TM  1-1520-240-10            2-15-1 SECTION  XV.  SERVICING, PARKING, AND MOORING 2-15-1.  General. This section contains instructions on servicing, parking, and mooring the helicopter. These instructions include only those tasks which a flight crew may be expected to perform when away from a military maintenance support activity. Diagrams and tables are provided depicting ser- vicing points, materials and walkways. 2-15-2.  Servicing. Safe walkway areas, no step areas, and no hand holds are depicted in Figure 2-15-1. Servicing points are de- picted in Figure 2-15-2. Table 2-15-1 lists the approved materials, specifications and capabilities. Table 2-15-2 lists commercial equivalents for oils. 2-15-3.  Fuel Types. The following describe the various types of fuel. a. Army Standard Fuels.  JP-8 is the Army-desig- nated primary fuels adopted for worldwide use. b. Alternate Fuels.  These are JP-4 and equivalent commercial fuels which can be used continuously with- out power reduction when Army standard fuel is not avai- lable. Power setting adjustments and increased mainte- nance may be required when an alternate fuel is used. c. Emergency  Fuels.  100LL  (Low  Lead)  AVGAS (aviation gasoline) is authorized for use as an emergency fuel with operation not to exceed 6 hours cumulative time. 2-15-4.  Use of Fuel. Consult TB 55-9150-200-24 for use of fuel and substitute data as applicable for turbine engine aircraft (Refer to tables 2-15-2, 2-15-3 and 2-15-4.) a. There is no special limitation on the use of Army standard  or  alternate  fuel.  Certain  limitations  are  im- posed when emergency fuels are used. For record pur- poses, fuel mixtures shall be identified as to the major component of the mixture. b. The use of JP8+100 additive is not authorized for use. However in the event of an inadvertent JP8+100 refueling (ground or aviation), the following procedures will apply; (1) Document   the   incident   and   quantity   of JP8+100 received on the aircraft DA Form 2408-13-1. Register the incident with the USAPC so systemic prob- lems can be identifed and rectified. Contact USAPC at DSN: 977-8580. (2) The aircraft will be allowed to operate with this additive without restriction and will be considered “+100” free after (3) refuelings with a full usuable fuel load of JP8. (3) If circumstances dictate an aircraft defuel- ing, transfer the JP8+100 to another aircraft. If this is not possible, the JP8+100 must be treated as a hazardous waste material and disposed of accordingly. (4) For ground equipment, defuel the JP8+100 and treat as hazardous waste. After defueling, consume one tank full of JP8, then immediately replace filter/coa- lescer elements. c. The use of kerosene fuels (JP-5 or JP-8 type) in turbine engines dictates a need for special precautions. Ground starts and air restarts at low temperature maybe more difficult due to low vapor pressure. d. When changing from one type of authorized fuel to another - for example, JP-4 to JP-5 or JP-8 – it is not necessary to drain the aircraft fuel system before adding the new fuel. e. Fuels having the same NATO code number are interchangeable. Jet fuels conforming to ASTM-3-1655 specification    may    be    used    when    MIL-T-5624    or MIL-T-83133 fuels are not available. This usually occurs during cross-country flights where aircraft using NATO F-44 (JP-5) are refueled with NATO F-40 (JP-4) or Com- mercial ASTM Type B fuels. When this occurs, engine operating characteristics may change in that lower oper- ating  temperature,  slower  acceleration,  lower  engine speed, easier starting, and shorter range may be exper- ienced. The reverse is true when changing from F-40 (JP-4) fuel to F-44 (JP-5) or Commercial ASTM Type A-1 fuels. WARNING To  prevent  fuel  from  spilling  from  the tanks, caution should be used when open- ing fuel caps after pressure refueling or when aircraft has been sitting in the sun. 2-15-5.  Fuel Tanks Servicing. The CH-47D helicopter has six fuel tanks, three tanks on each side. The tanks can be serviced through the single– point pressure refueling system or through filler ports in each tank. The single-point method of servicing is prefer- red. Using this method, all tanks can be filled, partially filled, or selectively filled in less than 4 minutes. Refer to table 2-15-1 for individual tank capacities.