AEF Fuels Guide

2 AEF Fuels Management Pocket Guide

Lots of organizations have catchy mottoes.L ikewise, many have catchy v is ionstatements. We do, too. But there’s a bigdifference—we deliver on what we promise.Generating Today’s Solutions, ShapingTomorrow’s Logistics aren’t just words to us;they’re our organizational culture. We use abroad range of functional, analytical, andscientific expertise to produce innovativesolutions to problems and design new orimproved concepts, methods, systems, orpolicies that improve peacetime readinessand build war-winning logistics capabilities.Our key strength is our people. They’re allprofessionals from logistics functions,operational analysis sections, and computerprogramming shops. Virtually all of themhave advanced degrees. But more important,virtually all of them have recent fieldexperience. They’ve been there and donethat. They have the kind of experience thatlets us blend innovation and new technologywith real-world common sense and moxie. It’salso the kind of training and experience youwon’t find with our competitors. Our specialblend of problem-solving capabilities isavailable to every logistician in the Air Force.Let us put our team of experts to work for you.

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ForewordThis guide is designed to assist fuels personnel inunderstanding fuels issues as they relate toaerospace expeditionary force (AEF) andcontingency fuels operations at bare bases. AsAEFs and operations at bare bases continue toevolve, implementation and execution also willchange. This book should be used as a referenceonly—Department of Defense (DoD) and Air Forcedirectives will take precedence always.

Special thanks to the major commands and AirStaff fuels staff for providing valuable inputs to thispocket guide and CENTAF fuels staff and theFuels Technical Training School for submissionof photographs.

All questions concerning this guide should bedirected to:

Air Force Logistics Management Agency501 Ward Street

Maxwell AFB, Gunter Annex, Alabama36114-3236DSN: 596-1469

Commercial [email protected]

May 2007

Third Edition


AuthorMaster Sergeant Brian L. Brannan

Original AuthorsMaster Sergeant Robert McGonagleSenior Master Sergeant Larry RansburghCaptain Andrew HuntMajor Brian TriggSenior Master Sergeant Daniel J. Fenton

EditorsJames C. Rainey, Editor-in-Chief, Air Force

Journal of LogisticsCindy Young, Editor, Air Force Journal of

LogisticsMajor Kirk A. Patterson, Chief, Wargames

Division, Air Force Logistics Management Agency

Graphics and LayoutJames C. Rainey

Cindy YoungMaster Sergeant Brian L. Brannan


Table of ContentsIn the Beginning ............................................. 8Fuels Planning ............................................... 11What’s Required ............................................ 16What’s Available ........................................... 18

MAJCOM................................................. 18Logistics Plans ......................................... 18Automated Air Facilities Information Files ....................................................... 18The Defense Logistics Agency Defense Energy Support Center .......................... 19

Fuel Grades Available ................................... 21Aviation Fuel ........................................... 21Ground Fuels ........................................... 22Cryogenics ............................................... 23

Resupply ....................................................... 25Ocean Tanker ........................................... 26Aerial Bulk Fuel Delivery System ........... 27Tanker Aircraft ......................................... 28

Fuel Storage ................................................. 29Computing Requirements ....................... 30Defense Energy Support Center .............. 30Direct Delivery Fuels CBU ...................... 31The Bulk Fuels CBU ............................... 32Facilities and Distribution Unit ............... 33

Personnel and Equipment Requirements ...... 35Civil Engineers ........................................ 35

Prepositioned Equipment .............................. 37R-14 ATHRS ............................................ 37R-22 Trailer-Mounted Transfer Pump ..... 38FFU-15E Skid-Mounted Filter Separator ................................................ 39SCAT Tanks ............................................. 40PMU-27 .................................................... 41ABFDS ..................................................... 41


FARP ........................................................ 42Refueling Units ........................................ 43Hose Carts ................................................ 46GRU-17E Aircraft Fuel-Servicing Unit ... 47Cryogenics Tanks .................................... 48Fuel Bladders ........................................... 48Fuel Blivets .............................................. 50

Managing Risk .............................................. 52Fuel Additives ............................................... 54

Blending .................................................. 54JP8+100 ................................................... 56FSII ........................................................... 57Static Dissipator Additive ....................... 57

Fuels Chemical Warfare Contingency Operations .................................................... 58

Preattack Operations ................................ 58Fuel Bladders ........................................... 60Postattack Operations .............................. 61Identifying and Marking ......................... 62Vehicle Contamination ........................... 63Vehicle and Asset Decontamination ....... 63

Wet-Wing Operations .................................... 65Helpful Fuels Terms ...................................... 66Fuels Airfield Site Survey ............................. 78

Bulk Storage ............................................ 78Hydrant Systems ...................................... 79Refueling Equipment .............................. 80POL Laboratory ....................................... 80Fuels Personnel ........................................ 81

Unit Type Codes ........................................... 82Personnel Unit Type Codes ..................... 82Equipment Unit Type Codes ................... 82

References and Supporting Information ....... 84The Unsung Heros of the Flight Line ............ 85


In the BeginningWhen we think of war, many times, we envisionlarge armies moving across the field, inspired by aclash of political ideologies. The intriguing twistsand intricate strategy and battlefield tactics holdour attention above all other aspects of war. Yet,the bulk of a commander’s considerations involvethe logistical limitations that drive changes instrategy and tactics in order to keep forces supplied


and moving. The provision of supplies always hasbeen essential for military operations. Even in theearliest days of war, transportation of supplies andmateriel relied on some form of pack animal,principally horses, for resupply. The horse’s needfor fodder (fuel) dictated to the commander theterrain and season of year through which he couldcampaign. However, fodder for horses proved tobe a difficult challenge in sustaining forces. A


premechanized army could contain as many as40,000 animals, requiring 800 acres of fodder perday. Horses were imperative in a campaign, yet theirsubsistence greatly strained an army’s resources.The need to keep moving in search of foddertended to cause an army to move too fast. AfterWorld War I, new modes of warfare made the useof pack animals obsolete, and technologymanifested in aircraft and mechanized vehiclescreated a requirement for a new type of fodder:petroleum, oil, and lubricants (POL). Commandersstill had to consider logistics; however, POLdominated their strategy and tactics. Further, POLproducts accounted for the majority of suppliesshipped into a theater during the war. Regardlessof its modern connotation, POL’s intrinsicequivalent throughout history has been fodder.Since World War II, POL has become increasinglyimportant in keeping armed forces going in thefield. The last 50 years of technological advancesonly have optimized modes of transportation, notlessened the impact of fuel on strategy, tactics, andoperations. While technological advances mayreduce lift requirements in the amount of supportequipment or munitions required for operations, asimilar advance seems unlikely for fuel. Arguably,fuel will remain the dominant logistics factor thatlimits strategic and tactical planning, as well asactual operations for the foreseeable future.


Fuels PlanningThe criticality and importance of fuels planningand support cannot be overemphasized. Thesuccess of any campaign hinges on a well-constructed and carefully thought-out plan. Therole of fuels logistics in an AEF is no different. Ifwe are well-prepared going into a contingency, itis less likely that we will experience problemsduring operations. Today’s war-planning tacticshave evolved considerably from those of the past.However, the ult imate objective remainsunchanged: successfully accomplishing themission. As with all logistics functions, planningfor fuels support must be calculated carefully andplanned deliberately. A typical fuels-planningcycle has four phases:

• Preplanning phase: determine requirements anddraft initial support proposal.

Planning Results


• Site survey phase: verify the feasibility tosupport the proposal.

• Actual plan execution.• After-action planning: analyze operation for

lessons learned.

Many tasks go into planning a contingencyoperation, and fuel is one item that must not beunderestimated. Fuels management personnel

DF-2 DFM MGX* Density (lb/gal) 6.9 7.0 6.2 Flash Point °F 125 140 -30 Freeze Point °F 34 30 -75 API Gravity 33-42 - 47-71

NATO Symbol F-54 F-76 F-46/49/50

* Represents all grades of gasoline (unleaded or premium)

MDS Burn Rate (GPH)

Average Load (gal)

A-10 615 1,644 B-1B 3,544 30,842 B-2 2,687 25,373 B-52H 3,266 46,630 C-5 3,500 53,083 C-17 2,260 27,042 C-130 800 6,662 F-15 1,580 2,400 F-16 800 1,072 F-117 923 1,158 KC-10 2,650 52,000 KC-135 2,070 31,200 U-2 290 2,775

Diesel and Gasoline Planning Information

Sample Aircraft Burn Rates


R-14 Filling an R-9

JP-8/ JET A-1

JP-5 JET B TS-1

Density (lb/gal) 6.7 6.8 6.4 6.7

Flash Point ˚F 100 140 -20 82

Freeze Point ˚F -53 -51 -58 -76

API Gravity 37-51 36-48 45-57 50.3

Max NATO Symbol F-34 F-44 F-18

Aviation Fuel Planning Information

generally are trained in all aspects of fuelsoperations. Those involved in exercise orcontingency planning also should have a workingknowledge of tactical and mobile fuel systems.Fuels planning should focus on providingstandardized refueling support in a nonstandard


environment, while understanding that someaspects of the job will require work outside thenormal chain of operations. Many times, a short-notice deployment will require the senior fuelsperson to arrange fuel support with host-nationmilitary or civilian authorities to meet operationalneeds. This makes it essential that a fuels plannerbe involved in all aspects of contingency planning.

A common oversight to planning a deploymentis the placement of the fuels personnel in thelater chocks. Remember, aircraft without fuelssupport are just static displays! Ensure thefuels personnel are on the earliest chock.

Under the warm, fixed-base concept of an AEF,much of the infrastructure should be in place andthe planning completed. As such, many of thecapabilities will be known and have been takeninto account. However, mission configurationchanges of AEFs and air expeditionary wings willalter fuel and equipment requirements. In somecases, changes in host-nation agreements orchanges in suppliers will alter the ability to providefuel support significantly.

The support for any operation with limited orno fuels infrastructure in place will necessitateusing the Fuels Maintenance Support Equipment(FMSE) force modules to establish a wartime fuelscapability. There are three FMSE force modulesthat are incrementally sized to open, establish, andoperate the base. A complete AEF FMSE capabilitycan issue 1 million gallons per day. The newestgeneration of FMSE, referred to as fuels operationalreadiness capability equipment (FORCE), has athroughput rate of 900 gallons per minute and will


provide 400,000 gallons per day. The new FORCEis modular and scalable to fit mission needs ofspecific beddown locations.


What’s RequiredOnce the deployment location has been identified,the next step is to determine how much fuel willbe required and what capability for fuel supportexists at the deployment location. Normally, flyingrequirements are stated in numbers of sorties flowneach day or as a sortie rate. For deploymentplanning, combatant command (COCOM) fuelsplanners will use the FMSE/FORCE calculator todetermine the type and amount of FMSE or FORCEequipment needed to support the deploymentflying operation. The new FMSE/FORCEcalculator automatically will determine the amountof bladders, refueling vehicles, and hydrantfacilities needed to support operational flying, aswell as the strategic and theater airlift that willrotate in and out of the deployed site. In the eventthe COCOM’s air component major command(MAJCOM) fuels planner does not have access tothe FMSE/FORCE calculator or you are requiredto perform a site survey with no preplanning data,

Setting Up to Support the Warfighter


use the manual method to determine your fuelsupport requirements. To calculate the number ofsorties manually in a single day, multiply thenumber of aircraft available times the sortie rate.Add the number of sorties to be flown each day tothe fuel onload quantity. Occasionally, plannerswill provide the fuel onload per aircraft. If this isthe case, the daily fuels requirement can becomputed by multiplying the number of sortiestimes the onload per sortie. If operations plannersprovide only the planned average duration of asortie, then a reasonably accurate onloadrequirement forecast is obtained by using averageconsumption rates, multiplied by the sortieduration in hours. Limitations in capabilities at thedeployment location can severely restrict thenumber of sorties. Knowing your capabilities upfront will allow more accurate mission planning.It is recommended that each advanced echelon(ADVON) or site survey team member who isconducting a fuels assessment deploy with a laptopcomputer with the FMSE/FORCE calculatorloaded for accurate planning. Your point ofcontact for the FMSE/FORCE calculator is theHeadquarters Air Force Petroleum Agency.


What’s AvailableI t i s e ssen t ia l tha t you de te rmine wha tinfrastructure, if any, exists at the deploymentlocation and what modifications and equipmentare required to meet requirements. In determiningwhat support or infrastructure is already in place,there are several sources of information.

MAJCOMThe responsible MAJCOM should be the firstsource for fuels information. Many MAJCOM fuelsoffices have unpublished trip reports, site surveys,and lessons-learned databases that contain helpfulinformation from previous visits. Many providedetailed information on sources of supply andinfrastructure locations within their theater.

Logistics PlansThe logistics readiness squadron’s readiness flightis an excellent source for deployment planning andsite information. They have access to base-supportplans and expeditionary site plans that containinformation on fuels for each location your base isnormally tasked to support. In most cases, thereadiness flight will have access to classified siteinformation at bare bases as identified in thesupported command operational plans.

Automated Air Facilities Information FilesThe Defense Mapping Agency prepares these files,which are available on the Global Command andControl System or on the Secret Internet ProtocolRouter Network linked to the command intel page.Automated Air Facilities Information Files (AAFIF)provide the best available information on non-AirForce, especially non-DoD, installationsworldwide. Information currently is not available


for continental United States (CONUS) airfields.This information should be used with cautionbecause it is not always accurate or current.

The Defense Logistics AgencyDefense Energy Support CenterThe Defense Energy Support Center (DESC) hasan abundance of information, with offices all overthe world. DESC prepares the World Wide StoragePlan annually and provides a database foranalyzing fuel storage capabilities worldwide insupport of peacetime and contingency missions.The 506 report lists fuel tank information (type,capacity, status) for locations where US militaryfuel storage exists. The report contains informationon receiving rates and modes . DESC a l sodevelops emergency distr ibut ion plans tosupport contingency requirements. Emergencydistribution plans are designed to provide a sourceof logistics support in supplying fuel to basesduring crises.

Special Fuels Storage


Automated Air Facilities Information FilesThe National Geospatial-Intelligence Agencyprepares the automated air facilities informationfiles (AAFIF), which are available on the WorldwideMil i ta ry Command and Cont ro l Sys temIntercomputer Network (WIN). The WIN isnormally found only at MAJCOM fuels or logisticsplanning offices. AAFIF files provide the bestavailable information on non-Air Force andespecially non-DOD installations worldwide.Information is not currently available for CONUSairfields. Because of sources used and thefrequency of updating information fi les,information should be used with caution becauseit is not always accurate or current.


Fuel Grades AvailableAviation FuelNo fuels planning is complete without determiningwhat grades of fuel are available at a deployedlocation. Where aviation fuel is concerned, manylocations do not have the Air Force-preferred gradeof JP-8, so alternate fuels must be used. Alternatefuels include JP-4, JP-5, Jet A, Jet A-1, Jet B andTS-1.

Primary, alternate, and emergency fuel for allturbojet and turboprop engines installed in AirForce aircraft will be listed in the aircraft -1 flightmanual. In order of decreasing precedence, fueluse for Air Force aviation applications (exceptingthe U-2) is as follows.

1. JP-8/JP-52. Jet A/Jet A-1 (with SDA, FSII, and CI)3. TS-1 (with SDA, FSII, and CT)4. Jet A/Jet A-1 (neat)5. TS-1 (neat)

TS-1 must meet the Russian GOST 10227-86 specification if used on US military aircraft. Useof the Russian additive package is not allowedwithout approval from the aircraft manager.

Special caution must be taken when workingwith JP-4 and Jet B as these are highly volatile fuels.Alternate fuels are those authorized for continuoususe without impacting aircraft performance.However, alternate fuels, particularly commercialgrades, may not contain additives. Long-termoperation of some aircraft without additives maydecrease engine life by increasing component wear.The Air Force has the capability to inject additivesto minimize this impact. Many times, DESC is


successful in getting the supplier to inject theadditives prior to shipment, making it ready for usewhen it arrives on site. If the supplier does not injectadditives, the fuel must be inoculated by Air Forcefuels personnel on location. The Air Forcedeveloped fuel injectors specifically designed foruse in forward operating locations or locationswhere no commercial injection system is in place.The injector is powered by the fuel flow throughthe injector turbine and requires no outside powersource. If the injector is not available, additivesmust be blended into the fuel manually.

Ground FuelsGround products (mogas [motor gasoline], diesel)are every bit as important to a campaign asaviation fuel. In most cases, ground fuels will berequired to support communications and groundpower equipment before aircraft arrival. Obtaininga suitable grade (lead or octane content) of groundfuel may be a problem; if DESC has not contractedfor it—or will not—a local purchase will berequired. Ground fuel may be more readilyavailable—but is in greater demand—in thecommercial sector. This increased competition forground fuels with host-nation needs can limitproduct availability. When calculating groundfuels requirements, an experienced fuels plannercan provide a very accurate figure. Requirementsare determined by contacting using agencies, suchas civil engineers, transportation, communications,and aircraft maintenance. Receipt, storage, andissue procedures are basically the same as foraviation fuels, except that smaller dispensingsystems normally are required. Most fuelsorganizations maintain kits containing smalleradapters for ground fuels operations, but special


attention should be given to ensure there are smallnozzles for use with vehicles that use unleadedfuel.

CryogenicsFuture AEF operations will see nearly all cryogenicsproducts purchased locally because of theiravailability. Mobile cryogenics production plantsare driven by a diesel engine and are transportablevia air, land, or sea. Where smaller quantities arerequired, cryogenics products can be shipped in400-gallon, skid-mounted containers. Thesecontainers are equipped with an overboard vent to

LOX Servicing


Cryogenic Characteristics

Liquid Oxygen

Liquid Nitrogen

Boiling Point -297°F -320°F Freezing Point -361°F -346°F Liquid Density 9.52lb/gl 6.74 lb/gl Purity (by vol) 99.5% min 99.% min

allow shipment by air. Important considerationswhen planning for cryogenics support are productrequirements, tankage required to support therequirement, and sufficient product availability vialocal purchase. DoD specifications for cryogenicsare more stringent than most commercialspecifications. Commercial products must meet therequired specifications. An unlimited supply of aproduct is of little use if it does not meet Air Forcespecifications.


ResupplyThe fastest and most economical method ofobtaining refueling support is from the host-nationairfield. Host-nation support is especially criticalduring contingencies when logistics support fromUS units or equipment may not be readilyavailable. Many times, the host can provide somesupport and will allow limited use of its facilities.Arranging for fuel support, particularly with aforeign government, may require a memorandumof agreement or memorandum of understandingbetween the government and the host. However,only certain agencies have the authority to enterinto such agreements. DESC, the primary agent thatperforms this function for fuel support, can delegatethis authority. In situations where Air Forcepersonnel perform fuels operations and it becomesnecessary to obtain fuel from a bulk source, thesimplest and most expedient method of resupplyis to use the same source of supply as the hostairfield through arrangements with the supplier or

Receipt Line


host-nation personnel. This method is the mostcommon, and usually, deliveries are made usingtank trucks. In some situations where there is anestablished US presence, a pipeline may be themethod of resupply. However, there are situationswhere resupply is unavailable or is inadequate. Inthese situations, there are several other sources ofresupply.

Ocean TankerIf there is a port available, DESC’s CommodityBusiness Unit (CBU) can arrange for tankershipments of fuel if given enough lead time.Tankers also may be diverted, depending onlocation, timing, and urgency of the requirement.Contracts for ocean tankers are accomplishedthrough the Military Traffic ManagementCommand, which has transportation contractingauthority. Military Sealift Command ocean tankersalso provide the capability to ship about 10 milliongallons of fuel at a time, making them highlydesirable where large quantities are required.

Tanker Design

Draft (Loaded)

Capacity (bbl)

Offloaded (bbl/hr)

AO-22 USN

32’-0” 138,000 8,000

AOE-1 USN

38’-0” 166,000 42,700

T5S-RM2a

36’-1” 180,000 24,800

Victory Class

39’-10” 372,000 21,130

T10S-101b

70’-2” 1,655,000 102,400

Ocean Tanker Information


DESC successfully shipped about 46.6 millionbarrels of fuel by tanker in 2005.

Aerial Bulk Fuel Delivery SystemThe Aerial Bulk Fuel Delivery System (ABFDS) isdesigned for aerial delivery of fuel to locationswhere other methods of transportation areimpractical. It has been particularly successfuldelivering fuel to forward locations under austereconditions. The system has been qualified for bulktransport of all types of liquid fuel, includingspecial fuels, such as JPTS (thermally stable jetfuel). The system can carry from 3,000 to 24,000gallons per sortie, but it is not cost-effective or anefficient means of providing fuel resupply,especially in support of large flying operations.Depending on the contingency location and itsdistance from a fuel source, the aircraft mayconsume more fuel than actually delivered by thesystem. Limited availability of airlift duringcontingencies further complicates resupply by

Ocean Tanker


ABFDS. Use of aircraft as the primary mode of fuelresupply is permitted only after all other possiblemeans of support have been exhausted.

Tanker AircraftAll AMC aircraft can be used for ongrounddefueling or wet-wing defueling and plane-to-plane refueling using the aircraft’s transfer pumps,an adequate length of discharge (collapsible) hose,and a single-point nozzle. Normally, the receiverwill provide the nozzle and hose. These cargoaircraft are interoperable with most rotary-wingaircraft (except Army and Marine Corps UH-1 andOH-68), Marine Corps and Navy ground systems,and Army HEMMT M970 aviation road tankers.This method should not be considered a standardmethod of resupply; however, it can be used toprovide small quantities of fuel under emergencyconditions.

ABFDS


Fuel StorageIn any fuels operation, mission success cannot beachieved if adequate storage is not available.Established locations may have permanentlyinstalled storage systems that provide sufficientcapacity to carry out any operation within theairfield’s capability. However, where fuelinfrastructure is inadequate or when operating inforward or austere locations, bladder systems,railroad tank cars, or any container that meetsoperational, safety, and environmental needs canmeet storage requirements. It is important tomaximize use of host storage facilities andminimize the construction of berms or use ofbladders. The most common sizes of fuel bladders

Bladder Fuel Farm

Bladder Size Information

50K 210K Inside Area (Ft) 80 x 80 80 x 80 Dike Height (Ft) 4 6


are 10,000, 50,000, and 210,000 gallons. Bladdersprovide an expedient short-term storage capability,but because of their limited service life (1-3 years)and propensity to weep, leak, or rupture, long-termsolutions are being sought, such as steel-boltedtanks, where extended operations are expected. Usethe AFTO Form 95, Significant Historical Data, todocument all inspections, maintenance, andoperational actions including the use life start dateand any periods of extensions.

Computing RequirementsIn accordance with AFPAM 23-221, MaterielManagement Fuels Logistics Planning, thefollowing procedures will help in identifying fuelrequirements.

• Obtain the appropriate command portion of thewartime aircraft activity (WAA) report from theparent MAJCOM or local logistics plans officefor each operational plan (OPLAN).

• Separate the WAA activity per OPLAN. EachWAA contains activity including unit, sortiesper day, gallons per sortie, and sortie generationfactor.

• Use the FMSE calculator to record each line ofactivity. One line of activity equals oneweapons system and estimated gallons persortie. The FMSE Calculator will compute yourtotal requirement per aircraft, per day andprovide MAX 1-day. NOTE: The F-Qty refersto the amount of fuel anticipated via in-flightrefueling and must be subtracted from thegallons per sortie in the requirementscalculations, except for tanker aircraft.

Defense Energy Support CenterDESC is critical to linking bulk fuels withcontingency and warfighter support. Its origin


extends back to World War II where it was an entityof the Department of Interior as the Army-NavyPetroleum Board. Over the years, DESC has gonethrough many changes, both in mission and inname. Its mission today is to build an energyprogram aimed at managing energy products.DESC is a large organization with many differentunits. However, an overview is made of those areasthat are of particular interest when deploying orpreparing to deploy in an expedi t ionaryenvironment.

Direct Delivery Fuels CBUThe Direct Delivery Fuels CBU is the worldwideacquisition and integrated materiel manager formotor gasoline, gasohol, diesel fuels, jet fuels, andkerosene delivered directly to using activities bycontracted vendors to support the Services. It alsooversees the post, amp, and station program (usedprimarily to procure commercial ground products).Its specialty fuels division handles commercialaviation fuels delivered in aircraft at commercialairports worldwide. It also directs implementationof Federal , DoD, and Defense Logist icsAgencyenergy contracting regulations andprograms, including contracting policies. Itmaintains the fuels procurement system andcontract oversight plan.

It is also responsible for the Aviation Into-PlaneReimbursement (AIR) Card Program and DoD FleetCredit Card. The AIR Card Program allowsgovernment aircrews to present their AIR cards atDESC into plane contract locations to obtain fuel.The AIR card simplifies billing and procedures forfuel purchases and is used to simplify paymentsfor local purchases of ground services at contractlocations. It also provides wing commandersvisibility into their flying-hour program and helpsDESC identify future contract locations to


maintain possible program savings. The DoD FleetCredit Card is new and is available for drivers ofDoD vehicles (cars, trucks, tanks, and so forth) andallows drivers to purchase fuel with a swipe of theircard. The process is electronic and paperless, withbilling data being sent electronically to theDefense Finance Accounting Service.

The Bulk Fuels CBUThe bulk fuels CBU is responsible for the purchase,distribution, inventory management, and overallquality of bulk fuels and lubricants used by DoDworldwide. Bulk fuels are purchased in accordancewith applicable military specifications. Productsinclude aviation fuels, marine fuels, qualifiedlubricating oils, and fuel additives. Bulk fuelsgenerally are purchased directly from the point ofmanufacture and transported by pipeline, oceantanker, barge, truck, and rail. There is a fleet of sixoceangoing tankers dedicated to delivering bulkfuels worldwide. DESC owns the product from thepoint of purchase and is responsible for managingthe distribution and storage of these fuels untilultimate sale and consumption by the customers.The bulk fuels CBU writes annual contracts with75-percent minimum-lift guarantees. It also writes2- to 3-year requirements contracts.

The terms of providing fuel in support ofoperations depend on location. If the operation willbe conducted at an overseas base, it normally issupported through bulk fuels. If there is no base-or government-cont ro l led s torage but acommercial airport is available for operations,DESC may or may not have an into-plane contractalready available. If there is no contract available,the direct delivery CBU will write one with a validrequirement. The direct delivery team is veryresponsive and generally can get something inplace within 48 hours.


The bulk fuels CBU has a core fleet of six235,000-barrel (9.8M-gallon) ocean tankers forfuel distribution. It spot-charters tankers and isresponsible for funding (about $32M annually)three afloat-prepositioned force (APF) tankers.These ships hold from 175,000 to 308,000 barrelsof war reserve jet fuel (JP-5). Two of the three shipshave offshore petroleum discharge systems. TheAPF tankers are essentially floating storage, andwhile DESC funds the vessels and owns theinventory, the Commander in Chief, PacificCommand controls their movements.

Unlike the APF tankers, the Marine Corps fundsthe 13-vehicle cargo ships under the MaritimePrepositioning Ship program. To support theonboard equipment, each ship holds 30,000 barrelsof DESC-owned JP-5 war-reserve fuel, and someof the ships also hold 4,000 barrels of gasoline (alsoDESC-owned).

The Army stores small quantities of JP-8 war-reserve fuel in HEMMT 8 on board Army roll-on/roll-off ships. It currently has three ships for a grandtotal of 6,000 barrels of fuel.

DESC has four field offices located globally:

• DESC-EU (Europe) 314-338-7710• DESC-PAC (Pacific) 315-473-4312• DESC-ME (Middle East) 318-439-4650• DESC-AM (Americas) 427-9301

Facilities and Distribution UnitThe facilities and distribution unit providesinventory accounting at worldwide storagelocations and writes international agreements. Italso provides support to foreign military salesagreements. To get the right quantities of fuel, atthe right place, at the right time, it uses theInventory Management Plan. Facilities anddistribution personnel manage worldwide fuel


terminal operations, as well as storage andacquisition programs. It programs for operationsand maintenance facil i t ies owned by theGovernment and operated by a contractor andthose owned and operated by a contractor. Itmanages real property maintenance activity andmilitary construction projects. Environmentalprotection specialists are responsible for ensuringp r e v e n t i o n , c o n t r o l , a n d a b a t e m e n t o fenvironmental pollution at DoD fuels facilities.Contracting specialists and officers purchaseservices required for storing bulk petroleumproducts, as well as services required for other areasof fuel operations, including environmentalprotection and aircraft refueling. Supply systemanalysts continually review planned inventorylevels and programmed operation of fuel facilitiesto ensure optimal utilization of resources.Transpor ta t ion management spec ia l i s t scontinually review the distribution infrastructureto ensure optimal utilization of transportationresources such as pipeline tenders and guaranteedtraffic programs.

The Ships Bunker Fuel Program providesvarious grades of ship propulsion fuels forcombatant ships, Coast Guard vessels, and variousclasses of ships that are owned and chartered bythe US Government at commercial ports worldwide.Bunker contracts are in place servicing customersat 91 ports domestically and 85 ports overseas.

The DESC tailors its business operations toprovide the best customer support possible inpurchasing bulk-refined petroleum products, coal,natural gas, synthetic fuels, and electricity for theServices and more than 4,000 Federal civilianagencies around the world.


Personnel and EquipmentRequirements

MAJCOMs are responsible for determining andcoordinating all personnel and equipmentrequirements. There is no exact formula fordetermining the number of people or equipmentneeded; historical data and personal experiencenormally will aid in the planning. A deploymentrequirement chart is a handy guideline forestimating personnel and equipment requirements.Special consideration should be given to ensurepersonnel with the required special experienceidentifiers (SEI) and correct types of equipment aresourced. Additionally, equipment requirementsshould include nonrefueling vehicles needed inthe fuels operation.

Civil EngineersWhen operating out of an established base orairport, fixed-fuel facilities probably will be underthe operational control of the host airport and notthe responsibility of Air Force engineers. However,at bare bases, civil engineers maintain normalresponsibilities of liquid fuels maintenance. Theydo site preparation, including construction ofberms, and provide other environmental protectionmeasures. They also provide emergency power ifnecessary. Unless provided by the host location,civil engineers retain responsibility for providingthese services. Civil engineers are one of the mostimportant groups in establishing a forward-deployed fuel system. The success of the refuelingmission hinges on the availability of civilengineers to help prepare the surface for fuelbladders. Full sortie generation cannot be achieved


unless bladders are erected and operational.Therefore, it is essential that this be accomplishedin the earliest stages of deployment.


Prepositioned EquipmentFuels mobility support equipment is strategicallypositioned in many parts of the world. Active-dutyAir Force, civilians, and contractors maintain theequipment. There is a variety of equipment usedin deployment operations. The most common arelisted with basic information on each to providean overview of the equipment. Rarely will you findall this equipment at all locations.

R-14 ATHRSBy far, the most widely used and most versatilesystem is the R-14 air-transportable hydrant

R-14 Operation


refueling system (ATHRS). The R-14 can beairlifted or ground shipped anywhere in the worldand made fully operational in a matter of hours. Acomplete system contains three identical, self-sufficient modules. Each module consists of apumping unit; two 50,000-gallon bladder tanks;and all the hoses, valves, and fittings necessary foroperation. The pumping module is configured ona four-wheeled trailer and features the samecomponents found on conventional servicingequipment. Each R-14 module can fuel one heavyaircraft at 600 gallons per minute or two fighteraircraft at 200 gallons per minute.

R-22 Trailer-Mounted Transfer PumpThe R-22 generally is used to push fuel from a bulkstorage system, tank truck, or tanker aircraft toATHRS bladder tanks. I t of ten is used inconjunction with the R-14 system. The R-22 alsocan be used with a hose cart or skid-mounted filter

R-22 Transfer Pump


separator to deliver fuel directly to aircraft. It hasan 85-horsepower gasoline engine that can deliverfuel through the line at up to 900 gallons perminute. The newer models have a pumpingcapability of only 600 gallons per minute.

FFU-15E Skid-Mounted Filter SeparatorThe FFU-15E is a skid-mounted filter separatordesigned to filter particles and separate water fromfuel. It can filter jet fuels at 600 gallons per minute,diesel at 450 gallons per minute, and gasoline at750 gallons per minute. The FFU-15E can beconfigured for use with many different systems toprovide clean, dry fuel. The FFU-15E also can beused with other services’ equipment to provideincreased flexibility in fuels operations. The FFU-15E weighs 785 pounds.

FFU-15E Filter Separator


SCAT TanksA self-contained, above-ground tank (SCAT)system will catch and hold the recovered contentsof a storage bladder if it leaks or ruptures. SCATtanks can be used for ground fuels storage and forspecial fuels such as JPTS and aviation gasoline(AVGAS) for unmanned aerial vehicle operations.The containment structure also serves to collect andhold fuel that might overflow while filling thestorage tank. These 4,000-gallon SCAT tanks aredesigned to act as a secondary spill containmentsystem for capturing fuel in the event the primarys t o r a g e s y s t e m ( 5 0 - o r 2 1 0 , 0 0 0 -gallonbladders) collapses. Secondary containmentfacilities may contain single or multiple storagetanks. A secondary containment system should be

constructed so spills do not escape to ground or

surface waters before cleanup. The key is the ability

to contain large spills, as well as leaks.

SCAT Tank


PMU-27The PMU-27 is a trailer-mounted, engine-poweredunit consisting of a 50-gallon-per-minute pump,filter separator, meter, hoses, connections, andnozzles. It is designed to support servicing of smallaircraft and transfer of small quantities of fuel. Italso is capable of defueling four 55-gallon drumssimultaneously, pumping from an external sourceand defueling aircraft auxiliary tanks. The unit isalso a ground fuels-dispensing unit.

ABFDSThe Aerial Bulk Fuel Delivery System (ABFDS) isan aerial, fuels-delivery system that enables aircraftto transport fuel rapidly to locations close to orbehind enemy lines. The ABFDS consists of two3,000-gallon aerial bladder tanks, two pumpingmodules, a meter, and hoses. It typically is installedin the C-130 aircraft but can be installed in theC-141, C-5, and C-17. The tanks are mounted on adelivery platform and held securely by tiedown

PMU-27


straps. A cross-over manifold connects the twopumping modules and allows filling or evacuationof both tanks by one module. The ABFDS iscapable of delivering 600 gallons per minute withone pump or 1,200 gallons per minute using bothpumps. It is an extremely versatile system capableof offloading fuel into trucks, bladders, and othercontainers. The ABFDS also can be used withalternate capability equipment for filtration ofaviation fuels, 500-gallon drum transport, wet-wing defueling, and aircraft-to-aircraft refueling.

FARPUsed primarily in quick-turn support of specialoperations aircraft, FARP provides a highlyefficient way of transferring fuel from aircraft toaircraft in a nonstandard or hostile environment.FARP operations expand the capability of specialoperations forces around the world by providing ameans of hot refueling from a tanker aircraft tovarious types of fixed- and rotor-wing receiver

Loading ABFDS in Aircraft


aircraft. Responsibility for the teams, equipment,and FARP missions falls under the Air ForceSpecial Operations Command at Hurlburt AFB,Florida.

Refueling UnitsThere are many types of refueling units in use bythe Air Force, but the most used in a deployed

FARP Setup

FAM Cart


environment are the R-11, R-9, R-12, C-300, andC-301. They provide the greatest flexibility andmobility. The R-11 is the most common and is theprimary refueler for servicing aircraft. The R-11 hasa 6,000-gallon fuel capacity with one 60-foot hardhose. It can refuel aircraft at rates of up to 600gallons per minute; it also can defuel aircraft andbe used as a bulk-fuel hauler. The R-11 is designedfor driving on improved roads and, on a limitedbasis, unimproved roads. Refueler road speed, fullyloaded, is 60 miles per hour, depending on roadand weather conditions. The R-9 is similar to theR-11 but has a capacity of 5,000 gallons.

R-12 hydrant-servicing vehicles connect to theflight-line hydrant outlets and pump fuel directlyfrom hydrant fuel tanks to the aircraft. This providesan unlimited supply of fuel to the aircraft,eliminating using more than one vehicle to supportthe fuel request. The R-12 is capable of going fromrefuel to defuel by turning the selector switch fromrefuel to defuel. The strainer design allows theswitch without changing strainers. The strainers arenoncollapsible and can handle flow pressure from

R-11 Refueler


either direction. During refueling, pressure surgesfrom the system and increases fuel pressure at thesingle-point receptacle. To equalize the pressure,fuel bleeds off into the vehicle’s sump tank. TheR-12 automatically pumps excess fuel back intothe system but can be operated by pushing themanual pump button.

The hydrant servicing vehicle is a truck-mounted piece of equipment designed to transferfuel from an in-ground installed, pressurizedhydrant system into an aircraft. The max flow ratecapacities for the Tri-State, Beta, and Kovatchvehicles are 1,200, 1,000, and 750 gallons perminute respectively. The defuel capability for allthree trucks is 300 gallons per minute. The earliermodel did the same procedure at a maximum of 200gallons per minute.

The C-300 is a 1,200-gallon unit used to serviceground fuels. It is the primary vehicle used to refuelbase-support equipment and special-purposeemergency equipment. It is well-suited to makesmall, bulk-fuel deliveries to numerous small tanks.

Hydrant Servicing Vehicle


The C-301 is identical to the C-300 except that itis equipped with four-wheel drive to increase itsmaneuverability on unimproved surfaces.

Hose CartsMH-2 series hose carts are trailer-mounted unitsdesigned for transfer of fuel between fixed-hydrantsystem outlets and single-point refueling aircraftreceptacles. They are equipped with a filterseparator, meter, flow control valve, and inlet/outlethoses but do not have any pumping capability.Hose carts also can be used to provide filter/metercapability for filling refueling units from hydrantsystems, for refueling using bladder storage andR-22 pumping systems at bare bases, and as asubstitute for the FFU-15 filter separator. Hose carts

MH-2B MH-2C Shipping Wt (lb) 1,700 1,760 Length (in) 119.0 138.0 Width (in) 68.0 70.0 Height (in) 80.5 80.0 Cubic Feet 377.0 448.0

MH-2 Hosecart Information

C-300


use standardized single-point refueling nozzles;however, the hydrant quick-coupler valve(moosehead) that connects onto the installedhydrant outlet on the aircraft ramp may differ. Thisis a concern when using Air Force-supplied hosecarts on a host airfield. Use of a hose cart inconjunction with an R-22 pumping system requiresremoval of the hydrant quick-coupler valve andreplacement with a 4-inch KAM-LOK coupler.

GRU-17E Aircraft Fuel-Servicing UnitThe GRU-17E is a portable pantograph designedfor refueling tactical aircraft during hot refuelingoperations (refueling aircraft with engine runningor simultaneous weapons loading). It consists offour sections of pipe connected with swivel joints

MH2 Hosecart Setup


and mounted on casters. It is fully equipped withall components needed to operate the unit and onlyrequires a fuel source for operation.

Cryogenics TanksThe most common cryogenics tanks used in adeployed environment are the TMU-24E LOX tankand the NRU-5E LIN tank. Both tanks are 400-gallon skid-mounted and can receive, store, andissue liquid oxygen or nitrogen products to servicecarts at bare bases or where other methods oftransportation are impractical. The units arec o m p l e t e l y s e l f - c o n t a i n e d a n d w e i g happroximately 1,500 pounds. They are equippedwith an overboard vent to facilitate transportingby air. It is the aircrew’s responsibility to connector disconnect overboard vents.

Fuel BladdersCollapsible fuel tanks are provided in 10,000-,50,000-, or 210,00-gallon capacity. They areconstructed of single-ply, nylon fabric material

GRU-17E


with reinforced corners and impregnated withurethane or nitrile. The interior of the tank is coatedwith polyester. An empty 50,000-gallon bladderis 24 feet by 65 feet. An empty 10,000-gallonbladder is either 12 feet by 42 feet or 22 feet by 22feet. An empty 210,000-gallon bladder is 192 feet

400-Gallon Liquid Oxygen Tank

Positioning Fuel Bladder


by 61 feet by 43 feet. The tanks are tested to operatebetween 40° F to 160° F.

Fuel BlivetsFuel blivets are collapsible, rubber, nonventedcontainers for transporting and storing fuel. Theyare available in 55- and 500-gallon capacities.They are constructed of four-ply tire cord andequipped with swivel plates and anchor shacklesat both ends to allow tiedown aboard aircraft. Theycan be towed (rolled) on the ground using a speciallifting and towing yoke. The internal tanks areequipped with fuel and defuel valves and are

Coated Fuel Bladder Information

10K 50K 210K Shipping Wt (lb) 225 1,500 5,000 Rolled Length (in) 104 136 192 Rolled Width (in) 31 40 61 Rolled Height (in) 32 40 43 Cubic Feet 60 126

500-Gallon Fuel Blivets


complete with external fuel-servicing adapters.Because drums are nonvented, they must be keptshaded to prevent fuel expansion and drum rupture.The drum becomes brittle below 20° F.

Fuel Blivets Data

55 Gal 500 Gal Shipping Wt (lb) 27 305 Length (in) 37-38 72-89 Width (in) 24-33 36-48 Height (in) 6-24 9-48 Cubic feet 63 full 93 full


Managing RiskAnother important aspect of fuels operations in anAEF environment is safety planning andoperational risk management. Careful planning inthis area can prevent the accidental destruction orloss of aerospace forces. Everyone is responsiblefor making safety plans that promote missiono b j e c t i v e s . T i m e , l o c a t i o n , f a c i l i t i e s ,environmental conditions, equipment, andmission urgency can make it necessary to acceptcertain hazards and risks. Consider all safetystandards and programs during mission planning.Keep in mind, however, that certain missions mayrequire acceptance of unavoidable risks to reachprimary mission objectives. Prior to acceptance ofany risk, ensure the decision to accept risk has beenmade at the appropriate level. The acceptance ofhazards or risks under certain conditions does notmean they should become operational norms.When full safety compliance cannot be made,

Managing Risk


practical measures must be applied to reduce orcontrol the risk. When the need for noncomplianceno longer exists, standard safety procedures mustbe reinstituted. When risks or hazards are accepted,all personnel involved should be completelyinformed of these conditions, why they exist, whatadverse effects they potentially create, and how tobest cope with them. The very nature of the fuelsbusiness requires strict attention to detail in safetyplanning. Poor planning or failure to address safetyissues adequately can have disastrous effects onthe mission.


Fuel AdditivesBlendingThe Air Force recently developed a fuel injectorspecifically designed for use in a forward operatinglocation or where no commercial in-line injectionsystem is in place. This piece of equipment is calledthe Hammonds 4T-4A Fuel Additive Injector (NSN4930-01-418-2694), manufactured by Hammonds

Sampling R-11


Technical Services, Inc, Houston, Texas. Thisinjector is powered by the fuel flow through theinjector turbine and requires no outside powersource. In the event a Hammonds injector is notavailable, additives must be blended into the fuelmanually. A fuel system icing inhibitor (FSII) andcorrosion inhibitor (CI) may be premixed prior toadding to fuel. A conductivity additive must beadded to the fuel separately and must not bepremixed with other additives. Additives may beintroduced into refuelers using a funnel and hose

Additive Blending Rates

Additive Blending Ratio in Gallons

Fuels System Icing Inhibitor 1:1000 Corrosion Inhibitor 1:66,660 Static Dissipator Additive 1:666,666 Thermal Stability Additive (+100)

1:4,000

Additive Injector


with one end submerged below the surface of thefuel. Approximately 150 percent of the refuelercapacity then should be circulated before issuingfuel. An alternate method is to add requiredquantities of additives to a refueler, filled to notmore than one-third capacity, and then finishfilling t h e u n i t . F u e l then c a n b e i s s u e dwithout circulation (reference Technical Order[TO] 42B-1-1).

JP8+100Today’s advanced aircraft need improved thermalstability in their jet fuel, and current special fuels,such as JP-7 and JPTS, are very expensive. TheWright Laboratory Aero Propulsion and PowerDirectorate developed JP8+100 to solve thiseconomical problem, and the Air Force approvedits use in May 1996.

The +100 additive contains a detergent, adispersant to prevent fuel from gumming up onengine components, and a metal deactivator. It isdesigned to increase the thermal stability of jet fuelfrom 325° to 425° F, hence the suffix +100.Increased thermal stability will play a key role infuture Air Force weapon systems. Highly thermalfuels like JP8+100 can be used as a heat sink todisperse heat from aircraft subsystems. JP8+100also reduces coking on main burner fuel nozzles,afterburner manifolds, and feed tubes. Thedownside to its benefits is that the +100 additivecontains a surface-active agent that disarmscoalescing filters in fuel systems, does not removewater from the fuel, and allows contaminated fuelto pass through the filter. To minimize this potentialhazard, the additive is injected as close to the skinof the aircraft as practical. JP8+100 requires strictquality control measures to prevent filter disarming


and possible aircraft contamination (referenceAFPAM 23-221).

FSIIFSII is diethylene glycol monomethyl ether thatlowers the freezing point of water entrained in fuel,preventing the formation of ice that can clog filterelements and cause aircraft engine stalls. FSII doesnot lower the freezing point of the fuel, only thewater in the fuel. Unlike commercial and mostNavy aircraft, Air Force aircraft do not have fuel-system heaters to prevent moisture in the fuel fromfreezing. Water removes FSII from fuel, sointroduction of water must be avoided. FSII isblended at a rate of 1 gallon of FSII per 1,000gallons of fuel. CI is a fuel additive that preventscorrosion of steel surfaces and provides lubricityto fuel pumps and controls. CI is blended at therate of 65 milliliters CI per 1,000 gallons of fuel.

Static Dissipator AdditiveA static dissipator additive aids in relaxing staticcharges and decreases the possibility of fires orexplosions caused by static electricity. DuPontStadis 450 is the only approved conductivityadditive for use in Air Force aviation fuels. Theconductivity additive is first diluted, one partadditive to nine parts jet fuel. Generally, when CUvalues are from 0 to 50, you should blend 31milliliters per 1,000 gallons of fuel; and between50 to 100 CU, blend 19 milliliters per 1,000 gallonsof fuel. Actual consumption will vary based onmission profile. A normal load indicates the normalaircraft capacity, excluding ferry tanks. Officialaircraft consumption factors are prescribed in AFI65-503, US Air Force Cost and Planning Factors.


Fuels Chemical WarfareContingency Operations

Preattack OperationsThe key to contamination avoidance is theavailability and use of overhead cover. Availablefacilities will determine where on the spectrum ofchemica l wa r f a r e (CW) con t amina t i onenvironment fuels personnel will be forced to work.When determining the work environment andassessing vulnerabilities, consider the following:development of a coverage strategy, types andeffectiveness of available shelters, time requiredin types of available shelters, equipment that mustbe used, and ways to limit exposure.

Fuels personnel must make every effort toprotect their vehicles, assets, and property in orderto provide mission essential assets during a CWattack. Effective covering, dispersal, and expedienthardening are the most effective measures to avoidcontamination.

The search for structures capable of providingoverhead cover should encompass the entireinstallation. Other options include modifyingvehicle pavilions by enclosing open sides withbarrier materials and moving unserviceableequipment out of cover and moving serviceableequipment under cover. Be sure to coverunserviceable equipment with barrier materials ifusing this option.

When developing a covering strategy, identifythe most critical vehicle and equipment assets andensure they receive top priority for covering. Thisshould include items for critical missions or itemsthat are in high demand but short supply; forexample, R-11, C-300/301, HHT/HSV, and so on.


Personnel should park vehicles and assets infacilities, if possible, and use barrier materials toprevent chemical droplets from coming in directcontact with the vehicle or asset’s surface orinterior. Do not cover refueling vehicles or liquidoxygen and liquid nitrogen equipment with plasticbarrier materials. The plastic sheets can accumulatestatic electricity, which can discharge as sparks atany time, particularly during the removal process.Canvas covers are permissible, and general-purposevehicles or privately owned vehicles can useplastic sheets.

Fuels personnel should guard against thetendency to park the majority of vehicles (toinclude hose carts) in the refueling operations yardbecause of the ease of access. Dispersal sites shouldbe located in safe positions that are not easily seenand not within the effective range of shoulder-firedweapons. If only effective dispersal is used, theprobability is high that some vehicles will escapecontamination or damage. However, dispersalshould be used in conjunction with expedienthardening and overhead cover whenever possible

Dispersed assets should be located in thevicinity of the work area they will support, ifpossible, and each dispersal site should have atleast two entry/exit routes. The routes should beon concrete or asphalt if possible. Consider usingthe vehicles as dispersed storage locations forr e d u n d a n t m a t e r i a l s t h a t f a c i l i t a t emission sustainment.

Create shuffle boxes and glove decontaminationtroughs for entrances and loading ramps. Cover theboot shuffle boxes and glove decontaminationtroughs with protective materials and ensure theycontain a 5-percent chlorine solution. Change the


solution every 48 hours or after 400 people usethem.

Please refer to Air Force Manual (AFMAN)10-100, Airman’s Manual, for more specificguidance regarding chemical warfare incontingency operations.

Fuel BladdersThere is no need to search extensively for overheadcover or contamination protection for fuel bladders.However, if barrier materials are available(nonplastic) and time is permitting, cover the fuelbladder. Chemical agents will absorb into thesurface of the fuel bladder readily. A small amountof vapor will penetrate the bladder but will not beenough to contaminate the fuel to a level that willharm personnel. You probably will not be able todecontaminate a contaminated fuel bladder sincethe agent quickly absorbs into the surface of thebladder.

Wear the appropriate level of chemical warfaregear (Mission-Oriented Protective Postures)[MOPP]) when dealing with a contaminated fuelb ladder . The rea l danger f rom res idua lcontamination of the fuel bladder is to people inthe immediate area. If the fuel bladder remains inthe crate (not set up), provide protection for thecrate if available (plastic barrier materials willsuffice).

Refueling fighter aircraft prior to harden aircraftshelter parking (hot pit or other) is convenient andreduces shelter congestion. It does, however,increase exposure time for contamination. Ideally,after shutdown, refueling will be accomplishedwith the aircraft inside the shelter. Fuel trucks andfuels personnel will be required in this process.


Keep in mind that fuel trucks and personnel mayservice multiple aircraft requiring movement fromshelter to shelter and can engage in shell game forprotection.

Postattack OperationsIt is possible that fuels trucks will need toreconvene at one central bulk storage point forrefueling. Should this happen, ensure refuelers arespaced out accordingly so vital assets are not alldestroyed during an attack. This activity willinvolve the potential intermingling of clean anddirty vehicles. The necessary precautions fuelspersonnel must take will include the following:

• Ensure contaminated fuels trucks are properlymarked and personnel are in the appropriateMOPP level.

• The 10-foot rule will be in effect for personnelthat need to be in the vicinity of a contaminatedfuel truck.

Fuels Personnel Working in MOPP Level 4


• A vapor hazard will exist for personnel, but thevapors will not contaminate the clean vehiclesor refueling equipment.

Contact the Survival Recovery Center todetermine what type (if any) chemical agents havebeen detected. If an item is contaminated and timeis not critical, weathering is the cheapest, safest,and most practical means of decontamination.

Isolate al l contaminated i tems, ensureuncontaminated materials in close proximity to thecontaminated zone are covered, and continuemission operations using uncontaminatedequipment.

Identifying and MarkingFor vehicles, the interior portion of Air Force Form18XX should be annotated at the same time theexternal markings are applied or as soon as possiblethereafter. Perform operational decontaminationprior to marking and annotating the 18XX if theagent is still on the surface. Personnel shouldinclude the date and time of contamination, typeof contamination (V-series, H-series, and so on),and location of the contamination. Personnel mustnotify their squadron readiness center as to thecontamination status. The squadron readinesscenter should ensure all assets are annotatedappropriately. Markings do not guarantee the assetswill be identified as having been previouslycontaminated in the long term.

To detect the presence of a chemical agent, it isextremely important to preposition M8 paper onall assets, vehicles, and equipment, especiallythose that are uncovered. M8 paper should beprepositioned in multiple locations on flat surfacesthat are likely to be hit during a CW attack. Fuel


handlers and supervisors out on runs also shouldcarry a supply of M8 paper.

The M8 paper should be checked as soon aspossible after the wing operations center releasesthe base populace during Alarm Black. Fuelspersonnel should check M8 paper on handles anddoorknobs, windowsills, drainpipe exits, exposedgauges, levers, piping, and anything that normallyis done during a routine check. They should alsotest vehicles, assets, and equipment that did nothave prepositioned M8 paper on them. A negativeM8 paper reading does not equate to a hazard-freeasset.

Vehicle ContaminationIf there is any doubt as to the contamination statusof the vehicle, question vehicle operatorsextensively about the vehicle’s location during thelast 24 hours and contact Vehicle Maintenance andrequest that the vehicle master record beresearched. If dealing with a contaminated vehicle,ensure you wear in the appropriate MOPP level,identify the vehicle as contaminated (markings,Form 18XX, and report to your unit control center(UCC) and fuels resource control center (RCC).Always wear work gloves if CW agents have beenused against the installation. Supply may designatecertain bays for contaminated vehicles to avoidpotential cross contamination.

Whenever possible, accomplish loading andunloading activities and fuels vehicle maintenance(checkpoint) activities in an open area with a largeairflow. If the vehicle is in an enclosed area, raisethe warehouse or garage door.

Vehicle and Asset DecontaminationWithin 1 hour of contamination, vehicle andequipment operators must decontaminate the parts


that will be touched continually. There is no needto create formal vehicle decontamination teams.However, ensure that you clearly identify dirtyvehicles as containing a residual chemical hazard.The operator’s or work center’s accomplishmentof expedient decontamination using M295decontamination kits will suffice to continueoperations. Use M295 decontamination kits todecontaminate appropriate asset surfaces if morethan cursory contact is necessary; that is, leaningon hood compartment, kneeling in truck bed.Vehicle decontamination operations will notproduce significant results once the agent hasabsorbed into the paint or other absorbent surfaces;for example, rubber, textiles, plastic

As noted earlier, please refer to AFMAN10-100 for further guidance.


Wet-Wing OperationsIn the event fuel is not immediately available fromlocal sources, a wet-wing operation can be used tosustain operations for a minimal amount of time.Wet-wing operations are basically the same asdefueling an aircraft. An R11 or FMSE can be usedto extract fuel from the aircraft shown in the tablethat follows.

Aircraft Qty Available to Offload

C-5 53K

C-17 27K

C-130 4K

Wet-Wing Information


Helpful Fuels TermsABFDS—Aerial Bulk Fuel Delivery System

Additive—agents used for improving existingcharacteristics or for imparting new characteristicsto certain petroleum products (for example, fuel-system icing inhibitor and corrosion inhibitor).

Advanced echelon (ADVON)—an initialdeployment element of personnel and equipmentin a specific unit type code. The ADVON normallyconsists of equipment and personnel required toestablish an austere operating capability of up to7 days.

Alternate capability equipment (ACE)—hose andfilter assembly allowing aircraft to be refueleddirectly from the ABFDS.

Alternate fuel—fuel authorized for continuoususe. The operating limits, thrust outputs, and thrusttransients shall not be affected adversely. Theapplicable aircraft flight manual shall definelimitations, if any, of a significant nature on aircraftperformance parameters. The use of an alternatefuel may result in a change of maintenance oroverhaul cost. Engine trim adjustments may benecessary or desirable to use an alternate fuel.

American Petroleum Institute Gravity—scale formeasuring the density of liquid petroleumproducts. Gravity is important in determiningproduct identification because it indicates whichproduct is heavier in relation to another product.

Area lab—laboratory that provides testing serviceson samples of petroleum products. The labsperform specification tests to determine the quality


of products under procurement and in Air Forceinventory.

Ash content—the inorganic matter in combustiblematerial. Determined by completely burning thesubstance and weighing the residue. This isimportant where fuel requirements demandminimum ash residue after combustion. The idealfuel is one that burns and leaves no ash.

ASTM—American Society for Testing Materials.

ATHRS—air-transportable hydrant refuelingsystem

Auto ignition—spontaneous ignition resulting inrapid reaction of the air-fuel mixture in an engine.The flame speed is many times greater than thenormal ignition spark. In a reciprocating engine,the noise associated with auto ignition is calledknock.

Automated Airfield Information File (AAFIF)—information database prepared by the DefenseMapping Agency that lists comprehensive airfielddata. It includes fuel support capability at overseasmilitary and civilian airfields.

AVFUELS—aviation fuels, both gasoline andturbine.

AVGAS—aviation gasoline for reciprocatingengine aircraft.

Bare base—a base that has a runway, taxiway,parking area, and source of water that can be madepotable.

Bare-base system—Air Force system consistingof Harvest Eagle, Harvest Bare, and FMSE.


Designed to provide minimum essential troopfacilities and operational support.

Barrel (BBL)—standard unit of measurement ofpetroleum liquids, consisting of 42 US standardgallons at 60° F. A barrel is not a container. Usuallyconfused with a drum.

Benzene—a colorless liquid hydrocarbon with sixcarbon atoms and six hydrogen atoms arranged ina hexagonal ring structure. Used as a componentin high-octane gasoline.

Benzin—term used in some countries, meaninggasoline.

Black cargo (dirty cargo)—general term used todescribe liquid cargoes of crude or fuel oils.

BPD—barrels per day.

BTU—abbreviation for British Thermal Unit,amount of heat necessary to raise the temperatureof 1 pound of water to 1° F. In flying operations, itindicates the amount of heat energy that can beobtained from a given weight of fuel.

Bulk petroleum products—liquid petroleumproducts transported by various means and storedin tanks or containers having an individual fillcapacity greater than 260 liters (69 gallons).

C-Day—the unnamed day on which a deploymentoperation commences or is to commence.

CI—corrosion inhibitor.

Class III—category of supplies, includingpetroleum fuels, lubricants, compressed gases,chemicals, and so forth.


Classes of fires—

• Class A, fire of ordinary combustibles, such aspaper, wood, extinguishable by water.

• Class B, fire of flammable liquids like gasoline,oil, and grease and extinguished by smothering

• Class C, fires involving electrical equipmentand are extinguished by nonconducting agents.

• Class D, fires involving burning metal.

Clean cargo—aviation and motor gasoline, dieseloils, lubricating oils, jet fuels, and kerosene.

Cloud point—the temperature at which paraffin orother solid substances begin to crystallize orseparate from solution, imparting a cloudyappearance to the oil. Important in arctic or polaroperations. Wax crystals will plug fuel injectorsand stop the engine.

Collocated operating base (COB)—active alliedhost-nation base designated for joint use by USwartime augmentation forces or relocation in-placeforces. COBs are not US bases.

Color—various types of petroleum products, suchas aviation and automotive gasoline, are dyed topermit a rapid visual determination of product andgrade. Visually detectable changes in colorintensity or hue may be an indication of productcontamination or deterioration.

Commingling—mixture of two or more petroleumproducts normally attributed to improper handling.

Common servicing—function (achieved throughagreement) performed by one service in support ofanother for which reimbursement is not requiredfrom the service that is receiving the support.


Composite sample—a mixture of samples takenfrom the upper, middle, and lower thirds of acontainer.

Conductivity—test that measures the electricalconductance of the fuel in picosiemens per meter,normally referred to as conductivity units. Thehigher the number, the more rapidly the fuel willdissipate any electrical charge within the fuel.Conductivity additive raises this number to a pointwhere the fuel is unlikely to accumulate electricalcharges strong enough to cause sparks andsubsequent ignition.

Conductivity additive—fuel additive that aids inrelaxing static charges in fuel by increasingconductivity.

Distribution plan—a summary of contract awarddata prepared and published by DESC to adviseCONUS and overseas fuel regions and otherp e t r o l e u m m a n a g e m e n t a c t i v i t i e s h o wrequirements of a procurement program anddelivery period will be supported.

Downgrading—the procedure by which a productis approved for use as a lower grade of the same orsimilar product, usually performed as a result ofcontamination or an off-specification condition.

Drum—a 16- or 18-gauge steel cylinder container(generally, 55-gallon size) for petroleum products,often erroneously referred to as a barrel.

Drum thief—a metal or plastic tube used towithdraw samples from drums.

Emergency fuel—per TO 42B1-1-14, a fuel thatmay cause significant damage to the engine or


other systems; therefore, its use shall be limited toone flight. The applicable aircraft flight manual orsystem manager should be consulted regardingoperating restrictions and postflight maintenanceactions necessary when using an emergency fuel.Examples of conditions that might warrant use ofemergency fuels are accomplishing an importantmilitary mission, countering enemy actions,emergency evacuation flights, and emergencyaerial refueling.

Explosive limits—the limits of percentagecomposition of mixtures of gases and air withinwhich an explosion takes place when the mixtureis ignited. The lower limit of flammabilitycorresponds to the minimum amount ofcombustible gas and the upper limit to themaximum amount of combustible gas capable ofconferring flammability on the mixture. Alsoreferred to as flammable limits and explosive range.

FARE—forward air-refueling equipment.

Fire point—the lowest temperature at which, underspecified conditions in a standardized apparatus,a petroleum product vaporizes rapidly enough toform an air-vapor mixture above its surface, whichburns continuously when ignited by a small flame.

Flammable—a term describing any combustiblematerial that can be ignited easily and which willburn rapidly. Petroleum products that haveflashpoints of 37.8° C (100° F) or lower areclassified as flammable.

Flashpoint—the lowest temperature at whichvapors rising from a petroleum product will ignitemomentarily on application of a flame underspecified conditions.


Forward area refueling point (FARP)—anoperation used to hot refuel aircraft in areas wherefuel is otherwise not available. Fuel is transferredfrom a source aircraft’s (C-130, C-141, C-17, or C-5) internal tanks to receiver aircraft while bothaircraft engines are running, typically at remotelocations under blackout conditions.

Fuels mobility support equipment (FMSE)—air-t ransportable , fuels-handling equipment(excluding refueling vehicles) used to receive andissue fuel at bare bases and to augment locationswith fixed-fuel facilities. Examples include air-transportable hydrant systems (R-14s), bulk pumps(R-22s), and filter separators (FFU-15s).

Fuels operational readiness contingencyequipment (FORCE)—provides a joint capabilityto fuel aircraft in a limited, bare base or commercialsites without infrastructure. One FORCE set allowsa base to receive fuel at perimeter of base, store 1.2million gallons of fuel, and issue 400,000 gallonsper day. Compared to old FMSE, FORCE reduceslift and footprint requirements 29 percent;increases throughput of fuel by 40 percent; andimproves safety, reliability, and flexibility of thesystem.

Fuel system icing inhibitor (FSII)—an agent(diethylene glycol monomethyl ether) used as ananti-icing additive for jet turbine engine fuels.

GPH—gallons per hour.

GPM—gallons per minute.

Ground products—those refined petroleump r o d u c t s n o r m a l l y i n t e n d e d f o r u s e i nadministrative, combat, and tactical vehicles;


materiel-handling equipment; special purposevehicles; and stationary power and heatingequipment. Products include motor gasoline, dieselfuels (except DFM/F76), fuel oils, kerosene, andground equipment lubricating oils.

Harvest Bare—a nickname for an air-transportablepackage of hard-wall shelters and equipmentdesigned to support Air Force operationalsquadrons and personnel at bare bases. Thepackage includes housekeeping, aircraftmaintenance, and some vehicular support. HarvestBare is intended to provide a broad base oflogistics support for sustained Air Force operations.

Harvest Eagle—a n ickname for an a i r -transportable package of housekeeping equipment,spare parts, and supplies required for support of AirForce general-purpose forces and personnel at barebases. Each kit is designed to provide soft-wallhousekeeping support for 1,l00 persons. HarvestEagle is not intended to be an all-inclusive packageof logistics support for sustained air operations;however, it may be used until augmented byHarvest Bare.

HEMMT—Army refueling vehicle.

JPTS—thermally stable jet fuel.

Ignition point—the point on a temperature scaleat which a substance may be ignited or producecombustion.

Limiting factor—a factor or condition that eithertemporarily or permanently impedes missionaccomplishment.

LIN—liquid nitrogen.


LOX—liquid oxygen.

MIKE (M)—Single letter abbreviation used todesignate units in thousands; for example, 100,000barrels may be referred to as 100M barrels or 100MIKE barrels.

Naptha—a term applied to refined, partly refined,and unrefined petroleum products and liquidproducts derived from natural gas that distillmainly between 175°C (347°F) and 237.8°C(462°F).

Operation plan (OPLAN)—a plan for a single orseries of connected operations to be carried outsimultaneously or in succession. It usually is basedon stated assumptions and is the form of directiveemployed by higher author i ty to permitsubordinate commanders to prepare supportingplans and orders.

Outsized cargo—a single item that exceeds thedimensions of 810 x 117 x 105 inches but is lessthan 1,453 x 216 x 114 inches.

Oversized cargo—a single item that exceeds theusable dimensions of a 463L pallet (104 inches x84 inches) and a height established by the cargoenvelope of the particular model aircraft (96 inchesfor military aircraft and 48 inches for Civil ReserveAir Fleet) but not to exceed 810 x 117 x 105 inches.

Packaged fuel—bulk petroleum fuels, which,because of operational necessity, are packaged andsupplied in containers of 5- to 55-gallon capacity.Fuels in military collapsible containers of 500-gallon capacity or less are also included in thiscategory.


Pipeline time quantity—that quantity calculatedby multiplying the daily demand rate by theamount of time, in days, required to deliverproducts from source to terminal, includingdischarge and settling times as applicable.

POL—petroleum, oils, and lubricants. Also, refersto all products handled by Air Force fuelsmanagement personne l inc lud ing LOX,demineralized water (DW).

Prepositioned war reserve materiel requirement(WRM)—the portion of the WRM requirementthat current Secretary of Defense guidance dictatesbe reserved and positioned at or near the point ofplanned use prior to hostilities; intended to reducereaction time and ensure timely support of a specificforce or project until replenishment can beeffected.

Prepositioned WRM Stock—assets designed tosatisfy the prepositioned WRM requirement.

Primary fuel—per TO 42B1-1-14, the fuel or fuelsused during aircraft tests to demonstrate systemperformance (contract compliance) through thecomplete operating range for any steady-state andtransient operating condition.

Peacetime operating stock—logistics resourcesthat are on hand or on order necessary to supportday-to-day operational requirements; can also beused to offset sustaining combat requirements.

Primary stockage objective—the maximumquantity of materiel authorized to be on hand tosustain current operations. It consists of the safetylevel quantity and economic resupply quantity.


REPOL—petroleum damage deficiency report.

Shell capacity—the gross volume of a petroleumstorage tank as determined from tank calibration.The term is synonymous with rated storagecapacity.

Short ton—unit of weight equal to 2,000 pounds.

Sortie rate—rate at which assigned aircraft arescheduled to fly. Example, if a squadron of 18aircraft were expected to achieve a 1.5 sortie rate,it would have to fly a total of 27 missions (1.5 times18) in 1 day.

S o u r c e I d e n t i f i c a t i o n a n d O r d e r i n gAuthorization (SIOATH) Form—a form listingcontractor supply sources and effective prices andquantities for authorized activities to order orrequisition. It also advises the ordering activitiesof the supply data necessary to schedule a productand place an order.

Special Experience Identifier (SEI)—a three-digit number used to identify personnel withspecial training or skills. SEIs in fuels are FARRP-035, cryotainer maintenance-036, cryoproduction-037, laboratory-039, accounting-040, ABFDS-369, and ATHRS-387.

Specific gravity—the ratio of the weight of agiven volume of the material at 60° F to the weightof an equal volume of distilled water at the sametemperature, both weights being corrected forbuoyancy of air.

Surfactant—a substance capable of reducing.

Water entrained—free water that is suspendedthroughout a fuel sample and has not settled to the


bottom of the container. This water is normallyseparated from the fuel by ground-servicingequipment filter separators.

Water, free—all water present in fuel that has notbeen dissolved in the fuel. This water normally isseparated from the fuel by ground-servicingequipment filter separators.

Water Separation Index Modified (WSIM)—measures the water separation characteristics offuels. This test reflects the ease with which fuelreleases dispersed or emulsified water. Surfactantshave an adverse effect on the WSIM rating. Fuelswith low WSIM ratings will poison filter separatorsand prevent them from functioning properly.


Fuels Airfield Site SurveyThe following is a sample guide of the kind ofinformation a fuels person needs to determine fuelsupport capability at a deployed location. Thesurvey is not all-inclusive but provides a goodfoundation to build from. This survey is broken outby work area; however, a deployed environmentmay not be configured in this manner.

Bulk Storage• What products will be stored? Where will they

be stored, on or off base?• How many tanks are available, and what is the

storage capacity?• What are minimum and maximum inventory

levels?• How many fill stands are there, and what is their

pumping capacity? Are they top or bottomloader types?

• How far are fill stands from the refueling area?• Are they equipped with meters?• How is the product resupplied, what is the

resupply capability, and are special adaptersneeded?

• How many receipt headers exist. Where are theylocated?

• How many trucks can offload simultaneously?• What is the total per-hour receiving, using all

methods of receipt for each grade of product (ingallons); can fuel be resupplied year round?

• Are LOX, LIN, DW, ground fuels, or deicingfluid available?

• If not, where can they be obtained, and what istheir resupply rate?


• How are ground fuels resupplied?• Does a fuel service station exist?• Where is it located? What products are stored

and dispensed?• Are bulk storage tanks dedicated to sole Air

Force, Joint service, or combined operationsuse?

• Do earthen or sandbagged dikes exist for fuelbladder placement?

• Does FMSE positioning facilitate combat quickturns?

• Are available personnel trained to assembleFMSE systems?

• Is backup power available for fuels systems?• Who is designated to maintain the system?

Hydrant Systems• What types of hydrant systems are available—

fixed, portable—and what is their condition?• What is the storage capacity?• What is the receipt capability; can the system

receive directly from commercial source?• How many outlets are available?• What is the refueling capacity of the system?• H o w m a n y a i r c r a f t c a n b e s e r v i c e d

simultaneously; what is the flow rate?• Can large aircraft (C-5, B-52, C-17) be parked

on outlets?• Can they taxi on and off, or do they have to be

towed?

• Are ou t le t s fa r enough apar t to permi tsimultaneous parking of more than one largeaircraft on the same lateral?

• How many fill stands are available; what is theirlocation and pumping capacity?

• How many and where are the offloading headerslocated for defueling?


• How many hosecarts are available? What is theircondition? Are special adapters needed?

• Who will maintain the system and equipment?• Is emergency power available?

Refueling Equipment• How many refueling units are available?• What is their condition?• Who will maintain refuelers?• How many general-purpose vehicles are

designated for POL?• What type of communication is available; for

example, number of phones, hot lines, mobileradios?

• Is computer connectivity available?

• Where will the fuels information service centerbe located? (building and phone number)

• Does facility have backup power?

• Are WRM units designated for the deployedlocation; when will they arrive?

• What security measures are available for thecompound?

• Where will refueler parking area be located?

• What is the average turnaround time forrefueling from full on the line to the fill standand back?

POL Laboratory• Is a fuels lab available at the host site? If not,

where will the lab be located?

• Is the host lab equipped, supplied, and mannedwith trained technicians to perform necessaryanalysis?

• Where and how far (distance and travel time) isthe nearest commercial or area laboratory?


Fuels Personnel• What is the host base’s fuels personnel

strength?

• How many are designated to arrive?

• Are provisions ready, such as quarters, latrines,and meals?

• Will additional fuels personnel be requiredbecause of increased flying?

• Are there sufficient numbers of SEI-qualifiedpeople to man lab, accounting, cryogenics, andFMSE functions?

• Identify any limiting factors or shortfalls thatwould adversely impact the mission of thedeployed unit.


Unit Type Codes

Personnel Unit Type CodesJFA7M POL FUELS 7 LVL SUPERVISORJFA7S POL FUELS 7 LVL SUPERVISORJFA9M POL FUELS 9 LVL MANAGERJFABA POL AUGMENTATION PACKAGEJFABB POL FUELS BUILDING BLOCK PKGJFABF POL ABFDS OPERATIONS CREWJFACM POL CRYOGENICS MAINTENANCEJFAFT POL FMSE SET-UP TEAMJFAQT POL TECHNICAL ASSISTANCE TEAMJFARC POL FUELS RESOURCE CONTROLLERSJFARM POL REFUELING EQUIPMENT MANAGERJFARP FORWARD AREA REFUELING TEAMJFASA POL FUELS SPECIALTY SUPPORTJFDE2 POL FSII INJECTION TEAM

Equipment Unit Type CodesJFA3K POL 3 K FUEL STORAGE BLADDERJFACS POL CRYOGENIC SAMPLING KITJFALB POL 210K FUEL STORAGE BLADDERJFALN POL 210K BERM LINERJFALS POL TECH LAB MATERIAL AND EQUIPJFANV AF FUELS NIGHT VISION GOGGLESJFAXC POL 01 200K BULK STG SYSJFDBS BS FORCE 800K GALLONS BULK STORAGEJFDEE POL FUEL INVASION PIPELINEJFDEG POL R14 ATHRS FUEL STG ACFTJFDEJ POL R22 FUEL PUMPJFDEK POL 01 PMU 27 50GPM PUMP SVCJFDEL POL 10K FUEL STORAGE BLADDERJFDEM POL 50K FUEL STORAGE BLADDER


JFDEN POL GRU17E FUEL SERVICINGJFDEP POL FUEL FILTER-SEPARATORJFDEQ POL 400 GAL LOX STORAGE TANKJFDER POL 01 400 GAL LIN STORAGEJFDES POL 01 FUELS SUPPORT KITJFDET POL 02 PMU-27 PUMPS 50 GPMJFDEU POL 03 R14 ATHRS STG ACFT SVSJFDEV POL 02 R22 PUMPS 600-900 GPMJFDEW POL 01 ABFDS SYSTEMJFDEX POL 04 ABFDS SYSTEMJFDEY POL 01 ABFDS DEL SYS-ACEJFDFF FF FULL FORCE PACKAGEJFDFS FORCE STARTERJFDFU FU FORCE 1200 GPM FILTER SEPERATOR UNITJFDGE POL FUEL ADDITIVE INJECTORJFDGF POL LABORATORY KITJFDHL HL FORCE HOSE LINEJFDIS IS FORCE INCREASED STORAGEJFDPU PU FORCE 900 GPM PUMPJFDRC RC RECEIPT CAPABILITYJFDSC SC FORCE ADDITIONAL SERVICING CAPABILITYJFDSP FORCE SERVICING PLATFORMUFM71 POL 01 C300 GPOL SVC TNK TKUFM72 POL 01 C-301 GPOL SVC TANK TRKUFM73 POL 01 R-12 HYD SERVICING VEHUFM74 POL 01 R-11 FUEL TANK TRUCKUFM75 POL 01 L-304 GPOL SVC TANK TRK

UTC MISCAP can be found in AFPAM 23-221,Attachment 14


References and SupportingInformation

AFI 10-404, Base Support and Expeditonary SitePlanning

AFI 23-201, Fuels Management

AFPAM 23-221, Materiel Management FuelsLogistics Planning

AFOSH 91-38, Hydrocarbon Fuels, General

DoD 4140.25M, DoD Management of BulkPetroleum Products, Natural Gas, and Coal

MIL-HDBK-114, Mobility Fuels User Handbook

MIL-HDBK-200, Quality Surveillance

MIL-HDBK-201B, Petroleum Operations

MIL-HDBK-210, Conversion Factors forPetroleum Planning

MIL-HDBK-318, Cargo Aircraft CompartmentDimensions Data

TO 00-25-172, Ground Servicing of Aircraft

TO 35E13-73-21, PMU-27

TO 37-1-1, Operation, Inspection of PermanentFuel Systems

TO 37A-1-101, Fuel/Water Dispensing Equipment

TO 37A9-3-5-1, A/E32R-14 Fuel System

TO 37A9-3-7-1, C-130 ABFDS

TO 37A9-3-8-11, A/M32R-25 Fuel System

TO 37A9-3-11-1, GRU-17/E

TO 37A12-15-1, 10K/50K Bladders

TO 37C2-8-10-4, 400 Gal LOX/LIN Storage Tank

TO 42B-1-1, Quality Control


The Unsung Heroes of theFlight Line

Most people don’t care, or realize as well, thejob done by base POL. To the pilots andcrews, refueling’s a bore and the reason, Ifeel, is they don’t know the score. Fromdrawing board to production line, it takeslarge appropriations to build a greataircraft, and get it on station. And lost in theshuffle, at least seems the rule, is the need forthis “bird” to be fed good clean fuel. Theengine men settle for no less than perfection,and the radar men strive for much finerdetection, but exposed to the corrections ofevery known tool, the aircraft goes nowherewithout the right fuel. But POL’s job can bevery complex, from receiving at bulk to theirquality checks. They, too, tune equipment withno element of guess, to ensure that pumps humand filters coalesce. They check each sampleby chemical test, and their quality controlplan is always the best. From lead acetatepaper to isometric titration, the fuel runs thegamut to meet specification. The processseems simple: You place a call to the POLdispatcher, who checks the chart on the wall.He sends out a unit in accordance with theorder be it JP, or AVGAS, or demineralizedwater. So the next time you observe anaircraft go off, full bore down the runway,with nary a cough, and rise in the air, a mostthrilling show, POL played a big part inmaking it go.

—Unknown Author


Notes

Notes

Air Force LogisticsManagement Agency

STUDIES / WARGAMES / PUBLISHING

Since its inception, the Air Force LogisticsManagement Agency has grown to berecognized for its excellence—excellencein providing answers to the toughestlogistics problems. That’s our focus today—tackling and solving the toughest logisticsproblems and questions facing the AirForce. It’s also our focus for the future.

Our key strength is our people. They’re allhandpicked professionals who bring abroad range of skills to the AFLMA—functional area and analytical expertise,certified process masters, certifiedproduction and inventory managers, LEAN& Six Sigma, and AFSO 21. Further, virtuallyall our folks have advanced academicdegrees. They have the kind of experiencethat lets us blend innovation and newtechnology with real-world common senseand moxie. It’s also the kind of training andexperience you won’t f ind with ourcompetitors. Our special blend of problem-solving capabilities is available to everylogistician in the Air Force.

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AEF Fuels Guide