I Bought An Abandoned Fuel Truck For Our New Airport!!!

Is it normal for Jet Fuel trucks to have an exhaust out the hood? Asking for my friend....

Been driving fuel trucks like those for 13 years! What you’ll want to do is get a bulk tank on site so you can order in 8k at a time. Then your smaller trucks will pull off that tank and never leave the property so you won’t need all the crazy DOT stuff for them and a licensed driver. There is a lot to go into permits to haul on the road plus where you buy your fuel. Let someone else pay for that and just get your own storage tank.

Fuels guy here. Drove them for years in the air force. Worked on them and lots of other stuff. First off, the black button above the reel is the hose reel rewind. When you unroll the hose that will reel in the hose if the motor is working. It’s air driven. Two. The large red handle with the cable connected. That needs to be “in” towards the truck before you try and engage the PTO. Usually to engage the PTO on these trucks. You set the parking brake. Put the gear shifter in drive. Then engage the PTO. Then switch it back to Neutral. Once you do that, then you pull that large red handle inside the cam box under the meter. At this point you’ll hear the pump engage

19:37 Brother I used to work on the tank and pump part of the truck. Those letters and numbers on the front right side of your tank tells me the last inspection was done in 1991 one needs to be done every year. Look for a company that can get you certified and get everything working right. Look up HM 183 or Cargo Tank inspection company for External Visual Inspection, Internal Visual, Leakage Test, Pressure Testing, Thickness Testing, EPA 27. They’ll get everything working right.

I use to run those trucks at the Aircenter when I first got out the navy.. the avgas trucks always been a runner. The comments are correct. The handle by the fuel meter should be in and the truck in drive when you engage the PTO. When you shift to neutral after the PTO light should come on and you’ll hear the pump spin. The JET A truck had new brakes and then was only ran for 6 months before it was retired. Always had carb issues. I believe the meter and pump on the Jet A truck had been rebuilt within a year of it being retired. We also always had PRIST additive in the JET A because the old owner flew leers and it was a necessity.

pretty soon ol' Cleet will be operating an entire city with complete infrastructure and economy. Freedom City

Brother, ATA103, NFPA 407, NFPA 30, NFPA 30A, NFPA 70, and NPDES are the national codes that you're gonna need to follow to make sure you have an okay fuel delivery system with the refuelers you got. There is a lot of record keeping and reporting to do to make sure you stay on the proper side of liability, because if there is a fuel problem a plane can't just pull over. Please get some help by people who have experience in this world, they'd be happy to help. This is what i get paid to do and I've seen it go sideways in the worst ways, so please make sure whoever is running the fuel operation has the right tools. Love the videos, keep up the great work. EDIT: Also check out FAR139.3201, FAA A/C 150/5230-4C, & FAA 14 CFR 139.321. This is not a comprehensive list, just what I was able to remember off the top of my head.

I build and work on these in Columbus Ohio at CH Bradshaw. I also do the annual and 5 year DOT inspections on these. You have to make sure the system has no leaky gaskets and your vents properly work....if not you could collapse a head on the tank and it's a pain to get back out. Fly me out and I got you no charge on anything. Opportunity to just be around the crew would be payment enough for me

Rule of thumb, when opening the top hatch of those tanks, stand on the side of the handle before pulling the handle all the way up. Once you release the pressure from the tank then pull it open. It may not seem like it but those tanks can build the enough pressure to seriously hurt you if you just pop it open.

The first lever you tried is for the emergency valve in the belly of the main tank. Looks like it has a veeder root register and differential pressure filter setup. You have to use the clutch to get the pto in gear. I build these for a living. Any parts you need let me know, I have most everything you need in stock. Emergency shut off lever closes that belly valve.

Cleet...On a automatic transmission with Muncie or Chelsea manual cable shift cable you have to be in "Drive" pull the PTO cable to engage the PTO and then back up to Neutral. You'll strip (round off) your engage gears if not done in that order.

Coming from someone who does work on big engines like that, you guys should take on the challenge. They’re not to terrible. Everything is just massive compared to your 7.3 brother

I've worked on tankers for 14 years if you have any questions let me know. I'm in Arizona but for parts I'm sure there is a polar service center in Florida. Not opposed to FaceTime to walk through valves and quarter turn valves internals the meter and register

Brother, I'm a Fuels Engineer in Aus. That JET A truck is worth plenty, you got a solid deal. All ill say is that maintaining fuel quality is a big task. Each day you need to be doing bottom water drains to avoid microbiologial contamination (MBC). The stainless gear pump and bulk fuel meters just need a service / calibration. Coalescer filters need replacing and the E-Stop circuits need an overhaul. Worth adding a rock solid spark arrestor in the exhaust. $10k to get into serviceable condition. The Avcat truck, looks like its painted stainless... if not always keep it full to minimise rust. Happy to discuss and bounce any ideas off.

Cleet -"Oh hey aftermarket distributor!" Zach "don't touch that!" 😂😂😂

Hey brother. Fuel trucks are my jam. I inspect and repair them for a living. I’m up in Canada but there are many parallels. You did not in fact get a good deal. You tanks will require a fair bit of work. Look on the passenger side front head. There are inspection decals. V(visual), K(leakage), I(internal), P(pressure). The visual and leakage tests are required yearly and the internal and pressure are every 5 years. The seized up lever operator is your internal valve operator. It is a BETTS mechanical operator, single compartment. Then you have the little paddle lever on the front of the tank. That is your emergency shut off for the internal. The little black button you were pressing should be the hose reel switch. Your tanks will need inspection regardless of whether of not they ever see the highway. A company is not legally allowed to fill a tank that is out of date. Cheers brother.

We need a "How bout NOW!" Shirt! Make it happen Cleet!

This is the last video I get to watch before I leave for Navy Basic Training tomorrow, I’m looking forward to the 10 weeks of content waiting for me when I get back!🤙🏼

USAF fuels here, the rag wrapped around the hose reel is likely to catch the leaky coupling. That style uses wax rings to get a seal. There should be zerk fittings to fill with grease to hold the wax in place. The red L shaped thing is a manual rewind handle thats missing the hand piece. Upvotes for the onsite bulk tank and replacement of the filter. There are so many little things that will need looked over. You might try looking up a daily inspection checklist for a C-300 and an R-11. They both have some similaritys to your trucks

The lever is your belly valve which opens the tank to the pump, the button you were pressing was likely your hose reel. To engage the pto try putting in in drive, pull the cable, then go back to neutral to engage. I run propane delivery trucks and there are a lot of similarities. The older trucks like that don’t have the electronic pto engagement, it’s all manual.