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AASSEP-02
Aircraft designers and manufacturers who build the pressure refuelling connection and defuelling provision NATO nations share for cross-servicing
AASSEP-02 sets the pressure refuelling connection and defuelling characteristics NATO aircraft share for cross-servicing, applied under STANAG 3105 and specified against ISO 45.
AASSEP-02 is the NATO Allied Technical Publication that standardizes the pressure refuelling connection fitted to an aircraft and the arrangements for defuelling it, so that one nation's ground crew can service another nation's aircraft using a connection everyone recognises. STANAG 3105 is the agreement that gives it force: a nation ratifies that STANAG, and AASSEP-02 is the technical text nations then apply. It covers the aircraft's pressure refuelling connection, an alternative refuelling capability for back-up, the adaptor's location relative to other servicing work, and how an aircraft is defuelled selectively, including in a wheels-up landing.
AASSEP-02 binds through STANAG 3105 rather than by existing on its own: a nation implements that STANAG domestically, and for a supplier the obligation typically arrives as a national specification or a contract for an aircraft type, or for work on its fuel system, that names AASSEP-02. The document is a short, focused technical text: an aim clause and two requirement clauses, with no annexes and no recorded reservations.
Clause 2.1 sets the aircraft's pressure refuelling connection against the dimensions in ISO 45 and a minimum fuel acceptance rate, and requires every aircraft to carry an alternative refuelling capability in each main tank as a back-up if the pressure adaptor is damaged. Where an aircraft needs several servicing functions carried out while it refuels, the adaptor has to sit where those operations can happen at the same time and, as a design objective, without needing ground support elevating equipment just to connect the refuelling nozzle. Refuelling controls and quantity gauges sit next to the adaptor, and where an aircraft can be refuelled with an engine running, the adaptor and its controls are positioned to keep refuelling and maintenance personnel out of hazard.
Clause 2.2 requires a way to defuel each aircraft tank selectively, normally through the refuelling connection itself or, where that is not possible, by suction through an accessible aperture. Where practicable, the same routes handle a wheels-up landing, and the normal refuelling safety precautions carry over to defuelling at its highest rate. The design has to keep the ability to defuel each tank even with a single failure in the aircraft's fuel system, and to avoid negative pressures that could collapse a flexible tank. None of the dimensions, rates or pressures themselves are reproduced here; they are what a designer buys the document for.
AASSEP-02 names no certification or assessment scheme, and no accredited body, notified body or self-declaration mechanism appears anywhere in the text. It is a technical characteristics document: conformity in practice is whatever the organisation accepting the aircraft design checks the connection and defuelling provision against, and, in service, whether a cross-servicing connection to another nation's aircraft actually succeeds.
Promulgation that gives AASSEP-02 its force.
list, covering electrical connections for static grounding of aircraft and ground support equipment.
for pressure fuelling and defuelling of aircraft.
safety connection procedures for aviation fuel handling and loading/unloading operations.
specified against; outside our catalogue.
AASSEP-02 is an operational and technical standard, and the work it describes happens in aircraft design and on the aircraft itself, not in software: specifying a refuelling connection to ISO 45's dimensions, building in the back-up refuelling capability and adaptor location it requires, and proving the defuelling provisions work as intended. ComplyTrain's part is the documentation and evidence trail around that work: the design record showing the connection and adaptor location were checked against AASSEP-02 and ISO 45, the record of which contract or tender invoked the standard, and the procedure that ties a given aircraft type's servicing arrangements to the STANAGs it also has to meet.
What ComplyTrain does not do: it does not design the connection, test its dimensions against ISO 45, or make or verify a physical refuelling or defuelling connection - that stays with the aircraft designer, the manufacturer and the ground crew. Which of this a given programme has to meet is set by the contract and the customer's quality clause, not by this page; the standards explorer shows what else sits alongside AASSEP-02 and STANAG 3105, and we are glad to talk through what a specific tasking or contract is asking for.
Tell us how you need to work with AASSEP-02 and what you need from it. We will come back to you about what ComplyTrain can do.
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It binds through STANAG 3105, the NATO agreement that covers it. A nation implements that STANAG domestically, and for an organisation the obligation typically arrives as a national specification or a contract clause naming AASSEP-02 for a given aircraft type.
STANAG 3105 is the NATO agreement that gives AASSEP-02 its force; AASSEP-02 is the technical publication that sets the actual pressure refuelling connection and defuelling characteristics nations apply under that agreement.
No. AASSEP-02 names no certification or assessment scheme. Conformity is whatever the organisation accepting the aircraft design checks the connection and defuelling provision against, and, in service, whether a cross-servicing connection to another nation's aircraft actually succeeds.
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