircraft fuel. Other suspect fuel products may fall in the following categories: 1. Fuel that does not meet the allowable deterioration limits. 2. Aviation gasoline. See Appendix B of the Aircraft Refueling NATOPS Manual, NAVAIR 00-80T-109, to determine conformance with deterioration use limits. Product Receipt Barge or tanker receipt of product requires planning. The FMO will post written orders designating the following:  Pier preparation and inspection.  Pipelines to be used.  Number and sizes of hoses to be connected.  Tanks into which cargo is to be received.  Pump-houses and pumps to be operated.  Number of samples and location where samples are to be taken.  Tests required.  Communications to be used.  Personnel assignments.  Preparation of the "Declaration of Inspection" (Environmental Protection Agency requirement in the 33 Code of Federal Regulations administered by the Coast Guard). 5-51

The activity instruction covers standard operating procedures for the following:  Filling of lines before the barge is docked.  Notification to start unloading.  Unloading speed.  Line patrol and gage check.  Changing tanks.  Change in pump operation.  Barge stripping procedure and stripping speed.  Final inspection of barge tanks.  Draining pier lines.  Personnel manning level.  Personnel training requirements.  Special clothing requirements.  Fuel sampling and testing requirements. Pipeline Receipt of Product Pipeline receipt of product requires essentially the same planning as barge receipt, and a written order is required. Some pipeline operations are relatively simple and require minimum personnel. Tank Truck/Tank Car Receipt of Product Incoming tank trucks and tank cars of aircraft fuel might arrive separately or in groups. All must be sealed at the source of supply. Unloading of tank trucks requires approximately 1/2 hour and is a two- man operation. Tank cars are usually left on a siding or in place for off-loading operation. The following procedures apply to both tank truck and tank car receipt:  Ensure seals are intact.  Verify that the seal numbers are identical to tho se on the shipping document.  Verify that the specification and grade number of the product is on the shipping document.  Make sure the fuel level coincides with marking on tan k and quantity on the shipping document.  Take a bottom sample from each compartment, first drawing off water if present.  Make a visual inspection of samples.  Unload product into a segregated storage tank.  Check vehicle’s tank interior after delivery.  Upon completion of fuel receipt (multiple tank car or truck-loads), sample storage tank and per form quality control tests. Change of Product in Aircraft Refuelers Change of product in mobile refuelers is performed according to Table 5-2. Product that is used to flush tanks and piping shall be treated as contaminated fuel. Samples shall be visually inspected for 5-52

sediment/particulates and water, and their specific gravity shall check within 0.5 of corrected API of the appropriate product in storage. Change of Product in Storage Tanks The NAVSUP Energy Office, Fort Belvoir, VA shall be contacted concerning instructions for the change of product grade in storage tanks. Table 5-2—Change of Grade Procedures for Aircraft Refuelers PRODUCT TO BE LOADED LAST PRODUCT CARRIED NONLEADED GASOLINE/AVGAS TURBINE FUEL AVIATION (KEROSENE TYPE) JP-8 TURBINE FUEL AVIATION (HIGH FLASH POINT KEROSENE TYPE) JP-5 DIESEL Nonleaded Gasoline/AVGAS A B B, D B Turbine Fuel Aviation (Kerosene Type) JP-8 B A B, D B Turbine Fuel Aviation (High Flash Point Kerosene Type) JP-5 B A A, D A Diesel B B B, C A Note 1: When draining railcar and tank vehicles, particular attention should be given to sumps, pumps, filters, hoses, and other components likely to trap quantities of liquid. Note 2: In all cases, lines, etc., are to be drained to fullest extent practicable and the following action taken: A. None, fill with desired product. B. Flush with desired product. C. Inspect for and remove all sludge, in particular traces of lead and gum. Flush with desired product. D. Test for flash point. NOTE 3: This modified table complies with Aircraft Refueling NATOPS, NAVAIR 00-80T-109.

ASHORE REFUELING MAINTENANCE PROGRAM Shorebase refueling operational maintenance is defined in the NAVFACENGCOM Maintenance Manual Petroleum Fuel Facilities, NAVFAC MO-230. This NAVFAC manual is the primary guide in maintaining aviation fuel facilities. 5-53

The FMO is responsible for keeping all maintenance, repair, and inspection reports on file for fuel servicing equipment and facilities under his/her jurisdiction. Whenever equipment facilities are reassigne d, records are forwarded to the new owner. One of the most important duties of the FMO at shore stations is to initiate facility improvements and upgrades. Long-term, programmed maintenance is coordinated with public works forces and other activities, particularly Naval Facilities, Field Division personnel, the Coast Guard, Occupational Safety and Health Administration (OSHA), and Environmental Protection Agency (EPA). It should be noted that even under ideal conditions, military construction (MILCON) projects take approximately four years from day of submission to the day groundbreaking takes place. The FMO is responsible for keeping all maintenance, repair, and inspection reports on file for fuel servicing equipment and facilities under his/her jurisdiction. Whenever equ ipment facilities are reassigned, the records shall be forwarded to the new owner. Preventive Maintenance Program (Inspections) Each activity is to establish a preventive maintenance (PM) program based on OPNAVINST 4790.4, NAVFAC MO-230 and the Aircraft Refueling NATOPS Manual, NAVAIR 00-80T-109. The primary responsibilities of the FMO and the Fuels Division are the maintenance and safe operation of fuel storage and handling facilities. The FMO is respo nsible for many maintenance actions since they fall within the capabilities of his or her assigned personnel. When outside resources and manpower are needed for maintenance actions, it is the FMO’s responsibility to initiate such actions. The Public Works Officer (PWO) must provide most of this assista nce. Proper maintenance is critical to the delivery of clean, dry, uncontaminated fuel to aircraft. A well- exe cuted and documented planned maintenance program will help achieve this goal, but a formal inspection program is also necessary. The implementation of an inspection program is the responsibility of the FMO. The inspection program includes the following:  Inspections of equipment and facilities before use.  Inspections before major operations.  Seasonal or special inspections.  Routine inspections and checklists. Inspections Before Use New construction, out-of-service facilities, broken equipment, and facilities or equipment undergoing correctiv e or programmed maintenance must be inspected before acceptance or reactivation. Special attention should be given to rated capacities of hardware, pipeline sizing, drainage, accessibility, emergency controls, safety, and fire prevention features. Inspections must be conducted before starting major operations, such as receipt of products from a ship or barge, transfers between large storage tanks, or high-tempo training exercises. Inspections should cover equipment performance, pipeline integrity, valve positioning, tank arrangement, and personnel manning. Seasonal or Special Inspections In climates where freezing weather is encountered, winterization inspections should be made in early autumn. Extensive inspections for damage or malfunctioning should be conducted following any storm, flood, fire, earthquake, lightning strike, suspected act of sabotage, or vandalism. Special 5-54

inspections are called for when operators experience abnormal variations in per formance flow rates, pressures, or capacities. Special inspections are performed by personnel from other departments, conducted upon request or as required, on electrical equipment, communications equipment, buildings, security fences, roadways, and fire prevention equipment. Daily Checklist A daily checklist must be completed on all aircraft fuel delivery equipment that is in continuous use, once in every 24-hour period on a not-to-interfere-with-aircraft-servicing basis. Equipment that fails to meet established requirements must be removed from service until corrective action is completed. The inspection varies on different equipment and locally developed checklists that are specific to individual installations or systems may be developed. A daily checklist (Figure 5-21) includes the following: 1. Check to see if fire extinguishers are in place, filled, operable, and have a current inspection. 2. Inspect the nozzle for damage. Check the nose seal for cracks or nicks, the outer shell for tightness to top connection, the safety wire on the lock bolt, the handles for tightness, and the flow control handle for excessive wear, cracks or breaks. 3. Hook up nozzle to bottom-loading adapter or re-circulation fitting and again inspect the nozzle for damage or evidence of leaks. a. Aircraft refueling nozzles shall be stored with their dust covers in place. b. On mobile refuelers, nozzles shall be stowed in a manner that will prevent them from falling or dragging from the vehicle in motion. At no time will nozzles be allowed to extend beyond the extremities of the unit while in transit. Nozzle storage shall provide protection from the environment and in particular, the nozzle face seal and poppet areas to preve nt their damage and contamination. Special attention shall be placed on the positioning of nozzles in storage to ensure accumulation of dirt and water is minim ized. 4. Inspect the entire length of the hose thoroughly. Special emphasis is placed on the area close to the nozzle and near the connection at the opposite end where the hose should be pressed and tested for soft spots around its entire circumference. Be alert for blisters and wet spots. Any exposed hose reinforcement material is cause for hose replacement because exposed fabric provides a source for water to enter, migrate, and ultimately rot the fabric. Inspect the area around hose end couplings for slippage (evidenced by misalignment of the hose and couplings and/or scored or exposed areas). Painting a strip across the coupling and hose will aid in this inspection since the unpainted part of the hose that was underneath the coupling will beco me visible if the coupling slips any significant amount. A hose assembly that has been subjected to abuse, such as severe end pull, flattening or crushing by a vehicle, sharp bending, or kinking is removed from service. 5. Check to see that bonding cables are in place and in good condition, are clean, and have serviceable plugs and clips securely attached. If grounding cables are used, a similar check should be made. 6. Carefully inspect tanks, piping, valves, pumps, meters, and couplings for leaks. If any leaks are found, record location and immediately “down” the equipment. It will not be used until repaired. 7. Check emergency valve controls for condition and ease of operation. If air-operated, build up system pressure and check operation of the controls. Keep emergency valve closed at all times except when delivering fuel or circulating product. 5-55

Figure 5-21 — Daily aircraft refueling equipment checklist.

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8. Make sure exterior surfaces are wiped clean of oil, grease, and fuel. Make sure cabinets, troughs, cab, and any enclosures are free of an accumulation of fuel, dirt, cleaning material, and unnecessary items. Check fenders and mudguards to ensure adequate protection against the throwing of mud and dirt on fueling equipment and rear of the unit. 9. Check fluid levels of the battery, radiator, gas, and engine oil. 10. Ma ke sure all lights are operable, all electrical wiring outside the cab is encl osed in tubing, and the rear view mirrors are serviceable. 11. With equipment in a level position, drain all low-point drains (tank, filter/separator, monitor, and relaxation chamber). If water is found, empty sample into a safety can and repeat process until a clean, water-free sample is obtained. Open filter/separator manual drain valve and drain off all water. After all water has been drained, draw approximately one pint of fuel into a clean container and visually inspect for water. Repeat as necessary until only clean, bright fuel is obtained. A low point drain sample is also taken from the fuel monitor housing, if separate from filter/separator housing, and inspected for water and particulates. Again, repeat until only clean, bright fuels are obtained. 12. Carefully inspect exhaust pipe and muffler system, including any auxiliary engine system, for leaks, cracks, noise, and proper placement. Ensure the clean-out port of the spark arrestor is covered . Flex piping is not authorized. 13. Check emergency brake to make sure there is plenty of throw on the emergency brake handle and that the brakes hold. 14. Drain air tanks of moisture and check for fuel contamination. Malfunctioning air-operated valves that control fuel flow and check valves have been cited as cause s for fuel entering brake air systems. The smell of fuel or fuel droplets in the air being bled off is cause for immediately “downing” equipment until problem is resolve d. The most common source of fuel or fuel vapors in the air system is rupt ure or cracking of a diaphragm in the fuel flow control valv e. Corrosion resulting from moisture in the air system can cause one-way check valves to remain open, allowing fuel into the system. 15. Engage pump and pressurize the system, then check the entire system for leaks. The maximum allowable circulation time for refuelers less than one hal f full is three minutes. Hose inspection in item number 4 above should be conducted during circulation. Check to see if fuel is leaking from the vent port of the hose end pressure regulator. If fuel is leaking form this port, remove hose end pressure regulator from service and repa ir it. Equipment that fails to meet established requirements is removed from service until corrective action has been completed. The vent port on the hose end regulator is ne ver plugged since it is critical to proper operation. 16. Place the nozzle's flow control handle in the fully opened and locked position and re-circulate. On refueling trucks, re-circulation is to be performed at standard revolution per minute (RPM) settings, where flow rates and differential pressures can be accurately measured. The re- circulation of trucks more than one-half full is limited to 10 minutes, and each 10-minute period is followed by a 1-minute rest to allow electrostatic charges to dissipate. All equipment must be re-circulated long enough to flush out all piping downstream of the fuel monitor elements. 17. Check operation of the pump, listen for unusual sounds, and feel for overheating and/or abno rmal vibrations. 18. Obtain a nozzle sample and visually inspect it for color, water, and solids. Record the results. The sample should be drawn as rapidly as possible without spilling fuel. Swirl fuel to form a vortex and check for sediment on the bottom. Check brightness or clarity under good light conditions. The sample should be free of any emulsion, cloud, or haze. Record the actual physical condition of the fuel on the checklist. 5-57

19. With the system recirculating, observe and record the pressure drop across filter/separator and monitor. The daily pressure drops across each filter/separator and monitor is recorded in a special log. The system will be operating at standard flow conditions (during recirculation or flushing). Enter differential pressure calculation on the check sheet and the pressure differential log for the equipment. Weekly Checklist Senior operators or fuel shop personnel will perform the weekly inspections and record the results on the checklist (Figure 5-22). The weekly inspection is also performed on equipment being returned to service following any down time that exceeds 72 hours.

Figure 5-22 — Weekly aircraft refueling equipment checklist. 5-58

The weekly inspection checklist is as follows: 1. Complete items 1 through 17 on the daily checklist. 2. Take samples during re-circulation and test using the combined contaminated fuel de tector (CCFD) and free water detector (FWD). Log the results in the appropriate laboratory log. 3. Clean and inspect all nozzle screens (pressure and overwing). Screens should be cleaned with compressed air to extend their life. Analyze contents of nozzle strainers over a collection pad. Rubber particles in screens are often the earliest evidence of hose deterioration. Detailed instructions, expanded illustrations, and troubleshooting tables of nozzles and couplings in use will be available and posted in the workshop. 4. Inspect tires, brakes, horn, windshield wipers, steering, trainer coupling, and electrical wiring. The brake linings and/or pads must be checked by normal application of the brake while observing pedal travel. (The measurement of actual stopping distances following a maximum application of brakes is considered too severe and hazardous a test for refuelers.) Test emergency brakes under normal driving conditions. It is important to ensure against “creep” during a fueling operation. Make sure all electrical wiring outside of the cab is encased in tubing that terminates in securely mounted vapor-tight fixtures or junction boxes with compression fittings. The use of a transportation inspector is recommended for these checks. 5. Measure and record the pressure drop across the filter/separator and fuel monitor using a sensitive, hand-held pressure gage accurate to 1 psi, with graduations in 1 psi or smaller. This measurement MUST be taken with the system operating under normal flow conditions. Refueli ng equipment configured with a combination filter/separator and fuel monitors usually have one pressu re gage and a four-position selector marked in, center, out, and off. With this configuration, the c enter position is OUT for the filter/separator and IN for the fuel monitor. A skilled operator under pre- determined standard conditions should take readings. Monthly Checklist The monthly checklist requires special equipment and the moving of mobile equipment to a location other than the operating area. The monthly checklist (Figure 5-23) is as follows: Complete daily and weekly checklists. Then: 1. Check continuity of grounding cables, bonding cables, and reels. Continuity must be measured with cable in stowed, intermediate, and fully extended positions. Check continuity of grounding cable on each overwing fueling nozzle. 2. Inspect and clean all line strainers, including meter strainers when installed. These screens protect expensive downstream components of a fueling system. The inspection and cleaning interval for line strainers may be lengthened to quarterly. Under no circumstances is the time interval to exceed three months since existence of foreign matter in line strainers could forewarn of problems before complete breakdown. 3. Test anti-drive-away device installed on all refuelers. 4. Perform engine spark check at night. The purpose of this check is to locate any electrical arcing over outside surfaces of wiring, spark plugs, and the like. Any auxiliary engines should be included in the test. Any observed arcing—however slight—is sufficient cause to remove equipment from service. 5. Test maximum flow rate. If pressure tests indicate that nozzle pressure exceeds 55 psi or that flow rate exceeds 600 gpm, equipment must be removed from service. Historical records of pressures and flow rates is maintained to aid in identifying long-term mechanical wear (to pump wearing rings, diaphragm ruptures, etc.). 5-59

Figure 5-23 — Monthly aircraft refueling equipment checklist.

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6. Test primary pressure-control system. Testing the primary pressure control system is performed with hose-end regulator blocked out or removed from the system. Install a pressure gauge (0 to 100 psi single line increments) into the nozzle sampling connection. Either remove the h ose end regulator from the system by exchanging the nozzle assembly for one without a pressure regulator or attach a “block−out” device to the hose end pressure regulator to prevent it fr om operating (i.e., controlling nozzle pressure). The block−out device equalizes pressure on both the inside and outside of the hose end pressure regulator which prevents it from operating. Block−out devices for hose end pressure regulators, along with instructions for their use, are available from the regulator manufacturers. 7. After verifying the integrity of the primary pressure control system, remove the block−out device and open and close the nozzle a minimum of three times under flow conditions. Fuel that has been trapped in the cavity during the test will be pumped out through the vent port. Replace the hose end pressure regulator vent screen in appropriate port if it was necessary to remove it.

8. Check refueling adapters (receptacles), using a go/no- go gage. 9. Make sure fuel-handling equipment is marked in accordance with NAVFAC P-300 or MIL-STD- 161. Periodic Inspection and Annual Record The Periodic Inspection and Annual Record (Figure 5-24) provides an important historical record for each piece of refueling equipment. It is a written record of inspections, calibrations, element changes, and other maintenance actions performed through the year. As with other checklists, this record may be tailored to meet requirements of each station. The tank interior and manhole cover inspections are the only times, other than the performance of tank maintenance and cleaning, when manhole covers are to be opened. Manhole covers should be semi-permanently secured with padlocks or by other means. Opening manhole covers presents several dangers, including possible introduction of ignition sources into the flammable vapor space of the tank as well as allowing contaminants into the fuel. Filter/Separator-Fuel Monitor Pressure Log and Graph Filter/separators and fuel monitors are critical components in aviat ion fuel handling systems and their performance is carefully monitored. They provide the primary means of assuring that only clean, dry fuel is loaded into aircraft, and are used in addition to the daily, weekly, and monthly inspections and tests for particulates and water performed on fuel samples taken downstream of equipment (such as at the refueling nozzle). It is essential that the pressure drop across each housing be accurately determined so that the integrity of elements can be verified. A significant drop in differential pressure identifies ruptures or breaks. Over time, differential pressure across filter elements will increase as more and more dirt and/or water is trapped. All activities will maintain a log similar to Figure 5-25 for each filter/separator or monitor vessel. It is mandatory that activities plot weekly readings (which should be more accurate than daily readings CAUTION If the pressure exceeds 55 psi, remove the equipment from service until both the primary pressure control system and hose end pressure regulator are adjusted and/or repaired. 5-61

Figure 5-24 —Periodic and annual report. since a sensitive hand-held pressure gage is used and extreme care is taken to ensure standard pressure and flow conditions are achieved) on a graph (Figure 5-26).

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Figure 5-25 — Filter/separator and fuel monitor pressure drop log.

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Figure 5-26 — Filter/separator and fuel monitor pressure drop graph. Storage/Distribution Facilities Checklist Figure 5-27 is a checklist presented as a guide to illustrate a method for recording operator and preve ntative maintenance for storage, distribution systems, and fuel facilities. This checklist does not provide full coverage and can be expanded locally to include all fuel-related equipment. The checklist, when tailored to activity fuel facilities, will serve as a basis for ordering corrective maintenance. Filter/Separator-Fuel Monitor Element Change Filter and monitor elements in refueling equipment or at truck-fill stands are changed every 3 years unless an earlier change is forced by one of the following conditions:  The pressure drop across either filter or monitor elements reaches 20 psi.

NOTE Differential pressure measurement must be made at a rated capacity. 5-64

Figure 5-27 — Daily storage and distribution facilities checklist.

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 The combined pressure drop across filter and monitor elements reaches 25 psi, and the flow rate drops below acceptable level.

 A significant drop in differential pressure occurs, indicating an elem ent rupture. The graphic plot of monitor elements turns dramatically downward, indicating a rupture. A gradual down ward trend in pressure drop is occasionally noticed with types of monitor elements now in use. This is NOT sufficient reason to change elements. The cause of this phenomenon is the slow drying out of elements that have absorbed significant amounts of water. The drying out and subsequent reduction in pressure differential will continue as long as elements are exposed to very dry fuel.  The graph of differential pressure fails to increase after an extended period, indicating either ruptured elements or improper installation.  The complete shutdown of fuel flow and/or a very rapid increase in pressure differential across monitor elements. This usually indicates a failure of the filter/separators. If this condition occurs, both filter/separator and monitor elements must be changed. During filter changes, permanent second-stage water separator elements should be tested for their ability to repel water. If the separator element does not repel or cause water to bead, it should be washed with warm water and tested again. Whenever filter elements are changed, the date of filter change is stenciled on the filter vessel. All discarded filter elements are disposed of in accordance with local hazardous material instructions. No filter/separator or monitor vessel, regardless of vintage, is discarded until all possible uses for it have been explored. Empty vessels can be modified for use as relaxation chambers. Many older types of filters, not qualified for refuelers or fill stands, may serve well as receipt or circu lation filters because of their greater carrying capacities for solids. Records and Reports Observation of abnormal operating conditions is vital to a good preventive maintenance program. The detection of small operating faults and their subsequent minor correction or repair can often avert the development of major problems requiring extensive repairs. Such conditions must be promptly reported to proper authorities in order to achieve necessary repairs or corrections. These deficiency reports are in written form. Facilities must maintain maintenance records in sufficient detail to provide the following:  Identification of each major structure, equipment item, group of items, or system.  Current maintenance status, including unfunded deficiencies and uncompleted job orders.  Past maintenance history, including description and cost of major repairs or replacements.  Recommendations for future programmed repairs or replacements, including estimates of funds or manpower requirements. NOTE If the pressure drop across monitor elements is close to the 20-psi limit while filter/separator pressure drop remains low, it may be a sign that the filter/separator is no longer coalescing water. In such a situation, it is advisable to change both filter and monitor elements. 5-66

Whenever major problems are noted with refueling facilities or equipment that could possibly be a result of a design or manufacturing flaw, forward details to appropriate cognizant Systems Command Headquarters for investigation and resolution. Report problems with installed facilities to Naval Facilities Engineering Service Center. Report problems with refueling vehicles, nozzles, filter and monitor elements, and fue l quality monitoring equipment to Naval Air Systems Command. Records will be retained as specified in the following schedule:  Monthly maintenance reports/logs —2 years.  Completed daily checklists —1 month.  Completed weekly/monthly checklists —6 months. Hose-End Pressure Regulators Hose end pressure regulators (HEPR) will be teste d for performance and integrity annually. Since this test requires readjustment of primary pressure control of a refueling system to a much higher than norma l setting, it is recommended that each activity:  Selects one refueling system for conducting this test on all its hose-end regulators.  Does not refuel aircraft with the selected system until the primary pressure regulating system has bee n reset to normal conditions. Test hose-end pressure regulators as follows: 1. Adjust the primary pressure control of the selected refueling system to a value of 73 to 66 psi.

2. The HEPR regulates outlet pressure to a nominal 55 +/-5 psi. Since it does so by restricting flow, it may regulate closer to 60 psi at low flow rates while allowing 50 to 55 psi at typical fueling rates. Insert a pressure gage (0 to 100 psi) into the nozzle gage port. The outlet pressure will NOT exceed 60 psi at flow rates between 0.50 and 2 gpm.

3. Under flow conditions, slowly close downstream valve in approximately 3 seconds. Upon closure, observe gage for approximately 10 seconds. If pressure increases, remove unit and replace seal. It is not unusual for the gage to read between 55 and 80 psi. This is because the gag e has trapped some of the surge generated by closing the valve.

WARNING The primary pressure control is reset to 50 psi at the refueling nozzle before the system is used to refuel aircraft. Over- pressurization of an aircraft’s fuel system could result in the rupture of a tank, fuel spill, and/or fire. CAUTION If nozzle pressure exceeds 60 psi at flow rates above 0.50 gpm, remove regulator from service. 5-67

Hydrostatic Testing of Refueling Hoses Hydrostatic testing of refueling hoses is conducted annually or whenever the integrity of the hose is suspect. Hydrostatic testing is done at a pressure of 120 psi. Calibration Calibration is required for dead-weight testers, master meters, and meters/gages used at the point-of- sale. Personnel who have been certified by an official Navy Calibration Laboratory (or other certifying agency) perform the calibrations.

CAUTION The primary pressure control system is re-adjusted to 50 psi before refueling any aircraft. 5-68

End of Chapter 5 Shorebase Fuel Systems and Operation Review Questions 5-1. What is the primary device used at shore installations to keep aviation fuels clean and dry?

A. Deadman B. Nozzle C. Strainer basket D. Filter /separator

5-2. To redu ce static electricity prior to entering a fuel tank, what component is provided inside a fuel system?

A. Low point drain B. Fuel quality monitor C. Relaxation chamber D. Filter/separator

5-3. W hat equipment on shore refueling stations provides a continuous check on the cleanness of the fuel passing through the filter/separators?

A. Temperature compensation meter B. Fuel quality monitor C. Strainer basket D. Filter/se parator

5-4. T he fuel must be in contact with the metal walls of the relaxation device for at least how many seconds to reduce static charges?

A. 30 seconds B. 45 seconds C. 60 seconds D. 180 seconds

5-5. What type of fuel meters are used for larger volume steady transfers like the loading of ships, barges, or pipelines?

A. Temperature-compensating B. Static reduction C. Fuel-analyzing D. Slide-rail

5-6. What are installed on mobile refuelers to provide a secondary fail-safe system that closes an internal valve when the fuel level is too high?

A. Fuel meter B. High level shutoff C. Sampling connections D. Bottom loader valve 5-69

5-7. What is the major difference between hoses used at shore facilities and afloat units?

A. Shore base hoses are longer. B. Afloat hoses are reinforced, shore hoses are not. C. Sh ore base hoses do not contain electrical bonding wire through the center. D. Shore base hoses are collapsible type, afloat hoses are not.

5-8. In all direct refueling system pantographs, what type of hose coupling is used?

A. Quick-disconnect B. Cam lock C. Dry lock D. Emergency dry-breakaway

5-9. What type of underwing refueling nozzles is approved for use at shore facilities?

A. Single point D-1 & D- 1R B. Parker C. OPW D. Gravity

5-10. What size mesh are the screens used in strainers for overwing refueling nozzles?

A. 40 B. 60 C. 75 D. 100

5-11. What are the two categories of fuel storage tanks used at ashore refueling activities?

A. Contaminated and defuel B. Slack and full C. Bulk storage or ope rational storage D. Gasoline or aviation fuel

5-12. Tank filling connections are regulated to introduce fuel into the tanks at a v elocity of no more than how many feet per second of product?

A. 2 B. 3 C. 4 D. 5

5-13. The high-level alarm (HLA) tank system is set at what percent of tank capacity?

A. 95% B. 9 0% C. 8 0% D. 75%

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5-14. What tank alarm system is set at 98% and has a mechanically actuated valve to shut off fuel flow?

A. High alarm B. High high level alarm C. Fill alarm D. Low flow alarm

5-15. A control device is built-in on all refueling systems ashore and incorporated on all modern aircraft designs to limit surge pressure to what prescribed pressure?

A. 55 psi B. 50 psi C. 45 psi D. 40 psi

5-16. What publication should you refer to on maintenance conducted at shore station refueling systems?

A. OPNAV 4790.3 B. NAVAIR 00-80T-109 C. PMS D. NAVFAC MO-230

5-17. What instruction covers how fuel-servicing equipment piping should be marked and painted?

A. MIL-STD-161 B. NAVFAC 109 C. NAVPETTOFF 1420 D. OPNAV 4790.3

5-18. Refueler/defueler trucks containing jet fuel mixtures of JP-5, JP-8 , and commercial jet fuels should be marked with what product code?

A. F- 34, F-44, C-1 B. JP C. Aviation fuel D. Fuels

5-19. How often should you inspect bonding and grounding cables, clamps, and plugs?

A. Sem i-annualy B. Monthly C. Weekly D. Daily

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5-20. Refueling operations are terminated when lightning is observed at what distance from ashore installations?

A. 1 mile B. 2 miles C. 5 miles D. 10 miles

5-21. Within what distance from any refueling operation is smoking or hot work not permitted?

A. 25 feet B. 50 feet C. 100 feet D. 150 feet

5-22. What is an aircraft direct-refueling system primarily designed for?

A. Cold refueling aircraft B. Filling mobile refuelers C. Hot refueling aircraft D. Refuel ground support equipment

5-23. What is the minimum size for a Halon fire extinguisher used at the fueling point of a direct- refueling system?

A. 50 lb. B. 115 lb. C. 125 lb. D. 150 lb.

5-24. When should you use an eductor on a direct-refueling system?

A. Never B. Defueling C. Splash filling D. Bottom loading

5-25. To provide a means of completely draining the fuel without any remaining pockets, what is installed on each mobile refueler?

A. Low point drains B. Man hole covers C. Static eliminators D. Defuel hose

5-26. Mobile refueler tanks are made from what type of material(s)?

A. Aluminum B. Both A and D C. Brass D. Stainless Steel

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5-27. The pressure-refueling nozzle used for bottom loading a mobile refueler is designed to receive the product at what minimum gallons per minute?

A. 300 B. 450 C. 500 D. 600

5-28. What type of electronic system is used on a mobile refueler to control filling the tank and must be compatible with the truck fill stand?

A. Danyacorp alarms B. Lanny alarm C. Isopropiate tester D. Scully Dynaprobe or equivalent

5-29. What is installed on the exhausts of all engines(except turbo-diesel engines and auxiliary engine s) to prevent fires?

A. Spark arrestor B. Cata lytic converter C. Sound proof mufflers D. Static reducers

5-30. What is the most ideal and cost-effective method of handling non-suspect defueled aviation turbine fuel?

A. Mix it with contaminated fuel B. Re-issue it to a ircraft C. Downgrade it to diesel fuel D. Mix with gasoline and burn

5-31. Trucks that handle large quantities of defueled non-suspect aviation turbine fuels are design ated with what type of markings?

A. Contaminated B. Defueler C. Refueler/defueler D. Aviation fueler

5-32. To safely conduct defueling operations, what minimum number of gallons of prod uct (fuel) should a refueler/defueler truck tank contain?

A. 250 B. 500 C. 1,000 D. 1,500

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5-33. What has to be done to the fuel inside a defueler prior to its d isposition?

A. Conduct FSII testing B. Conduct specific gravity testing C. Conduct flash point testing D. Sample and test

5-34. How far should mobile refueling trucks be parked from inhabited buildings?

A. 150 feet B. 100 feet C. 75 feet D. 50 feet

5-35. What type of flow meters is installed on truck fill stands?

A. Analog meter B. Temperature compensating positive displacement C. Digital meter D. Air cooled compensating

5-36. What is the preferred method of fuel containment used in refueler parking areas?

A. Asphalt containment pit B. Concrete parking area with run-off canals C. Concre te containment curbs D. Asphalt containment curbs

5-37. During filling operations at a truck-fill stand, what is the position of the truck’s gearshift?

A. Reverse B. First gear C. Neutral only D. Neutral or park

5-38. What is the final step in filling a refueler from a truck fill stand?

A. Reset meter B. Discon nect nozzle C. Complete paperwork D. Inspect truck for leaks

5-39. Why is the positioning of refuelers servicing aircraft always done in the same manner?

A. So expedient refueling is achieved B. So mobile refueler has a clear concise travel area C. So that all personnel involved know exactly what to expect D. So emergency escape of personnel is possible

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5-40. What is the minimum distance that a refueler truck should be position ed from an aircraft?

A. Minimum of 20 feet B. Minimum of 10 feet C. Maximum of 10 feet D. Maximum of 45 feet

5-41. What person is responsible for directing all movements of aircraft and coordinating hand signals between the fuel crew and the pilot?

A. Plane captain B. Refuel crew leader C. Driver/operator D. Pilot

5-42. What function does the aircraft auxiliary power unit ( APU) provide in air craft refueling?

A. Provide an ignition source for fueling B. Supply electrical power for refueling C. APU turning is not authorized for refueling D. Source of static electricity required for refueling

5-43. What person maintains each activity’s list of officially designated approval authority for requesting aircraft defuels?

A. Fuel dispatcher B. Contracting Officer Representative C. Fuels management officer D. Squadron maintenance officer

5-44. What person is responsible for keeping all maintenance, repair, and inspection reports on file for fuel servicing equipment and facilities?

A. Naval facilities office B. Contracting officer representative C. Public works officer D. Fuels maintenance officer

5-45. What instructions are used to establish preventive maintenance (PM) programs at ashore refueling installations?

A. NAVFAC MO-230, OPNAVINST 4790.4, NAVAIR 00-80T-109 B. OPNAVINST 4790.4 C. OPNAVINST 5100.23E D. NAVFAC MO-22

5-46. A daily checklist is performed on what ashore refueling equipment?

A. Storag e tank piping for wall thickness B. Aircraft fuel delivery equipment C. Fuel containment curbs D. Oil/water separators 5-75

5-47. While inspecting fuel hoses, what indication is cause for hose replacement?

A. Corrosion B. Cuts, abrasions, swelling C. Any exposed hose reinforcement material D. Lengths longer than 50 feet

5-48. What is the maximum allowable time for product circulation on a refueler that is more than one half full?

A. 3 minutes B. 5 minutes C. 10 minutes D. 15 minutes

5-49. At what pressure drop across either the filter or monitor should the elements be changed?

A. 15 hg B. 15 psi C. 20 psi D. 25 psi

5-50. What usually indicates a failure of the filter/separator?

A. The combined pressure drop across filter and monitor elements reaches 25 psi, and the flow rate drops below acceptable level B. High sediment readings within samples C. Both A & B D. A significant drop in differential pressure occurs

5-51. During filter element change, what is done to the second-stage water separator elements?

A. Discarded into HAZMAT for disposal B. Separator elements should be tested for their ability to repel water C. Dried out and wetted with fuel then re-installed D. So ld as fiber

5-52. What checklist is used to record operator and preventative maintenance for storage, distribution systems, and fuel facilities?

A. Daily sto rage and distribution facilities checklist B. Monthly storage distribution checklist C. Delivery checklist D. Fuel accounting service checklist

5-53. Completed weekly and monthly checklists are retained for what period of time?

A. 6 months B. 1 year C. 2 years D. 3 years

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5-54. At what pressure are refueling hoses hydrostatically tested?

A. 100 psi B. 120 psi C. 150 psi D. 200 psi

5-55. Who is qualified to perform calibrations on equipment at shore refueling stations?

A. Plane captains B. Squadron maintenance personnel C. Anyone with tools D. Personnel who have been certified by an official Navy Calibration Laboratory

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RATE TRAINING MANUAL – User Update CNATT makes every effort to keep their manuals up-to-date and free of technical errors. We appreciate your help in this process. If you have an idea for improving this manual, or if you find an error, a typographical mistake, or an inaccuracy in CNATT manuals, please write or email us, using this form or a photocopy. Be sure to include the exact chapter number, topic, detailed description, and correction, if applicable. Your input will be brought to the attention of the Technical Review Committee. Thank you for your assistance. Write: CNATT AB Rate Training Manager 230 Chevalier Field Avenue Pensacola, FL 32508 COMM: (850) 452-9700 Ext. 3171 for the N73 Director DSN: 922-9700 Ext. 3171 for the N73 Director E-mail: Refer to NKO AB rate training Web page for current contact information.

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CHAPTER 6 FUELS ADMINISTRATION Personnel in the Aviation Boatswain Mate Fuels (ABF) rating operate, maintain, and perform organizational maintenance on aviation fueling systems, automotive Motor Gasoline (MOGAS) systems, and catapult lubricating oil systems on Carriers, Fixed Wing Aircraft, Nuclear (CVN), Amphibious Assault Ships (general purpose) (LHA), Amphibious Assault Ships (Multipurpose) (LHD), Amphibious Assault Ships (Helicopter) (LPH), and Amphibious Transport Docks (LPD). Included are aviation fuel, MOGAS, and catapult lubricating oil service stations; pump rooms, piping, valves, pumps, tanks; and portable equipment related to these systems. Additionally, ABFs operate and service motorized fueling equipment, maintain quality surveillance, and supervise the operation and servicing of fuel farms and equipment associated with the fueling and defueling of aircraft ashore. They also train, direct, and supervise firefighting crews, fire rescue teams, and damage control parties in assigned fuel and catapult lubricating oil spaces. LEARNING OBJECTIVES When you have completed this chapter, you will be able to do the following: 1. Describe the organization and responsibilities of the major work centers of an Aviation Fuels(Av/Fuels) Division Afloat and the major branches of Aviation Fuels Division Ashore. 2. State the purpose of the Personnel Qualification Standards (PQS) program. Identify the PQS watch stations for Av/Fuels Division Afloat, Flight Deck Familiarization, and the Av/Fuels Division Ashore. 3. Identify the purpose of technical and operational manuals; the importance of maintaining an allowance of publications; and the use of reports, logs, records, and forms in aviation fuels operations. 4. Explain the importance of establishing a technical library, the proper use of instructions/notices, and the purpose of surveys. 5. Explain the use and care of hand tools, portable power tools, and precision-measuring equipment used by ABFs. 6. List the principles that apply to the care of hand tools. 7. State the safety precautions required when using different hand tools. 8. Describe the information contained in blueprints, charts, and drawings. 9. Read and interpret blueprints, drawings, diagrams, and other maintenance aids. 10. State the purpose of the Maintenance and Material Management (3-M) system and the Quality Assurance Program. 11. Describe the 3-M system and the Quality Assurance Program. 12. Describe the types of corrosion the ABF will confront. 13. Identify signs of corrosion and explain the corrective action to eliminate corrosion. 14. State the ABF’s responsibility in observing safety precautions. 6-1

Figure 6-1 — Av/Fuels Division Afloat. ASHORE AND AFLOAT AVIATION FUELS DIVISION Afloat Fuels Division Organization Figure 6-1 illustrates the Av/Fuels Division Afloat organization. However, it must be emphasized that you will encounter many variations of the Av/Fuels Division Afloat. This is due to the many different types of ships used by the Navy that have the capability of fueling and defueling aircraft. The variations you will see in the organization of a fuels division include the number of personnel assigned to the division, the number and types of aircraft embarked, and the tactical employment of your ship. You may also encounter slightly different organizations even on the same-class ships. Regardless of the type of ship, keep in mind that the basic mission of the division remains the same; therefore, the basic division structure does not change.

The Av/Fuels Division Afloat is normally made up of the V-4 Division Office, the Flight Deck work center (which includes Flight Deck Repair and the Quality Surveillance lab), and the Below Decks work center. Some divisions will have a maintenance work center that combines the maintenance and repair of the flight and below decks work centers. Most will have a Damage Control work center. Again, it d epends on the needs and manning of the command. 6-2

V-4 Division Office The V-4 Division Office is the administrative core of the Av/Fuels Division Afloat. The Fuels division officer, Fuels maintenance officer, leading chief petty officer, leading petty officer, and division yeomen all work in this office. Flight Deck The Flight Deck work center is responsible for the refueling and defueling of aircraft, as well as providing support equipment on the flight and the hangar decks. Flight Deck Repair Flight Deck Repair is responsible for the maintenance and repair of flight deck and hangar deck refueling stations and portable defueling equipment. Flight Deck Repair personnel also man refueling- at-sea (RAS) sponsons during underway replenishments and perform damage control duties as the Av/Fuels Repair Team. Quality Surveillance Laboratory The Quality Surveillance Laboratory is responsible for the monitoring of fuel quality in the entire Aviation Fuel system. Lab personnel do extensive sampling and testing. While it is a branch of the Flight Deck work center, the lab is also responsible for testing fuel samples sent from Below Decks. Below Decks The Below Decks work center is responsible for the receipt, stripping, transfer, purifying, and filtering of aviation fuels and catapult lubricating oils. In most divisions, Below Deck personnel do their own maintenance and repairs. On CVNs, the two major JP-5 pump rooms and the auxiliary (cargo) pump room may be grouped into separate work centers. Maintenance Support The Maintenance Support work center is usually where the Electrician’s Mates (EMs ) and Interior Communication Electrician’s Mates (ICs) are assigned. They are responsible for maintaining material upkeep, and the preventive and corrective maintenance to all aviation fuel systems’ electrical and electronic components. They are also solely responsible for corrective maintenance performed on JP- 5 control consoles on CVN platforms. There are usually two EMs and two ICs assigned with the senior person designated as the work center supervisor. Although they are assigned on some carriers to the below decks work center, they do work on JP-5 Flight Deck equipment. Tank Cleaning Some ships may have a tank cleaning work center. Tank cleaning crews are tasked with the responsibility of planning and scheduling arduous tank cleaning and Corrosion Control Information Management System (CCIMS) inspections. These efforts must be coordinated with the Maintenance Support work center personnel, Fire Marshal, and force Type Commander (TYCOM) maintenance manager. The Petty Officer-In-Charge (POIC) of this work center is responsible for the safety of personnel working in and around fuel tanks. It is important to ensure that all procedures that apply to entering fuel tanks are strictly followed without deviation, and all the necessary equipment to assist in this operation is at the scene and functioning properly. 6-3

No one will enter a fuel tank without authorization from the Commanding Officer (CO). Also, the tank MUST be analyzed and certified by the Gas-Free Engineer as safe for the job requested. Aviation Fuels Security Watch Another integral part of the Av/Fuels Division Afloat is the aviation fuels security watch. This watch is stood 24 hours a day when the ship is not at flight quarters. The watch is also stood during flight quarters by below deck personnel to monitor hangar deck refueling stations and below deck spaces where aviation fuel system components or equipment are located, but not normally manned. Personnel standing this watch must be properly trained, familiar with the Avfuels system, and fully PQS-qualified as an Av/Fuels Security Watch. Every effort should be made by senior leadership to ensure watch standers understand the importance of this watch. To ensure the aviation fuel system is secure, the watch standers must:  Make hourly inspections of all unmanned designated spaces and piping below decks and to hangar bay refueling stations, when in flight quarters. Make inspections every two hours of all designated spaces and piping, when not at flight quarters.  Immediately notify the Aviation Fuels Petty Officer of the Watch (POOW), Aviation Fuels Division Officer, Air Department Integrity Watch Officer (IWO), if discrepancies are noted.  Make hourly reports to the Aviation Fuels Division Leading Chief Petty Officer (LCPO) when at flight quarters. Make report every two hours to the officer of the deck (OOD) (or Air Department Integrity Watch Officer if squadrons are embarked) when not at flight quarters.  Insert entries in appropriate logbooks on each inspection tour.  Safeg uard against any welding or burning near the Av/Fuels system unless the system has been properly freed of fuel and vapors.  Ensure compliance with all safety precautions.  Perform other duties as may be assigned. The Aviation Fuels security watch is responsible for the security of the Av/Fuels system, and ultimately, the ship. Fuels Division Organization Ashore The Av/Fuels Division Ashore (Figure 6-2) is a division of the Supply Department. Since the majority of shore base fuel depots and supply points are contractor-operated we will discuss those operations. Supply Department includes the Contract Quality Surveillance; Fuels Management Officer (FMO)/Contracting Officer Representative (COR); Administration and Accounting; Contractor; Aviation Fuel Storage Operations (Ops); Fuel Delivery Ops; Maintenance; and Liquid Oxygen/Liquid Nitrogen (LOX/LN2). Contract Quality Surveillance Contract quality surveillance is responsible for ensuring the contractor is operating by the Government contract scope of work and applicable Naval Air Training and Operating Procedures (NATOPS) standards. Normally, the Contract Officer Technical Representative (COTR) will conduct several surveillances in each operation/section of the division to evaluate the contractor’s performance. 6-4

Figure 6-2 — Aviation Fuels Division Ashore. Fuels Management Officer (FMO) The FMO discharges the supply officer's fuel responsibilities through the planning, directing, training, and supervision of fuel operations. Administration and accounting personnel are directly responsible to the FMO. Contractor Officer Representative (COR) COR are qualified individuals appointed by the Contracting Officer (KO) to assist in the technical monitoring or administration of a contract. Although CORs can be employed on all types of contracts, they are extremely useful in the more complex services, supply, and/or construction contracts. The use of CORs does not alleviate the need for a full time contracting professional to monitor contract surveillance and manage the contract management team. Administration and Accounting Fuels accountants provide up-to-the-minute, accurate overviews of fuel ownership and fueling transactions with reduced manual data entry. They use the automated aviation fuel management system which performs the following critical tasks:  Meter reconciliation and daily closeout with a full audit trail and transaction reporting on a daily basis 6-5

 Accurate comparisons of fueling transactions (book) and inventory stocks (physical) to identify daily gain/loss  Efficient, accurate and secure method of reporting on a monthly basis Contractor The contractor is responsible under a resulting contract to operate and maintain a bulk storage facility to ensure safe and accurate receipt, storage, transfer, and issue of petroleum products under their control. The contractor may be required to perform alongside aircraft refueling, truck deliveries, cryogenics handling, automated service station operations, or other related tasks not specified. Aviation Fuel Storage Ops Storage is responsible for the receipt, storage, and transfer of all fuels handled by the division. Included with these responsibilities is maintenance of equipment used in transfer operations and the inspection and quality assurance (QA) of all fuels received or issued by the fuel farm. Fuel samples taken from all stages of fuel-handling operations are delivered to quality control lab. Fuel Delivery Operations Fuel Delivery Ops is responsible for providing refueling and defueling services for all tenant and transient aircraft and other units such as fuel test cells at the air activity. An additional responsibility is performing operator maintenance on refueling vehicles and associated equipment used by personnel. Fuel delivery ops will normally contain any military personnel if assigned to the division. Maintenance Maintenance Division is responsible for the inspection and part replacement of all filter/separators, fuel monitors, mobile refuelers and defuelers, hydrant system, all dispensing equipment and training. Liquid Oxygen (LOX) and Nitrogen (LN2) The LOX/LN2 branch is responsible for the storing and issuing of liquid oxygen (LOX) and nitrogen (N2) PERSONNEL QUALIFICATION STANDARD (PQS) PROGRAM No matter what your job assignment is in the V-4 Division, you must be qualified, or under direct supervision by a qualified person, to perform that assignment. The PQS program is used to qualify officer and enlisted personnel to perform their assigned duties. It is a written compilation of the knowledge and skills required to qualify for a specific watch station, maintain specific equipment, or perform as a team member within your unit. Aviation Fuels Afloat Personnel Qualification Standards As the organization may vary from ship to ship, PQS will too. The PQS for Av/Fuels Afloat can be tailored to fit any ship by adding items that are unique to, or deleting items that do not apply to, your system or ship. Listed below in Table 6-1 are the watch stations (job assignments) in the PQS for Av/Fuels Afloat. Flight Deck Familiarization PQS The Flight Deck Familiarization PQS is an important prerequisite for most of the follow-on qualifications in the Av/Fuels Afloat PQS. The PQS for Flight Deck Familiarization can be tailored to 6-6

fit any ship by adding items that are unique to, or deleting items that do not apply to, your system or ship. Listed below in Table 6-2 are the watch stations job assignments in the PQS for Flight Deck Observer for all type of ships. Table 6-1 —Aviation Fuels Division Afloat PQS, NAVEDTRA 43426-4D PQS WATCH STATION 301 Sounder 302 Fuels Security Watch 303 Refueling Crewman 304 Refueling Crew Leader 305 Quality Surveillance Sentry 306 Control Talker 307 Quality Surveillance Supervisor 308 Flight Deck Repairman 309 Flight Deck Repair Supervisor 310 JP-5 Filter Operator 311 Catapult Lube Oil Operator 312 JP-5 Auxiliary Operator (LHA/LHD Class Ships) 313 JP-5 Pump Room Operator 314 Below Decks Repairman 315 JP-5 Console Operator 316 JP-5 Pump Room Supervisor 317 Flight Deck Supervisor 318 Below Decks Supervisor 319 Division Supervisor

Table 6-2 —Flight Deck Familiarization PQS, NAVEDTRA 43426-0A PQS WATCH STATIONS 301 CV/CVN Flight Deck Observer 302 LHA/LHD/MCS Flight Deck Observer 303 Air Capable Ships Flight Deck Observer 304 CV/CVN Deployable Squadron Flight Deck Observer 305 LHA/LHD/MCS Deployable Squadron Flight Deck Observer 6-7

Aviation Fuel Operations Ashore PQS The PQS for Av/Fuel Operations Ashore is tailored to fit any shore facility’s fuel system application. Listed below in Table 6-3, is the PQS for ABFs ashore. For complete information, consult PQS for Aviation Fuel Operations Ashore, NAVEDTRA 43288-C. Table 6-3 — Aviation Fuels Division Ashore PQS, NAVEDTRA 43288-C PQS WATCH STATIONS 301 Fuel Farm Familiarization 302 Mobile Refueler/Defueler Operator 303 Aircraft Direct Fueling Station Operator 304 Quality Surveillance Sentry/Operator 305 Fuels Accountant 306 Fuels Controller 307 Fuel Farm Operator 308 Fuels Management Officer TECHNICAL LIBRARY A technical publication library serves two important functions. First, it provides a central source of up- to-date information for the use of all personnel in the performance of their work. Second, it is an excellent source of reference information to help in the training of personnel. To perform these functions properly, the library must contain at least one copy of all publications affecting the equipment the division is responsible for. Typically, the division’s technical library is located in the maintenance office or division office. Management of the library should be assigned to a senior individual who will ensure that all required publications are onboard and that all updates and changes are made to the affected publications. Often, individual work centers will keep the publications normally used by the work center. This is acceptable. However, the technical library manager should maintain a list of all publications held in a work center so that those manuals will also receive updates and changes when required. A technical manual used to rebuild a pump is worthless if updated changes are not made and entered on the Record of Changes section of the manual. Manuals/Instructions/Publications There is no way you can remember every specification, instruction, rule, or requirement. The further you advance, the more you are required to know. The key to not being overwhelmed by this required knowledge is to learn as much as you can, but always know where to get the information you need. Technical/Maintenance Manuals Technical maintenance manuals are the sources of information for guiding naval personnel in the operation and maintenance of all equipment within the naval establishment. The manuals are divided into two major types: operational and maintenance. Operational manuals are publications and other forms of documentation that contain a description of systems and instructions for their effective use. Here are some examples of operational manuals. The Aviation Fuels Operational Sequence System (AFOSS) used by all fuel system operators to operate the various ship aviation fuels systems. The Aircraft Refueling Naval Air Training and Operating Procedures Standardization Program (NATOPS) Manual, NAVAIR 00-80T-109 (see Figure 6-3). This 6-8

Figure 6-3 — Aircraft refueling NATOPS manual. manual covers the technical requirements, operational procedures, and personnel training for ready-issue aviation fuel operations. Maintenance manuals are documents containing a description of individual systems for the purpose of maintenance and repair. An example of a maintenance manual is the Technical Manual for Description, Operation, and Maintenance of the JP-5 Jet Fuel Centrifugal Purifier, NAVSEA S9542-AB-MMO- 010 (Figure 6-4). By proper use of these publications, all equipment can be operated and maintained in the same efficient manner throughout the Navy. Technical or maintenance manuals do not contain detailed descriptions or procedures concerning preventive maintenance, since this information is contained on maintenance requirement cards (MRCs ). For information on the 3-M system, consult Ship's Maintenance Material Management Manual, OPNAVINST 4790.4 and NAVSEA INSTRUCTION 4790.8 series Technical or maintenance manuals do contain the following:  A description of the equipment  The theory of operation  Troubleshooting techniques  Corrective maintenance information  Specific safety requirements and parts breakdown by numbers  Sketches, diagrams, and schematics  Operating and design limits Senior petty officers must be able to interpret technical publications and to supervise their use. The senior ABF must also know how to obtain technical publications and how to keep them up- to-date. Many technical publications issued by the Naval Air Systems Command are of interest to the ABF. The General Information and Servicing section of the Maintenance Instructions Manual for each type of aircraft covers the required procedures for refueling that aircraft. Mobile refuelers and aircraft- handling equipment are covered by other Naval Air Systems Command publications. Technical publications issued by the Naval Sea Systems Command cover most of the shipboard equipment used by the ABF. The fuel system for each ship is covered in a Ship's Information Book (SIB) (see Figure 6-5). The SIB for the ship to which the ABF is attached should be studied thoroughly. Also, Technical or maintenance manuals issued by the Naval Sea Systems Command cover major components of equipment. 6-9

Figure 6-5 — Ships information book (SIB). Figure 6-6 — Ship’s 3-M Manual.

Instructions and Notices The Navy Directives System is used throughout the Navy for the issuance of non-technical directive-type releases. These directives establish policy, organization, methods, or procedures. They require action to be taken or contain information affecting operations or administration. This system provides a uniform plan for issuing and maintaining directives. Conformance to the system is required of all bureaus, offices, activities, and commands of the Navy. Instructions and Notices are the two types of authorized releases. Information pertaining to action of a continuing nature is contained in "Instructions." An Instruction has permanent reference value and is effective until the originator supersedes or cancels it. "Notices" contain information pertaining to action of a one-time nature. A Notice does not have permanent reference value and contains provisions for its own cancellation. Figure 6-4 — JP-5 centrifugal purifier technical manual. 6-10

For identification and accurate filing, all directives can be recognized by the originator's abbreviation, the type of release (whether an Instruction or a Notice), a subject classification number, and in the case of Instructions only, a consecutive number. Because of their temporary nature, Notices are not assigned consecutive numbers. This information is assigned by the originator and is placed on each page of the directive. Don't let the word instruction fool you. It may sound like something clerical, but instructions and notices provide us with a tremendous amount of information, and some instructions can be quite large, such as the previously mentioned OPNAVINST 4790.4(series), Ship’s 3-M Manual (Figure 6-6). Maintaining an Allowance of Publications There are four mandatory requirements to be met in maintaining an allowance of publications (technical and otherwise). These requirements are as follows::  The prescribed publications be on board  The publications be maintained up to date  The publications be ready for immediate use  Applicable security provisions be observed The primary index used to order all Navy technical manuals and forms is the Navy Stock List of Publications and Forms, NAVPUBFORMCEN Pub. 2002. Making Changes to Publications Most changes to publications are issued in the form of loose-leaf pages, pen-and-ink changes, or complete revisions. When changes are issued in numbered pages, the old page with the corresponding number is removed and the new replacement page should be inserted in its place. Specific instructions are normally given with each change on the method to be used in incorporating the change. Changes should be made immediately upon receipt. A checklist of pages, which are to remain in the publication after the changes have been incorporated, is provided with changes issued for some publications. This checklist should be compared to pages remaining in the publication to ensure they agree. Extra pages are removed and missing pages ordered to bring the publication up to date. Obsolete pages removed should be disposed of in accordance with applicable regulations. When pen-and-ink changes are made, the change number and date should be entered with each change for future reference. Sometimes it is convenient to cut out pen-and-ink changes and insert them in their proper place in a publication by fastening them with transparent tape or glue. A record sheet is maintained in the front of each publication, indicating the date and number of each change incorporated and the name or initials of the person completing the change. This procedure makes it simple to check if the publication is up to date. Records and Reports Maintaining records and reports is one of the major responsibilities of the senior ABF. All records and reports must be accurate, up to date, and according to established standards. Work/Maintenance Logs In the work (or operational) logs, hours of operation and operating pressures should be recorded. This information will be very useful in keeping the maintenance project cards of the ship current. Any other operational data that could be useful at a future date should be recorded. A daily inspection of the fuel system should be made for leaks and other discrepancies and recorded in the log. 6-11

Figure 6-7 — Example of a filter sample/pressure drop log. The maintenance logbook should contain all work performed on the aviation fuels systems by the repair crews. It should be recorded in a day-to-day order. Other logbooks required to be kept are the following:  Fuels security watch log  Filter sample/pressure drop log ( Figure 6-7)  Quality surveillance sample log  Equipment running logs ( Figure 6-8); each piece of equipment should have its own log, such as service pump #4, transfer pump #2, purifier #3, auxiliary pump #1, etc.  Motor Stripping logs

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All logbooks should be inspected frequently by appropriate petty officers, the work center chief, and the division officer. Often, the information contained in a log may indicate the impending failure of a piece of equipment long before the actual failure occurs. An example of impending failure is the cumulative TOTAL RUN-TIME of a specific piece of equipment.

Figure 6-8 — Example of an equipment running log. 6-13

Figure 6-9 — Example of a daily aircraft refueling equipment checklist. Checklists Checklists (Figure 6-9) provide a minimum written list of items for inspection. Checklists are tailored to fit specific equipment or operations and can cover everything from a pre-operational check on a fuel truck to inspecting the entire fuel system after an underway replenishment. The advantage of using a checklist is obvious. With the items to be inspected written, you are less likely to miss a step or procedure. If you use checklists, make sure all Planned Maintenance System (PMS) requirements are met. 6-14

Figure 6-10 — Example of daily aircraft fuel and defuel log sheet. Aircraft Checker Reports One of the major problems encountered by senior ABFs in operating an aviation fuels system is keeping accurate records of fuel expenditures. The measuring instruments (meters, liquid-level indicators, sounding tapes) are not sufficiently accurate for use in computing fuel expenditure for a particular aircraft or squadron. The most accurate way of computing the amount of fuel issued to a particular aircraft is with the use of the aircraft's fuel gages. At the time of arrestment, by subtracting the fuel load from the total capacity of the aircraft's fuel tanks, you can determine how much fuel is needed to top off the tanks. The aircraft's fuel gages are calibrated in pounds of fuel, and a conversion must be made to convert the pounds of fuel issued to gallons. The Fuel Control Talker is assigned the duty of keeping an account of all fuels issued to or taken from an aircraft. Checker cards are useful for this purpose. These cards (or sheets) shown in Figures 6-10 and 6-11 should have places for the date and the checker's name at the top. There should be spaces on the cards for the squadron number, aircraft side number, the pounds of fuel issued or defueled from the aircraft, the total fuel load, the time of fueling or defueling, and the plane captain's initials. These 6-15

Figure 6-11 — Fuel checker card. cards should be turned in to the division petty officer responsible for keeping the fuel expenditure records. They are used in filling out squadron requisitions. In case of an aircraft accident, the cards should be removed from use and filed for future use in the accident investigation, if required. These cards are also used in accounting for the amount of fuel on board the ship. The fuel checker cards are used in conjunction with the daily pump room reports to establish the amount of fuel delivered and the amount of fuel remaining on board daily. The cards are used to compute the amount of fuel used by each squadron. A supply requisition is sent to each squadron for payment for the amount of fuel used. The cost of the fuel is paid for out of that squadron's operation and line maintenance of aircraft allotment. Sounding Report Another report required in V-4 Division is the daily sounding report. This is a two-copy report; one copy is submitted to the engineering log room, and the other copy is retained in V-4 division files. The daily sounding report (Figure 6-12) contains tank numbers, capacity (in gallons and in feet and inches), the previous day's soundings, the present soundings, and the percentage of fuel on board. This report is computer- generated from tank levels as read by radar tank level indicators (TLIs). An alternative method for acquiring tank levels is by physically sounding the tanks. Daily Fuel Reports The daily fuels report (Figure 6-13) is compiled from the aircraft checker cards, the pump room reports, and tank sounding reports. This report shows the total amount of fuel on board. It is normally signed by the V-4 division officer and submitted to each of the following officers:  Commanding officer  Air officer  Engineering officer  Operations officer  Officer of the deck  Supply officer

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Figure 6-12 — V-4 division sounding report.

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Figure 6-13 — Fuels report.

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Casualty Reporting The casualty report (CASREP) has been designed to support the Chief of Naval Operations (CNO) and fleet commanders in the management of assigned forces. The effective use and support of Navy forces require an up-to-date, accurate operational status for each unit. An important part of operational status is casualty information. The reporting of casualties results in operational commanders and support personnel being advised of the status of significant equipment malfunctions that could result in the degradation of a unit's readiness. The CASREP also reports the unit's need for technical assistance and/or replacement parts to correct the casualty. A casualty is defined as an equipment malfunction or deficiency that cannot be corrected within 48 hours that:  Reduces the unit's ability to perform a primary mission, or  Reduces the unit's ability to perform a secondary mission, or  Reduces a training command's ability to perform its mission, or a significant segment of its mission, and cannot be corrected or adequately accommodated by rescheduling or double- shifting lessons or classes The CASREP system contains four types of reports: initial, update, correct, and cancel. These reports are described in general in the following paragraphs. For more complete information on preparation and submission of the reports, see Navy Warfare Publication (NWP) 10-1-10. Initial Casualty Report (Initial) An Initial casualty report identifies the status of the casualty and any parts and/or assistance that is needed. Operational and staff authorities use this information to set priorities for the use of resources. Update Casualty Report (Update) An Update casualty report contains information similar to that submitted in the Initial report and/or submits changes to previously submitted information. Correction Casualty Report (Correct) A unit submits a correction; “Correct” casualty report when equipment that has been the subject of casualty reporting is repaired and is back in operational condition. Cancellation Casualty Report (Cancel) A unit submits a cancellation, or Cancel, casualty report when equipment that has been the subject of casualty reporting is scheduled to be repaired during an overhaul or other scheduled availability. Outstanding casualties that will not be repaired during such availability will not be canceled, and will be subject to normal follow-up casualty reporting procedures as specified. Surveys The purpose of surveys is to determine the reasons and/or responsibilities for the loss, damage, or destruction of Government material and to determine the actual loss to the U.S. Government. Immediately upon the discovery of the loss, damage, or destruction of Government material, a preliminary investigation is conducted. The investigation is conducted to determine if there is evidence of negligence, willful misconduct, or deliberate unauthorized use. This preliminary investigation is conducted by the department head or division officer (or equivalent) responsible for the material. When circumstances warrant, such as an indication of criminal action or gross negligence, the CO or officer in charge (OIC) may appoint a surveying officer or a survey board to 6-19

investigate the situation further. However, individuals who are accountable or responsible for the material in question may not be appointed as a surveying officer. An investigation or a review must determine what caused the loss, damage, or destruction of the material being surveyed. The facts surrounding the incident must be thoroughly and quickly investigated to determine the cause. However, the investigation or review should not be limited to the verification of statements from individuals. The investigation should be broad enough to ensure that the interests of the Government, as well as the rights of the individual(s) and the Navy activity, are fully protected. A review is required to prove or refute statements from individuals and to place the responsibility where it belongs. Research action is not required when the CO or OIC believes that negligence was not involved in the loss, damage, or destruction of Government property. When, for reasons known to the CO or OIC, negligence or responsibility cannot be determined and for those reasons research would be an unnecessary administrative burden, research action is not required. Research action is not usually required when an individual accepts responsibility for the loss, damage, or destruction of property and voluntarily offers to reimburse the Government for the material. There are many situations that may require a survey, but the ABF is concerned mainly with bulk petroleum products. If a loss exceeds stated allowances (for example, MOGAS--one half of one percent; JP-5--one quarter of one percent), a survey is required. If the cause of the loss is unresolved, a Report of Survey, DD Form 200 will be initiated. See Figure 6-14. More detailed information is available in the Naval Supply Procedures, (NAVSUP) Publication 485, Afloat Supply Procedures. TOOL CONTROL PROGRAM As an ABF, you are routinely assigned tasks requiring the use of hand or power tools. It is to your advantage to become familiar with the tools you will use to accomplish these tasks. The right tool for the right job is an old, but time-proven proverb. Tools are designed to make a job easier and enable you to work more efficiently. If they are not properly used and cared for, their advantages are lost to you. Regardless of the type of work to be done, you must choose, and use the correct tools in order to do your work quickly, accurately, and safely. Without the proper tools and the knowledge of how to use them, you waste time, reduce your efficiency, and may even injure yourself. This section explains the specific purposes, correct use, and proper care of the more common tools you will encounter as an ABF. Tool Work Habits "A place for everything and everything in its place" is just good common sense. You can't do an efficient repair job if you have to stop and look around for each tool you need. The following rules will make your job easier and safer. Keep Each Tool in Its Proper Stowage Place All tools used in the V-4 Division must be managed under a Tool Control Program as directed by a local instruction. The Tool Control Program is based on the concept of a family of specialized toolboxes and pouches configured for instant inventory before and after each maintenance action. The content and configuration of each container is tailored to the task, work center, and equipment maintained. Work center containers are assigned to and maintained within a work center. Other boxes and specialized tools are checked out from the tool control center (tool room). 6-20

Figure 6-14 — Report of survey, DD form 200.

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Keep Your Tools in Good Condition Protect them from rust, nicks, burrs, and breakage. Keep Your Tool Allowance Complete When you are issued a toolbox, each tool should be placed in it when not in use. When the toolbox is not actually at the work site, it should be locked and stored in a designated area.

Use Each Tool Only For the Job It Was Designed To Do Each particular type of tool has a specific purpose. If you use the wrong tool when performing maintenance or repairs, you may cause damage to the equipment you're working on or damage the tool itself. Remember improper use of tools results in improper maintenance. Improper maintenance results in damage to equipment and possible injury or death to you or others. Safe Maintenance Practices Always avoid placing tools on or above machinery or an electrical apparatus. Never leave tools unattended where machinery or aircraft engines are running. Never Use Damaged Tools A battered screwdriver may slip and spoil the screw slot, damage other parts, or cause painful injury. A gauge strained out of shape will result in inaccurate measurements. Remember the efficiency of craftsmen and the tools they use are determined to a great extent by the way they keep their tools. Likewise, they are frequently judged by the manner in which they handle and care for them. Anyone watching skilled craftsmen at work notices the care and precision with which they use the tools of their trade. Care of Hand Tools The care of hand tools should follow the same pattern as for personal articles; that is, always keep hand tools clean and free from dirt, grease, and foreign matter. After use, return tools promptly to their proper place in the toolbox. Improve your own efficiency by organizing your tools so that those used most frequently can be reached easily without digging through the entire contents of the box. Avoid accumulating unnecessary junk. All hand tools have a specific purpose and should be used only on the objects they are designed for. When you use a hand tool for other purposes, you usually damage both the tool and the object it is used on. Use screwdrivers to drive and remove screws. Do not use them to scrape paint, as a pry bar or chisel, and certainly never use them to test an electrical circuit. Tools are expensive and vital equipment. When the need for their use arises, common sense plus a little preventive maintenance prolongs their usefulness. The following precautions for the care of tools should be observed:  Clean tools after each use. Oily, dirty, and greasy tools are slippery and dangerous. NOTE An inventory list is kept in every toolbox to be checked before and after each job or maintenance action, to ensure that all tools are available to do your work, and to ensure that they are accounted for after you have completed your work. 6-22

 Never hammer with a wrench.  Never leave tools scattered about. When not in use, stow them neatly on racks or in toolboxes.  Apply a light film of oil after cleaning to prevent rust on tools.  Inventory tools after use to prevent loss. Portable Power Tools ABFs are frequently required to use portable power tools in the maintenance of assigned areas that are exposed to the weather. Powers tools, when used properly and efficiently, are an enormous time and manpower saver, especially when a large painted or rusted surface requires scaling and preservation. SAFETY is paramount when you are using powered tools. Special care should be used and in place before using powered tools. Use goggles to protect your eyes! Power tools are more dangerous than non-powered tools. Use power tools only if you are familiar with them and have been checked out on their use and proper operation by a competent authority. When pneumatic tools are used, the air supply pressure specified on the nameplate should always be maintained. Insufficient air pressure causes the tool to function improperly. Excessive air pressure results in damage to the tool and the person operating the tool may not be able to control it properly. General Safety Precautions for Use of Pneumatic Tools When using pneumatic tools, you should:  Wear necessary personnel protective devices. Pneumatic tools shall not be connected to, or driven by, air pressure in excess of that for which the tools are designed. The wearing of appropriate eye protection equipment is mandatory for Navy personnel when operating pneumatic tools.  Be authorized and trained to operate pneumatic tools.  Lay pneumatic tools down in such a manner that no harm could be done if the switch is accidentally tripped. No idle tools should be left in a standing position.  Keep pneumatic tools in good operating condition. They should be thoroughly inspected at regular intervals with particular attention given to the on/off control valve trigger guard (if installed), hose connections, guide clips on hammers, and the chucks of reamers and drills.  Pneumatic tools and air-lines may be fitted with quick-disconnect fittings. These should incorporate an automatic excess-flow shutoff valve. This valve automatically shuts off the air at the air-lines before changing grinding wheels, needles, chisels, or other cutting or drilling bits. The air hose must be suitable to withstand the pressure required for the tool. A leaking or defective hose should be removed from service. The hose should not be laid over ladders, steps, scaffolds, or walkways in such a manner as to create a tripping hazard. Where the hose is run through doorways, the hose should be protected against damage by the doors' edges. The air hose should generally be elevated over walkways or working surfaces in a manner to permit clear passage and to prevent damage to it. All portable pneumatic grinders must be equipped with a safety lock-off device. A safety lock-off device is any operating control that requires positive action by the operator before the tools can be turned on. The lock-off device must automatically and positively lock the throttle in the OFF position when the throttle is released. Two consecutive operations by the same hand are required, first to disengage the lock-off device and then to turn on the throttle. The lock-off device should be integral with the tool. It should not adversely affect the safety or operating characteristics of the tools, and it 6-23

should not be easily removable. Devices, such as a "deadman control," that do not automatically and positively lock the throttle in the OFF position when the throttle is released are not safety lock-off devices. For detailed information on safety precautions, see Navy Occupational Safety and Health (NAVOSH) Program Manual for Forces Afloat, OPNAVINST 5100.19(series). Remember that tools can cut through rust, paint, metal, arms, and legs. Give your full attention while operating any power tool and never distract anyone who is using power equipment. Specific Safety Precautions for Use with Pneumatic Tools In operating or maintaining air-driven tools, take the following precautionary measures to protect yourself and others from the damaging effects of compressed air:

 Inspect the air hose for cracks or other defects; replace the hose if found defective.  Open the control valve momentarily before connecting an air hose to the compressed air outlet. Then, make sure the hose is clear of water and other foreign material by connecting it to the outlet and again opening the valve momentarily.  Stop the flow of air to a pneumatic tool by closing the control valve at the compressed air outlet before connecting, disconnecting, adjusting, or repairing a pneumatic tool. Portable Electric Tools Before using portable electric tools, be sure the proper voltage is supplied. This information can be found on the nameplate permanently attached to the tool. Electric tools of all types used in the Navy are required to have a proper ground capability. If doubt exists whether or not a good ground has been established, request the services of an electrician's mate to check it out before applying power to the tool. Never vary the manufacturer's recommended voltage. Safety is paramount! Precision Measuring Equipment As an ABF, you will be using measuring tools that read in the thousandth (0.001) of an inch. On PMS and in major maintenance work, you will be required to use torque wrenches, micrometers, telescoping gages, vernier calipers, and dial indicators. Aligning pumps, checking shafts for wear, and checking bearings' inside and outside diameters are just a few places where these tools are used. Care of Precision Instruments Special treatment is required for precision instruments if they are to serve their intended purpose. The following precautions will help ensure their accuracy.  Keep clean and lightly oiled. (Do not oil dial indicators).  Always wipe an instrument clean of fingerprints before returning it to the box.  Always verify an instrument's accuracy before using it by checking its calibration sticker.  Have a precision instrument calibrated according to PMS, when one has been dropped, or when you are in doubt about the accuracy of one. WARNING Before opening the control valve, see that nearby personnel are not in the path of the airflow. Never point the hose at another person. 6-24

Figure 6-15 —Tools and their uses.  Always allow the temperature of a precision instrument to equalize with ambient temperature to ensure accuracy of measurements.  Return precision instruments not in use to the box.  Never store a precision instrument with other tools such as wrenches, hammers, and so on.  Never carry a precision instrument in your pocket unless it has an appropriate pocket carrying case.  Never close a precision instrument such as an outside micrometer, vernier caliper, or a dial indicator light for storage. Temperature changes can cause frames, spindles, and so on, to become distorted.  Never open or close a micrometer by twirling the frame.  Never attempt to remove mill shavings or dirt from a precision instrument with an air hose. This procedure only embeds small particles into the working parts.  Never attempt to calibrate a precision instrument yourself. Always send it to an authorized calibrating facility.  Never attempt to clean measuring surfaces with an abrasive.  Never force a precision instrument to attain a measurement.  Never attempt to take readings on operating machinery. We have to understand that even with the best tools, it is the person behind the tool who makes things work. ABFs can take measurements accurately and new parts to be installed can be on hand, however; if the one who finally assembles the pump does not know how to torque a casing or pipe flange, he or she can destroy all the hard work and money that have been put into the job. For maintenance and repair on all equipment, use the appropriate technical manuals. All you have learned in this section is to help you maintain and repair your equipment safely and obtain quality results. However, there is no way to teach integrity to an individual. You will often be required to perform maintenance or repairs alone. Do quality work. Your life and the lives of others may depend on it! Tools and Their Uses, NAVEDTRA 14256 (Figure 6-15) contains more detailed information on the various tools that an ABF will use. It is recommended that all ABFs complete this course. BLUEPRINTS AND DRAWINGS All ABFs must be able to read blueprints and drawings during the performance of many maintenance actions. As you advance in your rating you may also be required to make sketches and drawings, 6-25

Figure 6-16 — Blueprint title blocks. (A) Naval ship's systems command (B) Naval Facilities Engineering Command. which will assist you in the training of less-experienced maintenance personnel by making it possible for them to visualize the system or object you are explaining. Blueprints are exact copies of mechanical or other types of drawings and employ a language of their own. It is a form of sign language or shorthand that uses lines, graphic symbols, dimensions, and notations to accurately describe the form size, kind of material, finish, and construction of an object. It can be said that blueprint reading is largely a matter of translating these lines and symbols into terms of procedures, materials, and other details needed to repair, maintain, or fabricate the object described on the print. You can usually look at a blueprint and recognize the object if you are familiar with the actual part. The important thing is to know what the different symbols stand for and where to look for the important information on a blueprint. Some of the important facts listed on all blueprints are discussed in the following paragraphs. Sketch A sketch is made freehand and shows rough outlines and only those details that are necessary to visualize a system or an object. A drawing is similar to a sketch, but it is made with mechanical drawing instruments and is drawn to scale. Mechanical Drawing Mechanical drawing is a special language and is defined as follows: "A language which uses lines, symbols, dimensions, and notations to accurately describe the form, size, kind of material, finish, and construction of an object." Blueprint Blueprints are the link between the engineers who design equipment and the people who build, maintain, and repair it. In a comparatively little space, they give a great deal of information in a universal language easily understood. Title Block The title block is located in the lower right corner of all blueprints and drawings prepared according to military standards. The block contains the drawing number, the name of the part or assembly that the blueprint represents, and all information required to identify the part or assembly. The title block also includes the name and address of the Government agency or organization preparing the drawing, the scale, drafting record, authentication, and the date (Figure 6-16). A space within the title block with a diagonal or slant line drawn across it indicates that the information usually placed in it is not required or is given elsewhere on the drawing. 6-26

Revision Block The revision block (not shown) is usually located in the upper right corner of the blueprint and is used for the recording of changes (revisions) to the print. All revisions are noted in this block and are dated and identified by a letter and a brief description of the revision. A revised drawing is shown by the addition of a letter to the original number in the title block, as shown in Figure 6-16, view A. If the print shown in Figure 6-16, view A, was again revised, the letter in the revision block of the title block would be replaced by the letter B. Drawing Number All blueprints are identified by a drawing number (NAVSHIP Systems Command No. in view A of Figure 6-16, and FEC Drawing No. in view B), which appears in a block in the lower right corner of the title block. It may be shown in other places also; for example, near the top border line in an upper corner, or on the reverse side at both ends so that it will be visible when a drawing is rolled up. If a blueprint has more than one sheet, this information is included in the block indicating the sheet number and the number of sheets in the series. For example, note that in the title blocks shown in Figure 6-16 the blueprint is sheet 1 of 1. Reference Numbers Reference numbers that appear in the title block refer to numbers of other blueprints. When more than one detail is shown on a drawing, a dash and a number are frequently used. For example, if two parts were shown in one detail drawing, both prints would have the same drawing number, plus a dash and an individual number, such as 8117041-1 and 8117041-2. In addition to appearing in the title block, the dash and number may appear on the face of the drawings, near the parts they identify. Some commercial prints show the drawing and dash number, and point with a leader line to the part; others use a circle, 3/8 inch in diameter, around the dash number, and carry a leader line to the part. A dash and number are used to identify modified or improved parts, and also to identify right-hand and left-hand parts. Many aircraft parts on the left-hand side of an aircraft are exactly like the corresponding parts on the right-hand side but in reverse. The left-hand parts are usually shown in the drawing. Above the title block on some prints you may see a notation such as "159674 LH shown; 159674-1 RH opposite." Both parts carry the same number. But the part called for is distinguished by a dash and number. (LH means left-hand, and RH means right-hand.) Some companies use odd numbers for right-hand parts and even numbers for left-hand parts. See Figure 6-16. Drawing Lines The lines used in working drawings are more than a means of showing a picture of an object for the purpose of building or repairing. The way a line is drawn has a definite meaning. Thick lines are used for the visible outline of the object being drawn. Medium lines are used for the dotted lines representing hidden features and for cutting-plane, short-break, adjacent-part, and alternate-position lines. Center lines, dimension lines, long-break lines, ditto lines, extension lines, and section lines are represented by thin lines. To understand blueprint reading, you must know the different types of lines used in general drawing practice and the information conveyed by each. Some of the lines of major importance are illustrated in Figure 6-17, view A and Figure 6-18, view B. The correct uses are illustrated in Figure 6-19. Blueprints make it possible to understand, in a comparatively small space, what is to be made or repaired. 6-27

Figure 6-17-view A — Standard lines. Figure 6-18-view B — Standard lines. Figure 6-19 — Use of standard lines. Types of Blueprints A blueprint is a duplicate of a drawing or sketch. Usually, only accurate drawings are blueprinted. These blueprints are furnished by the manufacturers of the machinery and equipment installed and used aboard ship and also by the personnel concerned with the building and maintenance of the ship. 6-28

Plan View Of the many types of blueprints you may use aboard ship, the simplest one is the plan view. This blueprint shows the position, location, and use of the various parts of the ship. You may use plan views to find your duty and battle stations, the sick bay, the barbershop, and other parts of the ship. Assembly Prints In addition to plan views, you will find other blueprints aboard ship called assembly prints. These prints show various kinds of machinery and mechanical equipment. Assembly prints show the various parts of the mechanism, how the parts fit together, and their relation to each other. Assembly prints may be used to learn operation and maintenance of machines, systems, and equipment. Sub-Assembly Prints Individual mechanisms, such as motors and pumps, are shown on unit or subassembly prints. These show location, shape, size, and relationships of the parts of the subassembly or unit. Subassembly prints are used to learn operation and maintenance of machines, systems, and equipment. Detail Prints Detail prints show a single part with its dimensions and all the information needed to make a new part as a replacement. It includes a complete and exact description of the part’s exact size, type of material, finishes for each part, tolerances, and so forth. Microfilm/Aperture Cards Many pri nts and drawings are procured in the form of 16 and 35-mm microfilm. Microfilm prints and drawings are available mounted on aperture (viewer) cards, as well as in roll form. A reader or some type of projector is required to enlarge the microfilm for reading. Activities are provided with a microfilm reader-printer, which as its name implies, enlarges the microfilm for reading and also has the capability of printing a working copy in a matter of a few seconds. Microfilm greatly reduces the size of otherwise bulky files, which is very important aboard ship. Schematic Diagrams Schematic diagrams show by means of single lines and symbols how the parts of a system are connected for the operation of the system. Piping Systems Piping diagrams are normally used to trace piping systems and their functions without actually describing the shape, size, or location of the components or parts. Each component is represented by a symbol; and once these symbols are learned, the piping schematic diagram is easy to read. AFOSS schematics are a good example of a piping diagram. As you may have seen in the fuel system schematics, diagrams do not indicate the location of individual components within the station, but do locate the components with respect to each other within the system. Electrical Systems Schematic diagrams are also used to depict electrical systems. They are basically the same as the piping diagrams except they use electrical symbols instead of piping symbols. The schematic to the electrical and electronic components of the JP-5 control console is an example of an electrical system schematic. Additional detailed information about mechanical drawing and the reading of prints and drawings is contained in Blueprint Reading and Sketching, NAVEDTRA 14040. 6-29

PMS AND QUALITY ASSURANCE PROGRAM 3M System Heads-up thinking and asking questions can make your work as an ABF run smoothly. On a day-to- day basis, you come in contact with PMS. The PMS weekly schedule displays the planned maintenance scheduled to be done in your work center for a specific week. The use of schedule (SKED) Version 2.1 or higher for PMS scheduling constitutes full compliance with all administrative provisions. Guidance for use of SKED is provided in the help menus and wizards associated with SKED software program. Guidance for the manual preparation of PMS Schedules is contained in NAVSEA Instruction 4790.8B, Appendix G. PMS Schedules are categorized as cycle, quarterly, and weekly schedules. Work Center Supervisor (WCS) Work c enter supervisors will be qualified and designated in writing. The supervisor is responsible to the division officer via the group supervisor, if applicable, for the effective operation of the 3M system within the respective work center. WCS responsibilities are:  Maintain a detailed working knowledge of all equipment deficiencies within the work center. The Work Center Supervisor will use the Current Ship’s Maintenance Plan (CSMP) as a daily working document for the scheduling of any maintenance actions not included on the PMS schedules.  Schedule weekly Work Center maintenance and supervise its proper accomplishment.  Ensure the status of Work Center planned maintenance is correctly reflected on the PMS schedules.  Ensure the Division Officer or Group Supervisor, if applicable, is advised of all 3M System activity within the Work Center.  Maintain an adequate supply of 3M System materials within the Work Center.  Ensure prompt reporting of all material deficiencies and completed maintenance actions as required.  Ensure all 3M System documents submitted from the Work Center are correct, legible, and promptly prepared and submitted.  Ensure maximum use of PMS as an aid for training personnel in maintenance procedures for equipment within the Work Center.  Ensure 3M System Work Center files, publications, MRC decks, Tag Guide Lists (TGLs), and Equipment Guide List (EGLs) are complete and current.  Review MRCs and promptly submit a PMS Feedback Report (FBR ) whenever maintenance requirements are not fully understood; errors are believed to exist; maintenance requirements appear inadequate or excessive; additional coverage is needed; or performance of the maintenance requirement would cause a hazardous condition to exist.  Ensure PMS covers all equipment in the Work Center.  Maintain an accurate and current List of Effective Pages (LOEP) by comparing the documentation with the actual equipment configuration. Submit PMS FBR when changes to the LOEP are required. Submit configuration change requests when appropriate.  Ensure programmed Periodic Maintenance Requirements (PMRs) scheduled for ship's force accomplishment are completed and reported in strict accordance with the PMR, if applicable. 6-30

 Ensure proper testing and inspection of work done by outside activities prior to job acceptance.  Ensure delivery of test and measurement equipment and other portable support equipment to testing and calibration Work Centers as indicated on scheduling reports. Maintenance Personnel Maintenance personnel are responsible to the Work Center Supervisor. Their 3M System duties include, but are not limited to the following:  Perform assigned scheduled maintenance requirements using MRCs, TGLs, and EGLs as indicated by the weekly schedule.  When performing PMS, promptly notify the Work Center Supervisor when: o Anything on an MRC is not fully understood, appears to be incorrect or cannot be accomplished as written. o Tools, materials, etc., prescribed by the MRC are not available. o Any doubt exists about capability, training, or experience to properly perform the maintenance requirement as prescribed. o Factors exist which would make performance of the maintenance requirement unwise or dangerous (e.g., disassembly of equipment needed for operations, radiation when prohibited, situations causing safety hazard to exist, etc.) o Equipment deficiencies or casualties are discovered.  Inform the Work Center Supervisor when planned maintenance requirements are completed and sign the accountability log. The Work Center Supervisor must be informed of any problems encountered under current schedules and/or MRCs.  When performing corrective maintenance (repair): o Notify the Work Center Supervisor of the details of the corrective action. Particular attention must be given to the cause code and remarks/description entries. o Report all deficiencies found to the Work Center Supervisor. o Initiate or update all 3M system documents as required.  Prepare the documentation for reporting deferrals, completions, material usage, and PMS feedback for review by the Work Center Supervisor. Weekly PMS Schedule The weekly PMS schedule is posted in each work center. The wcs assigns and monitors the accomplishment of the required PMS tasks by work center personnel. The following is a list of the contents of weekly PMS schedules (Figure 6-20).  Work center c ode  Date of current week  Division officer’s approval signature  Maintenance Index Page (MIP) number minus the date code  A list of applicable components  Maintenance responsibilities assigned, by name, to each line of equipment 6-31

Figure 6-20 — SKED Weekly Schedule.  The periodicity codes of maintenance requirements to be performed listed by columns for each day  Outstanding repairs, applicable PMS checks due in next four weeks, and all situation requirements 13-Week Accountability Log The Work Center Supervisor shall maintain a 13-Week Accountability Log Figure 6-21. SKED will produce this log. This log will be printed and posted in each Work Center for maintenance personnel to obtain PMS assignments. It will consist of the last 13 completed weeks of maintenance and the current week. At the end of the week the Division Officer will review and sign the log. The following information will be contained in the accountability log:  The printed name, date, and legal signature of the maintenance person actually accomplishing the maintenance. The maintenance person shall sign this log immediately upon completion of the maintenance action. If multiple maintenance persons are assigned to a single maintenance action, the POIC or the most senior person assigned must sign the 13-Week Accountability Log. 6-32

Figure 6-21 — SKED 13-Week Accountability log.  Detailed reasons for non-accomplishment of maintenance requirements should be entered by the maintenance person in the 13 Week Accountability Log immediately after informing the Work Center Supervisor of the non-accomplishment of the maintenance action.

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Figure 6-22 — SKED Quarterly PMS Schedule. Quarterly PMS Schedule The Quarterly PMS Schedule (Figure 6-22) displays the Work Center's PMS requirements to be performed during a specific 3-month period. This schedule, updated weekly, provides a ready- reference to the current status of PMS for each Work Center. SKED performs this update based upon the weekly schedule. This schedule represents a divisional directive and, once approved, may be changed only with Division Officer approval. Content of Quarterly PMS Schedule Space is provided for entering the Work Center, year, quarter after overhaul, Division Officer’s signature, date prepared, and months covered. Thirteen columns (15 columns for Ballistic Missile Submarine, Nuclear (SSBN), one for each week in the quarter, are used to schedule maintenance requirements. Columns are provided for the complete MIP number and any PMS requirements that may require to be rescheduled in the next quarter. The Quarterly PMS Schedule serves as a directive for Work Center Supervisors for scheduling weekly maintenance. 6-34

Figure 6-23 — Cycle PMS Schedule.

Cycle PMS Schedule The Cycle PMS Schedule (Figure 6-23) displays the planned maintenance requirements to be performed over long periods of time in the maintenance life cycle of the ship. The PMS Cycle will be determined by using Inter-Deployment Training Cycles (IDTCs). Each PMS Cycle, for ships, will consist of three IDTCs. The Cycle PMS Schedule shall also be reset after a Docking Availability. Multi-month requirements shall be scheduled relative to the first quarter after IDTC reset. A shore command’s PMS Cycle shall be 20 quarters. Multiple month maintenance requirements will have the quarter indicated in parentheses, 30M-1(4) (14), for the periodicity. Any multiple month checks that have not been accomplished in this PMS Cycle period will be scheduled during the first quarter of the new Cycle PMS Schedule.

NOTE A printed quarterly schedule with Division Officer’s signature and date is not required when using SKED. The Division Officer finalizing the schedule constitutes the approval signature. 6-35

Content of Cycle PMS Schedule The following information is to be included in the block/column indicated:  Ship. This block contains the ship's name and hull number.  Work Center. This block contains the applicable Work Center designator, and page number.  Schedule Quarter after Overhaul as Indicated. This block contains annual, semiannual, multiple-month (4M and greater) maintenance requirements. Mandatory related maintenance checks, which are to be completed during the quarter, are indicated by the pound sign symbol "#". The # sign, placed next to a primary check, indicates that there is mandatory related maintenance associated with that maintenance requirement. The MIP scheduling aids must be consulted when drafting the Quarterly Schedule to determine what mandatory checks apply and need to be scheduled.  Approval Signature/Date. This block contains the Department Head's signature and the date the Cycle schedule was approved.  MIP. This block contains a listing of the MIP codes for the PMS requirements to be scheduled on the Cycle schedule.

 Component. This block identifies the related system, subsystems, or equipment of the scheduled PMS requirements.  Each Quarter. This block contains maintenance requirement ( MR) with periodicities of 2W, 3W, M, and 2M, and any associated related maintenance checks (indicated by the "#" symbol). It also includes all situation requirements regardless of periodicity to be completed during each quarter. PMS Feedback Report (FBR) As with any system, things change; as they do, there must be a way to communicate. The PMS FBR is used to notify Fleet Technical Support Center Atlantic/Fleet Technical Support Center Pacific (FTSCLANT/FTSCPAC) of matters related to PMS. The FBR form is composed of an original and four copies. Instructions for preparation and submission of the form are printed on the back of the last copy, (Figure 6-24). While the FBR will provide initial PMS coverage and changes, submission of an OPNAV 4790/CK form is required to initiate the logistic support change process (see NAVSEA Instruction 4790.8(series), Section I, Chapter 3). Automated forms for FBR submission may be transmitted electronically, via the SKED Feedback Report Wizard (preferred) or the FTSC website at https://ftsc.navy.mil/pmsdb/tfbrform.cfm or the Anchor Desk website at http://anchordesk.navy.mil; click on Enter the Portal; submit a deficiency report and PMS Technical Feedback form.

NOTE A printed Cycle schedule with Department Head’s signature and date is not required when using SKED. The Department Head finalizing the schedule constitutes the approval signature. 6-36

Figure 6-24 — Instructions for preparation of a PMS feedback report (FBR).

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Figure 6-25 — Sample of a Category A, feedback report (FBR). Types of Feedback Reports There are three types of FBRs: Category A, Category B, and Urgent. Category A--this type of FBR is non-technical in nature and is intended to meet PMS needs, which do not require technical review, including changes in Work Centers. Category A FBRs are submitted to request classified or other PMS documentation, which cannot be obtained locally (see Figure 6-25). With the ship's master PMS requirements on compact disk (CD-ROM), replacement copies will be generated with the print-on-demand capability. Category B--this type of FBR (Figure 6-26) is technical in nature, and is used to report:  Technical discrepancies inhibiting PMS performance  Shift of maintenance responsibilities Category B FBRs are submitted by the ship's 3M coordinator to the applicable TYCOM and pertain to the following:  Technical discrepancies inhibiting PMS performance --these discrepancies can exist in documentation, equipment design, maintainability, reliability, or safety procedures as well as operational deficiencies in PMS support  Notification of shift of maintenance responsibility from one work center to another  TYCOM assistance in the clarification of 3-M instructions  TYCOM assistance in the clarification, additions, and changes to prescribed AFOSS procedures or instructions  AFOSS requests are forwarded to NAVSEA, EOSS section, and Aviation Fuels division. Urgent FBR--an FBR will be considered URGENT when the reason for submission of a PMS FBR involves safety of personnel, ship, or potential for damage to equipment and relates to the technical requirements of PMS. Urgent FBRs will be forwarded by naval message containing a PMS Feedback Serial Number, to both FTSCLANT and FTSCPAC, info cognizant Systems Command/Bureau of Medicine/Navy Safety Center/Type Commander (SYSCOM/BUMED/NAVSAFECEN/ TYCOM). The 6-38

Figure 6-26 — Sample of a Category B feedback report (FBR). message shall describe the unsafe procedures or conditions, and shall identify the MIP/MRC involved (Figure 6-27). Discrepancies in technical manuals are reported by way of the Technical Manual Deficiency/Evaluation Report (TMDER), NAVSEA 4160/1 (Figure 6- 28). For complete information on PMS, consult the SHIPS' 3-M Manual, OPNAVINST 4790.4(series) and NAVSEA Instruction 4790.8(series).

CAUTION When the reason for submission of a PMS FBR involves safety of personnel or potential or actual damage to equipment and relates to the technical requirements of PMS, the FBR is considered URGENT. Urgent FBRs are forwarded by a naval message, containing a PMS feedback serial number, to the Naval Sea Support Center (NAVSEACEN) with information copies to the cognizant SYSCOM/NAVMEDCOM/NAV SAFECEN. The message must describe the unsafe procedures or conditions and must identify the MIP/MRC involved. A follow-up PMS FBR may be submitted to amplify information contained in the message. It must contain reference to the message and the FBR serial number indicated in the message subject. 6-39

Figure 6-27 — Urgent feedback report (Sample).

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Figure 6-28 — Technical Manual Deficiency/Evaluation Report; NAVSEA 4160/1. Planned Maintenance System Tag-Out Procedure

NOTE PMS tag-out procedures shall not be used in submarines, submarine tenders, submarine rescue vessels, in propulsion areas of nuclear powered Aircraft carriers, for nuclear support facilities equipment, or within Nuclear Reactor (RA) tag-out boundaries. 6-41

The purpose of this section is to provide separate procedures for use when accomplishing certain designated PMS maintenance actions in non-nuclear surface ships/craft and non-nuclear, non- propulsion areas of nuclear surface ships. Information  Department Head as indicated on the Tag Guide List (TGL). Specifically excluded from these procedures are PMS actions, which require participation of two or more work centers and those requiring more than one working day for completion. In these cases the tag-out procedures described in NAVSEA MANUAL S0400-AD-URM-010/TUM, paragraph 1.6 will be used.  TYCOM will provide guidance concerning applicability of these procedures to various categories of PMS maintenance actions, subject to restrictions addressed above. Tag Guide List Preparation  Initial preparation of the TGL is a vital element of the PMS tag-out procedure. Accordingly, extreme care must be exercised in TGL preparation to ensure that sufficient tags are included to completely isolate the section of piping or circuit being worked on and to prevent operation of the system or component from all stations which could exercise control. As a minimum, system diagrams or circuit schematics shall be used to determine the adequacy of tag-out actions in preparing the TGL. Equal care must be given to ensure permission and notification actions indicated on the TGL are consistent with safety and with sound management practices.  TGLs are to be prepared by the WCS, reviewed independently by the Division Officer, and approved by the Department Head prior to use. Procedures The procedures set forth in this paragraph apply only to designated PMS maintenance actions. When a requirement for tags for PMS maintenance has been identified and a TGL (see Figure 6-29) has been prepared and approved by the Department Head, the following procedures will be followed:  When a PMS maintenance action is to be performed, the WCS will obtain permission from the person or watch specified on the TGL.  Upon receiving permission, the WCS will sign in grease pencil on the tag in block 6 and issue the appropriate number of tags as the Authorizing Officer to the maintenance person and record the issue in ink in the Work Center PMS red tag record sheet.  Using grease pencil, the maintenance person will fill in the appropriate data on the tag (system/component/identification, position, or condition of item tagged), position the tagged items as specified on the TGL, affix the tags, and sign the tags.  A witness designated by the WCS will independently check the tag-out action for compliance with the TGL and, if satisfied, sign the tags. The WCS is responsible for ensuring that persons assigned to make or witness the tag-out are qualified to perform the duties.  The maintenance person will then perform the maintenance action. If the MRC is applicable to several items listed on an Equipment Guide List, (Figure 6-30) and those actions are consecutively scheduled, the tag-out process above will be repeated for each separate maintenance action.

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Figure 6-29 —Tag-out guide list (sample).  If the maintenance action requires an operational test of the equipment, either during the maintenance action or upon completion of it, the danger tags will be removed and retained by the person performing the PMS maintenance action and tag-out action. If the tags are to be reinstalled upon completion of the operational test, a qualified witness must recertify that the position of the isolation component(s) and the placement of the tags are in compliance with the TGL. The TGL will state if permission is required to conduct the test. Upon completion of an operational test, the maintenance person shall not be authorized to reinstall tags for the purpose of accomplishing other maintenance actions without obtaining new approval from cognizant authority unless specifically approved otherwise on the TGL.  Upon completion of the maintenance action, the maintenance person will remove all tags and restore the equipment to its normal or desired condition. The maintenance person shall then wipe the tags clean and return them to the WCS.  The WCS shall record the return of the tags in the Work Center PMS Red Tag Record by lining out and initialing the tag issue entry, and shall report completion of the maintenance action to the person or watch from whom permission was originally obtained (as indicated on the TGL).

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Figure 6-30 — Equipment guide list (sample). A daily inventory by serial number of all Work Center PMS tags should be conducted by the cognizant WCS and deficiencies reported to the cognizant division officer or duty officer. QUALITY ASSURANCE (QA) PROGRAM A QA Program is essential to ensure consistent, quality repair and maintenance of shipboard equipment. The QA Program is intended to improve force readiness through the implementation of a formalized plan that sets forth minimum requirements to be accomplished for non-nuclear maintenance and repair actions performed by forces afloat. The QA Program is important to the ABF because JP-5 piping, valves, tanks, pumps, filters, and most other equipment related to the JP-5 system are included in its coverage. Do not confuse the QA Program, which is designed to ensure quality maintenance on equipment, with Quality Surveillance, which is used to ensure high quality fuel is delivered to aircraft. Fleet maintenance accomplishment procedures are intended to provide a first-time quality product completed in accordance with applicable directives. Maintenance accomplishment is a direct function of four basic elements:  Training and qualification of the craftsmen who will perform the maintenance  Supervision, including the direct oversight of the maintenance being performed, of the individual craftsman assigned to accomplish the maintenance  Formal Work Procedures (FWP) which provide the necessary sequence of actions to accomplish the maintenance task; work procedures will vary in complexity dependent on the 6-44

Figure 6-31 — Quality control diagram. individual maintenance task and should be developed, if possible, using pre-existing and proven maintenance procedures  Work Process --a series of actions planned and executed to accomplish a unit task, which can range from planning and executing preventive maintenance to major component replacement or restoration Understanding work processes and their quality controlling elements is the fundamental core of Quality Control (QC). The above elements form the cornerstone of the fleet maintenance program and are essential to ensure that all maintenance is completed per applicable technical and administrative requirements. The fundamental policies and guidelines that implement these elements are detailed in the QC and the QA arms of the fleet maintenance program below. Quality Control QC consists of all actions taken prior to the start of and during the work process to obtain the highest confidence level that the work will be completed safely and correctly within technical specifications the first time and minimize expenditure of manpower and resources. QC (Figure 6-31) includes, but is not limited to, the following major elements: 1. Training and qualification are an integral part of the maintenance process. In many work processes training is the prerequisite to meeting qualification requirements for conducting the process itself. Other processes, such as Planning and Estimating or Pipe Brazing, have no organic Navy pipeline training and must be learned at the Fleet Maintenance Activity (FMA) or aboard ship through a combination of experience and sp ecialized industrial process training. 2. Training in QC and QA aspects of ship maintenance is also required if the craftsman performing the maintenance is to achieve the requisite first-time quality product. The ultimate goal of training programs is to develop the requisite levels of knowledge to enable the craftsman to perform those skills necessary for their craft. Experienced craftsman who are properly trained need not have detailed step-by-step direction in performance of those tasks done as a normal function of their craft. Rigorous training and qualification programs accomplish the following: a. Ensure that equipment operators and watch standers have the requisite knowledge to properly operate their cognizant equipment safely, and in accordance with design parameters and established procedures, to avoid personnel hazards and prolong equipment service life. 6-45

Figure 6-32 — QA diagram. b. Develop and maintain the requisite maintenance and industrial process skills and proficiency in craftsmen in order to have a viable pool of personnel qualified to conduct Intermediate and Organizational Maintenance. c. Provide maintenance management training to supervisory personnel to enable them to properly balance maintenance work, training, personnel administration, and other mission requirements while providing quality leadership to their personnel. 3. Work center facilities and equipment maintenance and upgrade programs to provide a clean, safe, properly equipped workplace that enables the work center craftsmen and supervisory personnel to meet their work center mission requirements and build first-time quality into their products. 4. Craftsman-oriented, standardized FWPs that define each work process in a concise manner. 5. Effective supervisory participation and oversight throughout all management, training, and production work process. 6. Welder and brazier qualification and proficiency programs. Quality Assurance QA consists of administrative and technical procedures to ensure compliance with technical specifications, through a systematic review of QC records and production actions. These procedures provide proof and confidence that work performed or material manufactured will perform as designed, and that there is documentary evidence to that effect. Quality Assurance (Figure 6-32) includes the following major elements: 1. Providing proper documentation of Objective Quality Evidence (OQE) to meet QA requirements 2. A program to ensure that Certification of Continuity is maintained for all submarines at the completion of maintenance on Submarine Safety (SUBSAFE) systems (applicable to submarines only) 3. Development and maintenance of procedures to properly handle, stow, and install controlled material 4. Rigorous audit and s urveillance program that provides maintenance managers feedback on developing trends within an organization; additionally, this program is used as input during the development of divisional and departmental training programs to improve work processes. The philosophy of QA is unique in that it does not recognize degrees of success. QA is pass-fail. The result of the maintenance either meets the applicable specification or it does not. It is therefore vital that all maintenance be approached from the standpoint of first-time quality. Individual’s performing maintenance must realize and understand that they are responsible for the quality of their work. 6-46

The Joint Fleet Maintenance Manual, CINCLANTFLT/CINCPACFLTINST 4790.3 provides the plan and contains the necessary guidance to establish an effective and viable QA Program. Corrosion Control and Safety Precautions Corrosion Control Program A thorough maintenance program, continuously carried out, prevents most equipment failure. With higher strength and closer tolerances being demanded of metals, equipment would rapidly become inoperable without regular anti-corrosion maintenance. Corrosion endangers the equipment by reducing the strength and changing the mechanical characteristics of the metals used in its construction. Materials are designed to carry certain loads and withstand given stresses as well as to provide an extra margin of strength for safety. Corrosion can weaken the structure, thereby reducing or eliminating this safety factor. Corrosion may take place over the entire surface of a metal from chemical reaction with the surrounding environment. It may be electrochemical in nature between two metallic materials or two points on the surface of the same alloy, differing in chemical activity. The presence of moisture is essential in both types of attacks. The most familiar example of corrosion is rust found on iron or steel. All metals are affected to some extent by the atmosphere. Water and water vapor containing salt combine with oxygen in the atmosphere and produce the main source of corrosion. There are many forms of corrosion; the form of corrosion depends upon the metal involved, atmospheric conditions, and the corrosion-producing agents present. For this discussion, we may consider corrosion as three general types: surface, galvanic, and intergranular corrosion. Surface Corrosion The effect of the atmosphere produces a corrosion that appears on the surface of a metal as a general roughening, etching, or pitting. Iron rust is the most common example of surface corrosion. Although aluminum, magnesium, and other nonferrous metals do not rust, these metals are subject to surface corrosion. Surface corrosion on unpainted aluminum alloy is evident as white or gray powdery deposits on the metal surface. The powdery residue deposited on the area of contact first indicates the condition; later pitting and searing appear on the aluminum surface, and finally complete deterioration of the aluminum. Corrosion on painted aluminum-alloy surfaces cannot be recognized by either the roughened surface or by the powdery deposit. Instead, the paint or plating appears to lift off the surface, indicated by a blistered appearance and/or discoloration that result from the pressure of the underlying accumulation of the corrosion products. Surface corrosion on magnesium alloys can be recognized by powdered or roughened surfaces. Magnesium corrosion products are white and quite large compared to the size of the base metal being corroded. The deposits have a tendency to rise slightly, and the corrosion spreads rapidly. When white, puffy areas are discovered on magnesium, prompt attention is required to prevent the corrosion from penetrating entirely through the structure. This can occur in a very short time. It has been generally established that surface corrosion is caused by moisture in the air. Since this type of corrosion is visible, it can be detected in its early stages by close visual inspection. Surface corrosion can be prevented or retarded by protecting the metal surface with a plating or paint and by keeping the plating or paint in good condition. Galvanic Corrosion Galvanic (or electrolytic) corrosion occurs when two different metals are connected and exposed to an electrolyte such as water, especially salt water. When aluminum pieces are attached with steel 6-47

bolts or screws, galvanic corrosion may occur between the aluminum and steel in the presence of moisture. An electrical potential is set up, current flows between the two metals, and an effect similar to that, which occurs in batteries, is produced. Galvanic corrosion can usually be recognized by the presence, of a buildup of corrosive products at the joint between two metals. Preventive measures include painting and plating. Intergranular Corrosion The third type of corrosion, intergranular, is not visible on the surface and is very dangerous. It spreads through the interior of the metal along the grain boundaries, reducing the strength and destroying the ability of the metal to be formed or shaped. Among the metals affected by this type of corrosion are stainless steel, certain magnesium alloys, and the copper-bearing aluminum alloys. Intergranular corrosion occurs in certain grades of stainless steel when the steel is heated as in welding. Brittleness results, and later the metal cracks near the weld. For this reason, a post-weld heat treatment is needed before you reinstall stainless steel parts that have been welded. As an ABF, you are going to be concerned mainly with the first two types of corrosion, surface and galvanic. With this in mind, remember that rust on steel and the white powder on aluminum or magnesium are produced by corrosion. These products, along with dirt and salt, pick up moisture from the air and hold it in contact with the metal, which speeds up the corrosive action. Corrosion Repair There are many factors that affect the type, speed, cause, and seriousness of metal corrosion. Some of these corrosion factors can be controlled; others cannot. Preventive maintenance factors, such as inspection, cleaning, paintings, and preservation, are within the control of the operating activity. When you first find corrosion on equipment or a structure, the first step you take should be the safe and complete removal of the corrosion deposits or replacement of the affected part. Whether you remove the corrosion or replace the part depends upon the degree of corrosion, the extent of damage, the capability to repair or replace, and the availability of replacement parts. Any parts that have been damaged by corrosion should be replaced if continued use is likely to result in structural failure. Areas to be treated to eliminate corrosion deposits must be clean, unpainted, and free from oil and grease. Chips, burrs, flakes of residue, and surface oxides must be removed. However, be careful to avoid removing too much of the uncorroded surface metal. Corrosion deposit removal must be complete. Failure to clean away surface debris permits the corrosion process to continue even after the affected areas have been refinished. When corrosion is present, any protective paint films must first be removed to ensure that the entire corroded area is visible. After you remove corrosion, the extent of damage must be assessed. It is at this point that you determine whether to repair or replace the affected part or to perform a corrosion correction treatment. The correction treatment involves neutralizing any residual corrosion materials that may remain in pits and crevices, and restoring permanent protective coatings and paint finishes. Corrosion Prevention Corrosion can be controlled by maintaining a dry environment using suitable moisture barriers or drying agents. Clean, dry metals do not corrode. Therefore, when moisture and dirt are permanently removed from metal surfaces, the tendency of such surfaces to corrode is usually eliminated. Thus, it follows that the major problem in the prevention of corrosion consists of adequately removing moisture and dirt from the surface of the metal to be protected and covering these surfaces to prevent recontamination. Consistent preventive maintenance is the most practical method of controlling metal corrosion. Maintenance such as cleaning, painting, and preservation shows great savings in labor and materials 6-48

by eliminating costly repairs and replacements required when corrosion has been permitted to go undetected. To effectively remove oil, grease, dirt, and other undesirable foreign deposits, you should use certain cleaning agents, such as soaps, solvents, emulsion compounds, and chemicals. When you work with these agents, you should follow the correct method and sequence of procedure in applying them. You also must follow the accepted safety regulations and health precautions in the use and handling of the various cleaning agents. The important factors bearing on the choice of cleaning materials are the type and surfaces to be cleaned, such as painted or unpainted surfaces, and whether they are exterior or interior parts. Uses of Paint To prevent corrosion of metal (or deterioration of wood surfaces), you should repaint damaged or worn surfaces as soon as practical. Repaint no more often than is necessary for preservation. In the Navy, paint is used primarily for the preservation of surfaces. It seals the pores of wood and steel, arrest decay, and helps prevent the formation of rust. Paint also serves a variety of other purposes. It is valuable as an aid to cleanliness and sanitation, both because of its antiseptic properties and because it provides a smooth, washable surface. Paint is also used to reflect or to absorb light or to redistribute light. For example, light-colored paint is used in the interior of the ship to distribute natural and artificial light to the best advantage. These same properties of reflection and absorption, incidentally, make camouflage painting possible. For these and other reasons, the Navy uses a great deal of paint. Recommended Painting Procedures As you know, there are many kinds of paint. For example, you cannot use the same type of paint on the deck, topside, and bulkheads in the captain's cabin. There is a different paint made for almost every purpose. Detailed instructions on the proper paint to use for each job may be found in the applicable NAVSEA instructions. The most important single factor in securing good paint performance is proper surface preparation. Dirt, oil, grease, rust, or mill scale must be removed completely, and the surface must be thoroughly dry. Equipment used to prepare surfaces includes hand tools, power tools, sandblasters and shot blasters, soap (or detergents) and water, and various paint and varnish removers. Each year the Navy spends thousands of dollars developing and testing finishes for specific surfaces. Consequently, you have the best material available. If you prepare the surface properly, use the recommended finish, and apply the finish correctly, you can have a first -rate job that lasts a long time. Do not use any material not provided by, or methods not recommended by, the Navy. Lubrication and Inspection Preservation of equipment and spare parts is a continuous job aboard a ship. The moist salt air causes rust to form in a very short time. The operation and maintenance manual for each particular item will indicate the type of preservation to be used and which parts should be painted. Moving parts must be kept free of corrosion by application of the proper lubricant. Parts that cannot be painted and that are not used very often should be coated with a preservative compound that is readily removable with solvents or can be wiped off. Dirt and rust should be removed carefully before applying preservatives or lubricants. Such items as webbing and rubber goods require no preservative; however, they should be stowed in a clean, dry place when not in use. These items are subject to deterioration because of age and should be inspected frequently. When the expiration date (stamped on the webbing) is reached, the material should be discarded and replaced. 6-49

Safety Precautions Many personnel confront dangers in their workday lives, and a number of safety precautions apply to all personnel at one time or another. A shipboard environment introduces factors affecting safety that are not found ashore. Underway refueling, multi-ship exercises, storms, and other situations require personnel at sea to be constantly vigilant. An accident at sea can involve all hands in a matter of seconds. Everyone must be continually alert to hazardous conditions. Navy Safety Precautions for Forces Afloat, OPNAVINST 5100.19(series), provides a general reference for mandatory and advisory safety precautions. You need not learn each safety precaution by heart, but you should know what each means and why it should be observed. Although most of the precautions given here are from a shipboard viewpoint, many of them apply equally well ashore. The hazards presented by improperly grounded electrical tools, for example, are the same everywhere. Remember: accidents seldom just happen; they are caused. Another point to remember is never let familiarity breed contempt. Hundreds of people have been injured by accidents, and many have died because of their injuries. Most of those accidents could have been prevented had the personnel involved heeded the proper safety precautions. It is the responsibility of supervisory personnel to ensure that subordinates are instructed in and carry out the applicable safety precautions for their work and work areas. You are responsible for knowing, understanding, and observing all safety precautions that apply to your work and work area. In addition, YOU are responsible for the following:  You shall report for work rested and emotionally prepared for the tasks at hand.  You shall use normal reasoning in all your functions, equal with the work at hand.  You shall report any unsafe condition, or any equipment or material that you consider unsafe, and any unusual or developing hazards.  You shall warn others whom you believe to be endangered by known hazards or by failure to observe safety precautions, and of any unusual or developing hazards.  You shall report to your supervisor any accident, injury, or evidence of impaired health occurring in the course of work.  You shall wear or use the protective clothing and/or equipment of the type required, approved, and supplied for the safe performance of your duties.  You shall report for work suitably clothed for your assigned tasks. Suitable clothing is that normally worn by members of the trade or profession. Certain hairstyles are hazardous around machinery and open flame and may interfere with vision or the use of breathing devices. Hair shall be suitably restrained in caps or nets. Safety shoes or foot protection devices, including non-sparking and non-slip shoes, shall be worn when hazards so indicate. Jewelry, loose scarves, and ties shall not be worn when they might subject the wearer to additional hazards. Anyone requiring eye correction, hearing aids, or prosthetic devices to assure prompt perception and avoidance of hazards must use such devices while at work.

6-50

End of Chapter 6 Fuels Administration Review Questions 6-1. What watch is responsible for the security of the Av/Fuels system aboard ship?

A. Officer of the Deck (OOD) B. Junior Officer of the Deck (JOOD) C. Air Department Integrity Watch D. Aviation Fuels Security Watch

6-2. The Av/Fuels Division ashore is a division of what department?

A. Supply Department B. Air Department C. Maintenance Department D. Aircraft Intermediate Maintenance Department

6-3. What manual contains the PQS requirements for the ABF?

A. CV Flight/Hangar Deck NATOPS Manual NAVAIR 00-80T-120 B. CV NATOPS Manual (NAVAIR 00-80T-105) C. PQS for Air Department Aviation Fuels Afloat (NAVEDTRA 43426- 4) D. Aircraft Refueling NATOPS Manual (NAVAIR 00-80T-109)

6-4. Technical publication libraries serve what function?

A. A place to submit 3- M system feedback reports B. A central storage area for outdated but useful manuals C. A central source of up- to-date technical information for personnel D. A place to turn in parts for technical inspection

6-5. What type of manual contains a description of a system and instructions for its effective use?

A. 3-M manual B. Maintenance manual C. Operational manual D. MRCs

6-6. Which of the following is an example of a maintenance manual containing a description of individual systems for the purpose of maintenance and repair?

A. NAVAIR 00-80T-109, Aircraft Refueling NATOPS Manual B. OPNAVINST 4790.4, Ship's Maintenance Material Management Manual C. CV Flight/Hangar Deck NATOPS Manual NAVAIR 00-80T-120 D. Maintenance Manual for Motor Driven JP-5 Transfer Pump, Type TG3DBCX- 337

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6-7. What do technical/maintenance manuals NOT contain?

A. Theory of operation B. Preventive maintenance procedures C. Parts breakdown and numbers D. Operating and design limits

6-8. What document contains provisions for its own cancellation?

A. An instruction B. A naval ships technical manual C. A maintenance requirement card D. A notice

6-9. If a change is issued for a publication in your technical library, when should that change be made?

A. Immediately upon receipt B. Within 7 days of receipt C. Within 30 days of receipt D. The next time the publication is required for use

6-10. Checklists can be tailored to fit specific equipment, but what requirements MUST be met in any checklist?

A. Tools required B. Man-hours required C. Preventive maintenance required D. Intended use of the equipment

6-11. What is the purpose of checker cards?

A. To account for fuel issued to each aircraft B. To check which fueling has been sampled C. To tell how much fuel is in the service tanks D. To check which aircraft has been sampled

6-12. A “casualty” is an equipment malfunction that reduces the unit's ability to perform its primary mission because it can NOT be repaired within a maximum of how many hours?

A. 6 B. 12 C. 24 D. 48

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6-13. What is NOT an element of a “survey”?

A. It is used to determine if there is evidence of negligence, willful misconduct, or deliberate unauthorized use. B. An investigation into a survey should be broad enough to ensure that the interests of the Government are protected, and the rights of the individual are secondary. C. It is used to determine the actual loss to the Government. D. It is used to determine the reasons and/or responsibilities for the loss, damage, or destruction of Government property.

6-14. What NAVEDTRA manual contains additional information on tools and their use?

A. 10015- B2 B. 14256 C. 10067-A D. 16730- B1

6-15. What is NOT a blueprint?

A. Schematic diagrams B. Plan view C. Assembly prints D. Subassembly prints

6-16. What NAVEDTRA manual contains more information on mechanical drawings?

A. 12364 B. 10067-A C. 10085- B2 D. 14040

6-17. To find the planned maintenance scheduled in your work center for today, you should look at what document from the SKED program?

A. 13- Week Accountability Log B. Weekly schedule C. Quarterly schedule D. Cycle schedule

6-18. What person signs the weekly schedule in the SKED program?

A. LPO B. LCPO C. Division officer D. Signature not required

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6-19. To order a replacement maintenance requirement card (MRC), what form should you submit?

A. Feedback Report (category A) B. Feedback Report (category B) C. Technical manual deficiency/evaluation Report (TMDER) D. NAVSEA 4160/1

6-20. For complete information on the 3- M system, what manual should you consult?

A. OPNAVINST 4790.4 B. OPNAVINST 4790.2 C. 3-M-INST 2330.1 D. OPNAVINST 5100.19

6-21. What statement best describes the purpose of a Quality Assurance Program?

A. It is used as a management tool to provide an efficient method of conducting and recording preventive and corrective maintenance B. It is designed to ensure consistent high quality maintenance and repairs to equipme nt C. It provides general references for mandatory and advisory safety precautions to hazardous conditions D. It is used to manage and ensure a high quality product is delivered to aircraft

6-22. What manual provides the requirements for an effective QA program?

A. CINCLANTFLT/CINCPACFLTINST 4790.3 B. CV Flight/Hangar Deck NATOPS Manual NAVAIR 00-80T-120 C. OPNAVINST 5100.19, NAVOSH Program Manual for Forces Afloat D. OPNAVINST 5090.1, Environmental and Natural Resources Manual

6-23. What does surface corrosion look like on painted aluminum?

A. White or gray powdery deposits B. Grey or red powdery deposits C. An indentation on the surface D. Paint that appears to lift off the surface

6-24. Why is intergranular corrosion more dangerous than other types of corrosion?

A. It spreads faster than other types of corrosion B. It is not visible on the surface C. It occurs only in the weaker metals D. The powder it produces is toxic

6-25. What type of corrosion spreads through the interior of the metal?

A. Surface B. Galvanic C. Intergranular D. Interior

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6-26. What type of corrosion is described when two different metals are connected and exposed to an electrolyte?

A. Surface B. Galvanic C. Intergranular D. Interior

6-27. What type of corrosion exists when the atmosphere produces roughening, etching, or pitting?

A. Surface B. Galvanic C. Intergranular D. Interior

6-28. When finding corrosion on equipment, what should be your first step in treatment?

A. Paint over it with a rust preventive type paint B. Replace the entire unit C. Remove the corrosion safely and completely D. Remove the chips and burrs that collect corrosion residue

6-29. What is the most practical method of controlling metal corrosion?

A. Coat exposed metals with a light coat of grease or oil B. When painting, apply at least three coats of paint C. Sandblast metals before painting D. Perform consistent preventive maintenance

6-30. What action will keep moving parts free of corrosion?

A. Painting B. Applying the proper lubricant C. Removing the part when not in use D. Wiping daily with an emery cloth

6-31. What OPNAVINST is the general reference for mandatory and advisory safety precautions afloat?

A. OPNAVINST 2030.1 B. OPNAVINST 4790.2 C. OPNAVINST 5090.1 D. OPNAVINST 5100.19

6-32. Who is responsible for reporting any unsafe condition, equipment, material, or other hazards?

A. Commanding officer only B. Division officer only C. Work center supervisor only D. All hands

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RATE TRAINING MANUAL – USER UPDATE CNATT makes every effort to keep their manuals up to date and free of technical errors. We appreciate your help in this process. If you have an idea for improving this manual, or if you find an error, a typographical mistake, or an inaccuracy in CNATT manuals, please write or email us, using this form or a photocopy. Be sure to include the exact chapter number, topic, detailed description, and correction, if applicable. Your input will be brought to the attention of the Technical Review Committee. Thank you for your assistance. Write: CNATT AB Rate Training Manager 230 Chevalier Field Avenue Pensacola, FL 32508 COMM: (850) 452-9700 Ext. 3171 for the N73 Director DSN: 922-9700 Ext. 3171 for the N73 Director E-mail: Refer to NKO AB rate training Web page for curent contact information.

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Index-1

INDEX

A

Afloat aircraft fueling procedures, 3-30 aircraft defueling procedures, 3-41 aircraft overwing refueling, 3-36 to 3-37 aircraft refueling with (APU) running, 3-37 aircraft refueling with engines OFF (Cold Refueling), 3-30 aircraft refueling with engines ON (Hot Refueling), 3-35 defueling with overwing nozzle, 3-41 defueling with SPR nozzle, 3-40 handling of aircraft containing fuel other than JP-5, 3-41 to 3-42 hangaring of aircraft containing fuel other than JP-5, 3-42 safety precautions, 3-44 using a plane-to-plane transfer cart to transfer low flashpoint fuels between aircraft, 3-42 Aircraft-to aircraft fuel transfer cart, 3-29 Aquacon filters, 3-29 to 3-30 Ashore aircraft fueling systems, 5-14 aircraft defuelers, 5-19 aircraft direct fueling system (pit), 5-14 aircraft refuelers, 5-19 aircraft refueler truck fill stands, 5-20 defuelers, 5-20 refuelers/defuelers, 5-20 truck parking area requirements, 5-23 truck parking areas, 5-23 Ashore aircraft truck fueling operations, 5-23 cold refueling by truck, 5-24 gravity refueling by truck, 5-30 truck fill stands, 5-23 truck refueler parking, 5-23 Ashore refueling operations, 5-31 ashore safety precautions, 5-45 cold refueling of aircraft by pit, 5-33 defueling of aircraft, 5-47 disposition of fuel removed from aircraft, 5-50 gravity refueling by pit, 5-37 hot-refueling of aircraft, 5-38 product receipt, 5-51 refueling aircraft with APU running, 5-46 refueling trucks at truck fill stands, 5-20 transferring fuel from aircraft to another, 5-45 Aviation Fuels Division afloat, 6-2 below decks, 6-3 flight deck, 6-3 flight deck repair, 6-3 maintenance support, 6-3

Index-2

Quality Surveillance Laboratory, 6-3 tank cleaning, 6-3 V-4 Division Office, 6-3 Aviation Fuels Division ashore, 6-4 fuels management officer (FMO), 6-5 liquid oxygen (LOX) and nitrogen (N2), 6-6 quality control, 6-45 storage, 6-4 Aviation Fuels Operational Sequencing System (AFOSS), 2-158 Aviation Fuels Repair Team, 6-3 Aviation Fuels Security Watch, 6-4 Aviation lube oil system, 4-1 filling by pouring from drums, 4-9 filling by siphoning from drums, 4-9 filling from a truck on the pier, 4-9 filling the storage tank, 4-9 lube oil operations, 4-8

B

B/2 Anti-Icing Additive (AIA) Test Kit, 1-33 operation of the refractometer, 1-33 Ballasting operations, 2-172 Blackmer rotary vane lube oil pump, 4-4 Blueprints and drawings, 6-25 to 6-29 assembly prints, 6-29 blueprint types, 6-28 detail prints, 6-29title block, 6-26 drawing lines, 6-27revision block, 6-27 drawing number, 6-27 plan view, 6-29 reference numbers, 6-27 sub-assembly prints, 6-29

C

Care of hand tools, 6-22 Casualty reporting, 6-19 cancellation, 6-19 correction, 6-19 initial, 6-19 update, 6-19 Centrifugal pump, 2-20 bearing cartridges, 2-25 impeller and pump shaft, 2-24 maintenance, 2-31 rotating element, 2-24 split casing, 2-21 theory of operation, 2-30 troubleshooting, 2-30

Index-3

wearing rings, 2-21 Centrifugal purifier, 2-72 200 gpm purifier, 2-73 300 pgm purifier, 2-73 bowl casing, 2-77 bowl shell assembly, 2-80 characteristics, 2-73 cover assembly, 2-75 drive housing and assemblies, 2-78 purifier operations, 2-83 Centrifugal purifier operations, 2-72 disassemble purifier for cleaning, 2-76 disassemble purifier with compression tool, 2-93 emergency stopping, 2-87 placing the purifier in standby mode, 2-89 purifier maintenance, 2-91 starting with a clean bowl, 2-84 starting with a dirty bowl, 2-90 taking the purifier out of standby mode, 2-90 Characteristics of fuels, 1-1 flash point, 1-4 freezing point, 1-4 health hazards, 1-4 JP-5 description, 1-2 JP-8 description, 1-2 to 1-3 motor gasoline description, 1-5 solvency, 1-4 source of energy, 1-1 to 1-2 specific gravity, 1-3 viscosity, 1-4 volatility, 1-2 to 1-3 Checking and recording fuel loads, 3-45 Checklists, 5-55 CLA-VAL fuel/defuel valve, 3-2 CLA-VAL defueling operation, 3-9 CLA-VAL fueling operation, 3-7 CLA-VAL pressure setting, 3-9 ejector strainer, 3-5 flow control valve (needle valve), 3-7 hytrol valve, 3-5 main valve, 3-3 pressure-reducing control valve, 3-4 to 3-5 pressure-relief control valves, 3-4 solenoid-operated pilot valve (SOPV), 3-6 troubleshooting, 3-10 CLA-VAL troubleshooting procedures, 3-10 to 3-12 valve fails to close, 3-11 valve fails to maintain designed delivery pressure, 3-11 to 3-12 valve fails to open, 3-11 Collapsible MOGAS bladders, 4-11

Index-4

Combined contaminated-fuel detector (CCFD), 1-24 calibrating the CCFD, 1-29 to 1-30 CCFD free water detection, 1-27 to 1-28 CCFD maintenance, 1-28 to 1-29 fuel filtration system, 1-25 fuel sample container. 1-24 light intensity adjustments, 1-29 light transmission system, 1-24 to 1-25 operation of the CCFD, 1-25 to 1-26 water standards card and ultraviolet light replacement, 1-30 Contaminates in fuels, 1-8 commingling, 1-18 delayed flights, 1-7 emulsions, 1-16 engine failures, 1-7 limits of contamination, 1-8 microbiological growth, 1-16 prevention, 1-7 to 1-8 sediment, 1-10 to 1-16 surfactants, 1-16 to 1-17 unnecessary repair work, 1-7 water, 1-9 to 1-10 Continuity, 3-24 Control console, 2-116 audible and visible overflow alarms, 2-134 circuit description, 2-156 control switches, 2-117 full indicator (red) lights, 2-118 indicator lights for valve positions, 2-26 liquid level indicators, 2-118 mimic diagram, 2- 118 override switches, 2-117 power indicator lights, 2-118 pressure gages, 2-67 seawater-detector (green) lights, 2-176 seawater cleavage indicator lights, 2-134 Corrosion control, 6-47 corrosion prevention, 6-48 to 6-49 corrosion repair, 6-48 galvanic, 6-47 intergranular, 6-48 surface, 6-47 Criteria for acceptance or rejection of JP-5, 2-167

D

Defuel pump, 3-25 Disposition of fuels ashore, 5-50 disposition of aviation turbine fuels, 5-51 disposition of non-suspect fuel removed from aircraft, 5-50

Index-5

disposition of suspect fuel removed from any aircraft, 5-51 Dry-Breakaway quick-disconnect, 5-5 Duplex strainers, 4-5

E

Emergency breakaway, 2-167 Emergency dry-breakaway, 5-5

F

Filters, 2-63 first-stage filters, 2-63 main fuel (service) filters, 2-63 pre-filters, 2-71 Filter/Separators, 5-2 Flash point testers, 1-31 to 1-32 NAVIFLASH, 1-31 to 1-32 Pensky-Martens, 1-31 to 1-32 Free water detector, 1-27 to 1-28 Fuel gauges, 5-4 Fuel hoses, 3-21 Fuel meters, 5-4 Fuel quality monitors, 5-3 Fuel sampling, 1-19 all-levels sample, 1-19 composite sample, 1-18 correlation samples, 1-19 line sample. 1-18 representative sample, 1-19

G

Gasoline storage tanks, 4-5 Gasoline tank gauging equipment, 4-5 Gravity fueling nozzle, 3-18 MD-3 nozzle, 3-18 OPW nozzle, 3-19

H

Hand signals, 3-30 to 3-31 Hazards associated with MOGAS systems, 4-20 carbon dioxide, 4-20 motor gasoline, 4-20 nitrogen, 4-20 High-level alarms and automatic shutoff, 5-7 High-level shutoff, 5-4 Hose couplings, 5-5 Hose-End pressure control valve (HEPCV), 3-18

Index-6

Hose-End pressure regulator, 5-5 Hose reels, 3-19 swing joint, 3-19 Hydrometer, 1-36 to 1-37

I

Instructions and notices, 6-10

J

JP-5 fueling systems, 2-2 auxiliary system, 2-20 auxiliary system operations, 2-176 filling system, 2-7 hand-operated stripping system, 2-14 jet test system, 2-18 motor-driven stripping system, 2-10 reclamation system, 2-10 service system, 2-14 transfer system, 2-10

L

Limitorque valves, 2-45 belleville springs, 2-47 description and components, 2-39 drive assembly, 2-48 hand wheel assembly, 2-48 motor, 2-44 torque assembly, 2-47 torque limit switches, 2-47 traveling nuts, 2-48 Logs, 6-11 work/maintenance, 6-11 to 6-12 Low-level alarms, 5-7 Lubrication and inspection, 6-49 Lube oil tank, 4-4 piping and valves, 4-7 storage tank, 4-5

M

Main fuel (service) filters, 2-63 coalescing element, 2-65 element mounting assembly, 2-64 fallout chamber, 2-66 inlet chamber, 2-67 installing elements, 2-65 outlet chamber (clearwell), 2-67

Index-7

separator element, 2-65 tube sheet, 2-64 water receiving sump, 2-66 Main fuel (service) filters operation, 2-67 automatic shutoff valve, 2-68 automatic water drain valve, 2-69 filter hydraulic control system, 2-69 float operated rotary control valve, 2-69 operation of the filter hydraulic control system, 2-69 pressure checks, 2-67 sample checks, 2-68 troubleshooting filter hydraulic control system, 2-70 Maintenance program ashore, 5-53 calibration, 5-68 changing element to filter/separator/fuel monitors, 5-64 daily checklist, 5-55 filter/separator-fuel monitor pressure log and graph, 5-61 hose-end pressure regulators, 5-67 hydrostatically testing refueling hoses, 5-68 inspections before use, 5-54 monthly checklist, 5-59 periodic inspection and annual record, 5-61 records and reports, 5-66 seasonal or special inspections, 5-54 weekly checklist, 5-58 Manifolds, 2-42 double-valved manifolds, 2-59 flood and drain manifolds, 2-62 single-valved manifolds, 2-61 Mechanical drawing, 6-26 Mechanical seals, 2-24 Durametalic, 2-24 John Crane, 2-24 MOGAS piping systems, 4-7 MOGAS protective systems, 4-12 AFFF flooding, 4-12 gas-freeing, 4-21 ventilation, 4-21 MOGAS pumps, 4-8 MOGAS system operations, 4-12 off-loading MOGAS, 4-17 Multiple-Source refueling, 5-45

N

NAVIFLASH, 1-31 Nozzle adapter, 3-15

Index-8

O

Offloading JP-5, 2-100 offloading from service tanks, 2-173 offloading from storage tanks, 2-174 Over-Wing nozzles, 3-17 gravity, 3-17 OPW, 3-18

P

Pensky-Martens flash point tester, 1-31 Personnel Qualification Standards, 6-6 aviation fuel operations ashore, 6-6 aviation fuels afloat, 6-6 flight deck familiarization, 6-6 Piggyback refueling, 5-45 Planned Maintenance System, 6-30 3-M system, 6-30 PMS feedback report, 6-36 Pollution control, 2-176 Portable aircraft fueling systems ashore, 5-23 ABFC-H14K, 5-23 HERS, 5-23 TAFDS, 5-23 Portable fueling pumps, 3-26 applications, 4-10 portable MOGAS platforms, 4-10 safe handling procedures, 4-10 storage, 4-9 Portable power tools, 6-23 electric tools, 6-24 Precision measuring equipment, 6-24 care of precision instruments, 6-24 Pressure fueling nozzle, 3-15 to 3-16 D-1, 3-16 D-1R, 3-17 single point refueling (SPR), 5-5 Pressure fueling nozzle component, 3-16 body, 3-16 collar assembly, 3-17 nose seal assembly, 3-17 valve operating linkage, 3-17 Pressure gauges, 2-67 Product receipt, 5-51 change of product in aircraft refuelers, 5-52 change of product in storage tanks, 5-53 pipeline receipt of product, 5-52 tank truck/tank car receipt of product, 5-52 Publications, 6-8

Index-9

maintaining an allowance of publications, 6-11 making changes to publications, 6-11 Pump couplings, 2-40 falk steelflex, 2-25 lovejoy, 2-40 rex-chain, 2-41

Q

Quality assurance program, 6-44 quality assurance, 6-44 quality control, 6-45 Quality surveillance, 1-6 fuel sampling, 1-19 identification of samples, 1-21 limits of contamination, 1-8 logbooks, 1-38 sample classification, 1-21 sample cleanliness, 1-20 sample containers, 1-19 sampling procedures, 1-20 to 1-21 visual inspection procedures, 1-21 Quick-disconnect coupling, 3-15

R

Receiving JP-5 aboard ship, 2-161 deballasting and stripping, 2-161 filling sequence, 2-163 internal transfer, 2-162 preparations, 2- 163 receiving operation, 2-165 Refueling facility ashore, 5-1 ashore aviation fuels safety, 5-9 confined spaces, 5-14 design and repair, 5-9 electrical equipment, 5-10 eliminating other sources of ignition, 5-11 extinguishing fires, 5-13 filtration, 5-9 general requirements, 5-9 lighting (illumination) specification, 5-10 minimizing health hazards, 5-13 receiving stations, 5-6 reducing and controlling vapor generation, 5-12 reducing electrostatic charges, 5-10 refueling equipment markings and painting, 5-10 refueling pressure, 5-9 transfer lines, 5-7 Refueling hand signals, 3-30 to 3-31

Index-10

Relaxation chambers, 5-4 Reports, 6-11 aircraft checker reports, 6-15 daily fuel reports, 6-16 sounding report, 6-16 Rotary vane pump, 2-31 cylinder and head assembly, 2-37 head O-rings, 2-39 lubrication, 2-39 maintenance, 2-39 mechanical seals, 2-39 pressure control valve, 2-38 pressure control valve adjustment, 2-39 rotor and shaft assembly, 2-38 theory of operation, 2-39 timing belt (belt-driven pump), 2-33 troubleshooting, 2-40 vanes, 2-40

S

Safety precautions, 6-50 Sampling connections, 5-5 Schematic diagrams, 6-29 electrical systems, 6-29 piping systems, 6-29 Service system operations, 2-175 Settling and stripping, 2-168 settling period, 2-168 stripping procedure, 2-168 stripping schedule, 2-96 Sketch, 6-26 Sounding tanks, 2-159 sounding equipment, 2-159 sounding procedure, 2- 160 Specific gravity test, 1-36 Spill prevention and control, 5-32 large spills, 5-32 Navy oil discharge response, 5-32 priming spills, 5-32 small spills, 5-32 surge pressure control, 5-32 Storage tanks ashore, 5-6 gauging devices, 5-7 Surveys, 6-19

T

Tank Cleaning Maintenance, 1-6 Tank level indicators, 2-160

Index-11

alarm control system, 2-117 calibrate potentiometer, 2-51 Tank Inspection and Cleaning, 2-105 Tanks aboard ship, 2-75 contaminated tanks, 2-7106 deep centerline tanks, 2-100 double-bottom tanks, 2-100 nest of tanks, 2-102 overflow tank, 2-103 peak tanks, 2-101 service tank, 2-104 storage tank, 2-102 wing tanks, 2-100 Technical library, 6-8 Technical/maintenance manuals, 6-8 Thermohydrometer, 1-36 Tool control program, 6-20 Tool work habits, 6-20 keep each tool in its proper stowage place, 6-20 keep your tool allowance complete, 6-22 keep your tools in good condition, 6-22 never use damaged tools, 6-22 safe maintenance practice, 6-22 use each tool only for the job it was designed to do, 6-22 Transfer lines ashore, 5-7 Transfer system operations, 2-169 consolidating fuel, 2-172 transferring from storage to service, 2-169 transferring from storage to storage, 2-171

U

Use of tools, 6-22 hand tools, 6-23 percision measuring tools, 6-24 portable power tools. 6-23 Using paint, 6-49 recommended painting procedures, 6-49

V

Valves, 2-42 gate valves, 2-42 globe valves, 2-43 high performance butterfly valves, 2-44 Limitorque valve operators, 2-45 packing gland leakage, 2-57 sticking valve stems, 2-43 swing check (one-way) valves, 2-56 valve leakage causes and remedies, 2-56

Index-12

valve maintenance, 2-56

W

Weekly PMS schedule, 6-31 Wetting fuel, 1-26

AI-1

APPENDIX I GLOSSARY

ABFC-H14K—Abbreviation for advanced base functional components fueling systems. ACHO—Abbreviation for Aircraft Handling Officer (shipboard operation). ADDITIVES—Chemicals added in minor proportions to fuels or lubricants to create, enhance, or inhibit selected properties; for example, fuel system icing inhibitor (FSII). AFOSS—Aviation Fuel Operational Sequencing Systems. The set of detailed instructions that cover the operation of shipboard aviation fuel systems. AIMD—Aviation intermediate maintenance department. AMBIENT—Encompassing on all sides, as temperature. AMMETER—Electrical instrument for measuring the flow of current. AMPHERE—Unit flow of electric current caused by 1 volt acting through a resistance of 1 ohm. ANODE—The positively charged electrode of an electrolytic cell. ANSI—Abbreviation for American National Standards Institute. ANTIKNOCK ADDITIVE—An additive used in gasoline to inhibit engine knock (pre-combustion); tetraethyl lead. API GRAVITY—Petroleum industry scale for measuring the density of oils, adopted by the American Petroleum Institute. API—Abbreviation for American Petroleum Institute. APU—Auxiliary power unit. A small turbine engine on an aircraft that provides power when the main engine(s) is not operating. ARC—Aluminous, electrical discharge across a gap in a circuit or two electrodes, as in arc welding. ARMING—The action that changes ammunition from a safe condition to a state of readiness for initiation. ASTM—Abbreviation for the American Society for Testing Materials. ATMOSPHERIC PRESSURE—The pressure exerted by the earth's atmosphere. When measured at sea level under standard conditions, it is equal to 14.7 pounds per square inch (psi). AUTOIGNITION TEMPERATURE—The temperature at which a substance will ignite without further addition of energy (heat, spark, or flame) from an outside source. AVGAS—Common term for aviation gasoline. B/2 ANTI-ICING TEST KIT—Fuel test kit that contains an instrument to measure the FSII content in the fuel. B/2 REFRACTOMETER—Instrument used to measure the FSII content in fuel. BALLAST—Water, usually salt water, carried in cargo tanks when free of petroleum products to reduce buoyancy and improve stability and sea-keeping qualities. Ballast may be clean or dirty, depending on whether it is contaminated with petroleum products.

AI-2

BARREL—Measure of volume as used in the petroleum industry, equivalent to 42 U.S. gallons. BELLOWS—A device used for producing a stream of air. BLACK OIL—A general term applied to crude oil and the heavier and the darker colored petroleum products such as residual fuel oils. BLEND—Combination or mixture of two or more grades of fuel. BONDING—The act of providing an electrical connection between two objects; e.g., an aircraft and a refueling truck. BOOM—Flexible floating barrier consisting of linked segments designed to contain free oil on the surface of a body of water. BOOSTER PUMP—Pump installed along the run of a long pipeline to increase (boost) the pressure. BOTTOM LOADING—Method of filling tank trucks or tank cars through a leak-proof connection at the bottom. BREAKAWAY COUPLING—Coupling designed to part easily with a moderate pull. BULK STORAGE TANK—A fixed tank used to receive, store, and issue fuel for further transportation, storage, handling, or treatment before it reaches an operating tank. BUNO—Bureau number. Number designation assigned to each aircraft. CALIBRATION—Adjustment of the scale of a graduated device (such as a pressure gauge) to meet an established standard. CARBON MONOXIDE—A colorless, odorless, poisonous gas. CATALYST—A substance that provokes or accelerates chemical reactions without itself being altered. CATHODE—The negatively charged electrode of an electrolytic cell. CATHODIC PROTECTION—A method for preventing the corrosion of metals by electrolysis. CCFD—Combined contaminated fuel detector. A device used to test fuel for both water and particulate contamination. CENTRIFUGAL—Moving or tending to move away from the center axis of a rotating or turning object. CENTRIFUGAL PUMP—A rotating device that moves liquids and develops liquid pressure by imparting centrifugal force. CENTRIFUGAL PURIFIER—A rotating device that cleans fuel by using centrifugal force. CFD—Contaminated fuel detector. A device that can be used to test fuel for particulate contamination. CHAFF—A radar reflective material used to deceive or counteract unfriendly radar or destructive offensive ordnance. CINCLANT—Commander-in-Chief, Atlantic Fleet. CINCPACFLT—Commander-in-Chief, Pacific Fleet. CLEAR AND BRIGHT—Term for uncontaminated fuel; indicating a complete absence of haze, free water, or particulate matter that would be visible to the naked eye. CLEAVAGE—The point of interface between two different liquids, such as oil and water.

AI-3

(CO2)—Chemical notation for carbon dioxide, a heavy, colorless gas that will not support combustion. It is used for fighting small fires and in protection systems in MOGAS and JP-5 spaces aboard ship. COALESCER—A tube (unit or element) that unites water droplets when fuel passes through it. COFFERDAM—The space surrounding the MOGAS storage tanks aboard ship; a watertight box. COMBUSTIBLE VAPOR INDICATOR—A device that measures the quantity of combustible vapor in the atmosphere; explosion meter. COMMINGLING—The mixture of two or more petroleum products resulting from improper handling, particularly in pipeline or tanker operations. CONSOLIDATE—To merge into one. To consolidate a nest of tanks means to pump the remaining fuel from several partially empty tanks into a single tank. CONTAMINATION—The addition of some material not normally present in a petroleum product, such as dirt, rust, water, or another petroleum product. CONTINUITY—To have a complete, uninterrupted electrical circuit. CORROSION—The process of dissolving, especially of metals due to exposure to electrolytes. CVN—Aircraft Carrier (nuclear powered). D-1—SPR aircraft refueling nozzle with a 45-degree elbow. D-1R—SPR aircraft refueling nozzle with a 45-degree elbow and a hose-end pressure regulator. DEADMAN CONTROL—A device that governs (controls) the primary pressure/flow valve in a refueling system. The valve opens only when an operator applies pressure to the handle, trigger, etc. If pressure is removed, the valve closes and fuel flow stops. DEFUELING—Removing fuel from an aircraft. DENSITY—The mass per unit volume of a substance. DETERIORATION USE LIMITS—The minimum physical and chemical property requirements for fuel to use in aircraft. DIAPHRAGM—Separating device of rubber composition used to regulate all hydraulically operated valves. DiEGME—DiEthylene Mono Methyl Ether. FSII used in military aviation turbine fuels. DIFFUSE—To spread widely, scatter. DIFFUSER—A mechanical device used to diffuse. DIKE—An embankment or wall, usually of earth or concrete, surrounding a storage tank to impound the tank's contents in case of a leak or spill. DISSOLVED WATER—Water, absorbed into the fuel, that is not visible. The amount of dissolved water a fuel will hold depends upon the fuel's temperature. DISTILLATE—Common term for several fuels obtained directly from distillation of crude petroleum; typically includes kerosene, JP-5, light-diesel, and other light-burner fuels. DOD—Department of Defense.

AI-4

DOUBLE-WALLED PIPING—Piping with two independent chambers, one surrounding the other (an inner and an outer). Typically used in shipboard gasoline systems. The inside chamber carries the fuel; the outside chamber holds a protective gas (such as CO2 or N2). DOWNGRADE—To designate a fuel for a lesser purpose than originally specified, often because of contamination. EARTHING—See GROUND. EDUCTOR—A jet-type pump with no moving parts. An eductor moves liquid by entraining the pumped liquid in a rapidly flowing stream of water (venturi effect). Normally used to dewater bilges and tanks. EFFLUENT—Stream flowing out; discharge. ELECTROLYTE—A substance capable of forming solutions with other substances to produce ions and thereby permit the flow of electric currents. EMULSION—The suspension of fine droplets of one liquid in a second liquid with which the first will not mix. ENTRAINED WATER—Free water contaminant in a fuel in the form of very small droplets, fog, or mist. It may or may not be visible. EPA—Environmental Protection Agency. EVAPORATE—To change into vapor. EVAPORATION LOSS—Loss of liquid petroleum into the atmosphere caused by evaporation. EXPLOSIVE LIMITS—Limits (UPPER AND LOWER) of percentage composition of mixtures of combustible vapors and air that are capable of producing an explosion or combustion when ignited; also flammable limit. EXPLOSION PROOF—Classification of electrical enclosures for use in hazardous areas designed to prevent the passage of internal arcs, sparks, or flames. FAA—Federal Aviation Administration. FAS—Fueling at-sea station. FILTER—A porous substance through which a liquid is passed to remove unwanted particles of solid matter. FILTER SEPARATOR—A filter or combination of filters designed to remove particulate matter and to coalesce entrained water. FLAMMABLE LIQUID—A liquid having a flashpoint below 100°F. FLASHPOINT—The lowest temperature at which a fuel will vaporize enough to form a combustible air-vapor mixture. FLUSHING—Pumping fuel through a system to clean the system or component. FMO—Fuel Maintenance Officer on ships and Fuels Management Officer at Navy shore stations. The title assigned to the full-time functional head of integrated fuel operations at an activity. FO—Fuels Officer. Marine Corp term of the fuels commodity manager and/or the functional head of a fuels organization. Equivalent to an FMO at a Navy shore station. FOD—Foreign object damage. FOR—Fuel oil reclaimed.

AI-5

FREE WATER—Undissolved water contaminant in fuel. The water may be in the form of a cloud, emulsion, entrained droplets, or in gross amounts. FREE WATER STANDARD—A color intensity comparator standard used in the FWD for determining the free water content of fuel. FREEZE POINT—The temperature at which wax crystals form in fuels. FSII—Fuel system icing inhibitor. A fuel additive that prevents formation of water ice and microbiological growth in the fuel. FUEL QUALITY MONITOR—Special type of filter designed to stop the flow of fuel if water or sediment contamination becomes too large. FUEL OIL—Fuel oil that is burned in furnaces to create steam or hot water, also called burner fuel oil. FUSE—An electrical device designed to interrupt the flow of current when the allowable safe flow for the circuit is exceeded. FUSIBLE LINKS/PLUGS—Melting plugs that allow fuel vapors to escape. FWD—Free-water detector. A device that measures the free-water content of a fuel sample. GALVANIC—Producing an electric current. Corrosion produced by an electric current. GALVANIZING—Rust-resistant zinc coating applied to iron and steel. GALVANOMETER—An electrical instrument for measuring small currents. GAMMON FITTING—Common name applied to the jet test QD (quick disconnect) couplings used in refueling nozzles, and other places, to take fuel samples. GAS FREE—Clear of any gaseous vapors. GASOLINE—A blend of light, volatile, liquid hydrocarbons used mainly as fuel for spark-ignition, internal combustion engines. GPM—Abbreviation for gallons per minute. GROUND—The act of providing an electrical connection between an object (e.g., aircraft) and the ground (earth). On shore commands, this is also called BONDING or EARTHING. HEADER—A horizontal run of piping used to group the components of a system. HECV—Hose end control valve (same as HEPR). HEPR—Hose end pressure regulator. Device that limits fuel pressure entering the aircraft to a set maximum. HERS—Helicopter expedient refueling system. HOT REFUELING—Aircraft refueling with one or more of the aircraft's engines operating. HUNG WEAPON—A weapon that accidentally remains attached to an aircraft after an attempt to release it or that cannot be fired or dropped, because of a malfunction on the weapon, the rack or an aircraft circuit. HYDRANT SYSTEM—Distribution and dispensing system for aviation fuels consisting of a series of fixed outlets or hydrants connected by piping. HYDRAULIC FLUID—Fluids with constant viscosity versus temperature characteristics for use in hydraulic systems. HYDROCARBON—Any compound containing only hydrogen and carbon.

AI-6

HYDROMETER—An instrument used for determining the specific gravity of a liquid. HYDROSTATIC—The branch of physics having to do with the pressure and equilibrium of water and other liquids. HYDROSTATIC HEAD—Pressure caused by a column of liquid. HYDROSTATIC TEST—A test for leaks in a piping system (including hoses) using liquid under pressure as the test medium. IGNITION TEMPERATURE—The minimum temperature required to initiate or cause self-sustained combustion independent of any heating or heated element. INERTIA—The ability of matter to remain at rest or, if moving, to continue to move in the same direction. INERT—With few or no active properties. INHIBITORS—Chemical compounds that reduce the rates of chemical reactions. INNAGE—Depth of liquid in a tank measured from the liquid's surface to the bottom of the tank. INTERGRANULAR—Corrosion from or the condition from being heated and cooled too fast or too slowly. JETTISON—Releasing of an airborne weapon or store by an emergency or secondary release system. JP FUEL—Fuel used in turbine engines. KNOCK—The tendency for gasoline to burn too rapidly causing engine noise and loss of power. KNOCK VALUE—Relative measurement of the tendency of gasoline to knock when used in spark- ignition, reciprocating engines. LHA—Amphibious Assault Ship (general purpose). LPD—Amphibious Transport Dock. LPH—Amphibious Assault Ship. LOX—Abbreviation for liquid oxygen. LSE—Landing signal enlisted. LUBE OIL—Common term for lubricating oil; used to reduce friction and cool machinery. M970—Semi-trailer, tank, 5,000-gallon fuel dispensing, under/overwing aircraft nozzles. MAXIMUM—The largest allowable quantity. MFFV—Mobile fire fighting vehicle. MFVU—Mobile fire fighting vehicle/unit. MEMBRANE—A thin, soft, pliable layer of tissue that covers a part. MICROBIOLOGICAL—Any of the bacteria that cause disease; as in gum disease. MICRON—A unit of length equal to one-millionth of a meter. MICROORGANISM—A very minute living thing, whether plant or animal. MIL—A unit of length equal to one-thousandth of an inch, especially used as a measure of the thickness of paints and coatings.

AI-7

MILCON—Military construction. MILITARY SPECIFICATIONS (MILSPECS)—Guides for determining the quality requirements for materials and equipment used by the military services. MINIMUM—The smallest allowable quantity. MOGAS—Common term for motor gasoline. N2—Chemical notation for nitrogen. NATOPS—Naval Air Training and Operating Procedures Standardization. NAVAIR—Naval Air Systems Command. NAVEDTRA—Naval Education and Training. NAVFAC—Naval Facilities. NAVFACENGCOM—Naval Facilities Engineering Command. NAVPETOFF—Navy Petroleum Office. NAVSEASYSCOM—Naval Sea Systems Command. NITROGEN GAS—Used for preventing and extinguishing fires in the aviation fuels system aboard ship. NONSPARKING TOOLS—Tools made of a metal alloy that, when struck against other objects, will not cause spark of sufficient temperature to ignite fuel vapors. NON-VORTEX—An attempt by mechanical means to stop the swirling motion of a liquid. NOZZLE—A spout connection, usually with a control valve, through which fuel is discharged into a receiving container. NSTM—Naval Ships Technical Manual. OCTANE NUMBER—A numerical measure of the antiknock properties of automotive gasoline as measured against standard reference fuels under controlled laboratory conditions. Iso-octane is a reference fuel whose octane number is given a value of 100. OHM—Measured unit of electrical resistance equal to that of a circuit in which a potential difference of 1 volt between two points will produce a flow current of 1 ampere. ORIFICE—A device used for narrowing the inside diameter of a pipe and restricting the flow for metering purposes. OSHA—Occupational Safety and Health Administration. OSS—Operational Sequencing System. The set of detailed instructions that cover the operation of shipboard fuel systems. OUTAGE—See ULLAGE. OXIDATION—The chemical process in which oxygen combines with other substances, for example, the formation of rust by the oxidation of gasoline. PANTOGRAPH—A device used at shore stations to refuel aircraft. It is composed of a series of pieces of pipe, supported by rollers, and connected by swivel joints. One end of the device is connected to a fuel source while the other end has a short hose with an aircraft refueling nozzle attached. PARTICULATE MATTER—Refers to solid particles of fuel contaminants, such as dirt, grit, or rust.

AI-8

PICKLING—Name given to the procedure of filling a new hose with fuel and letting it stand for several days when preparing the hose for use. PKP—A dry chemical fire extinguisher containing potassium bicarbonate. PM—Preventive maintenance. PMS—Planned Maintenance System. POL—A broad term that includes all petroleum products used by the Armed Forces. It originated as an abbreviation for petrol, oil, and lubricants. PORTABLE INERTNESS ANALYZER (PIA)—An instrument used to determine the percent of protective gas present in a space in order to prevent fires. POTENTIOMETER—Power gage. PQS—Personnel Qualification Standard. PRESSURE DROP—The loss in pressure of a liquid flowing through a piping system caused by friction of pipe and fittings, velocity and change in elevation. Pri FLY—Primary flight control (shipboard operation). PSI—Abbreviation for pounds per square inch, the unit of pressure measurement. PWO—Public Works Officer. QDC—Quick disconnect coupling. QUADRANT—Commonly refers to one quarter of a fuels system on an aircraft carrier. Quadrants are divided into forward port, forward starboard, aft port, and aft starboard. Each quadrant is designed to operate independently of the other, if required. QUALITY ASSURANCE—Fuel quality control measures (sampling and testing) that are performed on the fuel at the refinery. QUALITY SURVEILLANCE—Fuel quality control efforts (sampling and testing) that are performed on the fuel from the time it leaves the refinery until it is consumed by an aircraft. RECIRCULATION—The operation of a fuel system where fuel is pumped from a tank through a filter/separator and back into the tank. The action serves two purposes: it flushes out the lines downstream of the filter/separator with clean/dry fuel and cleans up the fuel in the tank. RECLAMATION—Procedure required to restore or change the quality of contaminated fuel to meet desired specifications. REFUELER—Tank vehicle used to re-supply aircraft with fuel. (DEFUELER is a tank vehicle used to remove fuel from aircraft). REFUELING—Loading fuel onto an aircraft. REID VAPOR PRESSURE—Vapor pressure measured under controlled conditions with the liquid temperature at 100°F. RELAXATION TANK—Small tank in a piping system designed to remove static electricity from the liquid stream. RHEOSTAT—A variable resistor used to regulate the amount of electrical current. RISER—A vertical section of piping usually connected to the discharge side of a pump.

AI-9

ROTARY PUMP—A positive displacement pump the operates in a rotary fashion such as a vane, gear, or screw pump. RPM—Abbreviation for rounds per minute. RUST—Ferric oxide, a reddish-brown, scaly or powdery deposit found on the surface of steel and iron as a result of oxidation of the iron. SAFED—The replacement of any mechanical arming level, safety pin, electrical interrupt plug/pin, securing armament switches, and/or any appropriate action that renders the particular ordnance carried as safe. SERVICE FUEL—Shipboard term for fuel that has been filtered (or purified by a centrifugal purifier) and transferred to a tank from which it will be pumped to an aircraft. SIB—Ship's information book. SIGHT GLASS GAGE—A glass gage installed in piping to visually check the liquid flow. SIMA—Ships Intermediate Maintenance Activity. SLUDGE—Heavy, viscous, oily mass found in the bottom of storage tanks and treatment vessels; often contains rust, scale, dirt, lead additives, wax, gum, or asphalt. SLUICE—Any channel, especially one for excess water. SOLVENCY—Ability to dissolve a number of materials. SPECIFIC GRAVITY—The ratio of the weight of a given volume of material at 60°F to the weight of an equal volume of distilled water at the same temperature. SPR—Single-point pressure refueling. Pressure refueling an aircraft through a single connection. STATIC ELECTRICITY—Term applied to the accumulation of electrical charges on materials and objects and the later recombination (relaxation or discharge) of these charges. Static charges are created when two materials (or objects of different composition) are rubbed or passed across each other. STRIPPING—The act of removing settled liquids and solids from selected fuel tanks. SUMP—A low area or depression that collects drainage. SURGE—Sudden increase in fluid pressure caused by the stopping of a moving stream, as by quickly closing a valve; hydraulic shock. SURGE SUPPRESSOR—Device to control or reduce surges. SYSCOM—System Commander. TAFDS—Tactical airfield fuel dispensing system. TETRAETHYYL LEAD—A poisonous lead compound commonly used as an antiknock additive in gasoline. THERMOMETER—Device used for measuring temperature. THIEF SAMPLER—A sample taken from the bottom of a storage tank, usually to determine the amount and condition of bottom sludge and water. THROTTLE—To increase or decrease the flow rate or pressure of a liquid through a pipe with a valve (normally a globe valve). TOP LOADING—Method of filling tank cars and trucks through an opening in the top.

AI-10

TYCOM—Type Commander. ULLAGE—The distance from a reference point at the top of a tank to the liquid content. Used to determine the volume of the contents. VAPORIZE—To change into vapor by heating or spraying. VAPOR LOCK—Malfunction of an engine fuel system or a pumping system caused by vaporization of the fuel, usually associated with gasoline. VAPOR PRESSURE—Internal pressure of vapor in a liquid, usually in pounds per square inch; an indication of volatility. When vapor pressure exceeds the pressure in the vapor space above the liquid, bubbles of vapor escape and the liquid is said to boil. REID VAPOR PRESSURE is vapor pressure measured at 100°F. TRUE VAPOR PRESSURE is vapor pressure measured at actual liquid temperature. VENTURI—A tapered portion of a piping system that reduces pressure and increases flow. Used in some MOGAS systems. VISCOSITY—Measure of the internal resistance of a fluid to flow or movement, most commonly measured in Saybolt Seconds Universal. VOLATILITY—Measure of the tendency of a liquid to vaporize; vapor pressure. VORTEX—A swirling mass of liquid forming a vacuum at its center. WETTING FUEL—Fuel that has been cycled through the CFD/CCFD several times and it is used as a lubricant for the millipore filters. WICK—A solid, such as clothing, that has absorbed fuel. JP-5 can easily ignite in this manner even at a temperature well below its flashpoint.

AII-1

APPENDIX II REFERENCES Chapter 1 Aircraft Fuel/Defuel Stations in CV and CVNs (CLA-VAL), Maintenance Manual, NAVSEA S9542-AL- MMM-010, CH-A, Department of the Navy, Naval Sea Systems Command, Washington, DC, 20362, 15 January 2001. Aircraft Refueling Handbook, MIL-HDBK-844 (AS), Department of the Navy, Naval Air Systems Command, Naval Air Systems Command Headquarters, Washington, DC, 20361, 30 December 2003. Aircraft Refueling NATOPS Manual, NAVAIR 00-80T-109, Department of the Navy, Naval Air Systems Command, Naval Air Systems Command Headquarters, Washington, DC, 20361, 01 August 2011. CV Flight/Hangar Deck NATOPS Manual, NAVAIR 00-80T-120, Commander, Naval Air Systems Command, RADM William A. Moffett Building, 47123 Buse Road, Bldg. 2272, Patuxent River, MD, 20670‐1547, 01 April 2008. CV NATOPS Manual, NAVAIR 00-80T-105, Department of the Navy, Naval Air Systems Command, Naval Air Systems Command Headquarters, Washington, DC, 20361, 31 July 2009. Department Of Defense Handbook Petroleum Fuel Facilities, MIL-HDBK-1022A, Southern Division, Naval Facilities Engineering Command, Code 076 (DPD), P.O. Box 190010, North Charleston, SC, 29419-9010, 01 November 1999. Electrical Continuity Control System for Aircraft JP-5 Fueling Stations, Technical Manual, SG-120-AB- MMO-01D, Department of the Navy, Naval Sea Systems Command, Washington, DC, 20362, 15 September 1982 with change D, 15 January 1998. Gasoline and JP-5 Fuel Systems, Naval Ships' Technical Manual, S9086-SP-STM-010/CH-542, Department of the Navy, Naval Sea Systems Command, Washington, DC, 20362, 15 January 2008. Naval Aviation Maintenance Program (NAMP), COMNAVAIRFORINST 4790.2 series, Naval Air Systems Command, Patuxent River, MD, May 2012. Navy Occupational Safety and Health (NAVOSH) Program Manual for Forces Afloat, OPNAVINST 5100.19E, Department of the Navy, Office of the Chief of Naval Operations, Washington, DC, 20350- 2000, 30 May 2007. NOTE Although the following references were current when this NRTC was published, their continued currency cannot be assured. When consulting these references, keep in mind that they may have been revised to reflect new technology or revised methods, practices, or procedures; therefore, you need to ensure that you are studying the latest references. If you find an incorrect or obsolete reference, please use the Rate Training Manual User Update Form provided at the end of each chapter to contact the CNATT Rate Training Manager.

AII-2

Petroleum Fuel Storage, Use, and Testing, Naval Ships' Technical Manual, S9086-SN-STM-000/CH- 541, Department of the Navy, Naval Sea Systems Command, Washington, DC, 20362, 01 Mar 1982 with revision 5, 01 August 2007. Pressure Fuel Servicing Locking Nozzle Maintenance, Overhaul & Test Instructions Eaton’s Carter® Brand Model 64349, Aerospace Group Conveyance Systems Division, 9650 Jeronimo Rd, Irvine, CA, USA 92618, April 2011. Quality Surveillance For Fuels, Lubricants, and Related Products, MIL-STD-3004A, Department Of Defense Standard Practice, Defense Energy Support Center, John J. Kingman Rd, STE 4950, Ft. Belvoir, VA, 22060-6222, 05 November 2003 Chapter 2 Aviation Fuels Operational Sequencing System (AFOSS), digital photos of RAS station rigs, USS JOHN C. STENNIS CVN-74, V-4 Division Maintenance Officer, Box 4 FPO AP 96615-2874, December 2012. CV Flight/Hangar Deck NATOPS Manual, NAVAIR 00-80T-120, Commander, Naval Air Systems Command, RADM William A. Moffett Building, 47123 Buse Road, Bldg. 2272, Patuxent River, MD, 20670‐1547, 01 April 2008. Damage Control-Practical Damage Control, Naval Ships' Technical Manual, S9086-CN-STM-020/CH- 079 V3, Department of the Navy, Naval Sea Systems Command, Washington, DC, 20362, 03 August 2011. Department of the Navy Pollution Control Reports: Responsibilities and Guidance on Reporting of, NAVFACINST 6240.3A, Department of the Navy, Naval Facilities Engineering Command, 200 Stovall Street, Alexandria, VA, 22332, 22 October 1981. Environmental and Natural Resources Program Manual, OPNAVINST 5090.1B, CH-4, Department of the Navy, Office of the Chief of Naval Operations, Washington, DC, 20350-2000, 04 June 2003. Filter Separator (2000 gpm), Technical Manual, NAVSEA S9550-AL-MMM-010, Department of the Navy, Naval Sea Systems Command, Washington, DC, 20362, 25 May 1993 with change B, 30 April 1995. Fuel Filter (GF-5V-CU-NI), Technical Manual, NAVSEA S6436-AZ-010/43689, Department of the Navy, Naval Sea Systems Command, Washington, DC, 20362, 29 May 1985. Gasoline and JP-5 Fuel Systems, Naval Ships' Technical Manual, S9086-SP-STM-010/CH-542, Department of the Navy, Naval Sea Systems Command, Washington, DC, 20362, 15 January 2008. General Specifications for Ships of the United States Navy, NAVSEA S9AAO-AA-SPN-010/GEN- SPEC, Department of the Navy, Naval Sea Systems Command, Washington, DC, 20362, March 2006. JP-5 Control Console, Technical Manual for Part Nos. 40602AA, 40602AB, and 40605AC, Description, Operation, and Maintenance, Commander, NAVSURFWARCENDIV NSDSA, 4363 Missile Way, Port Hueneme, CA, 93043-4307, March 2008. JP-5 200 GPM Transfer Pump (Model X3NF-GMA), NAVSEA S6225-Z9-MMA-010, Department of the Navy, Naval Sea Systems Command, Washington, DC, 20362, 31 December 2007. JP-5 300 GPM Transfer Pump (Model BHXL4NFD-TB), Equipment Manual, NAVSEA S6226-MT- MMI-010, Department of the Navy, Naval Sea Systems Command, Washington, DC, 20362, 30 April 2009.

AII-3

JP-5 Fuel Service Pump, Equipment Manual, NAVSEA 0947-LP-152-6010, Department of the Navy, Naval Sea Systems Command, Washington, DC, 20362, Nov 1974 with change 2, July 1983. JP-5 Jet Fuel Centrifugal Purifier-200GPM, Technical Manual, NAVSEA S9542-AB-MMO-010, Department of the Navy, Naval Sea Systems Command, Washington, DC, 20362, 01 September 1983 with change N 30 October 1997. JP-5 Jet Fuel Centrifugal Purifier-300 GPM (Model B214AS-300), Technical Manual, NAVSEA S9542-AE-MMO-010, Revision 1, Department of the Navy, Naval Sea Systems Command, Washington, DC, 20362, 01 July 2006. JP-5 Pump (Model X2NFB-NHROV), Equipment Manual, NAVSEA S6225-YE-MMA-010, Department of the Navy, Naval Sea Systems Command, Washington, DC, 20362, 01 May 1985 with change D, 11 November 2004. JP-5 Service Pumps, 5MMX5, Type ON, Maintenance Manual, NAVSEA S6226-MR-MMI-010, Department of the Navy, Naval Sea Systems Command, Washington, DC, 20362, 15 September 2008. JP-5 Tank Stripping Pump, Technical Manual, NAVSEA S6226-E7-MMI-010/, Department of the Navy, Naval Sea Systems Command, Washington, DC, 20362, 30 October 2007. Limitorque Valve Operators Types LT 130, LT 150, LT 550, Technical Manual, NAVSEA S6435-PB- MMA-010/52374, Department of the Navy, Naval Sea Systems Command, Washington, DC, 20362, 24 February 1992 with Change A, 30 September 1999. Navy Occupational Safety and Health (NAVOSH) Program Manual for Forces Afloat, OPNAVINST 5100.19E, Department of the Navy, Office of the Chief of Naval Operations, Washington, DC, 20350- 2000, 30 May 2007. Petroleum Fuel Storage, Use, and Testing, Naval Ships' Technical Manual, S9086-SN-STM-000/CH- 541, Department of the Navy, Naval Sea Systems Command, Washington, DC, 20362, 01 Mar 1982 with revision 5, 01 August 2007. Piping Systems, Naval Ships' Technical Manual, S9086-RK-STM-010/CH-505, Revision 4, Department of the Navy, Naval Sea Systems Command, Washington, DC, 20362, 15 January 2008. Pollution Control, Naval Ships' Technical Manual, S9086-T8-STM-010/CH-593, Department of the Navy, Naval Sea Systems Command, Washington, DC, 20362, 01 September 1991, Revision 4, 01 September 1999. Rotary Gear Motor Driven Transfer Pump, Maintenance Manual, NAVSEA S6226-CS-MMA- 010/59180, Department of the Navy, Naval Sea Systems Command, Washington, DC, 20362, 01 November 1987. Technical Manual For Ohmart/Vega Star TLI, S9437-BF-MMO-010, Commander, NAVSURFWARCENDIV NSDSA, 4363 Missile Way, Port Hueneme, CA, 93043-4307, July 2001. Technical Manual for Valve, Operator Electric Motor Models LE121T, LE121N-XS, LE121HT, LE121N, SE121N, SE221N, and SE121T Description, Operation, and Maintenance, S6435-WK- MMC-010, Department of the Navy, Naval Sea Systems Command, Washington, DC, 20362, April 2010. Technical Manual Rotary Hand Pump, JP-5 Stripping, NAVSEA 0991-LP-129-9010, Department of the Navy, Naval Sea Systems Command, Washington, DC, 20362, December 1967.

AII-4

Chapter 3 Aircraft Fuel/Defuel Stations in CV and CVNs (CLA-VAL), Maintenance Manual, NAVSEA S9542-AL- MMM-010 with CH-A, Department of the Navy, Naval Sea Systems Command, Washington, DC, 20362, 15 January 2001. Aircraft Refueling Handbook, MIL-HDBK-844 (AS), Department of the Navy, Naval Air Systems Command, Naval Air Systems Command Headquarters, Washington, DC, 20361, 30 December 2003. Aircraft Refueling NATOPS Manual, NAVAIR 00-80T-109, Department of the Navy, Naval Air Systems Command, Naval Air Systems Command Headquarters, Washington, DC, 20361, 01 August 2011. CV Flight/Hangar Deck NATOPS Manual, NAVAIR 00-80T-120, Commander, Naval Air Systems Command, RADM William A. Moffett Building, 47123 Buse Road, Bldg. 2272, Patuxent River, MD, 20670‐1547, 01 April 2008. CV NATOPS Manual, NAVAIR 00-80T-105, Department of the Navy, Naval Air Systems Command, Naval Air Systems Command Headquarters, Washington, DC, 20361, 31 July 2009. Electrical Continuity Control System for Aircraft JP-5 Fueling Stations, Naval Ships' Technical Manual, TMIN-SG-120-AB-MMO-010, Department of the Navy, Naval Sea Systems Command, Washington, DC, 20362, 15 September 1982 with change D, 15 January 1998. Gasoline and JP-5 Fuel Systems, Naval Ships' Technical Manual, S9086-SP-STM-010/CH-542, Department of the Navy, Naval Sea Systems Command, Washington, DC, 20362, 15 January 2008. Navy Occupational Safety and Health (NAVOSH) Program Manual for Forces Afloat, OPNAVINST 5100.19E, Department of the Navy, Office of the Chief of Naval Operations, Washington, DC, 20350- 2000, 30 May 2007. Petroleum Fuel Storage, Use, and Testing, Naval Ships' Technical Manual, S9086-SN-STM-000/CH- 541, Department of the Navy, Naval Sea Systems Command, Washington, DC, 20362, 01 March 1982 with revision 5, 01 August 2007. Pollution Control, Naval Ship’s Technical Manual, S9086-T8-STM-010/CH-593, Department of the Navy, Naval Sea Systems Command, Washington, DC, 20362, 01 September 1991 with revision 4, 01 September 1999. Pressure Fuel Servicing Locking Nozzle Maintenance, Overhaul & Test Instructions Eaton’s Carter® Brand Model 64349, Aerospace Group Conveyance Systems Division, 9650 Jeronimo Rd, Irvine, CA, USA 92618, April 2011. Chapter 4 Environmental and Natural Resources Program Manual, OPNAVINST 5090.1B, Change 4, Department of the Navy, Office of the Chief of Naval Operations, Washington, DC, 20350-2000, 04 June 2003. Gas Free Engineering, Naval Ships' Technical Manual, S9086-CH-STM-030/CH-074, Vol. 3, revision 5 Department of the Navy, Naval Sea Systems Command, Washington, DC, 20362, 15 October 2006. Heating, Ventilation, and Air Conditioning Systems for Surface Ships, Naval Ships' Technical Manual, S9086-RQ-STM-010/CH-510, Department of the Navy, Naval Sea Systems Command, Washington, DC, 20362, revision 3, 01 September 1999.

AII-5

Naval Ships' Technical Manual for Gasoline and JP-5 Fuel Systems, S9086-SP-STM-010, Chapter 542, Naval Sea Systems Command, Washington, DC, 15 January 2008. Navy Occupational Safety and Health (NAVOSH) Program Manual for Forces Afloat, OPNAVINST 5100.19E Volume II, Office of the Chief of Naval Operations, Washington, DC, 30 May 2007. Petroleum Fuel Storage, Use, and Testing, Naval Ships' Technical Manual, S9086-SN-STM-000/CH- 541, Department of the Navy, Naval Sea Systems Command, Washington, DC, 20362, 01 Mar 1982 with revision 5,01 August 2007. Pressure, Temperature and Other Mechanical and Electromechanical Measuring Equipment, Naval Ships' Technical Manual, S9086-RJ-STM-010/CH-504, Department of the Navy, Naval Sea Systems Command, Washington, DC, 20362, revision 4, 15 January 2009. Stowage, Handling, and Disposal of Hazardous General Use Consumables, Naval Ships' Technical Manual, S9086-WK-STM-010/CH-670, Department of the Navy, Naval Sea Systems Command, Washington, DC, 20362, revision 4, 31December 2000. Chapter 5 Aircraft Refueling Handbook, MIL-HDBK-844 (AS), Naval Air Systems Command Washington, DC, 30 December 2003. Aircraft Refueling NATOPS Manual, NAVAIR 00-80T-109, Naval Air Systems Command, Washington, DC, 01 August 2011. Identification Methods for Bulk Petroleum Products Systems Including Hydrocarbon Missile Fuels, MIL-STD-161G, Department Of Defense, 25 August 2005. Maintenance and Operation of Petroleum Fuel Facilities, NAVFAC MO-230, Naval Facilities Engineering Command, Alexandria, VA, Aug 1990. Naval Ships' Technical Manual for Gasoline and JP-5 Fuel Systems, S9086-SP-STM-010, Chapter 542, Naval Sea Systems Command, Washington, DC, revision 4, 15 January 2008. Naval Ships' Technical Manual for Pollution Control, S9086-T8-STM-010, Chapter 593, Naval Sea Systems Command, Washington, DC, revision 4, 01 September 1999. Ship Fuel and Fuel Systems, Naval Ships' Technical Manual, S9086-SN-STM-010/CH-541, Department of the Navy, Naval Sea Systems Command, Washington, DC, 20362, revision 5, 01 August 2007. Chapter 6 Afloat Supply Procedures, NAVSUP Publication 485 volume 1, Naval Supply Systems Command, Washington, DC, revision 3, 21 October 1997. Aircraft Refueling NATOPS Manual, NAVAIR 00-80T-109, Naval Air Systems Command, Washington, DC, 01 August 2011. Blueprint Reading and Sketching, Nonresident Training Course, NAVEDTRA 14040, Naval Education and Training Command, October 2003. CV Flight/Hangar Deck NATOPS Manual, NAVAIR 00-80T-120, Commander, Naval Air Systems Command, RADM William A. Moffett Building, 47123 Buse Road, Bldg. 2272, Patuxent River, MD, 20670‐1547, 01 April 2008. Joint Fleet Maintenance Manual Volume V, Revision B with change 5, Quality Maintenance, CINCLANTFLT/CINCPACFLTINST 4790.3, Commander in Chief United States Atlantic and Pacific

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Fleets, Atlantic Fleet Headquarters, Norfolk, VA, and Pacific Fleet Headquarters, Pearl Harbor, HI, 12 June 2012. Naval Ships' Technical Manual for Gasoline and JP-5 Fuel Systems, S9086-SP-STM-010, Chapter 542, Naval Sea Systems Command, Washington, DC, revision 4, 15 January 2008. Personnel Qualification Standard for Aviation Fuel Operations Ashore, NAVEDTRA 43288-C, Naval Education and Training Command, September 2004. Personnel Qualification Standard for Aviation Fuels Division Afloat, NAVEDTRA 43426-4E, Naval Education and Training Command, October 2009. Personnel Qualification Standard for Flight Deck Familiarization, NAVEDTRA 43426-0B, Naval Education and Training Command, January 2010. Petroleum Fuel Storage, Use, and Testing, Naval Ships' Technical Manual, S9086-SN-STM-010/CH- 541, Department of the Navy, Naval Sea Systems Command, Washington, DC, 20362, revision 5, 01 August 2007. Ship’s Maintenance and Material Management (3-M) Manual, NAVSEA Instruction 4790.8B, Department of The Navy, Naval Sea Systems Command, Washington, DC, 20376-0001, 13 November 2003. Ship’s Maintenance and Material Management (3-M) Manual, OPNAVINST 4790.4D, Department of the Navy, Office of the Chief of Naval Operations, Washington, DC, 20350-2000, 23 January 2004. Tag-out User’s Manual (TUM), NAVSEA 0400-AD-URM-010 CH-1, Revision 6, Department of The Navy, Naval Sea Systems Command, Washington, DC, 20376-0001, 24 October 2011. Tools and Their Uses, Nonresident Training Course, NAVEDTRA 14256, Naval Education and Training Command, June 1992.

AIII-1

APPENDIX III Answers to End of Chapter Questions Chapter 1 – Quality Surveillance of Aviation Fuels 1-1. D 1-2. C 1-3. B 1-4. A 1-5. D 1-6. D 1-7. C 1-8. C 1-9. A 1-10. B 1-11. A 1-12. A 1-13. B 1-14. C 1-15. D 1-16. B

Chapter 2 – JP-5 Afloat Below Deck Systems and Operation 2-1. C 2-2. D 2-3. A 2-4. B 2-5. C 2-6. D 2-7. C 2-8. D 2-9. B 2-10. B 2-11. B 2-12. D 2-13. C 2-14. D 2-15. D 2-16. A 2-17. B 2-18. D 2-19. C 2-20. B 2-21. D 2-22. C 2-23. B 2-24. D 2-25. A 2-26. C 2-27. A 2-28. A 2-29. B 2-30. C 2-31. D 2-32. B 2-33. D 2-34. A 2-35. C 2-36. B 2-37. A 2-38. D 2-39. B 2-40. C 2-41. C 2-42. A 2-43. A 2-44. A 2-45. D

AIII-2

Chapter 3 – JP-5 Flight Deck Fuel Systems 3-1. B 3-2. C 3-3. B 3-4. C 3-5. D 3-6. C 3-7. A 3-8. B 3-9. A 3-10. A 3-11. B 3-12. A 3-13. B 3-14. D 3-15. B 3-16. A 3-17. A 3-18. B 3-19. D 3-20. C 3-21. B 3-22. D 3-23. A 3-24. B 3-25. C

Chapter 4 – Shipboard Aviation Lube Oil and Portable MOGAS Equipment 4-1. D 4-2. B 4-3. B 4-4. A 4-5. D 4-6. B 4-7. D 4-8. C 4-9. C 4-10. C 4-11. D 4-12. B 4-13. A 4-14. A 4-15. C 4-16. A 4-17. D 4-18. A 4-19. D 4-20. A 4-21. B

AIII-3

Chapter 5 – Shorebase Fuel Systems and Operation 5-1. D 5-2. C 5-3. B 5-4. A 5-5. A 5-6. B 5-7. C 5-8. D 5-9. A 5-10. D 5-11. C 5-12. B 5-13. A 5-14. B 5-15. A 5-16. D 5-17. A 5-18. B 5-19. D 5-20. C 5-21. B 5-22. C 5-23. D 5-24. A 5-25. A 5-26. B 5-27. D 5-28. D 5-29. A 5-30. B 5-31. C 5-32. C 5-33. D 5-34. B 5-35. B 5-36. C 5-37. D 5-38. D 5-39. C 5-40. B 5-41. A 5-42. B 5-43. C 5-44. D 5-45. A 5-46. B 5-47. C 5-48. C 5-49. C 5-50. C 5-51. B 5-52. A 5-53. A 5-54. B 5-55. D

AIII-4

Chapter 6 – Fuels Administration 6-1. D 6-2. A 6-3. C 6-4. C 6-5. C 6-6. D 6-7. B 6-8. D 6-9. A 6-10. C 6-11. A 6-12. D 6-13. B 6-14. B 6-15. A 6-16. D 6-17. A 6-18. D 6-19. A 6-20. A 6-21. B 6-22. A 6-23. A 6-24. B 6-25. C 6-26. B 6-27. A 6-28. C 6-29. D 6-30. B 6-31. D 6-32. D

End of Book Questions Chapter 1 Quality Surveillance of Aviation Fuels

1-1. How are petroleum fuels in liquid form compared to water?

A. They weigh the same as water at 60 degrees Fahrenheit. B. They are heavier than water. C. They are lighter than water. D. They weigh the same as water at 70 degrees Fahrenheit.

1-2. Compared to air, petroleum fuels in vapor form have which of the following characteristics?

A. They weigh the same as air at 60 degrees Fahrenheit. B. They are heavier than air. C. They are lighter than air. D. They weigh the same as air at 70 degrees Fahrenheit.

1-3. Petroleum fuel vapors remaining from a spill are extremely dangerous because of which factor?

A. They readily evaporate. B. They tend to remain close to the ground. C. They saturate the ground. D. They saturate porous materials.

1-4. Because of its high flash point, JP-5 is the only jet fuel authorized for fueling aircraft on Navy ships. When JP-8 is mixed with JP-5, what happens?

A. The flash point of the JP-8 is raised and it becomes safe for shipboard use. B. The flash point of the JP-5 is lowered and it becomes unsafe for shipboard use. C. A chemical reaction takes place that makes both fuels unusable. D. Based on the amount of each fuel in the mixture, either JP-6 or JP-7 is created.

1-5. What is the minimum flash point of JP-5?

A. 128 degrees Fahrenheit B. 130 degrees Fahrenheit C. 140 degrees Fahrenheit D. 142 degrees Fahrenheit

1-6. If rags or clothing become soaked with JP-5, the JP-5 becomes highly flammable. What term describes this action?

A. Saturation B. Wicking C. Candling D. Soaking

1-7. Specific gravity determinations are correlated to what temperature according to ASTM Standard D1250-80?

A. 45 degrees Fahrenheit B. 100 degrees Fahrenheit C. 75 degrees Fahrenheit D. 60 degrees Fahrenheit

1-8. What is the measure of a liquid's resistance to flow called?

A. Volatility B. Solvency C. Flash point D. Viscosity

1-9. What is the minimum percentage of gasoline vapor, by volume, for it to burn or explode?

A. 1 percent B. 3 percent C. 5 percent D. 6 percent

1-10. What term describes the lowest temperature at which a fuel vaporizes enough to form a combustible vapor?

A. Freezing point B. Flash point C. Auto-ignition temperature D. Boiling point

1-11. Why is a fuel spill on an asphalt surface more damaging than a fuel spill on a concrete surface?

A. The vapors will spread faster on the asphalt surface. B. The asphalt surface will lose its color. C. The fuel will dissolve the asphalt surface. D. The asphalt will react to the fuel and spontaneously ignite.

1-12. What is the NATO number for JP-5?

A. F-40 B. F-42 C. F-46 D. F-44

1-13. What does the prolonged inhalation of fuel vapors cause?

A. Dizziness, nausea, death B. Vertigo C. Cancer D. Leukemia

1-14. From the standpoint of fire and explosion, which fuel is the safest?

A. MOGAS B. JP-8+100 C. JP-5 D. JP-8

1-15. What visual standards must jet fuel meet to be acceptable for delivery to aircraft?

A. Clean and bright B. Clear and free of water C. Clear and sparkling D. Clean and colorless

1-16. Which of the following is NOT a form of water contamination found in fuels?

A. Dissolved B. Hanging C. Entrained D. Free

1-17. What are the most common types of sediment found in fuel?

A. Paint and rubber B. Metal and rust C. Rust and sand D. Sand and metal

1-18. Which statement gives the description for entrained water?

A. Dissolved water absorbed in fuel that is NOT visible B. Free water that has NOT settled to the bottom C. Water-in-fuel emulsions D. A mixture of fresh and salt water

1-19. The division between course sediment and fine sediment is made at?

A. 1 micron B. 10 microns C. 100 microns D. 1,000 microns

1-20. Which of the following is a description of microbiological growth in fuel?

A. Dark colored, fibrous, and stringy B. Dark colored, fibrous, and ball-shaped C. Straw colored, mayonnaise-like, and stringy D. Straw colored, mayonnaise-like, and ball-shaped

1-21. The most common emulsion is the water-in-fuel emulsion. What does it look like?

A. A light-to-heavy cloud B. A heavy-to-light cloud C. A dark, reddish haze D. A brown haze

1-22. What mechanical method, if any, is used to separate commingled fuels?

A. Settling B. Filtering C. Centrifuging D. None

1-23. A representative sampling of a large stock of packaged fuel revealed contamination sufficient to make the entire supply suspect. Further samples are taken, labeled, and sent to be tested. What were the first and subsequent samples taken?

A. A composite sample, and the others were routine samples B. A routine sample, and the others were special samples C. A routine sample, and the others were composite samples D. A special sample, and the others were routine samples

1-24. If adjustment of the light bulb holder is required, what position should the filament on the light bulb be in after the adjustment is made?

A. Up B. Down C. Vertical D. Horizontal

1-25. Fuel sample containers used for sediment and water tests must be made of what construction?

A. Glass with a metal top B. A nonmetallic material with glass linings C. Glass bottle with nonmetallic cap D. Metal with glass linings

1-26. Why should two millipore filters be used when a sediment test is conducted?

A. To increase the speed of the filtration B. In case one is ripped or torn during the filtration cycle C. To allow the sediment to be trapped between the two D. To eliminate any fuel color effect and it increases accuracy

1-27. When preparing to conduct a sediment test with the CCFD, you should fill the polyethylene bottle with how much fuel?

A. 500 ml B. 600 ml C. 700 ml D. 800 ml

1-28. What is the main function of the water detection component of the CCFD?

A. To measure free water B. To measure dissolved water C. To detect salt water D. To detect fresh water

1-29. A sample tested indicates that more than 20 ppm water is present. What additional test must you perform?

A. Test a second standard sample and double the results. B. Test another standard sample in the same manner to verify the accuracy of the first sample, and then log the results. C. Test a second sample one-half the size of the standard sample and double the results. D. Test another standard sample and divide the results by 2.

1-30. What method does the NAVIFLASH flashpoint tester use to ignite combustible vapors?

A. Open flame B. Electric spark C. Heat sensor D. Thermo imaging

1-31. What does FSII mean?

A. Fuel system initial installation B. Fuel system internal instruments C. Fuel system icing inhibitor D. Fuel system internal inhibitors

1-32. What type of light source, if any, should you use when operating the refractometer?

A. Fluorescent or incandescent bulb B. Natural sunlight C. Ultra-violet D. None

1-33. After adding 2 ml of water to the fuel for a FSII test, how long must the sample then be shaken?

A. 1 min B. 2 min C. 3 min D. 4 min

1-34. What is the minimum use level for USN and USMC aircraft that require FSII?

A. .01 percent B. .02 percent C. .04 percent D. .03 percent

1-35. What instrument is used to measure the specific gravity of petroleum products?

A. Handimeter B. Beaker C. Gravity gage D. Hydrometer

1-36. To be acceptable for delivery to aircraft, jet fuels must NOT contain more than how much free water?

A. 10 ppm B. 15 ppm C. 2 mg/l D. 5 mg/l

End of Book Questions Chapter 2

JP-5 Afloat Below Deck Systems and Operation

2-1. What JP-5 fueling system is used to receive fuel onboard ship?

A. Reclamation system B. Stripping system C. Service system D. Fill and transfer system

2-2. What are the two types of filters in the reclamation system?

A. Monitor and flow control B. Pre-filter and coalescer C. Pre-filter and a filter/separator (300 gpm) unit D. Separator and coalescer

2-3. Which of the two independent stripping systems in the pump room has the tailpipe extending 3/4 inch off the bottom of the tank?

A. Hand-operated stripping system B. Motor-operated stripping system C. Stripping/Transfer system D. Cleavage system

2-4. What pumps are used to remove the last 24 inches of usable fuel remaining in the storage tanks after the transfer pumps lose suction and when consolidating fuel or before ballasting a storage tank?

A. Hand stripping pumps B. Motor stripping pumps C. Transfer pumps D. Auxiliary fuel pumps

2-5. When, if ever, are the service system’s service pumps used to cross-connect with the transfer system’s transfer pump suction header?

A. When the service pumps are used for off-loading JP-5 B. When the service pumps are used for pumping up to the flight deck C. When the service pumps are used to provide fuel to the jet test stand D. When the transfer pumps are down for maintenance

2-6. What system is used by an ABF to supply fuel to AIMD’s jet test shop for troubleshooting aircraft jet engines?

A. Independent jet test system B. JP-5 transfer system C. Auxiliary fuel system D. JP-5 service system from aft filter leg

2-7. Which JP-5 system is use to fuel diesel generators, boilers, small boats, and tractors?

A. JP-5 service system B. JP-5 auxiliary system C. JP-5 transfer system D. Motor stripping system

2-8. What are the two main purposes of the wearing rings of the centrifugal service pump?

A. To provide support and rotation of the impeller B. To prevent wear on the rotating element and provide lubrication to the impeller

C. To minimize leakage between the discharge and suction chambers and allow for wear between the impeller and pump casing D. To provide pressure relief to the impeller and reduce flow along the shaft

2-9. What is the function of the mechanical seals of a centrifugal service pump?

A. They guard against leakage from the pump and prevent air from entering the casing around the shaft. B. They protect the rotating element from dust and dirt. C. They ensure clean wear surface of the rotating element and support the shaft. D. They stop leakage along the rotating element and prevent corrosion.

2-10. What is the purpose of the service pump flexible coupling?

A. To serve as an alignment guide for the pump B. To assist in the rotation of the pump shaft only C. To slow down the rotation and play in the pump shaft D. To allow connection of the pump and motor (or gear reducer) shafts with a minute amount of misalignment

2-11. Where are the service pump controllers, control panel, indicators, and HMI flat panel display located?

A. V-4 maintenance office B. JP-5 pump rooms C. V-4 division office D. Damage control central

2-12. What is the rated capacity and operating pressure of the transfer pump used in conjunction with the Model B214AS-300 purifier?

A. 200 gpm at 40 psi B. 300 gpm at 25 psi C. 300 gpm at 50 psi D. 300 gpm at 30 psi

2-13. Sliding vanes to the rotary vane pump are made of what type of material?

A. Palamite B. Velcro C. Fiberglass D. Plastic

2-14. What components of the rotary vane prevent leakage from occurring between the cylinder heads and cylinder?

A. Head O-rings B. Mechanical seals C. Grease seals D. Push rods

2-15. What type of flexible pump coupling uses a gasket and two seal rings fitted to its covers to prevent grease leakage?

A. Rex chain coupling B. Lovejoy coupling C. Falk type F steel flex coupling D. Magnetic coupling

2-16. What type of flexible pump coupling is made of two bronze halves cushioned with a rubber spider?

A. Falk type E steel flex coupling B. Lovejoy coupling C. Rex chain coupling D. Palmar flex coupling

2-17. What type of valve is used in the JP-5 system when straight flow is desired with a minimum amount of restriction?

A. Swing check valve B. Butterfly valve C. Globe valve D. Gate valve

2-18. Globe valves may be used to limit fuel flow through the valve by .

A. throttling B. trolling C. restricting D. securing

2-19. The butterfly valve uses what kind of seat that is pressure energized to assure positive shutoff and that compensates for pressure and temperature changes, as well as wear?

A. A single-piece flexible fiberglass seat B. A single-piece flexible polymeric seat C. Several strands of 3/8 packing for the polyurethane seat D. A flexible nylon seat with reinforced center

2-20. The limitorque valve operator uses what component to protect overloading valve parts from torque stress exerted and thrust load applied?

A. Torque actuating shaft B. Limitorque govern valve disk C. Travel nut D. Torque limit switch

2-21. What components of the limitorque valve operator regulate the vertical travel of the valve stem?

A. Actuating shaft stops B. Travel flanges stop C. Travel nuts D. Hand wheel handles

2-22. The hand wheel clutch of the limitorque valve operator allows for .

A. automatic operation of the valve B. manual operation of the valve C. the electrical surge to subside D. the hand wheel to be operated in sequence with the manifold valves

2-23. What actuator is shipped from the manufacturer with the mechanical clutch set at 150% above the larger of the open or close torque setting in pounds?

A. Tri-tech valve operator B. Limitorque valve operator C. Target rock valve operator D. Butterfly valve operator

2-24. In the Tri-Tech valve operator, what component always tracks the valve position, whether driven manually or electrically?

A. Belleville spring pack B. Motor spline nut C. Slinger ring D. Potentiometer

2-25. What type of valve uses a disk that is pinned-hinge to the valve body and closes by gravity under “no-flow” conditions?

A. High-performance butterfly valve B. Bull’s-eye sight glass gauge C. Swing check valve D. Gate valve

2-26. What are the two types of packing used for packing gland leakage?

A. String and ring type packing materials B. Teflon and Nylon flat packs C. Nitrile O-rings and Buna-n cork D. Brass and copper washers

2-27. What type of manifold has a transfer main-side valve and a tank-side valve?

A. Single-manifold manifold B. Double-valve tank manifold C. Flood and drain manifold D. Stripping system manifold

2-28. What component of the flood and drain manifold has a long piece of metal containing three keyhole slots that slide to the desired position in order to operate one valve at a time on the manifold?

A. Valve bonnet B. Manifold telltale valve C. Sliding lock bar D. Valve stem and disc

2-29. Why is it important to use the correct size and formed flange gasket?

A. To make piping system stenciling easier B. To make painting the pipe easier C. To prevent foreign matter from entering the piping D. To provide fuel system integrity

2-30. What components of the service filter have two circular metal bulkheads and provide the means of installing the filter element mounting assemblies?

A. Metal standpipes B. Synthetic rubber gaskets C. Element mounting assemblies D. Tube sheets

2-31. What provides a tight seal at both ends of the standpipes on the element mounting assemblies?

A. Synthetic rubber gaskets B. Nitrile O-rings C. Projecting knife-edges D. Fibrous cloth gasket

2-32. When installing filter elements on the mounting assembly, what is the correct value of torque applied?

A. 2 foot-pounds or 144 inch-pounds B. 12 foot-pounds or 144 inch-pounds C. 14 foot-pounds or 122 inch-pounds D. 24 foot-pounds or 110 inch-pounds

2-33. From where are daily fuel samples drawn on the service fuel filter?

A. Outlet (clearwell) chamber and the filter sump B. The fallout chamber of the filter C. The filter water drain piping D. The filter inlet piping

2-34. What two hydraulic control valves to the filter hydraulic control system are located in the filter discharge line?

A. Automatic shutoff valve and pilot valve B. Automatic water drain line and pilot valve C. Rotary control valve and automatic shutoff valve D. Rotary control valve and automatic water drain valve

2-35. What was the main purpose in the addition of the “X-75 float tester”?

A. To provide a mechanical means to test the filter element condition B. To provide a means of mechanically operating the float control valve to prevent contaminating the system with water C. To stop the flow of water to the automatic water drain line and continue the flow of fuel out the Clearwell D. To provide a test process that determines if the rotary control valve is made of the correct material

2-36. What is the rated capacity and operating pressure of the first-stage (reclamation) filter?

A. 150 GPM at 300 PSI B. 200 GPM at 150 PSI C. 300 GPM at 150 PSI D. 325 GPM at 150 PSI

2-37. What is the desired feed inlet pressure of a 300 gpm purifier?

A. 5-15 psi B. 15-25 psi C. 30-40 psi D. 40-50 psi

2-38. The worm wheel gear engages what component located at the base of the spindle assembly to drive the purifier bowl?

A. Quill B. Spindle cap C. Speed counter D. Oil splash rod

2-39. How does the operator use the speed counter to determine if the purifier bowl is spinning at full speed?

A. The operator counts the number of revolutions by looking at the speed counter and timing 1 minute on a stop watch. B. The operator places his or her finger on the bump and counts the number of times the bump touches his or her finger in 1 minute. C. The operator watches the speed counter digital display and times the revolutions per minute. D. The speed counter will give an audible alarm when the purifier is up to speed.

2-40. What is the total number of intermediate disks that are provided with the 300 gpm purifier?

A. 137 B. 147 C. 186 D. 193

2-41. When screwing the feed tube assembly into the paring disc, how many complete turns are required to ensure that the feed tube and paring disc are properly engaged?

A. 1 B. 2 to 4 C. 2½ D. 3 to 3 1/2 complete turns

2-42. When tightening the coupling ring, what maximum degrees are allowed for the coupling ring aligning mark to pass the aligning mark on the bowl top?

A. 14 B. 15 C. 18 D. 25

2-43. During the purification process, you observe a large amount of water and fuel discharging out through the water observation port and nothing is discharging past the discharge bull’s-eye sight glass. What is the probable cause?

A. The purifier discharge ring is too small. B. The spindle cap is loose. C. The purifier discharge ring is too large. D. The observation port O-ring is damaged.

2-44. While performing disassembly maintenance using the purifier compression tool, how much psi should be applied with the tool to loosen the coupling ring so you can turn the manual coupling ring wrench by hand freely?

A. 1,800 psi B. 7,500 psi C. 7 ,800 psi D. 8,700 psi

2-45. What kind of gage is normally installed on the suction side of JP-5 pumps?

A. Compound gage B. Differential pressure gage C. Simplex gage D. Sight glass gage

2-46. What are the four types of JP-5 tanks?

A. Trim, peak, wing, deep centerline B. Head, double-bottom, wing, reactor cooling C. Wing, deep centerline, double-bottom, peak D. Deck, island, hull, trim line

2-47. In what two major categories are JP-5 tanks grouped?

A. Contaminated and storage B. Storage and service C. Off -spec and service D. Slop and stowage

2-48. What kind of JP-5 tank is a relief tank for the rest of the nest as an added safety feature and prevents rupturing due to over pressurizing from filling operations?

A. JP-5 service tank B. JP-5 wing tank C. JP-5 centerline tank D. JP-5 overflow tank

2-49. Where is the Ohmart/VEGA STAR TLI mounted?

A. To the tank top cover plate B. To the sounding cap C. To the tank’s air escape pipe D. To the sounding tube

2-50. The STAR TLI consists of what two components?

A. The radar sensor and a sounding tube adapter with a union fitting for mounting the radar on existing sounding tubes B. Swivel and sound assembly C. Sounding tube assembly and latch assembly D. Vega 2 communication module and PC

2-51. After installation of the STAR TLI, it must be programmed with what specific information for each tank and sounding tube?

A. Width and depth of tank bottom B. Height and weight of sounding tube C. Tank and sounding tube dimensions from ship’s drawings D. Material and circumference of both tank and sounding tube

2-52. What two components are required to communicate with the STAR TLI for calibration or setup installation?

A. VVO and VEGA 2 or 3 connection B. Windows NT OS and PC C. VEGA 1 connection and PC D. VEGACONNECT 2 or VEGACONNECT 3 communications module and a personal computer (PC)

2-53. Which of the following statements regarding the swivel mount sounding tube adapter is true?

A. It can be rotated 360 degrees for access to the LCD. B. The top part of the assembly can be lifted and swiveled 180 degrees for manual sounding. C. It can be lifted and removed for sounding tube maintenance. D. It can be locked in place with no requirement for removal.

2-54. Which of the following components of the JP-5 control console allows for the starting and stopping of service pumps?

A. HMI display B. Power sensors C. Control switch D. Schematic diagram

2-55. What does the HMI Display provide?

A. Screen display of the system without functional ability B. Screen display that allows camera monitoring of system in unmanned spaces C. Graphical screen displays the ship’s JP-5 fuel system to monitor equipment and tank status D. Graphical screen display with operational function of pumps and filters only

2-56. The Forward JP-5 Control Console Overview screen shows what information?

A. Outline of the ship containing labeled selection buttons for each subsystem and tank assembly in the forward JP-5 fuel system B. Outline of the ship’s forward and mid-section tank banks and stripping piping only C. Design information of the forward JP-5 system tank and piping layout with pump positioning only D. Outline of the ship containing labeled selection buttons for each subsystem and tank assembly in the aft JP-5 fuel system

2-57. A flashing red signal indicates what type of condition on the Overview screen?

A. A system failure has occurred in that system B. An alarm condition has occurred in that system C. A power failure has occurred in that system D. FA normal operation check was conducted

2-58. When the UNREP function is selected on the header bar, what option can the operator use to prepare for underway replenishment?

A. The UNREP screen, which can be configured with selected tanks so the operator can select tank filling sequence B. The tank number, along with the associated fill valve and root valve graphic (if applicable), for the operator to print C. A list of pop-up alarms is for the operator to visualize. D. A list of tanks by frame number which operator can select to fill specific tanks

2-59. On the SMART console, the JP-5 fuel system valves are displayed in what four operational groupings?

A. Service, stripping, transfer, and UNREP B. Globe, gate, high-performance butterfly, and one-way check C. Commandable, manually operated/feedback, automatic, and non-commandable D. Commandable, manually operated/feedback, automatic/feedback, and non commandable/non-feedback

2-60. What is the color-code symbol for a closed valve on the SMART console control screen?

A. Flashing red, shown perpendicular with the piping B. Steady brown, shown parallel to the piping C. Steady blue, shown perpendicular with the piping D. Steady blue, shown parallel to the valve location

2-61. On the SMART control console screen, tank levels are color-coded what color to indicate the level of contents in the tank?

A. Purple B. Blue C. White D. Yellow

2-62. From the tank pop-up dialog box, what functions, if any, can the operator perform?

A. Acknowledge a tank overflow condition, select to reset unauthorized fill condition, set the low set point, select a high set point, and hide or close pop-up box. B. Perform tank low point and high point settings only C. Review the tank pop-up box for current liquid levels only D. None

2-63. On the SMART control console screen and HMI displays, what is the color-code for stripping piping??

A. Green B. Black C. Blue D. Red

2-64. During a power failure, the Control Console Uninterruptible Power Supply (UPS) will provide input power to the JP-5 Control Console through the batteries and provide power for how many minutes?

A. 15 B. 20 C. 30 D. 60

2-65. When are fault or alarm indications for the JP-5 fuel system components displayed?

A. When the component starts normal operation mode B. When a component fails to perform an operation as commanded by the operator or performs an operation the operator did not command C. When the component ends its normal operation D. When the system indicates a pump failure only

2-66. What are the three operational stages to the AFOSS?

A. (1) Air officer’s copy (2) LCPO copy (3) work station copy B. (1) Handler’s copy (2) division officer’s copy (3) work station copy C. (1) Division officer’s copy (2) work center copy (3) work station copy D. (1) Maintenance officer’s copy (2) work center copy (3) work station copy

2-67. While sounding, you see several water droplets on the tape, evidence of possible entrained water. What kind of sample would you need to take to verify your assumptions?

A. Discharge sample B. Bottom sample C. Thief sample D. Composite sample

2-68. When receiving fuel from shore tanks, what are the acceptable requirements, in milligrams per liter, for sediment levels?

A. 2 B. 5 C. 8 D. 10

2-69. In preparation for underway replenishment, a replenishment bill should be posted at least how many hours before the refueling operation?

A. 2 B. 8 C. 12 D. 24

2-70. What are the requirements for stripping the storage tanks using the motor-driven stripping system?

A. Prior to receiving, the day after receiving JP-5, weekly thereafter, and prior to purifying B. Prior to receiving, the day after receiving JP-5 aboard, weekly thereafter, as applicable, the day before purifying into service tanks, immediately before purifying into service tanks C. Daily, weekly, prior to receiving JP-5, after receiving JP-5 and after purifying D. Prior to receiving JP-5, after receiving JP-5, weekly, and prior to purifying

2-71. When off-loading fuel using service pumps and stowage tanks, what is a major rule that must be followed to prevent service pumps from losing suction?

A. Keep an adequate number of tanks open at all times B. Keep the pumps cooled by opening the recirculation valve and aligning piping C. Keep tank switching to a minimum during operation D. Prepare to open the next set of tanks after the first set has lost suction with the service pumps

2-72. Prior to fueling any aircraft, the entire JP-5 service system must be thoroughly flushed after what occurrences?

A. Prior to entering a yard period, after any repair work to the JP-5 service system, and after drain back B. Any time the JP-5 system was drained back for a shipyard overhaul period C. Only when the JP-5 service system had major repair work conducted D. After shipyard overhaul including new construction and reconverted carrier and after any major repair

2-73. What is the purpose of flushing the JP-5 service system?

A. To rid the service system of water pockets B. To provide clean JP-5 for sampling and lab analysis C. To rid the piping of the large quantity of solids, loose microbiological growth. D. To rid piping of large quantities of solids and condensation and to leak check the system prior to underway periods

2-74. What role do ABFs play in the Navy’s pollution control program?

A. ABFs are responsible for cleaning up certain spills. B. ABFs have millions of gallons of petroleum products under their control at all times, and they are responsible for the safe storage and handling of every single gallon. C. The ABFs are responsible for teaching spill prevention and hazardous waste disposal methods. D. The ABFs are responsible for training personnel in the receipt and stowage of petroleum products and spills are highly unlikely to occur.

End of Book Questions Chapter 3 JP-5 Flight Deck Fuel Systems

3-1. Which of the following is not a correct statement about the functions of the CLA-VAL?

A. Acts as an emergency shutoff valve. B. Evacuates the entire piping system. C. Maintains a constant discharge pressure. D. Relieves discharge pressure rising above a predetermined setting.

3-2. In the main valve, the fueling valve and defueling valve each uses a well-supported and reinforced diaphragm as its operating means. Normally each valve is in what position?

A. The fueling valve is spring- loaded open and the defueling valve is held open by its weight. B. The fueling valve is spring- loaded closed and the defueling valve is held open by its own weight. C. The fueling valve is held closed by its own weight and the defueling valve is spring loaded open D. The fueling valve is held open by its own weight and the defueling valve is spring loaded closed

3-3. Which valve in the CLA-VAL unit controls the delivery pressure when the main valve is in the fueling mode?

A. Fueling pressure relief control valve. B. Defueling pressure relief control valve. C. Pressure reducing control valve. D. Hytrol valve.

3-4. Spring action holds which of the following valves open?

A. Fueling pressure relief control valve. B. Defueling pressure relief control valve. C. Defueling main valve. D. Pressure reducing control valve.

3-5. Which valve shifts the CLA-VAL unit from the defuel to the fuel mode of operation, and from the fuel to the defuel mode of operation?

A. SOPV B. Hytrol valve C. Defueling valve D. Pressure reducing control valve

3-6. When there is an increase in the downstream pressure that is high enough to overcome the force of the spring in the defueling pressure relief control valve, which of the following valves will open?

A. The SOPV, both relief valves, and the defueling valve. B. The defueling pressure relief control valve and the defueling valve. C. The pressure reducing control valve and both pressure relief control valves. D. The flow control valve.

3-7. When adjusting the delivery pressure on the CLA-VAL station, what pressure should you adjust the pressure reducing control valve to first?

A. 10 psi higher than the desired delivery pressure. B. 10 psi lower than the desired delivery pressure. C. At the desired delivery pressure. D. 0 psi

3-8. The quick-disconnect has female threads on one end to accept the hose coupling. What device(s) is/are used to connect the other end to the male end of the nozzle adapter?

A. 3/8-inch nuts and bolts. B. A female ball bearing quick release. C. A pie flange D. Swedge locks

3-9. What part of the pressure-refueling nozzle houses the operating linkage?

A. Collar assembly B. Nose seal assembly C. Body D. Poppet

3-10. Which pressure-fueling nozzle is constructed with the HEPCV (Hose-end Pressure Control Valve) as an integral component of the unit?

A. D-1 nozzle B. D-1R nozzle C. MD-3 nozzle D. OPW nozzle

3-11. What nozzle(s) is (are) an authorized gravity nozzle used for refueling aircraft when other nozzles is (are) NOT appropriate for the task?

A. MD-3 nozzle only B. OPW nozzle only C. Both 1 and 2 D. D-1R nozzle only

3-12. In a swing joint, what device connects the continuity wire to the spider assembly?

A. An amphonel gasket B. A spider joint C. A nylon collar D. An amphonel stud

3-13. What device prevents the hose reel from moving when it is NOT in use?

A. A gear chain B. A manual brake C. A locking pin D. An automatic catch

3-14. What is the standard length for a completely assembled 2 1/2-inch collapsible hose?

A. 20 ft B. 25 ft C. 40 ft D. 50 ft

3-15. After cutting back and pressure testing a fuel hose, which of the following actions must you take before fueling aircraft with that hose?

A. Flush, sample the hose and test the fuel. B. Stencil the hose “old or new”. C. Roll it up on the hose reel for flight operations. D. Flake it out for flatness.

3-16. What will happen to the solenoid on the CLA-VAL® if continuity is broken in any place?

A. It will de-energize with a 5-second delay. B. Its warning buzzer will emit an audible alarm. C. It will immediately de-energize. D. It will remain energized until the toggle switch on the nozzle is placed in the off position.

3-17. If a hose ruptures while you are fueling and the continuity circuit is not broken, what will happen?

A. The hose will shift into the defuel mode. B. The defuel pump on the station will automatically shut off causing the CLA-VAL to shift to the defuel mode. C. The fuel hose will self-seal. D. Fuel will continue to pump through the hose and out the rupture.

3-18. Which of the following is not applicable to portable pumps used on the flight deck for fueling operations?

A. The Plane-to-Plane Fuel Transfer Cart is the only acceptable portable method of hot- refueling aircraft. B. The pumps are air motor-driven internal gear. C. The pumps are air-driven twin-diaphragm operated. D. The air-driven pumps can accommodate either the 1 1/2 or 2 1/2-inch fueling or defueling hoses.

3-19. Which of the following component(s) is/are mandatory equipment required in a Plane-to-Plane Fuel Transfer Cart?

A. M-8 Wilden pump. B. 1 1/2 or 2 1/2-inch fuel hoses. C. Supply air hoses and a pressure gage. D. Fuel-filtering unit.

3-20. Velcon Aquacon filter cartridges used in a Plane-to-Plane Fuel Transfer Cart are designed to remove what (a) amount of water and (b) what percentage of particulate matter?

A. (a) 5 ppm and (b) 98% B. (a) 5 ppm and (b) 100% C. (a) 10 ppm and (b) 98% D. (a) 10 ppm and (b) 100%

3-21. What person has the final approval for authorizing a Plane-to-Plane Fuel Transfer request?

A. V-4 Maintenance Officer. B. ACHO C. Aviation Fuels Officer D. Air Officer

3-22. Portable defuel pumps are powered by what force?

A. The service system riser pressure. B. The power take-off (PTO) of a tow tractor. C. The ship's low-pressure air. D. The ship's high-pressure air

3-23. The refueling crewman requests the fuel load from an aircraft. The pilot responds with four fingers held vertically followed by three fingers held horizontally. How much fuel is in the aircraft?

A. 4,300 gallons B. 4,300 pounds C. 4,800 pounds D. 430 pounds

3-24. What request is designated by the hand signal “patting the top of the head/cranial”?

A. Top Off B. Fuel Status C. Close dump valve D. Cut fuel

3-25. What is the minimum number of personnel required to fuel an aircraft?

A. Five B. Four C. Three D. Two

3-26. If you are fueling an aircraft in the hangar bay and there is no roving fire-fighting equipment manned, you must have a portable fire extinguisher nearby. What equipment used on the flight deck normally satisfies this requirement?

A. The flight deck sprinkler system. B. The catapult steam smothering system. C. The flight deck AFFF stations. D. The flight deck P-25.

3-27. What is the maximum time a fuel hose can be used without sampling and testing, while still being used to fuel aircraft?

A. 8 hours B. 12 hours C. 24 hours D. 48 hours

3-28. Which of the following aircraft is the exception to hot refueling (engines “ON”) with canopy opened?

A. F/A-18 B. EA-6B C. F-14D D. AV-8B

3-29. When hot refueling helicopters, which of the following statements is not correct?

A. Side doors/windows (if installed) will remain closed during the entire refueling evolution. B. The aircraft will not be refueled if it fails pre-check. C. Doors/rear cargo doors/windows (if installed) on opposite side from refueling adapter may be opened. D. Personnel approaches to the helo hot refueling area, is directed by the LSE.

3-30. The flow control handle of the pressure-refueling nozzle must be placed in the “fully open” or “fully closed” position. Why is the handle not allowed to "float" during refueling?

A. To prevent excessive wear on the aircraft adapter and the nozzle poppet. B. To ensure the station will go into the defuel mode if an emergency occurs. C. The time it takes to refuel the aircraft will double. D. The possibility of contamination is increased.

3-31. Who is responsible for ensuring the aircraft is fueled to the correct fuel load?

A. Crewleader B. Yellow shirt C. Air Boss D. Plane captain

3-32. Which of the following statement(s) is/are correct concerning hot refueling?

A. No static samples can be taken. B. Pilot-in-command changes are permitted. C. The aircraft can be refueled if it fails pre-check. D. The canopy can be opened on every type aircraft.

3-33. To defuel an aircraft, a written request must be submitted to and approved by whom?

A. Air Boss B. Aircraft Handling Officer C. V-4 Division Officer D. Control talker

3-34. Prior to defueling an aircraft, a sample must be drawn and tested for which of the following?

A. Flash point, free water, sediment. B. Free water only. C. Sediment only. D. FSII

3-35. Whose job is it to request the fuel loads on incoming aircraft?

A. Crewleader B. Flight deck chief C. Nozzleman D. Refueling Crewman

End of Book Questions Chapter 4 Shipboard Aviation Lube Oil and Portable MOGAS Equipment

4-1. What is the rated capacity of the rotary vane lube oil pump and its operating pressure?

A. 20 gpm, 15 psi B. 20 gpm, 70 psi C. 50 gpm, 20 psi D. 50 gpm, 50 psi

4-2. What is used to determine the frequency of maintenance required on the lube oil pump?

A. MDS B. PMS C. IRS D. PQS

4-3. What is the standard capacity of the lube oil storage tank on a CVN-class ship?

A. 500 gallons B. 1,500 gallons C. 2,000 gallons D. 6,000 gallons

4-4. The aviation lube oil storage tank overflow line discharges into what engineering system?

A. Oily waste system B. Nitrogen system C. Low pressure air system D. Reactor waste storage system

4-5. To safely shift from one strainer to another on the lube oil system, what is the maximum differential pressure that can NOT be exceeded?

A. 1 psi B. 1 1/2 psi C. 2 1/2 psi D. 3 psi

4-6. A steam valve is installed on the side of the lube oil storage tank for what purpose?

A. Provides a means for cleaning the lube oil storage tank B. Provides a means for warming the lube oil for ease of delivery C. Provides a means for on-load of lube oil D. Provides a means for relieving pressure off the storage tank

4-7. When transferring lube oil to the catapults, what circuit is used to establish communication between V-2 and V-4 personnel?

A. 4JG B. 5MC C. 1JV D. X40J

4-8. The aviation lube oil system is operated according to what reference?

A. ALOSS B. AFOSS C. CFOSS D. EOSS

4-9. Which of the following is NOT an authorized method of on-loading lube oil?

A. With the drums raised above the fill connection, use a large funnel screwed into the filling connection, then start pouring the oil. B. With a suction hose attached to a brass pipe long enough to reach the bottom of the drum and rigged to the fill connection, use the lube oil pump to siphon the oil from the drums. C. Use an M-4 pump to provide suction from the hose attached to a brass pipe long enough to reach the bottom of the drum, and together with the lube oil pump, siphon the oil through the drums and the fill connection. D. With a lube oil truck placed on the pier and a direct line attached to the fill connection, use the pump on the truck to boost the oil to the storage tank.

4-10. Typically, the valves used for filling and off-loading aviation lube oil are what type?

A. Globe type B. Butterfly type C. Gate type D. One-way check type

4-11. When taking on lube oil, the tank(s) should not be filled beyond what capacity?

A. 80% B. 85% C. 90% D. 95%

4-12. The portable MOGAS system is operated according to what reference?

A. CFOSS B. EOSS C. AFOSS D. ALOSS

4-13. Why does gasoline float on water?

A. Unit by unit, gasoline weighs less than water. B. Unit by unit, gasoline weighs more than water. C. Atmospheric pressure has more of an effect on water. D. Water is lighter than gasoline.

4-14. Which of the following is NOT an authorized portable container used onboard ships for storing gasoline?

A. 5-gallon safety can B. 2-gallon plastic container C. 55-gallon drums D. Bladders

4-15. Which of the following is NOT an application of why portable methods of storing gasoline are provided on board ships?

A. HLU-19 bomb hoists B. K-12 Crash Saw C. Unmanned Aerial Vehicles (UAVs) D. Ship’s boiler plants

4-16. Jettison platforms are used for storing what?

A. Unused oil cans B. Hydraulic fluid and gasoline C. Aircraft low point drained fuel D. Retrograde gasoline (oil-mix), SMAU containers, and bladders.

4-17. Jettison racks, lockers, and release mechanisms shall be inspected and maintained IAW?

A. EOSS B. AFOSS C. PMS D. OSHA regulations

4-18. Dedicated drums marked ________ and ________________ can be utilized for consolidation and/or reissue.

A. Empty, Full B. MOGAS, MOGAS plus oil mixture C. Oil, Gas D. MOGAS, Fuel mix

4-19. The M151 vehicles should be stowed with gas tanks__________ full?

A. ½ B. ¼ C. Completely D. ¾

4-20. All gasoline containers should be stowed ________, if possible, and in the location that poses the least threat to the ship in the event of fire or explosion.

A. Aft B. Midship C. Forward D. Below decks

4-21. When in port, the jettisonable feature on all MOGAS jettison racks/platforms shall be equipped with a mechanism to allow the racks to be _____________?

A. Ready operational B. In stand-by position C. Safed D. Tagged out

4-22. What is the purpose of the MOGAS jettison locker?

A. To stow JP-5 in safety cans B. To allow storage of small capacity bladders C. To allow storage of MOGAS in 5 gallon safety cans D. Both B and C

4-23. Who must be contacted before any evolution regarding MOGAS can be conducted onboard ship?

A. Officer of the Deck B. Fire Marshall C. EOOW D. CHENG

4-24. When receiving MOGAS aboard, it is mandatory to keep a refueling log. This receiving log will contain what information?

A. Color of fuel, sunrise, sunset B. Date and source received from, time pumping started, time pumping stopped C. OOD’s name, time started pumping, amount received D. Time smoking lamp was out, OOD location, name of company delivering the MOGAS

4-25. What must be done if gasoline saturates clothing and contacts the skin?

A. Contact medical immediately B. Continue on with the evolution C. Remove saturated clothing and wash skin immediately D. Change clothing and report back to duty

End of Book Questions Chapter 5 Shorebase Fuel Systems and Operations

5-1. The filter/separator used on shore activities is designed to remove what percent of solid and water contaminants?

A. 98% of all solids and 98% of all water B. 100% of all solids and 98% of all water C. 98% of all solids and 100% of all water D. 100% of all solids and 100% of all water

5-2. The manual water drains on the filter/separator are connected to what component(s)?

A. Recirculation line going back into the tank B. A recovery system C. The shore activity's sewer drain lines D. The fuel monitor

5-3. Which of the following locations requires a filter/separator?

A. The suction side of transfer pumps B. The storage tank to storage tank transfer lines C. The water drain line D. The supply piping from the storage tanks to aircraft refueler truck fill stands.

5-4. Fuel quality monitors have fuses installed inside. What part of the fuse absorbs water?

A. The paper pleat B. The sensing washers C. The fiberglass core D. The paper plug

5-5. At least how long must fuel maintain contact with the metal walls of a relaxation chamber?

A. 30 sec B. 45 sec C. 1 min D. 5 min

5-6. What type of fuel meters are used in fueling aircraft and motor vehicles, and the loading of tank-trucks or tank-cars?

A. Dial-indicating B. Temperature-compensating C. Positive-displacement D. Turbine

5-7. All hoses used on shore activities should meet which of the following requirements?

A. Collapsible B. Semi hard-wall and non-collapsible C. 25 feet in length D. Equipped with a continuity wire in the center of the hose

5-8. The hose end pressure regulator installed with the nozzle assembly is set for what maximum psi?

A. 45 B. 50 C. 55 D. 60

5-9. What size of mesh are the screens used in the strainers for the overwing refueling nozzles?

A. 20 mesh B. 40 mesh C. 60 or 100 mesh D. 100 mesh

5-10. All tanks ashore must be sized so that the velocity of the fuel during fueling will not exceed how many feet per second?

A. 2 B. 3 C. 4 D. 5

5-11. What tank alarm system is set at approximately 95% of the safe tank filling height?

A. High level alarm B. High high level alarm C. High level shutoff valve D. Low level alarm

5-12. What tank alarm system will actuate an audible alarm distinctly different and also stop the product transfer pumps?

A. High level alarm B. High high level alarm C. High level shutoff valve D. Low level alarm

5-13. Above-ground tanks must be surrounded by an enclosure capable of holding the entire capacity of the tank, plus how much freeboard?

A. 1 foot B. 2 feet C. 5 feet D. 7 feet

5-14. How many band(s) is/are used as markings to identify JP-8 piping systems?

A. One B. Two C. Three D. Four

5-15. How many bands are used as markings to identify heavy fuel oils?

A. Two B. Three C. Four D. Five

5-16. How many band(s) is/are used as markings to identify automotive gasoline?

A. One B. Two C. Three D. Four

5-17. The tank car used to deliver fuel to a shore activity is able to store over 2,000 gallons. The letters identifying the product line are required to be what size?

A. 2-inch B. 3-inch C. 6-inch D. 12-inch

5-18. The transfer line on a shore activity is 8 inches in diameter. The letters identifying the product are required to be what size?

A. 1-inch B. 2-inch C. 3-inch D. 4-inch

5-19. Refueling systems ashore must react quickly to instantaneous pressure surges created during the last few seconds of an aircraft refueling operation due to the aircraft’s internal tanks shut- off valves closing as they are filled. This pressure surge must be maintained to below what fuel flow pressure?

A. 120 psi B. 100 psi C. 80 psi D. 60 psi

5-20. What publication is used as a guideline for painting and marking fuel-servicing equipment?

A. NAVFAC P-80 B. NAVFAC P-272 C. NAVFAC P-230 D. NAVFAC P-300

5-21. When performing touch-up painting to a refueler/defueler, at what percentage of running rust are you required to consider painting the entire unit?

A. 10% B. 20% C. 30% D. 40%

5-22. All fueling evolutions will be terminated when lightning is observed within how many miles of the facility?

A. 1 B. 2 C. 5 D. 10

5-23. What type(s) of commercial batteries are approved for use in spaces where fuel or flammable vapors may exist?

A. Two- and three-cell B. AA- and AAA-cell C. C- and D-cell D. 6- and 8-volt

5-24. How far should LOX-handling equipment be located from fueling operations?

A. 300 feet B. 100 feet C. 50 feet D. 10 feet

5-25. What is the only exception to operating aircraft radar and/or radio equipment during refueling operations?

A. Radio equipment is turned on but is not transmitting. B. Radar equipment is turned on but is not radiating. C. During hot refueling, the pilot is allowed to maintain radio contact with the tower at all times. D. Aircraft equipment or components must be warmed up prior to an immediate launch.

5-26. Smoking, spark or flame producing items, and open flames or hot work is not permitted within how many feet of a refueling operation?

A. 100 B. 50 C. 25 D. 10

5-27. Aircraft refueling/defueling operations are not allowed to be conducted within how many feet of ground radar equipment?

A. 300 B. 100 C. 50 D. 10

5-28. Fuel vapors will collect in pits, sumps, and open sewers because the vapors are _____.

A. Lighter than air B. Heavier than air C. Warmer than air D. Cooler than air

5-29. What OPNAV instruction contains information on the hazards of confined spaces and hazardous environments?

A. 5100.19C, NAVOSH Program Manual for Forces Afloat B. 5200.23B, NAVOSH Program Manual for Forces Ashore C. 5090.1B, Environmental and Natural Resources Program Manual D. 4790.4C, 3-M Maintenance Manual

5-30. Aircraft direct refueling systems are normally used for what function?

A. To defuel aircraft B. To fuel support equipment C. To hot refuel aircraft D. To fill refueler trucks

5-31. Mobile refuelers are normally used for what function?

A. To hot refuel aircraft B. To act as a recovery system C. To cold-refuel aircraft D. To load barges

5-32. The bottom loading equipment of a mobile aircraft refueler must be capable of receiving at least how many gallons per minute?

A. 300 B. 600 C. 900 D. 1,200

5-33. Vehicles used for fueling aircraft must have how many fire extinguishers installed?

A. One B. Two C. Three D. Four

5-34. Which of the following markings is used to identify a refuel and defuel truck?

A. JP-4 Jet Fuel F-40 B. JP-5 Jet Fuel F-44 C. Contaminated D. Jet Fuel/JP

5-35. Refueler/defuelers and defuelers should have a maximum defuel rate of __________.

A. 50 gpm B. 75 gpm C. 100 gpm D. 1,000 gpm

5-36. Which of the following markings is used to identify a mobile aircraft-refueling unit designated exclusively for defueling?

A. Jet Fuel/JP B. JP-8/ Jet Fuel F-34 C. JP-5/ Jet Fuel F-44 D. DEFUELS ONLY

5-37. What is the only authorized method of on-loading fuel into a mobile refueler from a truck fill stand?

A. Top-loading B. Bottom-loading C. Fueling-hydrants D. Skid-mounts

5-38. What component is not incorporated into a truck fill stand’s high-level cutoff system?

A. Fiber optic or thermistor probe B. Automatic tank fill shutoff device C. Remote hand-held deadman control D. Bounding/grounding

5-39. What is the preferred type material in a spill containment system used at a truck fill stand?

A. Asphalt B. Concrete C. Sand bars D. Manufactured fuel absorbing booms

5-40. To avoid damage to a mobile fueling unit at the truck fill stand, to what percentage of grade are the ramps over the containment curbs configured?

A. 1% B. 2% C. 3% D. 4%

5-41. Which of the following is not considered an air transportable fueling system?

A. Helicopter Expedient Refueling System B. Tactical Airfield Fuel Dispensing System C. M970 D. Navy Advanced Base Functional Components Fueling System (ABF-H14K)

5-42. Prior to filling a refueler from a truck fill stand, a completely empty truck must have how many gallons of fuel already pumped into it at a low flow rate from another truck?

A. 1,000 B. 250 to 500 C. 500 to 1,000 D. 100 to 500

5-43. What is the minimum number of personnel required to cold refuel an aircraft by truck?

A. Five B. Four C. Three D. Two

5-44. Why should a window be open when the engine of a truck is idling?

A. To prevent carbon monoxide building up in the cab B. To allow the operator to hear refueling commands C. So the operator can reach the power take off D. So the operator can get out in case of a fire

5-45. When refueling with a truck, who is responsible for making sure the fire-fighting equipment is manned before starting the refueling operation?

A. Nozzleman B. Refuel truck driver/operator C. Coordinator D. Director

5-46. If using a mobile refueler to fuel an aircraft, the pressure fueling nozzle’s flow control handle must rotate how many degrees to ensure that the poppet valve is fully opened and locked?

A. 45 °F B. 90 °F C. 180 °F D. 360 °F

5-47. In performing a successful aircraft pre-check test, which of the following statements is not correct?

A. It simulates the completion of a refueling by closing all tank inlet shutoff valves within the aircraft B. The use of a refueling station meter cannot adequately detect fuel flow has stopped C. Fuel flow should stop within a few seconds to 1-minute of actuation D. It is confirmed by observing the jerk and stiffening that occurs in refueling hoses and/or pressure spike at the refueling station

5-48. This refueling operation maintains metal-to-metal contact between the nozzle and the aircraft’s refueling port throughout the entire evolution. What type of refueling operation is this called?

A. Cold refueling B. Over-wing (gravity) refueling C. Hot-refueling D. Pressure refueling

5-49. What NAVAIR instruction prohibits the simultaneous fueling and loading/downloading of weapons from aircraft?

A. NAVAIR 00-80T-103, Conventional Weapons Handling Procedures Manual (Ashore) B. NAVAIR 00-80R-14, Aircraft Fire Fighting and Rescue NATOPS Manual C. NAVAIR 00-80T-109, Aircraft Refueling NATOPS Manual D. NAVAIR 00-80T-105, CV NATOPS Manual

5-50. Which of the following operations shall be immediately terminated if a spill or leak of any kind or size occurs?

A. Hot refueling only B. Any refueling C. Cold refueling D. Refueling support equipment

5-51. Large spills require handling by the Spill Response Team. What size spill is/are considered a large spill?

A. More than 10 square feet B. Greater than 10 feet in any direction C. More than 50 square feet D. Both B and C above

5-52. What type of aircraft hot-refueling operation is not authorized?

A. Under-wing B. Overwing C. Multiple-source D. Piggyback

5-53. Aircraft carrying which of the following equipment can be hot refueled?

A. Aircraft with any hung ordnance B. Any aircraft pods/dispensers loaded with decoy flares C. Aircraft missiles with live warheads and motors D. Aircraft with dummy or practice ordnance

5-54. Ground aircraft to an earth ground with a resistance to ground value of _____________.

A. 10,000 ohms or more B. 10,000 ohms or less C. 15,000 ohms or more D. 15,000 ohms or less

5-55. Piggyback refueling is conducted only with properly configured vehicles and under the direct supervision of whom?

A. Fuels division LPO B. Fuels division LCPO C. Fuels management officer D. Commanding officer

5-56. What is the minimum number of people needed to perform an aircraft piggyback refueling operation?

A. Two B. Three C. Four D. Five

5-57. In using the APU as a power source when refueling an aircraft, how far should the fire extinguisher operator be positioned from the APU exhaust?

A. 5 feet B. 10 feet C. 25 feet D. 50 feet

5-58. During a defuel operation, the pump starts to lose prime or cavitate. At least how much time must pass before the supervisor authorizes a restart?

A. 1 min B. 3 min C. 5 min D. 10 min

5-59. What is the first choice in disposing non-suspect fuel defueled from an aircraft?

A. Use it to refuel aircraft from the same squadron as the defueled aircraft B. Sell it C. Issue it to aircraft scheduled for immediate sea duty D. Use it to refuel helicopters

5-60. What aircraft containing defueled turbine fuel will NOT require a FSII content test?

A. SH-60 B. Marine CH-53E C. U.S. Air Force aircraft D. U.S. Army aircraft

5-61. Who must you contact for instructions on the change of product grade in storage tanks?

A. Naval Petroleum Office B. Naval Air Systems Command C. Naval Facilities Engineering Command D. U.S. Coast Guard

5-62. Which of the following manuals and/or instructions is not used as a guide for establishing a preventive maintenance program ashore?

A. OPNAVINST 4790.4C, 3-M Maintenance Manual B. NAVFAC MO-230, Maintenance and Operation of Petroleum Fuel Facilities C. NAVAIR 00-80T-109, Aircraft Refueling NATOPS Manual D. NAVFAC P-80, Liquid Fueling and Dispensing Facilities for Navy and Marine Corps Installations

5-63. Who provides the assistance when outside resources and manpower are needed to accomplish maintenance actions at shore refueling facilities?

A. Public Works Officer B. SIMA C. FMO and the Fuels Division D. Contractors

5-64. Which of the following is not part of the inspection program ashore?

A. Before-use equipment inspections B. Routine inspections C. Semi-annual inspections D. Special inspections

5-65. Special inspections conducted by other departments at shore activities are not performed on what equipment?

A. Electrical B. Fuel spill kits C. Communication D. Fire prevention

5-66. Daily checks on aircraft fueling equipment are good for a maximum of how many hours?

A. 24 B. 12 C. 4 D. 3

5-67. During the daily inspection of a refueler, water is found when the low points are drained. What action should you take?

A. Notify the air operations officer and have all aircraft fueled with that refueler recalled B. Flush the refueler C. Re-drain the low points until a clear sample is obtained. D. Reclassify the fuel as contaminated

5-68. Fuel trucks that are more than half full are limited to a recirculation time of how many minutes?

A. 15 B. 10 C. 5 D. 3

5-69. What person is tasked with performing the weekly checklist?

A. Fuel shop personnel B. Refueler junior operators C. Serviced-aircraft‘s plane captain D. Work center supervisors

5-70. Weekly checks are performed weekly and when a piece of equipment is being returned to service after being down for more than how many hours?

A. 12 B. 24 C. 48 D. 72

5-71. What person is recommended to perform the weekly inspection on a refueler/defueler’s outside electrical wiring and vapor-tight fixtures or junction boxes with compression fittings?

A. Senior operators B. Other departmental personnel C. Transportation inspector D. Certified mechanic

5-72. Refueling equipment configured with a combination filter/separator and fuel monitors usually uses one pressure gage with a four-position selector. What position is not part of this selector?

A. ON B. OFF C. IN D. CENTER

5-73. When are engine spark checks performed?

A. Every week B. In the morning C. In the afternoon D. Monthly at night

5-74. Unless the elements were changed earlier because of a problem, how often are filter and monitor elements changed?

A. Every 6 months B. Every year C. Every 3 years D. Every 5 years

5-75. Filter and monitor elements require changing if the pressure drop across both units reaches what total psi?

A. 15 B. 20 C. 25 D. 30

End of Book Questions Chapter 6 Fuels Administration

6-1. What is the order of the chain of command for a fuels division on a CVN?

A. Maintenance Officer, Division Officer, Leading Chief Petty Officer (LCPO), Leading Petty Officer (LPO), Work Center Supervisor (WCS) B. Leading Chief Petty Officer (LCPO), Maintenance Officer, Division Officer, Leading Petty Officer (LPO) and Work Center Supervisor (WCS) C. Division Officer, Leading Chief Petty Officer (LCPO) Leading Petty Officer (LPO) and Work Center Supervisors (WCS) D. Division Officer, Maintenance Officer, Leading Chief Petty Officer (LCPO),Leading Petty Officer (LPO), and Work Center Supervisor (WCS)

6-2. What work center is responsible for the receiving and transferring of aviation fuel and catapult lube oil?

A. Damage Control work center B. Flight Deck work center C. The Below Decks work center D. Repair work center

6-3. What below decks work center is responsible for planning, scheduling, and cleaning the entire fuel system’s tanks?

A. Forward system work center B. Tank Cleaning work center C. Aft system work center D. 3M and damage control work center

6-4. When NOT at flight deck quarters, how often are aviation fuels security watch rounds made?

A. Every 2 hours B. Every 4 hours C. Every 1/2 hour D. Every 6 hours

6-5. At an ashore installation, the Av/Fuels division is a branch of what Department?

A. Line Division of Squadron assigned B. Safety Department C. Operations Department D. Supply Department

6-6. What branch of the aviation fuels division ashore does the actual fueling and defueling of aircraft?

A. Fuel Accounting B. Quality Control C. Delivery D. Transfer

6-7. What program is used to qualify officers and enlisted personnel to perform assigned duties?

A. On the job training B. PQS program C. Designation letters D. The verbal authorization from the maintenance officer

6-8. What is the purpose of the PQS program?

A. It is a written document that combines knowledge and skills required qualifying for a specific watch station, maintaining specific equipment, and allowing an individual to perform as a member of a unit. B. A written document explaining the use of equipment, and operations. C. To help you become familiar with owner manuals and warranty provisions of the equipment installed in the JP-5 system. D. Written documents that state your responsibilities when operating equipment.

6-9. How many copies of the publications affecting equipment used by a division should be maintained in a technical library?

A. A minimum of two copies shall be maintained B. At least one copy pertaining to whatever equipment used should be maintained C. At least three copies should be provided D. At least one original manual and one copy should be maintained in the technical library

6-10. There is no way you can remember every specification, instruction, rule, or requirement. What is the key for you not being overwhelmed by this required knowledge as it applies to maintaining technical manuals/publications?

A. Keep a journal of manual publication number and title B. Keep an index of your manuals C. You need to always know where to get the information D. Ask your supervisor for the direction you need

6-11. Technical/Maintenance manuals are grouped into what two major categories?

A. Equipment specification and electrical compliance documentation B. Illustrated part breakdown and operation C. Direction and application D. Operational and maintenance

6-12. What publication is used to order Navy technical manuals and forms?

A. NAVSUPFORM 500.23 B. OPNAV 4790.3 C. NAVPUBFORMCEN, Pub. 2002 D. DD Form 200

6-13. What are the three major elements in maintaining aviation fuel records and reports?

A. They must be concise, accurate, and easy to understand B. They must be accurate, up-to-date, and formatted according to established standards C. They must be clear, clean, and bright D. They must reflect the true physical inventory onboard, be legible, and be legally approved

6-14. What individuals within a fuels division should frequently inspect all logbooks maintained on the fuel system operations?

A. The appropriate petty officers, the work-center chief, and the division officer B. The Leading Chief Petty Officer C. The Division Officer only D. The WCS and chiefs

6-15. To keep an accurate account of all fuels issued to or taken from an aircraft, what document is used for this purpose?

A. DD form 200, report of survey B. Fuel report C. Sounding report D. Fuel checker cards

6-16. To report a casualty that can result in significant equipment malfunctions or degradation of a unit’s readiness, what type of report is used?

A. High priority email B. A feedback report C. A CASREP (Casualty report) D. An urgent naval message

6-17. What is the purpose for using “surveys” to assess loss, damage, or destruction of Government property?

A. To document monetary value of loss B. It is to determine the reasons behind the event, who might be responsible, and the actual loss (monetary) to the Government C. To account for lost items D. To report to SOIC value of lost or damaged items and replacement costs

6-18. What is the purpose for conducting a preliminary investigation?

A. The investigation is conducted to determine if there is evidence of negligence, willful misconduct, or deliberate unauthorized use B. To see who is at fault C. To legally account for actions contributing to damaged items D. To document loss or damaged items and their value

6-19. What program is used to manage tools used in the V-4 Division?

A. Quality Assurance program B. Technical publications program C. Planned maintenance system D. Tool Control Program

6-20. How often should you inventory tools according to the Tool Control Program?

A. Daily, weekly, and monthly B. Before leaving for the day C. Before and after each use of these tools, issued as a group of tools in tool boxes or pouches D. After each use and prior to lunch

6-21. What will happen if you use the wrong tool to perform maintenance or repairs?

A. You may be injured B. You may damage the equipment you’re working on or damage the tool itself C. Nothing, as long as you use minimal force D. You may damage the tool but the equipment should be all right

6-22. When using power tools, what is the most important aspect?

A. Safety is paramount. B. Use the correct tool for the area you are working C. More is better D. Don’t waste time; get the job done whatever it takes

6-23. What should the operator be familiar with when using power tools?

A. The operator has been checked out on their use and proper operation by a competent authority B. Use of extension cords C. The speed of the tool D. Use of 3-prong adapters

6-24. What type of protective equipment is mandatory for Navy personnel when operating pneumatic tools?

A. Wearing long sleeves B. Wearing eye protective equipment C. Wearing hearing protection D. Use of non-sparking tools around fuel

6-25. What is the important requirement in regards to the hoses used to supply air to pneumatic tools?

A. The color of the hose must be in standards for piping system B. The hose must be long enough to reach the farthest point in the compartment C. The air hoses must be suitable to withstand the pressure required for the tool D. The hose shall remain on the deck at all times

6-26. When using electric portable tools, how do you know the proper voltage to use with that tool?

A. Review the tag on the extension cord B. Have an electrician check the power supply C. Check with the manufacturer before using the tool D. The proper voltage for the tool is found on the nameplate permanently attached

6-27. What requirement must be applied to all types of electrical tools used in the Navy?

A. The tools are required to have a proper ground capability B. The tools must be two prongs vice three C. The tool must have a voltage regulator built into it for power surges D. The tool must be in decent working order

6-28. How should you verify the accuracy of a precision tool?

A. Check the cal-lab for last induction date B. By checking its calibration sticker C. Contact manufacturer for calibration of item D. No need to verify calibration, use it as is

6-29. Who is authorized to calibrate a precision instrument?

A. Work Center Supervisor B. Maintenance Officer C. An authorized calibration facility D. Engineering department petty officer

6-30. What is provided to link engineers who design particular equipment and the people who will build, maintain, and repair it?

A. A design drawing B. A photograph C. A GPS location and dimensions D. A blueprint

6-31. What block of a blueprint contains the drawing number, the name of the part or assembly that the blueprint represents, and all information required to identify that part or assembly?

A. The title Block B. The legend block C. The plain view D. The 3D view

6-32. What type of information is contained in the revision block of a blueprint?

A. Description of the item B. A revision to the blueprint and a brief description C. The drawer’s name D. The company logo

6-33. What type of blueprint shows the position, location, and points out the various parts of a ship?

A. Assembly view B. Arial view C. Planned view D. 3D view

6-34. What type of blueprint shows you the various parts of a mechanism, how the parts fit together, and their relation to each other?

A. Drawing B. Schematic C. Subassembly prints D. Assembly prints

6-35. What are some examples of sub-assembly blueprints?

A. Design and location of Railroads B. Length of paved roads C. Height and width of buildings D. Individual mechanisms such as motors and pumps or parts of a unit detailing how it relates to the whole assembly

6-36. What are detail blueprints?

A. General description of component B. Displays list of utilities and location C. They contain a complete and exact description of a part’s exact size, type of material, finishes for each part, tolerance, and so forth D. Displays components location in system

6-37. The Aviation Fuels Operating Sequencing System (AFOSS) is an example of what kind of diagram schematic?

A. An electrical system diagram B. A piping system schematic diagram C. A detailed blueprint on piping D. A listing of components and their locations

6-38. The JP-5 control console is an example of what type of schematic diagram?

A. An electrical system schematic diagram B. A piping schematic C. A detailed list of valves D. A title block

6-39. What PMS schedule displays the planned maintenance assignments in your work center for the week?

A. The 13 week Accountability Log B. The weekly schedule C. The RAR report D. The Quarterly schedule

6-40. How are matters relating to PMS communicated to the NAVSEACEN and/or the TYCOM?

A. By naval message B. By using the PMS FBR (Feedback Report, OPNAV 4790/7B) Form C. By phone conversation D. By use of email

6-41. When do you submit an urgent feedback report (FBR)?

A. When submitting a change to MRC B. When a blueprint of system design needs revised C. If situation constitutes safety to personnel, the potential or actual damage to equipment and it relates to the technical requirements of PMS D. When PMS cannot be performed due to lack of tools

6-42. What OPNAV instruction should be consulted for complete information on the Planned Maintenance System (PMS)?

A. NAVSEAINST 4790.8 B. COMNAVAIRFOR 3120.20 C. OPNAV 5100.19E D. OPNAVINST 4790.4, Ship’s 3-M Manual.

6-43. How many people are required to hang a red tag for tag-out purposes on equipment for PMS?

A. 4 B. 1 C. 3 D. 2

6-44. Why is the Quality Assurance (QA) Program important to the ABF?

A. Because the ABF deals with fueling aircraft. B. The ABF is involved in reading blueprints and schematics. C. JP-5 piping, valves, tanks, pumps, filters, and most of the equipment related to the JP-5 system are included under the QA Program coverage. D. The ABF must be familiar with equipment tech manuals and equipment operations.

6-45. What two elements of the quality control program is an integral part of the maintenance process?

A. Mechanical and electrical knowledge B. Training and qualification C. Operations and maintenance D. Knowledge and judgment

6-46. What manual provides the guidance to establish an effective and viable QA Program?

A. The Joint Fleet Maintenance Manual, CINCLANTFLT/CINCPACFLTINST 4790.3 B. The OPNAVINST 4790.4 C. The Ships’ 3M Manual D. The OPNAVINST 5100.23

6-47. What are the major concerns and the possible effects that corrosion has on metal?

A. It adds to adhesion of paint on metal B. It increases costs of repairing equipment C. It reduces operational time of systems D. Corrosion reduces the strength and changes the mechanical characteristics in metals used in the construction of equipment

6-48. What are the three general types of corrosion?

A. Subsurface, General, Surface B. Rust, abrasion, scratch C. Surface, Galvanic, Intergranular D. Pore, Granular, Surface

6-49. What is the most familiar type of surface corrosion?

A. Moisture on metals B. Iron rust on metals C. Pitting on aluminum D. Rust on stainless steel

6-50. What is the most common cause of surface corrosion?

A. Moisture in the air B. Water lying on metal C. Metal exposed to heat and cold D. Metal exposed to sunlight

6-51. To effectively remove oil, grease, dirt, and other foreign deposits, what type of cleaning agents should you use?

A. Gasoline, abrasive chemicals, scrub brushes B. Soaps, solvents, emulsion compounds, and chemicals C. Green type D. Biodegradable soaps and cleaners

6-52. What is the most important single factor in securing good paint performance?

A. Proper paint brushes B. Mixing the paint colors and adding thinner C. Proper surface preparation D. Cleaning the surface with chemicals

6-53. What OPNAV instruction provides a general reference for mandatory and advisory safety precautions for forces afloat?

A. NAVSEAINST 3450.9 B. CFR 49 C. OPNAVINST 5100.23 D. OPNAVINST 5100.19; Navy Safety Precautions for Forces Afloat.

6-54. What must you do when an unsafe condition exists or an unusual condition develops into a safety hazard?

A. Make a mental note and inform your subordinates B. Do nothing C. Wait and see if someone else reports it D. It must be reported immediately

6-55. Any accident, injury, or evidence of impaired health occurring during the course of your work should be reported to which individual?

A. The Safety Officer directly B. Your department head via the LCPO C. Your immediate supervisor D. The Commanding Officer directly