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silence during fuelling.
·  Avoid fuelling during electrical
storms, and don't use bulbs or
flash equipment in the fuelling
zone. Non-essential engines
should not be run, but if any
Operational Procedures 95
already doing so are stopped,
they should not be restarted
until fuel has ceased flowing,
with no risk of igniting vapours.
·  Brakes or chocks should be
applied, but some places require
brakes off when near fixed
installations.
·  Take out rescue and survival
equipment so if the thing blows
up you have something to hand.
Most important is daily checking,
before flying. Spilt fuel should be
neutralised - move the aircraft or
wait for it to evaporate before
starting engines again.
Fuel can burn you. High vapour
concentrations will irritate the eyes,
nose, throat and lungs and may
cause anasthaesia, headaches,
dizziness and other central nervous
system problems. Ingestion (like
when siphoning) may cause
bronchopneumonia or similar
nasties, including leukemia and death.
If you get it on your clothes, ground
yourself before removing any and
rinse them in clean water. Fuel spills
on the ground must be covered with
dirt as quickly as possible.
Otherwise, everyone not involved
should keep clear—at least 50m
away, but for exceptions see later.
Fuel density changes with
temperature -on a hot day, you won't
get as much in, and will get less
endurance. So, the colder the
temperature, the heavier the fuel. In
general, you can take avgas as
weighing 6 lbs per US gal, Jet A at
6.8 lbs and Jet B at 6.5.
At Base
Confirm with Ops that the fuel
ordered is enough, and during the
pre-flight, confirm that:
·  The correct grade of fuel is used
– 80/87 Avgas is red, 100/130
is green and 100LL is blue.
·  Fuel drains are checked for
water, left properly closed
·  A visual check of tank contents,
or a dipstick check, reveals the
correct amount of fuel on board
within reason.
·  Fuel caps are secured
·  Fuel gauges indicate the
required levels, and
·  Details are correctly entered in
the Journey Log and a gross
error check carried out
A turbo-prop may not be refuelled
or defuelled with an engine running,
but, if done in exceptional
circumstances, the prop brake must
be on and the precautions above
observed. Hot refuelling (as it’s
called) a helicopter from drums is
particularly not a good idea, but if
you ever do, the drum can “oilcan”
suddenly and throw anything on top
of it into the rotors, so don’t leave
spanners, etc. lying around.
En Route
A flight crew member should
normally be present, and as well as
confirming the requirements above
are met, should ensure that:
·  care is taken to advise the
refuellers of the type, grade and
fuel quantity, especially units of
measurement.
96 Operational Flying
·  The bowser (or whatever) is
earthed to the aircraft before the
hose is extended, and remains
so until refuelling is complete.
·  Smoking is not permitted within
15 m.
·  The correct quantity of antifreeze
is added.
·  The bowser readings at the start
and finish reflect the uplift as on
the aircraft gauges, and a gross
error check is carried out;
particularly important in some
countries, where they try and
swindle you.
With wide cut fuels, electrics should
be switched off before refuelling
starts, and remain off until it finishes
and hoses have been removed.
Passengers on Board
Not normally, especially with
engines running, but in certain
circumstances (i.e. casevac, bad
weather, no transport, or on an oil
rig) it may be permitted, if:
·  Passengers are warned that they
must not produce ignition of
any substance by any means
(including electrical switches).
They must also remain seated,
with belts/harnesses
unfastened.
·  "Fasten Seat Belt" signs are off,
and NO SMOKING signs on,
with sufficient interior lighting
to identify emergency exits.
·  A responsible person is at each
main door which should be
open and unobstructed.
·  Fuellers are notified if vapour is
detected in the cabin.
·  Ground activities do not create
　
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