TO 00-25-172everyspec.com/...spec=TO_00-25-172_CHG-20.053431.pdfTO 00-25-172 TECHNICAL MANUAL GROUND SERVICING OF AIRCRAFT AND STATIC GROUNDING/BONDING DISTRIBUTION STATEMENT A - Approved

TO 00-25-172TECHNICAL MANUAL

GROUND SERVICING OF AIRCRAFTAND

STATIC GROUNDING/BONDING

DISTRIBUTION STATEMENT A - Approved for public release; distribution is unlimited. PA Case Number 04-10-70. Other requests for thisdocument shall be referred to 406 SCMS/GUEE, Robins AFB, GA 31098. Questions concerning technical content shall be referred to HQAFMC/SE.

Published Under Authority of the Secretary of the Air Force

9 AUGUST 2013 CHANGE 20 - 9 SEPTEMBER 2015

BASIC AND ALL CHANGES HAVE BEEN MERGED TO MAKE THIS A COMPLETE PUBLICATION.

Downloaded from http://www.everyspec.com

Dates of issue for original and changed pages are:

Original. . . . . . . .0 . . . . . . 9 August 2013Change . . . . . . . . 1 . . . . . 29 August 2013Change . . . . . . . . 2 . . .27 September 2013Change . . . . . . . . 3 . . . 16 December 2013Change . . . . . . . . 4. . . . . .6 January 2014Change . . . . . . . . 5. . . . .2 February 2014Change . . . . . . . . 6. . . . . .24 March 2014Change . . . . . . . . 7. . . . . . . .9 May 2014Change . . . . . . . . 8 . . . . . . . 25 May 2014Change . . . . . . . . 9. . . . . . . .4 June 2014Change . . . . . . . 10 . . . . . . 8 August 2014

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LIST OF EFFECTIVE PAGESINSERT LATEST CHANGED PAGES. DESTROY SUPERSEDED PAGES.

NOTE The portion of the text affected by the changes is indicated by a vertical line in the outer margins ofthe page. Changes to illustrations are indicated by shaded or screened areas, or by miniaturepointing hands.

* Zero in this column indicates an original page.

A Change 20 USAF


TABLE OF CONTENTS

Chapter Page

LIST OF ILLUSTRATIONS . . . . . . . . . . . . . iv

LIST OF TABLES . . . . . . . . . . . . . . . . . . . . iv

FOREWORD . . . . . . . . . . . . . . . . . . . . . . . v

SAFETY SUMMARY . . . . . . . . . . . . . . . . . ix

1 INTRODUCTION . . . . . . . . . . . . . . . . . . . 1-1

1.1 RESPONSIBILITIES . . . . . . . . . . 1-11.2 DEFINITIONS . . . . . . . . . . . . . . 1-11.2.1 Aircraft Fuel Servicing . . . . . . . . . 1-11.2.2 Aircraft Servicing Supervisor . . . . . 1-11.2.3 Bonding . . . . . . . . . . . . . . . . . . . 1-11.2.4 Cathodic Protection . . . . . . . . . . . 1-11.2.5 Chief Servicing Supervisor (CSS)

(Chapter 5) . . . . . . . . . . . . . . . 1-11.2.6 Concurrent Servicing (Commercial,

Contract, Cargo, PassengerAircraft) . . . . . . . . . . . . . . . . . 1-1

1.2.7 Concurrent Servicing Area . . . . . . . 1-11.2.8 Concurrent Servicing Operations

(CSO) Supporting Combat SortieGeneration (CSG). . . . . . . . . . . 1-1

1.2.8.1 CSOs Requiring a Concurrent Ser-vicing Supervisor (CSS) . . . . . . 1-1

1.2.8.2 CSOs Not Requiring a ConcurrentServicing Supervisor (CSS) . . . . 1-2

1.2.9 Concurrent Servicing Supervisor(CSS) Combat Sortie Generation(CSG) (Chapter 6) . . . . . . . . . . 1-2

1.2.10 Deadman Control . . . . . . . . . . . . . 1-21.2.11 Defueling . . . . . . . . . . . . . . . . . . 1-21.2.12 Flash Point . . . . . . . . . . . . . . . . . 1-21.2.13 Fuel Servicing Hose . . . . . . . . . . . 1-21.2.13.1 Soft (Collapsible) . . . . . . . . . . . . . 1-21.2.13.2 Semi-hard (Noncollapsible) . . . . . . 1-21.2.13.3 Hard (Noncollapsible) . . . . . . . . . . 1-21.2.14 Fuel Servicing Safety Zone

(FSSZ) . . . . . . . . . . . . . . . . . . 1-21.2.15 Fuel Servicing Vehicle . . . . . . . . . 1-21.2.16 Fuel Spill . . . . . . . . . . . . . . . . . . 1-21.2.17 Flow Through Revetment

(FTR). . . . . . . . . . . . . . . . . . . 1-31.2.18 Grounding (Electrostatic). . . . . . . . 1-31.2.19 Hose Cart (MH-2 Series). . . . . . . . 1-31.2.20 Hot Pad Refueling Supervisor . . . . 1-31.2.21 Hot Refueling/Defueling . . . . . . . . 1-31.2.22 Hot Refueling/Defueling Area . . . . 1-31.2.23 Hydrant Hose Truck . . . . . . . . . . . 1-31.2.24 Hydrant Operator . . . . . . . . . . . . . 1-3

Chapter Page

1.2.25 Hydrant Outlet . . . . . . . . . . . . . . . 1-31.2.26 Intrinsically Safe . . . . . . . . . . . . . 1-31.2.27 Lateral Control Pit . . . . . . . . . . . . 1-31.2.28 Lateral Control Pit Switch . . . . . . . 1-31.2.29 Lateral Control Pit Emergency

Switch . . . . . . . . . . . . . . . . . . 1-31.2.30 Liquid Oxygen (LOX) Servicing

Safety Zone. . . . . . . . . . . . . . . 1-31.2.31 Pantograph . . . . . . . . . . . . . . . . . 1-31.2.32 Mobility Air Fleet (MAF) . . . . . . . 1-31.2.33 Ramp Grounds. . . . . . . . . . . . . . . 1-31.2.34 Rapid Defueling. . . . . . . . . . . . . . 1-31.2.35 Refueling . . . . . . . . . . . . . . . . . . 1-31.2.36 Remote Control Fuel Switch . . . . . 1-41.2.37 Servicing Crew Member . . . . . . . . 1-41.2.38 Combat Sortie Generation . . . . . . . 1-41.2.39 Shelters . . . . . . . . . . . . . . . . . . . 1-41.2.39.1 Aircraft Alert Shelter . . . . . . . . . . 1-41.2.39.2 Hardened Aircraft Shelters (HAS)/

Protective Aircraft Shelters(PAS) . . . . . . . . . . . . . . . . . . . 1-4

1.2.40 Supervisory Contractor Representa-tive (SCR). . . . . . . . . . . . . . . . 1-4

1.2.41 Support Equipment (SE) . . . . . . . . 1-41.2.42 Switch Loading . . . . . . . . . . . . . . 1-41.2.43 Transferring of Fuel . . . . . . . . . . . 1-41.3 REPORTING OF HAZARDS . . . . 1-41.4 RECOVERABLE PRODUCTS . . . 1-41.5 FUEL OR OIL SPILLS. . . . . . . . . 1-4

2 ELECTROSTATIC HAZARDS AND STATICGROUNDING AND BONDING. . . . . . . . 2-1

2.1 INTRODUCTION . . . . . . . . . . . . 2-12.2 ELECTROSTATIC CHARGES . . . 2-12.3 STRAY CURRENTS . . . . . . . . . . 2-12.4 COMBUSTION . . . . . . . . . . . . . . 2-12.5 ELECTROSTATIC CHARGING OF

PERSONNEL . . . . . . . . . . . . . 2-12.6 TANK FILLING . . . . . . . . . . . . . 2-12.7 LIGHTNING. . . . . . . . . . . . . . . . 2-22.8 OTHER SOURCES OF STATIC

ELECTRICITY . . . . . . . . . . . . 2-22.9 GROUNDING AND BONDING

POLICY . . . . . . . . . . . . . . . . . 2-22.10 GROUNDING . . . . . . . . . . . . . . . 2-32.11 AIRCRAFT INSTALLED ELEC-

TRICAL RECEPTACLES FORGROUNDING ANDBONDING . . . . . . . . . . . . . . . 2-3

2.12 GROUNDING/BONDINGHARDWARE . . . . . . . . . . . . . 2-4

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Chapter Page

2.13 PERSONNELGROUNDING/BONDING. . . . . 2-5

2.13.1 Chemical Warfare Defense En-semble (CWDE) ResistanceTests . . . . . . . . . . . . . . . . . . . 2-5

2.13.2 Servicing Fuel with Personnel Ar-mor ((Flak Vest) or IndividualBody Armor (IBA)) . . . . . . . . . 2-5

3 GENERAL PROCEDURES . . . . . . . . . . . . . 3-1

3.1 HOUSEKEEPING . . . . . . . . . . . . 3-13.2 AIRCRAFT FLUIDS AND

FUELS . . . . . . . . . . . . . . . . . . 3-13.3 REFUELING. . . . . . . . . . . . . . . . 3-13.4 HOT SURFACES. . . . . . . . . . . . . 3-13.5 SERVICING SUPERVISOR . . . . . 3-13.6 FUEL SERVICING SAFETY ZONE

(FSSZ) . . . . . . . . . . . . . . . . . . 3-23.7 THE AIRCRAFT BEING

SERVICED . . . . . . . . . . . . . . . 3-2.13.8 ADJACENT AIRCRAFT. . . . . . . . 3-53.9 SERVICING CONSTRAINTS . . . . 3-53.10 SERVICING VEHICLES AND

SUPPORT EQUIPMENT(SE) . . . . . . . . . . . . . . . . . . . . 3-7

3.11 FIRE PROTECTION . . . . . . . . . . 3-73.12 DISTANCE CRITERIA . . . . . . . . 3-13

4 FLIGHT LINE SERVICINGOPERATIONS . . . . . . . . . . . . . . . . . . . . 4-1

4.1 POWERED SUPPORT EQUIP-MENT (SE). . . . . . . . . . . . . . . 4-1

4.1.1 Positioning and Operation of Sup-port Equipment . . . . . . . . . . . . 4-1

4.1.2 Driving and Parking Fuel/Water Ser-vicing Vehicle/Equipment . . . . . 4-1

4.2 AIRCRAFT REFUELING . . . . . . . 4-24.3 MULTIPLE SOURCE

REFUELING. . . . . . . . . . . . . . 4-64.3.1 R-11 Fuel Tank Trucks . . . . . . . . . 4-64.3.2 Multiple Refueling Trucks

Locations . . . . . . . . . . . . . . . . 4-64.3.3 Multiple Source Refueling

Authorization. . . . . . . . . . . . . . 4-64.4 AIRCRAFT DEFUELING. . . . . . . 4-64.5 APU/GTC USE DURING REFUEL-

ING AND DEFUELING . . . . . . 4-74.6 INITIAL FILLING OPERATIONS

OF AIRCRAFT WITH FOAMFILLED FUEL TANKS . . . . . . 4-8

4.7 FILLING FUEL SERVICING VE-HICLES FROM HYDRANTSYSTEMS . . . . . . . . . . . . . . . 4-8

Chapter Page

4.8 SERVICING IN AIRCRAFTALERT, HARDENED/PROTEC-TIVE AIRCRAFT SHELTERS(HAS/PAS), OR FLOWTHROUGH REVETMENTS(FTRS) . . . . . . . . . . . . . . . . . . 4-8

4.9 UNIQUE REQUIREMENTS WHENSERVICING IN HARDENED/PROTECTIVE AIRCRAFTSHELTERS (HAS/PAS) . . . . . . 4-9

4.10 FOUR BASIC TYPES OF HAS/PAS ARE SHOWN IN FIGURE4-1. . . . . . . . . . . . . . . . . . . . . 4-10

4.11 AIRCRAFT FUEL SERVICING INTYPE A/F 37T10/11 HUSHHOUSES (ENCLOSED AIR-CRAFT/ENGINE NOISE SUP-PRESSOR SYSTEMS) . . . . . . . 4-12

4.12 FUEL SERVICING EXPLOSIVES-LOADED AIRCRAFT . . . . . . . 4-12

4.13 FUEL SYSTEM MAINTENANCEFACILITIES . . . . . . . . . . . . . . 4-13

4.14 FUEL SERVICING IN HANGARSAND OTHER FACILITIES . . . . 4-13

4.15 OXYGEN SERVICING . . . . . . . . 4-144.16 GASEOUS OXYGEN

SERVICING . . . . . . . . . . . . . . 4-164.17 LIQUID OXYGEN

SERVICING . . . . . . . . . . . . . . 4-164.18 LIQUID OXYGEN SERVICING IN

AIRCRAFTSHELTERS/FTR . . . . . . . . . . . 4-18

4.19 NITROGEN SERVICING . . . . . . . 4-184.20 GASEOUS NITROGEN

SERVICING . . . . . . . . . . . . . . 4-194.21 LIQUID NITROGEN

SERVICING . . . . . . . . . . . . . . 4-194.22 HYDRAZINE SERVICING . . . . . . 4-204.23 HYDRAZINE PROTECTIVE

CLOTHING ANDEQUIPMENT . . . . . . . . . . . . . 4-20

4.24 HYDRAZINE HANDLING PRO-CEDURES FOR F-16 AND U-2AIRCRAFT IN-FLIGHTEMERGENCIES . . . . . . . . . . . 4-21

4.25 TRANSIENT F-16 BASES/U-2 EN-ROUTE SUPPORT. . . . . . . . . . 4-21

4.26 HYDRAULIC AND OILSERVICING . . . . . . . . . . . . . . 4-21

4.27 DRUM AND CONTAINERSERVICING . . . . . . . . . . . . . . 4-22

4.28 WATER, WATER-ALCOHOL, ANDENVIRONMENTAL FLUIDSERVICING . . . . . . . . . . . . . . 4-22

4.29 AIRCRAFT DE-ICING. . . . . . . . . 4-23

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Chapter Page

4.30 AIRCRAFT TIRESERVICING . . . . . . . . . . . . . . 4-23

5 CONCURRENT SERVICINGOPERATIONS . . . . . . . . . . . . . . . . . . . . 5-1

5.1 CONCURRENT SERVICING OFAIRCRAFT. . . . . . . . . . . . . . . 5-1

5.2 PERSONNEL REQUIREMENTSFOR FUEL SERVICING. . . . . . 5-1

5.3 RESPONSIBILITIES OF CSS . . . . 5-15.4 RESPONSIBILITIES OF OTHER

PERSONNEL PARTICIPATINGIN CONCURRENT SERVICINGOPERATIONS. . . . . . . . . . . . . 5-4

5.5 RESPONSIBILITIES OF SUPERVI-SORY CONTRACTOR REPRE-SENTATIVE (SCR) . . . . . . . . . 5-4

5.6 CARGO/BAGGAGE HANDLINGOPERATIONS. . . . . . . . . . . . . 5-5

5.7 MAINTENANCE RESTRICTIONSDURING CONCURRENT SER-VICING OPERATIONS . . . . . . 5-6

5.8 FIRE PROTECTIONREQUIREMENTS . . . . . . . . . . 5-6

5.9 EQUIPMENTREQUIREMENTS . . . . . . . . . . 5-6

6 SPECIALIZED AIRCRAFT FUELINGOPERATIONS . . . . . . . . . . . . . . . . . . . . 6-1

6.1 INTRODUCTION . . . . . . . . . . . . 6-16.2 CONCURRENT SERVICING OP-

ERATIONS (CSO) SUPPORT-ING COMBAT SORTIE GEN-ERATION (CSG) FOR A-10,F-15, F-16, AND F-22AIRCRAFT. . . . . . . . . . . . . . . 6-1

6.2.1 CSO Requirements . . . . . . . . . . . . 6-16.2.1.1 CSOs Requiring a Concurrent Ser-

vicing Supervisor (CSS) . . . . . . 6-1

Chapter Page

6.2.2 CSOs Not Requiring a ConcurrentServicing Supervisor (CSS) . . . . 6-2

6.3 CONCURRENT SERVICING SU-PERVISOR (CSS) . . . . . . . . . . 6-2

6.3.1 CSO Accomplishment . . . . . . . . . . 6-26.4 HOT REFUELING (FUELING

WITH ENGINESRUNNING). . . . . . . . . . . . . . . 6-2

6.5 HOT REFUELINGREQUIREMENTS . . . . . . . . . . 6-3

6.6 MINIMUM GROUND CREW . . . . 6-36.6.1 For Flow Through Revetments

(FTRs) . . . . . . . . . . . . . . . . . . 6-36.7 HOT PAD REFUELING

SUPERVISOR . . . . . . . . . . . . . 6-36.8 HOT REFUELING EQUIPMENT

OPERATOR (REO) . . . . . . . . . 6-66.9 HOT REFUELING

SEQUENCE . . . . . . . . . . . . . . 6-66.10 EMERGENCY

PROCEDURES . . . . . . . . . . . . 6-86.11 AIRCRAFT TO AIRCRAFT REFU-

ELING (HOT OR COLD) . . . . . 6-96.12 HOT (ENGINES RUNNING) . . . . 6-96.13 MAJCOM DIRECTIVES . . . . . . . 6-96.14 FUELS SERVICING USING THE

AERIAL BULK FUELS DELIV-ERY SYSTEM (ABFDS) WITHALTERNATE CAPABILITYEQUIPMENT (ACE) . . . . . . . . 6-10

6.15 MAJCOM DIRECTIVESPROCEDURE . . . . . . . . . . . . . 6-10

6.16 HOT DEFUELING. . . . . . . . . . . . 6-116.16.1 Rapid Defueling. . . . . . . . . . . . . . 6-116.16.2 Wet Wing Defueling . . . . . . . . . . . 6-126.16.3 Aircraft to Aircraft Operations . . . . 6-126.17 FORWARD AREA REFUELING

POINT (FARP)OPERATIONS. . . . . . . . . . . . . 6-12

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Change 19 iii


LIST OF ILLUSTRATIONS

Number PageTitle

3-1 Bomber Refueling Safety ZoneExample . . . . . . . . . . . . . . . . . . . . . 3-3

3-2 Fighter Refueling Safety ZoneExample . . . . . . . . . . . . . . . . . . . . . 3-4

Number PageTitle

4-1 Hardened/Protective Aircraft ShelterExamples . . . . . . . . . . . . . . . . . . . . 4-11

4-2 Aircraft Tire Servicing. . . . . . . . . . . . . . 4-24

LIST OF TABLES

Number PageTitle

3-1 Fire Protection EquipmentRequirements . . . . . . . . . . . . . . . . . . 3-9

3-2 Distance Criteria Between Parking Areasand/or Fueling Operations (Distance inFeet). . . . . . . . . . . . . . . . . . . . . . . . 3-13

4-1 Approved/Authorized Single Point Refuel-ing (SPR) Nozzles, Vacuum Breaks,and Dry Break Couplers . . . . . . . . . . 4-4

4-2 Specifically Approved Hangars and OtherFacilities . . . . . . . . . . . . . . . . . . . . . 4-14

Number PageTitle

5-1 Concurrent Servicing. . . . . . . . . . . . . . . 5-86-1 Hot Refueling System Safety Engineering

Analyses . . . . . . . . . . . . . . . . . . . . . 6-36-2 Aircraft to Aircraft Refueling System

Safety Engineering Analyses . . . . . . . 6-96-3 ABFDS with ACE Refueling System

Safety Engineering Analyses . . . . . . . 6-116-4 Wet Wing Defueling System Safety Engi-

neering Analyses . . . . . . . . . . . . . . . 6-12

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iv


FOREWORD

1 PURPOSE.

This technical order provides guidance to help minimize in-jury and property damage mishaps associated with aircraftground servicing operations and other allied support func-tions accomplished concurrently with ground servicing. Ad-ditionally, this technical order provides information on thenature of, and methods to minimize electrical hazards asso-ciated with servicing operations.

2 SCOPE.

This technical order applies to all USAF aircraft ground ser-vicing operations as well as servicing of non-USAF aircraftwhen performed at USAF or non-USAF installations byUSAF personnel, or under USAF control. Excluded is theservicing of air launched missiles and stores. Where proce-dures in this technical order conflict with Mission/Design/Series (MDS) specific technical order procedures, the MDSspecific technical order shall take precedence.

3 ABBREVIATIONS.

All abbreviations used in this manual are in accordance withASME Y14.38, Abbreviations and Acronyms for Use onDrawings and Related Documents.

ABFDS Aerial Bulk Fuels Delivery SystemACE Alternate Capability EquipmentADI Anti-Detonation InjectionAF Air ForceAFFF Aqueous Film Forming FoamAFTO Air Force Technical OrderAMC Air Mobility CommandAPU Auxiliary Power UnitARFF Aircraft Rescue and Fire FightingAWIS Aircraft Wireless Intercom SystemsBEE Bioenvironmental EngineerCASS Centralized Aircraft Support SystemsCFETP Career Field Education and Training PlanCSG Combat Sortie GenerationCSO Concurrent Servicing OperationCSS Chief Servicing SupervisorCSS Concurrent Servicing SupervisorCU Conductivity UnitsCWDE Chemical Warfare Defense EnsembleECM Electronic CountermeasuresECS Environmental Control SystemEPU Emergency Power UnitESS Emergency Starting SystemFAM Forward Area Manifold

FARE Forward Area Refueling EquipmentFARP Forward Area Refueling PointFOD Foreign Object DamageFORCE Fuels Operational Readiness Capability

EquipmentFSAS Fuel Saving Advisory SystemFSII Fuel System Icing InhibitorsFSSZ Fuel Servicing Safety ZoneFTR Flow Through RevetmentGPM Gallons Per MinuteGPU Ground Power UnitGTC Gas Turbine CompressorHAS/PAS Hardened Aircraft Shelters/Protective Air-

craft SheltersHDPS Hose Deployment PersonnelHEMTT Heavy Expanded Mobility Tactical TruckHF High FrequencyHHT Hydrant Hose TrucksHRS Hot Refueling SupervisorHSV Hydrant Servicing VehiclesHTARS HEMTT Tanker Aviation Refueling Sys-

temIAFTS Internal Auxiliary Fuel Tank SystemIBA Individual Body ArmorIFE In-Flight EmergencyINS Inertial Navigation SystemJFS Jet Fuel StartersLEL Lower Explosive LimitLFL Lower Flammable LimitLIN Liquid NitrogenLOX Liquid OxygenLRU Line Replaceable UnitMAF Mobility Air FleetMDS Mission/Design/SeriesMIS Management Information SystemMOC Maintenance Operation CenterOPR Office of Primary ResponsibilityPACS Protective Aircraft Canopy SheltersPPE Personal Protective Equipmentpsi pound-force per square inchpsig pounds per square inch gaugePTO Power TakeoffQ-D Quantity-DistanceREO Refueling Equipment OperatorRPO Refueling Panel OperatorSATCOM Satellite CommunicationsSCR Supervisory Contractor RepresentativeSE Support Equipment

TO 00-25-172

v


SFO Senior Fire OfficerSKE Station Keeping EquipmentSPR Single Point ReceptacleSPRM Single Point Receptacle MonitorSSEA System Safety Engineering AnalysisUEL Upper Explosive LimitUFL Upper Flammable Limit

4 RELATED PUBLICATIONS.

The following publications contain information in support ofthis technical manual.

List of Related Publications

Number TitleA-A-50022B Gloves, Welder’s, Leather,

GauntletA-A-52475A Chock, WheelA-A-55213 Gloves, Permeable, Cloth,

Cotton, Olive GreenA-A-59503 Nitrogen, TechnicalAF Drawing 42D6594 Chock Assembly - Wheel

Adjustable Rope TypeAFH 32-1084 Facility RequirementsAFI 21-101 Air and Space Equipment

Maintenance ManagementAFI 23-502 Recoverable and Unusable

Liquid Petroleum ProductsAFI 48-137 Respiratory Protection Pro-

gramAFI 91-202 US Air Force Mishap Pre-

vention ProgramAFI 91-203 Air Force Consolidated Oc-

cupational Safety Instruc-tion

AFMAN 48-155 Occupational and Environ-mental Health ExposureControls

AFMAN 91-201 Explosives Safety StandardsAPI/IP STD 1529 Aviation Fuelling Hose and

Hose AssembliesASME Y14.38 Abbreviations and Acronyms

for Use on Drawings andRelated Documents

MIL-STD-810 Environmental EngineeringConsiderations and Labo-ratory Tests

MIL-STD-882D Standard Practice for SystemSafety

MIL-DTL-6615G Hose Assemblies, Rubber,Fuel and Nonpotable Wa-ter, with ReattachableCouplings, Low Tempera-ture, General Specificationfor

List of Related Publications - Continued

Number TitleMIL-DTL-26521K Hose Assembly, Nonmetal-

lic, Fuel, Collapsible, LowTemperature with Non-Reusable Couplings

MIL-DTL-26894D Hose and Hose Assembly,Rubber, Gasoline, Refuel-ing, Low Temperature

MIL-DTL-27516F Hose and Hose Assembly,Nonmetallic, Suction andDischarge

MIL-PRF-370J Hose and Hose Assemblies,Nonmetallic: Elastomeric,Liquid Fuel

MIL-PRF-32058 Chock, Wheel-Track - Avia-tion, Adjustable RopeType

NFPA 10 Standard for Portable FireExtinguishers

NFPA 407 Standard for Aircraft FuelServicing

SAE AS 38404 Couplings, Hose, Reattach-able Screw-On

TO 00-5-1 Air Force Technical OrderSystem

TO 00-25-234 General Shop Practice Re-quirements for the Repair,Maintenance, and Test ofElectrical Equipment

TO 1-1-3 Inspection and Repair ofAircraft Integral Tanks andFuel Cells

TO 1-1-686 Desert Storage Preservationand Process Manual forAircraft, Aircraft Engines,and Aircraft AuxiliaryPower Unit Engines

TO 11A-1-33 Handling and Maintenanceof Explosives Loaded Air-craft

TO 13F4-4-121 Operation, Service andMaintenance with Illus-trated Parts BreakdownFire Extinguisher,Wheeled Liquified Gas,150 lb. Capacity Part No.03496 and 05673

TO 15X-1-1 Maintenance Instructions -Oxygen Equipment

TO 31Z-10-4 Electromagnetic RadiationHazards

TO 00-25-172

vi Change 13



Number TitleTO 35E10-22-1 Operation and Maintenance

Instructions Liquid Cool-ing System Cooler MXU-659A/E Part NumberACE-410-922 Winteriza-tion Kit Part Number84094 Rev B

TO 36A12-13-31-1CL-1 Checklist Aircraft ServicingProcedures with the Hy-drant Servicing Vehicle(HSV)

TO 37A2-2-4-1CL-1 Operational and Organiza-tional Maintenance Refuel/Defuel Procedures AllMH-2 Series Filter-Meter-Hose Fuel Transfer Trailerand KC-135 Rapid DefuelE-4B Hot Refueling

TO 37A9-3-11-1CL-1 Checklist Operational andOrganizational Mainte-nance Hot Refueling andHot Integrated CombatTurnaround ProceduresAircraft Fuel ServicingUnit Type GRU 17/E Pan-tograph PACAF Type IVHydrant Servicing

TO 37C2-4-6-13 Overhaul Instructions withIllustrated Parts Break-down Liquid OxygenFiller Valve Type CRU-59/E PN 20C-0021-2 NSN4820-00-796-9680YD


Number TitleTO 37C2-4-6-21 Operation, Maintenance with

Illustrated Parts Break-down Liquid OxygenFiller Valve CRU-59/EPart Number LV1363

TO 42B1-1-18 General Procedures Handlingof H-70 (Hydrazine - Wa-ter Fuel)

TO 42B-1-23 Management of Recoverableand Waste Liquid Petro-leum Products

TO 42B2-1-3 Fluids for Hydraulic Equip-ment

TO 42B5-1-2 Use, Handling and Mainte-nance Instructions - Stor-age Type Gas Cylinders

TO 42B6-1-1 Quality Control AviatorsBreathing Oxygen andAviators Gaseous Breath-ing Oxygen

TO 42B7-3-1-1 Quality Control of NitrogenTO 42C-1-16 Use and Quality Control of

Demineralized Water andWater-Alcohol Mixturesfor Aircraft Engines

5 RECORD OF APPLICABLE TIME COMPLIANCETECHNICAL ORDERS (TCTOS).

List of Time Compliance Technical Orders

TCTONumber

TCTOTitle

TCTODate

None

6 CHANGE RECOMMENDATIONS.

Recommendations concerning changes to this manual shallbe submitted in accordance with TO 00-5-1.

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Change 10 vii/(viii blank)



SAFETY SUMMARY

1 GENERAL SAFETY INSTRUCTIONS.

This manual describes physical and/or chemical processeswhich may cause injury or death to personnel, or damage toequipment, if not properly followed. This safety summaryincludes general safety precautions and instructions that mustbe understood and applied during operation and maintenanceto ensure personnel safety and protection of equipment. Priorto performing any specific task, the WARNINGs, CAU-TIONs, and NOTEs included in that task shall be reviewedand understood.

2 WARNINGS, CAUTIONS, AND NOTES.

WARNINGs and CAUTIONs are used in this manual tohighlight operating or maintenance procedures, practices,conditions, or statements which are considered essential toprotection of personnel (WARNING) or equipment (CAU-TION). WARNINGs and CAUTIONs immediately precedethe step or procedure to which they apply. WARNINGs andCAUTIONs consist of four parts: heading (WARNING,CAUTION, or icon), a statement of the hazard, minimumprecautions, and possible results if disregarded. NOTEs areused in this manual to highlight operating or maintenanceprocedures, practices, conditions, or statements which are notessential to protection of personnel or equipment. NOTEsmay precede or follow the step or procedure, depending uponthe information to be highlighted. The headings used andtheir definitions are as follows:

Highlights an essential operating or maintenanceprocedure, practice, condition, statement, etc.,which if not strictly observed, could result in in-jury to, or death of, personnel or long term healthhazards.

Highlights an essential operating or maintenanceprocedure, practice, condition, statement, etc.,which if not strictly observed, could result in dam-age to, or destruction of, equipment or loss of mis-sion effectiveness.

NOTE

Highlights an essential operating or maintenanceprocedure, condition, or statement.

3 REPORTING OF HAZARDS.

Any potential hazard shall be reported to supervision. Ex-amples of hazards that should be reported are:

• Glowing or crackling fuel.

• Visible areas or sparks from any source.

• Electrical shocks to personnel.

• Aircraft with defective grounding/bonding recep-tacles.

• Fluid leaks, mists, or sprays.

4 RECOVERABLE PRODUCTS.

Recoverable products resulting from ground handling andservicing of aircraft will be handled in accordance with fed-eral, state, and local pollution control laws. Refer to AFI23-502, Recoverable and Unusable Liquid Petroleum Prod-ucts, and TO 42B-1-23, Management of Recoverable andWaste Liquid Petroleum Products. Fuel or oil spills will bereported to the base fire department and the civil engineeringpollution control response team as required by local direc-tives. Implement spill control procedures in accordance withlocal directives.

5 SYSTEM SAFETY ENGINEERING ANALYSIS(SSEA).

An SSEA is a detailed engineering review of an operation. Itincludes failure modes and effects analysis, criticality assess-ments, and hazard analyses as outlined in MIL-STD-882.These analyses consider the weapon system, the supportequipment, and the personnel interfaces. An SSEA is used toestablish the degree of risk involved in a new procedure.Any change to the approved hot refueling or concurrent ser-vicing operations listed in this technical order, or the addi-tion of new procedures, require revising the appropriateSSEA. Refer to AFI 91-202 for an explanation of policies,responsibilities, authority, and administrative steps necessaryto request an SSEA.

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CHAPTER 1INTRODUCTION

1.1 RESPONSIBILITIES.

Commanders, managers, and supervisors shall ensure that allaircraft servicing personnel under their supervision areknowledgeable of requirements in applicable directives andtechnical orders, proficient in accomplishing servicing op-erations and exercise safe practices during ground servicingoperations.

1.2 DEFINITIONS.

The following definitions apply in regard to the text of thistechnical order.

• Shall and Will - Indicate mandatory requirements.Will is also used to express a declaration of pur-pose.

• Should - Indicates a preferred method of accom-plishment.

• May - Indicates an acceptable or suggested meansof accomplishment.

1.2.1 Aircraft Fuel Servicing. The movement of fuel toor from an external source to or from an aircraft through aSingle Point Refuel (SPR) receptacle, including the timeduring which fueling connections and disconnections aremade (bond wires and nozzles). This also includes checksmade to verify fuel quantity and time to clean up or neutral-ize any spilled fuel.

1.2.2 Aircraft Servicing Supervisor. The person respon-sible for the aircraft fuel servicing operations. The individualshall be task trained and certified as required by the CareerField Education and Training Plan (CFETP) and any otherMAJCOM or local maintenance/training directives.

1.2.3 Bonding. Electrically connecting two or more com-ponents of a system to equalize voltage potential.

1.2.4 Cathodic Protection. A means of protecting metalsfrom corrosion by making the metal the cathode of an elec-trolytic cell. Pipelines, tanks, and steel piers (wharves) areoften protected in this manner.

1.2.5 Chief Servicing Supervisor (CSS) (Chapter 5).The person responsible for on-site supervision of all aspectsof concurrent fuel servicing operations. The individual shall

receive familiarization training on safety requirements andpotential hazards of concurrent servicing operations and becertified as required by MAJCOM and local maintenance/training directives.

1.2.6 Concurrent Servicing (Commercial, Contract,Cargo, Passenger Aircraft). The simultaneous servicing offuel or oxygen with either passengers on board or the perfor-mance of minor maintenance, fleet servicing, or baggage orcargo loading/unloading. See Paragraph 5.1 for exceptions.

1.2.7 Concurrent Servicing Area. The area within animaginary circle around the aircraft that includes the fuelservicing safety zones and extends at least 10 feet outboardof the aircraft wingtips, tail, and nose.

1.2.8 Concurrent Servicing Operations (CSO) Sup-porting Combat Sortie Generation (CSG). The simultane-ous fueling, and munitions/ammunition loading/unloading,aircraft reconfiguration, aircraft -6 TO inspections, and otheraircraft servicing such as oil, nitrogen, and hydraulic fluid.Oxygen servicing will not be accomplished during fuel ser-vicing.

1.2.8.1 CSOs Requiring a Concurrent Servicing Su-pervisor (CSS). The key function requiring the CSS is re-fueling/defueling. When no refuel/defuel operations are tak-ing place concurrent with any other maintenance/munitionstasks, a CSS is not required.

1.2.8.1.1 Simultaneous fuel servicing with aircraft -6 and-6WC inspections.

1.2.8.1.2 Simultaneous fuel servicing with munitions/am-munition loading/unloading.

1.2.8.1.3 Simultaneous fuel servicing with aircraft recon-figuration.

1.2.8.1.4 Simultaneous fuel servicing and other aircraftservicing such as oil, nitrogen, and hydraulic fluid.

1.2.8.1.5 Simultaneous fuel servicing with loading/unload-ing of munitions/ammunition, aircraft reconfiguration, air-

TO 00-25-172

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craft -6 TO inspections, and other aircraft servicing such asoil, nitrogen, and hydraulic fluid.

NOTE

Electrical “power-on” portions of -6 inspectionsare not authorized during concurrent munitionsloading/unloading and fuel servicing operations.Power-on portions of -6 inspections are accom-plished prior to or upon completion of the concur-rent munitions loading/unloading and fuel servic-ing operation.

1.2.8.2 CSOs Not Requiring a Concurrent ServicingSupervisor (CSS).

1.2.8.2.1 On MAF aircraft, CSO is not required while air-crew members are performing the -1 inspection. See Para-graph 5.1.

1.2.8.2.2 Any or all simultaneous munitions/ammunitionloading/unloading with aircraft -6 and -6WC TO inspections,aircraft reconfiguration, and other aircraft servicing such asoil, nitrogen, and hydraulic fluid. (When no refuel/defuel op-erations are taking place concurrent with any other mainte-nance/munitions tasks, a CSS is not required).

NOTE

When a CSS is not required the weapons load crewchief is responsible for and controls all actionsconcerning the aircraft during loading and unload-ing operations. See AFI 21-101, Chapter 4 for de-tailed responsibilities.

1.2.9 Concurrent Servicing Supervisor (CSS) CombatSortie Generation (CSG) (Chapter 6). The on-site super-visor responsible for all aspects of fuel servicing, munitions/ammunition loading/unloading, aircraft reconfiguration, air-craft -6 TO inspections, and other aircraft servicingperformed during CSOs. The key function requiring the CSSis refueling/defueling. When no refuel/defuel operations aretaking place concurrent with any other maintenance/muni-tions tasks, a CSS is not required. The individual shall re-ceive training on safety requirements and potential hazardsof concurrent servicing operations and be certified as re-quired by AFI 21-101, MAJCOM, and local maintenance/training directives.

1.2.10 Deadman Control. An electrically, hydraulically,mechanically, or pneumatically operated switch or valve re-quiring continuous positive hand pressure by the operator tomaintain fuel flow. Releasing the positive hand pressure stopsfuel flow. (Not required for dispensing purging or preserva-tion fluids in aircraft, e.g., 1010 oil.)

1.2.11 Defueling. Defueling is the movement of fuel froman aircraft fuel tank to any external, approved container orsystem through the SPR receptacle to exclude the drainingof small amounts of residual fuel from externally mounted

components (i.e., fuel pumps, valves, engines) as authorizedper TO 1-1-3, Page 2-8, Paragraph 2.7.9, and removal of fuelor other liquids from cells or tanks via the aircraft fuel sys-tem drains.

1.2.12 Flash Point. The lowest temperature at which va-pors arising from fuel will ignite (momentarily flash) on ap-plication of a flame or spark.

1.2.13 Fuel Servicing Hose.

1.2.13.1 Soft (Collapsible). Rubber hose conforming toMIL-DTL-26521K, flexible, capable of being completelyflattened and coiled for ease of storage and handling.

1.2.13.2 Semi-hard (Noncollapsible). Rubber hose con-forming to MIL-DTL-6615G and MIL-PRF-370J, braided,loomed, or plied reinforcement, not capable of being coiledeasily.

1.2.13.3 Hard (Noncollapsible). Rubber hose conform-ing to MIL-DTL-27516F and MIL-DTL-26894D, braided,loomed, or plied reinforcement with a steel spiral wire woundbetween reinforcing members.

1.2.14 Fuel Servicing Safety Zone (FSSZ). The areawithin 50 feet of a pressurized fuel carrying servicing com-ponent, i.e., servicing hose, fuel nozzle, Single Point Recep-tacle (SPR), hydrant hose cart, ramp hydrant connectionpoint, etc., and 25 feet around aircraft fuel vent outlets.

1.2.15 Fuel Servicing Vehicle. A mobile self-propelledvehicle designed with a power take-off and filter separator totransport, receive, and dispense fuel. The most common typeof fuel servicing unit in the Air Force inventory is R-11.

1.2.16 Fuel Spill. Dripping, splashing or overflow of fuel.The fuel spill classifications are:

1.2.16.1 Class I spills involve an area less than two feet inany plane dimension (direction). Using agency fireguards,determine if these spills create a fire hazard to the aircraft orequipment. Generally, these spills need only be monitoreduntil the aircraft is dispatched.

1.2.16.2 Class II spills involve an area not over 10 feet inany plane dimension (direction), or not over 50 square feetand not of a continuing nature. Post the area, using agencyfireguards, and immediately notify the fire protection organi-zation and the base agency responsible for cleanup of haz-ardous spills.

1.2.16.3 Class III spills involve an area over 10 feet inany plane dimension (direction) or over 50 square feet intotal area or of a continuing nature. Post the area, usingagency fireguards, and immediately notify the fire protectionorganization and the base agency responsible for cleanup ofhazardous spills. These conditions shall be considered a rampmishap (accident or incident). The senior fire official will

TO 00-25-172

1-2 Change 10


respond with the personnel, vehicle(s) and equipment neces-sary to control and contain the hazardous condition until thelocal base agency responsible for cleanup can properly dis-pose of the hazardous material(s).

1.2.17 Flow Through Revetment (FTR). An open rampparking area with protective earth filled steel walls severalfeet thick designed to protect the aircraft.

1.2.18 Grounding (Electrostatic). A path or means to re-move any electrostatic charge buildup on a conductive ob-ject by connecting that conductive object to earth.

1.2.19 Hose Cart (MH-2 Series). A trailer-mounted unitcontaining a filter separator, meter, hoses, and nozzles forconnecting the hydrant outlet to the aircraft. It may be usedwith the Type II system or Type I modified system. It may beequipped with a Y-adapter to permit refueling two aircraft atthe same time. It may also be used to refuel commercialaircraft requiring simultaneous servicing into both wings.

1.2.20 Hot Pad Refueling Supervisor. A person (five-level or higher) with overall supervisory responsibility forsimultaneous hot refueling operations.

1.2.21 Hot Refueling/Defueling. The transfer of fuel intoor out of the fuel tanks of an aircraft with one or more air-craft engine operating.

1.2.22 Hot Refueling/Defueling Area. The area within50 feet of a hot refueling/defueling operation. Refer to Table3-2 for specific requirements.

1.2.23 Hydrant Hose Truck. A self-propelled aircraft fuelservicing unit capable of dispensing up to 1200 GPM,equipped with inlet and discharge hoses, meter, filter/separa-tor, various pressure and flow control valves, and safety de-vices. Hydrant Hose Trucks (HHT) are also known as Hy-drant Servicing Vehicles (HSV).

1.2.24 Hydrant Operator. A person (AFSC 2F0X1) whoactivates electrical and/or magnetic switches and valves nec-essary for fuel to flow from the hydrant system to the aircrafton the Type I, Type II, Type III, and Type IV hydrant sys-tems. Operates hydrant hose truck, hose cart, or pantograph.The Type IV operator is positioned at the control pit, main-tains visual contact with all crew members, monitors pres-sure gauges and the meter in the hydrant pit. In an emer-gency or upon signal from the aircraft refueling or padrefueling supervisor, they activate the emergency electricalshutdown switch and the fire suppression system.

1.2.25 Hydrant Outlet. A fueling valve located on theparking ramp where the fuel hose or hose cart is connected.

1.2.26 Intrinsically Safe. Equipment and wiring that isnot capable of producing sufficient electrical or thermal en-ergy under normal or abnormal conditions to cause ignitionof a flammable or combustible atmospheric mixture in itsmost easily ignitable concentration. This equipment is suit-able for use where fuel vapors can exist. Devices meetingthe explosive vapor tests of MIL-STD-810 meet the intrinsi-cally safe requirements of the National Fire Code.

1.2.27 Lateral Control Pit. An area below ground leveladjacent to the parking ramp containing components of thehydrant system and controlling one or more hydrant outlets.

1.2.28 Lateral Control Pit Switch. An on/off explosionproof switch, usually located at the hydrant control pit.

1.2.29 Lateral Control Pit Emergency Switch. A switchlocated at the control pit which overrides all other on/offswitches and shuts down the entire hydrant system. Type IIhydrant systems also have an emergency switch at each out-let.

1.2.30 Liquid Oxygen (LOX) Servicing Safety Zone.The area within 20 feet of pressurized LOX servicing equip-ment, servicing hose, aircraft servicing connection point orvents.

1.2.31 Pantograph. A fuel servicing system consisting ofmultiple rigid sections of tubing interconnected by articulat-ing and swivel couplings with fuel flow usually controlledby a deadman switch.

1.2.32 Mobility Air Fleet (MAF). MAF aircraft are air-frames within AMC and those same airframes located out-side of AMC (typically overseas units within PACAF,USAFE, AFCENT), with the exception of AFSOC.

1.2.33 Ramp Grounds. Ground rods used on ramps oraprons for protection against stray electrical currents, electri-cal faults, lightning, and static electricity.

1.2.34 Rapid Defueling. A means to rapidly off load fuelfrom aircraft either by operating an outboard engine or ex-ternal hydraulic test stand to power on-board refuelingpumps.

1.2.35 Refueling. The movement of fuel from an externalsource to an aircraft.

TO 00-25-172

Change 8 1-3


1.2.36 Remote Control Fuel Switch. A portable push-button on/off explosion proof switch attached to the hydrantoutlet by an insulated, flexible control cable and used to startand stop fuel flow. This may also be a magnetic switch witha lanyard.

1.2.37 Servicing Crew Member. A person who performsduties required by the specific servicing checklist under thesupervision of the oxygen, refuel/defuel supervisor, or chiefservicing supervisor. For C-9 medical evaluation aircraftonly, the Chief Servicing Supervisor (CSS) can also functionas the Refueling Panel Operator (RPO) and the Single PointReceptacle Monitor (SPRM). In this case, a person in AFSC4NOXX or X8AOO can perform duties as a safety observerin front of the C-9 aircraft but must be on intercom with theCSS and the aircrew.

1.2.38 Combat Sortie Generation. Combat sortie gen-eration is a process by which mission capable fighter aircraftare generated in a minimum amount of time, during peace-time or wartime, through separate 2AXXX and 2WXXXtasks or by Concurrent Servicing Operations (CSO). Combatsortie generation may include fueling, munitions/ammunitionloading/unloading, aircraft reconfiguration, -6 TO inspec-tions, and other servicing requirements.

1.2.39 Shelters.

1.2.39.1 Aircraft Alert Shelter. A covered unhardened/unprotected structure with or without doors from which amission ready aircraft can be launched. Aircraft are expectedto start engine within the shelter and taxi out of the shelterunder their own power. Some shelters are designed to allowthe aircraft to taxi in as well. Some shelters provide protec-tion from the elements, others are complete hangars.

1.2.39.2 Hardened Aircraft Shelters (HAS)/ProtectiveAircraft Shelters (PAS). Refer to Figure 4-1.

1.2.39.2.1 First Generation Shelters. These sheltershave two manually operated, vertically hinged, prow-shaped,recessed, metal aircraft entry doors. Usable floor space is 48feet by 75 feet.

1.2.39.2.2 Modified First Generation Shelters. Theseshelters have one electrically operated, side opening, rollersupported, prow-shaped, externally mounted, metal aircraftentry door. Usable floor space is 48 feet by 100 feet.

1.2.39.2.3 Second Generation Shelters. These sheltershave two electrically operated, side opening, roller supported,externally mounted, reinforced concrete panel aircraft entrydoors. Usable floor space is 82 feet by 124 feet.

1.2.39.2.4 Third Generation Shelters. Same as secondgeneration except usable floor space is 71 feet by 120 feet.

1.2.39.2.5 Protective Aircraft Canopy Shelters (PACS).These “carport type” shelters have fabric covered canopiesdesigned to protect personnel and aircraft from the elements.They do not have doors or walls.

1.2.40 Supervisory Contractor Representative (SCR).The person responsible for the control of contractor person-nel involved in concurrent servicing operations, fuel nozzleconnection/disconnection, and operation of refueling controlpanel on commercial aircraft.

1.2.41 Support Equipment (SE). All equipment requiredon the ground to make a weapon system, command and con-trol system, subsystem, or end item of equipment operationalin its intended environment.

1.2.42 Switch Loading. The introduction of a low volatil-ity fuel such as JP-8 into a tank containing a residue of ahigher volatility fuel such as JP-4, and vice versa.

1.2.43 Transferring of Fuel. The movement of fuel withinthe aircraft internal fuel system. This term also applies tobulk movement of fuel.

1.3 REPORTING OF HAZARDS.

Any potential hazard shall be reported to local supervision.Examples of hazards that should be reported are:

a. Glowing or crackling fuel.

b. Visible areas or sparks from any source.

c. Electrical shocks to personnel.

d. Aircraft with defective grounding/bonding receptacles.

e. Fluid leaks, mists, or sprays.

1.4 RECOVERABLE PRODUCTS.

Recoverable products resulting from ground handling andservicing of aircraft/equipment will be handled in accordancewith federal, state, and local environmental directives orlaws. Refer to AFI 23-502, Recoverable and Unusable Liq-uid Petroleum Products, and TO 42B-1-23, Management ofRecoverable and Waste Liquid Petroleum Products.

1.5 FUEL OR OIL SPILLS.

Fuel or oil spills will be reported to the base fire departmentand the civil engineering pollution control response team asrequired by local directives. Implement spill control proce-dures in accordance with local directives.

TO 00-25-172

1-4


CHAPTER 2ELECTROSTATIC HAZARDS AND STATIC GROUNDING AND BONDING

2.1 INTRODUCTION.

Fire or explosion hazards are always present where fuels arehandled. The grounding or bonding of all conductive parts ofthe system are an effective means of controlling hazards cre-ated by electrostatic energy. Grounding is the process ofconnecting one or more metallic objects and ground conduc-tors to ground electrodes. Bonding is the process of connect-ing two or more metallic objects together by means of aconductor. Bonding is done to equalize electrostatic potentialbetween two or more conductive objects.

2.2 ELECTROSTATIC CHARGES.

Static electricity is frequently generated when two materialsare brought into contact and then separated. Removing itemsof clothing, dust blowing across a surface, a liquid flowingthrough a pipe, and moving vehicles are common means ofproducing a static charge. Static electricity has been the ig-nition source for many petroleum fires. Protection againststatic charge buildup is obtained by dissipating static chargesthrough proper connections to the ground or equalizing staticcharges through effective bonding.

2.3 STRAY CURRENTS.

Electrical currents flowing through paths other than their in-tended circuits, or any extraneous current in the earth arestray currents. Since Air Force fixed refueling systems are incontact with the earth, stray currents sometimes take pathsthrough the conducting parts of the system. Grounding orbonding does not eliminate stray currents.

2.4 COMBUSTION.

Combustion requires fuel vapors, air (oxygen), and an igni-tion source. Flammable vapors exist over the surface of JP-4at -10 °F and above, and aviation gasoline at -50 °F andabove. Ignition of these vapors can be caused either by aspark or flame. When the proper ratio of fuel vapor and air ispresent, ignition will result in fire or explosion. Energy lev-els associated with electrostatic discharges may be sufficientto ignite fuel vapors.

2.5 ELECTROSTATIC CHARGING OF PERSON-NEL.

The normal activity of personnel involved in refueling op-erations can generate static electricity charges on their cloth-ing. Humidity greatly affects the static electricity character-istics of clothing materials. The lower the humidity, thehigher the electrostatic hazard. Under low humidity condi-tions, almost all Air Force issued garments can produce a

static charge of sufficient potential to cause a discharge. Thewearing of multiple garment layers in itself does not causean excessive static charge to develop. However, never re-move any garment while in the refueling area. Antistatic fin-ishes are not permanent and are gradually removed by laun-dering or dry cleaning. In addition, antistatic finishes are notas effective in low humidity conditions or at low tempera-tures. Moisture increases the electrical conductivity of cloth-ing and this is why high humidity conditions minimize staticbuild-up problems. Body perspiration has the same effect byadding moisture to undergarments and outer clothing. Insu-lated foot wear limits the dissipation of static charges to theground. Both rubber soles and composition soles are rela-tively poor conductors but most have sufficiently low resis-tances to dissipate static charge. The same is true for gloves.In most cases, personnel can dissipate static charges throughgloves or soles, but, as an added precaution, personnel shouldtouch a grounding/bonding point with their bare hand. Per-sonnel wearing Chemical Warfare Defense Ensembles(CWDEs) do not need to remove any clothing to dissipatestatic buildup. They can adequately ground or bond them-selves directly through the CWDE boot or glove. Clothinghaving a surface resistivity of less than 1012 ohms per squareor an inside-to-outside resistance of less than 1010 ohms willdissipate static charges through normal grounding proceduresor equalize static charges through normal bonding proce-dures. Many aircraft have avionics Line Replaceable Units(LRUs) having electronic components that are sensitive tostatic discharges. When removing or replacing these units,personnel should electrostatically equalize themselves withthe aircraft prior to touching the LRUs. The preferred con-tact/equalization point is just inside the applicable avionicsbay. When handling or carrying the LRUs, avoid touchingany connector pins or jacks because they might be directlyconnected to sensitive electronic components. Any connectoror jack caps/covers should be installed whenever the LRUsare disconnected from the aircraft. Once the LRUs are in theavionics shop for repairs, standard safeguards as outlined inMDS specific technical orders and TO 00-25-234 will sufficeto prevent electrostatic damage. When handling munitions orexplosive devices, avoid touching bare electrical primers,exposed propellants, and explosive chemicals.

2.6 TANK FILLING.

During the tank filling process, the electrical potential of theliquid fuel surface may reach thousands of volts. A sparkmay discharge from the surface of the liquid to the internalsurfaces of the tank or any other object in the tank such aspiping, fittings, or foreign material. If the fuel vapor-air mix-ture above the liquid surface is in the explosive range, such aspark will provide ignition with disastrous results. Objects ina fuel tank will collect a charge from the fuels and become

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2-1


similar to an electrical condenser (capacitor) plate. The po-tential required for a discharge from these floating objects tothe tank is less than that required to cause a discharge fromthe liquid surface to the tank. Therefore, the hazard is greatlyincreased by the presence of such objects. The Air Forcenow incorporates a conductivity additive to decrease the re-laxation time of electrostatic charges in order to precludethese problems. Also, the use of a higher flash point fuelsuch as JP-8 or JP-5 in lieu of JP-4, when permitted by theapplicable aircraft technical orders, reduces the vapor igni-tion hazard. Research has suggested that if fuel flow is keptbelow the following maximum rates, hazardous levels ofstatic electricity charges will not occur:

NOTE

These limits do not apply for JP fuels having an-tistatic additives with at least 50 ConductivityUnits (CU).

Nozzle/Hose/ Gallons/MinutesPipe Diameter

0.75 inches 321.50 inches 1252.00 inches 2252.50 inches 3523.00 inches 4704.00 inches 6275.00 inches 7836.00 inches 940

2.7 LIGHTNING.

Even if an aircraft were statically grounded, a severe hazardto servicing personnel could exist if lightning strikes the air-craft or within several hundred feet of the aircraft. Servicingpersonnel should be evacuated from the area when there isdanger of a direct or close proximity lightning strike. Per-sonnel inside an aircraft will be in no danger as long as allaircraft doors, hatches, and canopies are closed. Potentials inthe range of several million volts exist between clouds andearth. High points such as vertical stabilizers and antennamasts are most susceptible to strikes. These strikes are ofshort duration (approximately 1/100 second duration perstrike) and even though high energy levels exist, the rampgrounding system will generally conduct the energy safely toearth. An electrical storm can be dangerous even if severalmiles from the servicing area.

2.8 OTHER SOURCES OF STATIC ELECTRICITY.

Operating aircraft engines, rotor blades, and propeller blades,can generate high static electricity voltages. These staticsources are especially hazardous because the static voltagesmay be generated continuously as long as the engines/bladescontinue to operate.

2.9 GROUNDING AND BONDING POLICY.

Grounding is not required for parked aircraft or aircraft fuelservicing operations unless required by specific MDS tech-nical orders. In any case, aircraft stored/parked at theAMARG desert storage (TO 1-1-686) do not need to begrounded. Aircraft will be bonded to fuel servicing equip-ment at all times during fuel servicing operations. Hydrantfuel servicing vehicles and hose carts will also be bonded tothe hydrant system in addition to bonding to the aircraft.(This hydrant-servicing vehicle or hose cart bonding require-ment applies only when the aircraft is not grounded.)

• If the aircraft engine is operating (e.g., hot re-fueling) do not place grounding/bonding wiresor hardware within the engine inlet danger area.Failure to comply with this warning, could re-sult in injury to, or death of personnel or longterm health hazards.

• When applicable, aircraft/equipment must begrounded and/or bonded prior to connecting thesingle point nozzle to the aircraft; however, thehydrant coupler will be connected to the hy-drant outlet prior to bonding the hydrant servic-ing vehicle to the aircraft.

Grounding/Bonding clamps/plugs shall not be al-lowed to drag across the ramp. Clamps/plugs shallbe carried to reels on equipment.

NOTE

• If the bonding wire becomes disconnected, re-connect it immediately. The sequence makes nodifference.

• Bonding is not required for all-metal panto-graph, as long as there is a continuous metalstructure from the fuel servicing equipment tothe aircraft.

a. Grounding of aircraft or supporting servicing equip-ment during either fuel servicing, Liquid Nitrogen(LIN) servicing, or Gaseous Nitrogen (N2) servicing isnot required. Recent electrostatic studies have demon-strated that grounding aircraft or supporting servicingequipment for these situations is unnecessary. Unlessrequired by specific MDS technical orders, groundingis not required for aircraft except for the followingfour operations (only one grounding wire is necessary):

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(1) Undergoing munitions loading/unloading opera-tions. (i.e, loading bombs, missiles, etc., to com-bat aircraft store and release locations.) Aircraftgrounding is not required for driving/carrying onmunitions or hazardous cargo onto cargo aircraft.

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(2) Undergoing electrostatic painting, bead blastingor fuel system repair.

(3) Connected to a hangar electrical power source.(This requirement does not apply to portableground power units, including MD/4MO mobileelectric power units, inside hangars.) Locationswith low humidity may want to ground an air-craft one time after landing to dissipate any staticcharges generated on the aircraft while flyingthrough dust or precipitation. This will be accom-plished by momentarily connecting a cable froman earth ground to any unpainted metallic aircraftsurface.

(4) Or when required by specific MDS technical data.

b. Overwing (open port) fuel servicing operations requirea bonding wire between the fuel source and the air-craft, and a separate bonding wire for each open portfuel nozzle. The first bonding wire equalizes staticcharges that accumulate while fuel is flowing duringfuel servicing operations. If the nozzle is attached to aconductive braided hose, this first bonding wire is notnecessary. The second bonding wire prevents a chargedfuel nozzle from creating a spark at the open fuel portwhen the fuel nozzle first touches the aircraft. Laddersused for overwing refueling do not require bonding tothe aircraft.

c. Drop, external, ferry, Benson, and weapons bay fueltanks do not need to be grounded when stored, parked,or during other periods when in-tank work is not beingaccomplished.

d. The connecting of more than one grounding/bondingcable by any means (clamp-to-clamp, clamp-to-handle,etc.) using any method (stacking, piggy-backing, nose-to-nose, etc.) is not authorized, except as specified in(1) or (2) below.

(1) A conversion jumper may be constructed to pro-vide bonding capability for over-the-wing fuelservicing nozzles when aircraft to be serviced arenot equipped with electrical jack assembly recep-tacles. Conversion jumpers will be made fromonly the parts listed below and assembled as fol-lows: connect an electrical ground wire rope(cable), NSN 4010-00-575-6234 or NSN 4010-00-286-2681, to terminals of a female extensionjack, NSN 5935-00-432-9340; cut electricalground wire rope (cable) to length required; placea red warning streamer, NSN 8345-00-673-9992,on cable and then install an electrical ground clip,NSN 5999-00-134-5844 or NSN 5999-00-204-8350 on free end of cable. Perform a continuitycheck to make sure conversion jumper is electri-cally interconnected throughout assembly.

(2) A multiple receptacle junction box may be con-structed to reduce the number of grounding/bond-ing cables around a work site. The multiple re-ceptacle junction boxes must be built from a highquality conductive material. The receptacles in-stalled in the junction box must be female exten-sion jacks, NSN 5935-00-432-9340. All multiplereceptacle junction boxes will be given a continu-ity test at the time of fabrication and at any timeafterwards when a lack of continuity is suspecteddue to damage or corrosion. Resistance betweenthe body or frame of the junction box and theinstalled female extension jacks shall not exceed10 ohms.

2.10 GROUNDING.

The recommended connection sequence to ground an aircraftusing a clamp-plug unit is (1) attach a grounding clamp tothe earth grounding point, (2) insert the plug of the other endof the clamp-plug unit into an aircraft receptacle jack assem-bly or attach the clamp of the other end of the clamp-plugunit to an unpainted metal portion of the aircraft. An aircraftexternal tank can be used as a single grounding/bonding at-tachment point.

2.11 AIRCRAFT INSTALLED ELECTRICAL RECEP-TACLES FOR GROUNDING AND BONDING.

Aircraft system managers, in coordination with lead com-mands, shall ensure applicable aircraft technical orders in-clude a requirement to inspect aircraft electrical receptaclesduring or at appropriate maintenance interval or after recep-tacle maintenance. The inspection methods and frequencywill also be included in the specific aircraft technical orders.In the absence of any inspection methods listed in aircrafttechnical orders, receptacles will be inspected and tested inthe following manner:

a. Visually inspect for loosely mounted receptacles andevidence of corrosion on washers, lugs, nuts, and theaircraft skin. There shall be no free axial movement ofthe contact tip in the plug due to clearance between thecontact (spring) tip and plug. Free axial movement in-dicates the contact spring is not maintaining a properconnection with the plug.

b. Inspect and test for electrical resistance as follows:

(1) Electrical resistance between receptacles andclean aircraft skin shall be one ohm or less on an815AFA bridge or equivalent.

(2) A stainless steel plug, PN MS3493, NSN 5935-00-572-5174, will be inserted into the receptaclejack assembly. Check to ensure it is firmly seated.Electrical resistance measured between the plug

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and cleaned aircraft skin must be one ohm or less,but not zero. The aircraft technical order is appli-cable if it specifies a value less than one ohm. Aclamp, PN M83413/7-1, may be substituted forthe steel plug on aircraft not equipped with thejack assembly, PN MS90298, when attached todesignated grounding lugs on an unpainted partof the aircraft landing gear.

(3) A firm pull will be required to withdraw the plugfrom the receptacle. Approximate pull will mea-sure 8 - 14 pounds on a spring scale, NSN 6635-00-578-5286, or equivalent. A pull of less thaneight pounds indicates a weak or damaged recep-tacle and will be replaced. A pull of over 14pounds indicates a possible corroded receptaclewhich might warrant replacement.

NOTE

A locally fabricated tool assembly may be used toassist in resistance test on aircraft installed ground-ing/bonding receptacles. The assembly consists ofa grounding/bonding plug, NSN 5935-00-572-5174, grounding/bonding cable, NSN 4010-00-286-2681, six inches in length, and a wire ropeswaging sleeve, NSN 4030-00-132-9163. As-semble as follows: install one end of six-inchgrounding/bonding cable into grounding/bondingplug jam nut. Using opposite end of six-inchgrounding/bonding cable, form a loop ending neargrounding/bonding plug jam nut. Secure loop byplacing both ends of grounding/bonding cable in awire rope swaging sleeve and crimp. The loop cannow be used as connection point for spring scaleto conduct pull resistance test.

(4) Defective jack assemblies will be replaced withPN MS90298 receptacles. Latest assembly has aone-half inch curved base on contact. Outdatedaircraft jack assemblies which are to be replacedare one-fourth inch across contact base with twosolder lugs and a right angle bend near the end ofcontact.

(5) For receptacles PN 8240704-1 a firm pull will berequired to withdraw the plug from the receptacle.The approximate pull force is 8 ±2 pounds. A pullforce of less than six pounds indicates a weak ordamaged receptacle. A pull force of 10 footpounds or greater indicates a possible corrodedreceptacle which might warrant replacement ofreceptacle.

c. After receptacles meet the criteria outlined in step b.,continuity check will be accomplished to assure all areelectrically interconnected through the aircraft airframe

and/or skin. For this test, use a portable static ground-ing/bonding cable. Resistance of the portable ground-ing cable shall be balanced out prior to use. In all cases,the resistance between receptacles should be one ohmor less.

2.12 GROUNDING/BONDING HARDWARE.

The following hardware items will be used and inspected asindicated:

a. Clamp (PN M83413/7-1, NSN 5999-00-134-5844).Replace clamp if jaws are deformed, spring is weak, orother defect is evident that would prevent a good con-nection. The M83413/7-1 will be used unless there isinsufficient space in a ground connection pit. If anM83413/7-1 will not fit, then a robust ‘alligator’ typeclamp can be used. Refer to AFI 21-101 Chapter 14Grounding Wires/points. Two Allen head screws, orequivalent, will be utilized to secure cable to ground-ing clip. Coat screws with sealant or epoxy to preventscrews from backing out. Unused screws will be re-moved and the holes will not be coated with sealantfor easy visual inspection that the screws have beenremoved.

b. Plug (PN M83413/4-1, NSN 5935-00-572-5174 only).Inspect the electrical ground/bond plug for corrosion,weakness, or loose nut and replace if heavily dented ordeformed, particularly around the portion which con-nects with the aircraft grounding/bonding receptacle.

c. Cable (3/32 inch, NSN 4010-00-286-2681 or NSN1640-00-575-6234 only). Replace cable if more thanone-third of the cable wires are broken. If electricalcontinuity is suspect, the cable will be checked andrepaired if found to be bad.

NOTE

Deteriorated plastic coating does not affect theelectrical capability of the cable.

d. Clamp-Plug Unit. The primary unit used by Air Forceactivities consists of a clamp and plug attached to op-posite ends of a sufficient length of 3/32-inch cable.The unused handle of the clamp can be equipped witha sufficient length of 3/32-inch cable terminating into aplug. A warning streamer “REMOVE BEFOREFLIGHT” will be attached to the plug end of the cable.Other clamp-plug unit configurations may be used asmission needs dictate as long as specified hardware isused to construct them. The cable retainer (cap) of thetwo-piece plug and cap assembly design may be spotwelded to prevent loosening of the cable and possible

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2-4 Change 20


loss of continuity.

e. Locally-fabricated clamp-plug units will be checkedwith a multimeter for continuity prior to being placedinto service. The continuity check test points should befrom the inside of clamp jaws to end of plug. A conti-nuity check should be performed any time a lack ofcontinuity is suspect due to corrosion buildup or dam-age. A nominal 100-foot length of 3/32-inch diameterstainless steel cable will have a maximum allowableresistance of 10 ohms.

f. When grounding is required for bare base operation,grounding rod, NSN 5975-00-240-3859, will be used.

g. Static Grounding/Bonding Reel Inspection Criteria. Allinstalled static discharge reels shall be given a conti-nuity test at the time of initial installation and at anytime a lack of continuity is suspected due to damage orcorrosion. The test will be accomplished by extendingthe entire length of the cable and measuring the conti-nuity between the plug or inside the clamp jaws to theequipment frame on which the reel is mounted. Resis-tance between these two points shall not exceed 10ohms. Prior to each use, the grounding reel shall bevisually inspected for security of mounting on a rigidbase and evidence of any corrosion or damage.

2.13 PERSONNEL GROUNDING/BONDING.

Personnel will use grounding or bonding techniques to dis-sipate or equalize static charges that have accumulated dur-ing ground servicing operations. During an aircraft fuel ser-vicing operation, a static spark in the wrong place couldignite a fuel vapor concentration. Fortunately, normal fuelservicing operations have ignitable flammable vapor concen-trations only near aircraft fuel vent outlets. These vapor con-centrations generally dissipate rapidly to levels that are toolean to be ignited. An aircraft fuel system failure, however,could result in fuel spilling from vent outlets or from otherlocations. This increases possibility of an ignition from astatic spark. Therefore, prior to any fuel servicing or muni-tions loading/unloading operation, personnel involved in theoperation will ground or bond themselves to a suitablegrounding/bonding point or to a bare (unpainted) portion ofthe aircraft to uninsulated portions of the aircraft groundingwires. If a spark occurs during the initial grounding or bond-ing procedure, then atmosphere conditions are ideal for ad-ditional static charge accumulations; therefore, under this

condition, personnel will ground or bond themselves peri-odically. If no spark occurs during the initial grounding orbonding procedure (or other symptoms do not occur), thenadditional grounding or bonding is not necessary. All person-nel will avoid grounding or bonding themselves within threefeet of aircraft fuel vent outlets. In addition, personnel con-ducting aircraft fuel vent checks will ground or bond them-selves above waist level and at least three feet from fuel ventoutlet prior to checking vent. Weapons loading personnel willground or bond themselves when entering fuel servicingsafety zone and before handling electrically-primed muni-tions. Always avoid touching the primers of electrically-primed munitions (i.e., impulse cartridges and 20 MM am-munition). Personnel entering a fuel servicing or weaponsloading area should also ground or bond themselves to theclosest piece of grounded or bonded aircraft or equipment.

2.13.1 Chemical Warfare Defense Ensemble (CWDE)Resistance Tests. CWDE resistance tests have shown thatstatic charges can be effectively dissipated through CWDEgloves (preferred) which have resistances of approximately10,000 ohms. Personnel can ground or bond themselves di-rectly through the glove of CWDE; therefore, removal ofany of the ensembles for grounding or bonding purposes isnot required.

2.13.2 Servicing Fuel with Personnel Armor ((FlakVest) or Individual Body Armor (IBA)). When servicingaircraft with low flashpoint fuels (JP-4, Jet B, AVGAS, orMOGAS), personnel armor should not be worn while per-forming fuel servicing operations except in actual combat.Tests have shown that static charges cannot be effectivelydissipated by normal grounding or bonding procedures. Per-sonnel armor acts as an electrical insulator with an extremelyhigh resistance. Personnel armor will generate and accumu-late a static charge during a person’s normal movement. Thisaccumulated charge will then be equalized on the person’sbody. When normal grounding or bonding procedures areused, the charge on the person’s body will be dissipated orequalized, but the charge on the personnel armor will not.An individual wearing personnel armor will always groundor bond himself when approaching an aircraft and prior tobeginning work. If no spark occurs during bonding orgrounding, then conditions are not present to accumulate astatic charge with sufficient energy to be hazardous; there-fore, normal work may begin. If a spark does occur duringbonding or grounding, the individual will ground or bondfrequently during all work phases.

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Change 3 2-5/(2-6 blank)



CHAPTER 3GENERAL PROCEDURES

3.1 HOUSEKEEPING.

A clean work area makes a safer, more efficient operation.High standards of cleanliness shall be maintained in the haz-ardous environment of aircraft ground servicing. Aircraftparking areas, servicing aprons, fuel servicing vehicles/equipment, and Support Equipment (SE) compartments andsurfaces shall be kept free of debris and accumulation of oil,hydraulic fluids, grease, or fuel. Personnel shall not be sub-jected to increased risk to catch servicing fluids. If a spilloccurs, it shall be controlled in accordance with local direc-tives once the aircraft and surrounding area are made safe.Safe fuel servicing depends on keeping fuels in controlledareas, not allowing spillage, and in keeping all ignitionsources away from designated servicing areas.

3.2 AIRCRAFT FLUIDS AND FUELS.

The servicing of aircraft jet fuels, hydraulic fluids, and lubri-cants, presents a potential fire or explosion hazard. Flam-mable mixtures can be formed by the vapors from JP-4 fuel,or from a spray or mist from a pressurized leak. Flammablevapors are present when the temperature of JP-4 fuel isgreater than -10 °F. The vapor concentration depends on boththe fuel temperature and the ambient temperature. As thetemperature increases, the vapor concentration increases. Thetemperature at which the concentration of vapors is sufficientto form a flammable mixture without propagating is knownas the flash point temperature (-10 °F for JP-4). The termLower Flammable or Explosive Limit (LFL or LEL) is theminimum concentration of vapor-to-air where flame will oc-cur with an ignition source and continue to propagate. TheUpper Flammable or Explosive Limit (UFL or UEL) is themaximum vapor-to-air concentration above which propaga-tion of flame will not occur. These flammability limits (1.3percent to 7.0 percent by volume) are established under con-trolled laboratory conditions and are not directly applicableto servicing of aircraft. The fuel vapors, being heavier thanair, tend to cling to the ground. At some distance above thefuel surface, the mixture of fuel vapors and air is flammable.Therefore, it is necessary to treat any JP-4 fuel spill as beingflammable. For comparison, JP-8 fuel has a much higherflash point and is relatively safer to use. The flash point ofJP-8 is +100 °F, if the fuel temperature is less, JP-8 vaporswill not be present above the surface of the fuel. Special careis still required for JP-5 and JP-8 fuels because many of thecurrent Air Force aircraft use the fuel as a heat sink. Theseaircraft may have JP-5 and JP-8 fuel at 160 °F well abovethe flash point. Even during concurrent or hot refueling op-erations the temperature of the JP-5 and JP-8 may be wellabove the flash point and will behave just like JP-4.

3.3 REFUELING.

Pressurized refueling operations present a potential hazardfor pressure leaks in equipment, pipes, and hoses. These fail-ures may cause a fine spray or mist to be present. If there isan ignition source, there could be a fire regardless of thefuel’s flash point temperature. Constant vigilance is neededto eliminate potential ignition sources from the servicing op-erations. A very small energy spark, for example, can igniteJP-4 fuel vapors. The energy associated with metal tools be-ing dropped on concrete, sparks generated when groundingor bonding equipment, static electricity generated by person-nel, the arcing of electrical/mechanical equipment, andsparks/hot particles from an engine exhaust will ignite JP-4fuel vapors. The less volatile petroleum products, such asJP-5 or JP-8 fuels, hydraulic fluids, or lubricants will notnormally ignite unless the fluid is in direct contact with theignition source. However, when JP-5 and JP-8 are dischargedunder pressure as a mist or spray, it can ignite/flash as read-ily as JP-4 even when the fuel temperatures are well belowtheir flash points. Open flames, electrical arcing, and hot sur-faces are all potential ignition sources.

3.4 HOT SURFACES.

During refueling operations, the most common ignitionsources present are hot surfaces above 750 °F, such as hotbrakes, bleed air ducts, hot engine, and APU surfaces. Inmany servicing operations, the hot surface may be presenton the support equipment. If any heated metal object glowsat all (any color) then its temperature is at least 900 °F andtherefore it is an ignition source. Once a fire starts, the spreadis quite rapid. The flame temperature is approximately 2000°F and is well in excess of the melting temperature of alu-minum alloys (1000 °F). Therefore, it is necessary to havefire fighting equipment immediately available as specified inTable 3-1.

3.5 SERVICING SUPERVISOR.

Fuel and water servicing will be conducted under the directcontrol of the servicing supervisor. This supervisor will becompletely familiar with this technical order and the appli-cable aircraft -2 technical order(s). In addition, this supervi-sor must demonstrate a thorough knowledge of all equip-ment and systems involved in the servicing operations andbe qualified/certified in accordance with command directives.This supervisor will insure that all applicable safety precau-tions and technical order requirements are taken and/or ob-served prior to, during, and after all servicing operations.

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Change 1 3-1


This supervisor shall be responsible for assigning, monitor-ing, directing, and controlling the duties of personnel underhis or her supervision as follows:

a. Check the markings on the refueling equipment toverify that the correct grade of fuel is being suppliedto the aircraft.

b. Control the movement and correct positioning of air-craft and servicing equipment to, from, and within theservicing areas.

c. Verify the positioning and type of fire extinguishers.

d. Evacuate non-essential personnel and equipment.

e. Shut down powered SE not essential to servicing. Ifnecessary, move SE to a point where it will not ob-struct operations.

f. Verify that the correct grounding/bonding sequence isaccomplished.

g. Establish and maintain either visual or voice contactwith the control panel operator and/or servicing equip-ment operator(s). If the aircraft is equipped with inter-com communications for ground operations, it will beused to maintain, voice contact with fuel panel opera-tor(s) at all times during servicing.

NOTE

For commercially contracted cargo-only aircraftwhere the fuel control panel/fuel system controlmechanism is located on the outside of the air-craft, use of the aircraft intercom system by ser-vicing ground crews is not required. If any per-sonnel (flight or ground crew members) are toremain on board the aircraft during fuel servicingoperations, then voice contact must be establishedand maintained between the personnel remainingon board the aircraft and the fuel control paneloperator(s) at all times during the fuel servicingoperation.

h. For single point servicing, the fuel servicing supervi-sor will ensure the Single Point Receptacle (SPR)nozzle is properly connected to the aircraft fueling re-ceptacle.

NOTE

Connect the SPR nozzle to the aircraft. With theSPR nozzle crank handle in the closed position,check the strainer coupling quick disconnect de-vice for positive locking. Prior to pressurizing thehose, be sure the nozzle is securely locked to the

aircraft by attempting to remove the nozzle withthe nozzle crank handle in the open position. Anynozzle that can be disconnected from the SPR withthe nozzle crank handle in the open position isdefective and must be removed from service im-mediately. If the nozzle is not worn or defective,then examine the aircraft SPR which might beworn or defective. On aircraft with RefuelingTeams, the team member connecting the refuelingreceptacle will be responsible for testing thestrainer quick disconnect locking device for posi-tive engagement and assuring the refueling nozzleis securely locked.

i. During over the wing/open port fuel servicing, ensurethe nozzle bonding wire is installed prior to openingthe filler cap and that the fuel nozzle operator does notblock or jam the nozzle in the open position or leave itunattended.

j. Ensure communication is available through Mainte-nance Operation Center (MOC) and/or the CommandPost to Fire Protection Agencies.

k. Ensure personnel are thoroughly familiar with andqualified to perform safe servicing operations.

l. Implement immediate shut down procedures if an ab-normal condition (i.e., power loss or fuel gage mal-function) occurs during fuel servicing.

3.6 FUEL SERVICING SAFETY ZONE (FSSZ).

This is the area within 50 feet of a pressurized fuel carryingservicing component; i.e., servicing hose, fuel nozzle, SPR,hydrant hose cart, ramp hydrant connection point, etc., and25 feet around aircraft fuel vent outlets. The FSZZ applies toopen ramps and to the insides of hangars and shelters. (Air-craft interiors are not considered part of the FSSZ unlesscanopies, ramps, or doors are open exposing part of the air-craft interior to a spilled or sprayed fuel hazard.) The fuelservicing safety zone is established and maintained duringpressurization and movement of fuel. See Figure 3-1 for anexample of the bomber pit refueling safety zone and Figure3-2 for an example of the fighter refueling safety zone. Dur-ing fuel movement, active ignition sources shall be removedand kept out of the fuel servicing safety zone. Some ex-amples of active ignition sources are open flames, sparksfrom internal combustion engines, and electrical arcing. Non-servicing vehicles and AGE Equipment (with engines notrunning) are allowed to be parked within the Fuel ServicingSafety Zone as long as they do not prevent the emergencyegress of the servicing equipment or personnel. An aircraftadjacent to a fuel servicing safety zone can have its enginesrunning as long as the aircraft thrust is not directed at theaircraft being refueled.

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3.7 THE AIRCRAFT BEING SERVICED.

Non-essential aircraft electrical systems, including radar,shall not be activated on the aircraft during servicing opera-tions unless absolutely required for servicing. However, if

required, aircrew members may operate UHF/VHF cockpitradios. The power off portion of aircrew walkaround inspec-tions may be performed when essential to meet establishedoperational turnaround requirements.

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Figure 3-1. Bomber Refueling Safety Zone Example

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3-3


Figure 3-2. Fighter Refueling Safety Zone Example

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3-4 Change 20


3.8 ADJACENT AIRCRAFT.

Aircraft parked as prescribed in AFH 32-1084 and whichintrude into the fuel servicing safety zone shall not be:

a. Involved in engine starts or engine trim operations.

b. Radiating electromagnetic energy.

c. Using NDI or welding equipment.

d. Involved in any maintenance requiring:

(1) Energizing or de-energizing external electricalcircuits.

(2) Disconnecting combustible fluid carrying lines,except those equipped with non-spill, quick dis-connects.

e. Moved under its own power.

NOTE

However, normal maintenance, including pre/post-flight inspections involving internal aircraft elec-trical power, may be performed on adjacent air-craft providing there are no spilled flammableliquids.

3.9 SERVICING CONSTRAINTS.

The following constraints apply during servicing operations:

a. During servicing, only those personnel actually re-quired for the operation shall remain in the fuel servic-ing safety zone. Aircrew on commercial contract cargo-only aircraft may remain on board the aircraft duringservicing operations. Aircrews on MAF aircraft mayremain on board the aircraft during servicing opera-tions. Passengers may remain on MAF aircraft as longas the provisions of Chapter 5 are met. Personnel re-ceiving training on specific tasks required to completethe fuel servicing operation are allowed in the FSSZ ifthey are under the direct control and supervision of thefuel servicing supervisor. Quality inspectors may enterthe FSSZ to perform quality assurance functions. Per-sonnel performing authorized functions on adjacentaircraft, which intrude into the FSSZ, may remain onduty with the adjacent aircraft. The servicing supervi-sor will coordinate with all affected personnel so thatthese restrictions are observed. There shall be no smok-ing within 50 feet of any aircraft or servicing opera-tion. Servicing operations shall not begin if any indi-cation of “hot brakes” are noted.

b. Aircraft radar and High Frequency (HF) radios shallnot be operated in the transmit mode within 300 feetof servicing operations, unless otherwise specified inthe applicable aircraft and equipment repair technicalorders, or when TO 31Z-10-4 procedures are used toensure a safe distance. Satellite communications (SAT-COM) radios may be operated in the transmit mode ifthe antenna beam is pointed at least ten degrees abovethe horizon.

c. Do not start servicing operations (any movement offuel, water, environmental fluid, oil, hydraulic fluid,oxygen, nitrogen, or hydrazine) whenever one of thefollowing conditions exists. If servicing operations arealready in progress, terminate as soon as practical:

(1) When a lightning advisory has been issued indi-cating an electrical storm is within five nauticalmiles (5.75 miles) of the servicing area.

(2) Winds reach velocities hazardous to the aircraftor servicing operations. Specific high wind re-strictions will be developed by base-level person-nel for each base supporting a flying mission.

(3) Fire in the vicinity is generating hot ashes.

(4) In those cases where on-scene fire protection isrequired, if an aircraft crash/fire occurs at thesame airfield, servicing operations already under-way will be stopped and fuel servicing equipmentwill be disconnected. No new servicing operationswill be started until the crash/fire is declared un-der control by the base Fire Chief or Senior FireOfficer (SFO), his designated representative, orthe on-scene commander, and the required levelof fire protection is available to support servicingoperations.

(5) In those cases where on-scene fire protection isrequired, in the event of an In-Flight Emergency(IFE) or crash warning resulting in the departureof the on-scene fire vehicle, servicing operationsalready underway must be stopped. No new ser-vicing operations may be started without the con-currence of the base Fire Chief, his designatedrepresentative, or the on-scene commander, oruntil the IFE or crash warning has been cancelled.As a condition of continuance during IFEs, eitheran operational fixed, skid mounted, or portableAqueous Film Forming Foam (AFFF) fire sup-pression system discharging through oscillatingnozzles or at least one fully manned aircraft res-cue and fire fighting vehicle must be positioned atthe aircraft fuel servicing scene.

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In freezing weather, touching a metal surface withbare skin can cause the skin to stick to the coldsurface, resulting in a painful injury. One way toavoid this is to touch the aircraft grounding/bond-ing connector with a warm metal object, such as acoin held in the bare hand.

d. Personnel in the FSSZ shall not wear footwear withexposed spark-producing nails or metal plates on thewalking surfaces. Any type of clothing may be worn asouter garments when fuel servicing aircraft with highflash point fuels (JP-5, JP-8, JP-10, JET A, JET A-1,TS-1 below 82 °F, or diesel). However, when fuel ser-vicing aircraft with low flash point fuels (JP-4, JET B,AVGAS, or MOGAS), clothing containing more than65% of any combination or mixture of nylon, rayon,wool or polyester shall not be worn as outer garments.Do not put on or remove outer garments in the fuelservicing safety zone. Matches or lighters will not behandled or removed from pockets during servicing op-erations. If flight crew members wearing Nomex and/orother authorized flight clothing are required to assist inaircraft fuel servicing operations, they will first assurethat they are at the same potential as the aircraft. Thisis done by bare hand contact with the aircraft ground-ing/bonding connector, an unpainted aircraft surface,or a static ground before removing the fuel filler cap orwhile inserting the bonding jack on the fuel nozzle.These requirements also apply to draining aircraft fuelsumps.

e. Laptop computers (including wireless versions), por-table digital assistants, tablets and e-readers (e.g. I-Pads), pagers, cell phones, stray voltage detection de-vices, radios, night vision goggles, flashlights (six voltsor less), cameras (including digital cameras), and Peli-can Advanced Area Lighting Group (AALG) can beoperated within the FSSZ. Camcorders may also beused in the FSSZ as long as the cathode ray tube view-finder (eyepiece) is de-energized. However, no batterychanges nor charging operations are allowed within theFSSZ. Only night vision goggles and intrinsically safe(Paragraph 1.2.26) devices can be operated within 10feet of aircraft fuel vent outlets, open port refuelingreceptacles, fuel spills, or fuel trucks being filled (bot-tom loading or from aircraft defueling). (When fuelenters a truck from any source, the incoming fuel willforce fuel vapors from the top of the tank.) All otherdevices e.g., cell phones, must be turned off (not placedon standby) when within this ten foot zone. EarmarkSeries 4C headsets, Trulink wireless intercom andcordless Aircraft Wireless Intercom Systems (AWIS)

constructed by Communications - Applied Technologymay be used anywhere within the FSSZ. CentralizedAircraft Support Systems (CASS) can remain ener-gized in the FSSZ, but electrical switches must not beoperated.

f. If hot brakes are suspected, an aircraft hot brake checkwill be performed prior to fuel servicing. Temperaturecan be measured by temperature sensitive substances(temp sticks) or by infrared heat sensors. Fuel servic-ing shall not start until the brake temperature is below750 °F, except for the A-10, C-5, C-17, C-130, C-141,E-4, F-15, and HH-60 aircraft. These aircraft are ex-empted because of the location, direction, and distanceof the fuel vent outlets from the aircraft landing gearbrake assemblies. The F-22 can be refueled with braketemperatures exceeding 750 °F if an adequate shield isused to keep vented fuel from reaching the left mainlanding gear brake assembly.

g. If glowing or crackling fuel is noted when servicingaircraft, immediately cease all servicing operations.Report the incident to the servicing supervisor and tothe fire department. After the incident is investigated,recheck grounding connections, and resume flow at aslower rate and pressure.

h. Operating external power units will be parked outsidethe fuel servicing safety zone which is at least 50 feetfrom the pressurized fuel carrying servicing compo-nents and at least 25 feet from aircraft fuel vent out-lets. The operating units will be positioned upwindfrom the fuel servicing operation when possible.

The aircraft settles as fuel is taken on board. En-sure adequate clearance exists between the aircraftand maintenance stands or equipment positionedunder any portion of the aircraft.

NOTE

Fiberglass is a non-conductive material (insulator)that does not dissipate or transfer electrostaticcharges when either grounded or bonded to con-ductive objects. Therefore, the grounding or bond-ing of fiberglass ladders or work stands is not re-quired.

i. Bond conductive aircraft maintenance or work standsto the aircraft when using the stand to access the air-craft fuel servicing receptacles or support the fuel hoseduring servicing operations. Other maintenance or

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work stands, not used for fuel servicing, do not requireeither bonding or grounding. Ladders used for over-wing refueling do not require bonding to the aircraft.

If any tank appears to fill abnormally slow or notat all, then stop all refueling immediately and in-vestigate to determine what is causing the prob-lem. The cause could be a blocked vent line orfailed refuel shutoff valve or other malfunction.

j. On aircraft equipped with individual fuel tank quantitygauges, monitor each gauge during refueling operation.

k. Fuel servicing hoses can be routed under aircraft, butavoid placing them near running engines and AuxiliaryPower Units (APU). If possible, avoid placing hosesforward of the aircraft landing gear, in case the aircraftneeds to be towed away for an emergency. For concur-rent servicing operations, place hoses to minimizedamage from other servicing equipment.

l. Ensure that the aircraft is properly chocked. Use MIL-PRF-32058 or equivalent chocks. Chocks can be lo-cally manufactured and employed. Locally manufac-tured chocks can be made of wood per AF drawing42D6594 and painted yellow. The drawing is availablefrom local AF Engineering and Technical Service (AF-ETS) representative, Joint Engineering Data Manage-ment Information and Control System (JEDMICS), orfrom HQ AFMC/SES.

3.10 SERVICING VEHICLES AND SUPPORTEQUIPMENT (SE).

Do not service aircraft if any of the following safety discrep-ancies exist:

a. Defective servicing hose.

b. Fuel leaks.

c. Defective or bare electrical wiring.

d. Defective throttle or PTO Interlock System.

e. Defective hand or foot brakes.

f. Defective exhaust system.

g. Aircraft or support equipment engine(s) is (are) over-heated.

h. Defective or inoperative emergency shutoff switch.

i. Defective shift linkage or gear shift indicator.

j. Defective tank vent valves.

k. Vehicle air pressure below 90 psi.

l. Vehicle or support equipment engine backfires.

m. Fuel filter pressure exceeds maximum authorized dif-ferential pressure (coalescing; 15 psig, absorption of15 psig).

n. Defective deadman control valve.

o. Defective nozzle.

3.11 FIRE PROTECTION.

Fire protection is essential during aircraft servicing opera-tions. The level of fire protection is based on the hazardinvolved in the operation being conducted. Personnel in-volved in servicing operations shall be trained in the opera-tion of fire extinguishers and installed fire suppression equip-ment systems. In the event of a fire or fuel leak, servicingpersonnel are the first line of defense in protecting Air Forceassets involved when fire department personnel are not avail-able at the incident scene. Servicing personnel must imme-diately notify the fire department and use available fire ex-tinguishers (or other equipment) until the fire departmentarrives on scene.

NOTE

Avoid placing fire extinguishers within 25 feet ofthe aircraft fuel vent outlet(s) during fuel servic-ing operations. Refer to the aircraft specific tech-nical order for placement during fuel servicing.

a. Fire extinguishers placement. The 150-pound, Halon1211 fire extinguisher is the primary flight line fireextinguisher. At other service’s bases, and at jointbases, where another service is the lead, that service’sfire extinguisher requirements will be followed. Fireextinguishers should be placed where they present op-timal aircraft and personnel safety while the aircraft isparked and during taxiing operations. The preferredplacement is near the aircraft wing tip, consider pilotview, wing tip clearance while parked, wing tip clear-ance during taxi, and ease of access to most probablefire areas when determining placement of the fire bottle.Fire extinguisher requirements are outlined where ap-propriate in applicable paragraphs of this technical or-der and are summarized in Table 3-1.

b. Installed Fire Suppression Systems and VehicleStandby. Certain aircraft servicing operations presentincreased hazards and require a greater level of fireprotection awareness and standby posturing. Hot refu-eling operations require modular or installed fire sup-pression equipment employing AFFF. When such sys-tems are not available, fire protection is provided bystandby fire fighting vehicles and crews. Refer to ap-

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plicable information in this technical order and to Table3-1 for a summary of installed fire suppression systemrequirements and vehicle standby requirements.

c. Fire Department Standby Requirements. Table 3-1 listsvarious fire protection requirements for Aircraft Res-cue and Fire Fighting (ARFF) vehicles. Due to a lim-ited amount of ARFF equipment available, on occa-sion the fire chief or SFO is required to direct standbyvehicles to emergencies. An example is when the firedepartment responds to an IFE. During IFEs, ARFFvehicles are pre-positioned along the runway when anemergency landing is anticipated. The following fireprotection policy applies during emergency situations.

(1) Operations, which may continue. Concurrent Ser-vicing Operations (CSO) during Combat SortieGeneration may continue fuel servicing until thepresent CSO is completed. No fuel servicing por-tion of a new CSO may begin unless authorizedby the wing commander (or senior local opera-tional commander) until the ARFF vehicle has re-turned to a standby posture. As a condition ofcontinuance, there must be an immediate meansof recalling the fire department in case of an on-site emergency. Additionally, two 150-pound Ha-lon 1211 extinguishers must be located with oneon each side of the aircraft. Servicing personnelshall be trained in the use of these extinguishers.Maintenance, fuel servicing, and aircrew person-nel must exercise extra vigilance during this timeperiod. When the fire chief releases the ARFF ve-

hicles from the emergency scene, they will reser-vice as necessary and return immediately to astandby posture.

(2) Operations which must cease. All aircraft hot re-fueling operations, concurrent fuel servicing ofaircraft with passengers on board, fuel servicingof medical evacuation flights with passengers/pa-tients on board, defueling when an aircraft has afuel leak, is damaged from fire or impact, defuel-ing into open containers or drums, or defuelingwhere safe distance criteria cannot be met or staticgrounding points are not available. These opera-tions shall cease immediately. Fuel flow will bestopped and pressure relieved from the fuelingsystem until the ARFF vehicle has returned to astandby posture.

(3) The fire chief or SFO is the primary individualfor determining standby posturing requirementsand ARFF vehicle standby locations for the vari-ous aircraft operations. This will include havingan ARFF vehicle on standby status in the fire sta-tion or other location for operations listed in Table3-1 as he deems appropriate. The goal for the firechief is to not take away from other critical fire-fighter duties i.e., training, equipment mainte-nance, etc., while still maintaining a heightenedstate of alert for aircraft involved in the listedoperations. Final determination for standby re-quirements is at the discretion of the installationcommander.

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Table 3-1. Fire Protection Equipment Requirements

Type of Operation Fire Protection Requirements

• Do not use Halon, carbon dioxide, or water (Type A, B, or C Rated) fire extinguishers on or near fires involvingmunitions, pyrotechnics, or magnesium incendiaries (flares). Halon can be used on fires involving liquid oxygen(LOX), but it is less effective in extinguishing fires in oxygen-enriched environments; other agents, such as CO2are preferred. The extinguishers listed in this table should only be used for initial knockdown of fires on aircraftand equipment before the involvement of munitions, pyrotechnics, or magnesium incendiaries or to protect adja-cent equipment and facilities. Always ensure you have the proper fire extinguisher for the class of fire hazardencountered.

• The fire protection requirements listed in Table 3-1 are the minimum requirements. Anything less must be ap-proved by the Fire Protection Flight. Failure to comply with this warning could result in personnel injury ordeath.

It is preferred the 150-pound Halon 1211 wheeled fire extinguisher remains in the vertical position at all times;however, some circumstances may require it to be laid down. The laying down of the flight line extinguishers toprevent tipping or damage from engine exhaust may result in the extinguisher failing to discharge all agent to sup-press a fire. If flight line personnel are concerned the fire extinguisher in the upright position interferes with aircraftoperations; lay the fire bottle down. Should the extinguisher be needed, if possible, stand it upright prior to agentdischarge. This will ensure all agent in the extinguisher is available for discharge.

NOTE

• All references to the Halon 1211 extinguisher are for the 150-pound wheeled extinguisher, see AFI 91-203 andTO 13F4-4-121 for inspection and operating requirements. Exception. At other service’s bases, and at jointbases, where another service is the lead, that service’s fire extinguisher requirements will be followed.

• Fire department standby vehicle posturing is not required when the operation involves the simulation ofrefueling.

• The fire department standby requirements contained in this TO apply for normal day-to-day operations. Underactual combat conditions, contingencies or emergencies, and MAJCOM directed and approved exercises; Con-current Servicing Operations during Combat Sortie Generation may be conducted with only two 150-pound Ha-lon 1211 portable fire extinguishers.

• For any operations performed in SIMULATED Hardened Aircraft Shelters/Protective Aircraft Shelters (HAS/PAS), the fire protection equipment requirements will be the same as for those operations being conducted out-side a hangar or shelter.

1. POL servicing vehicle-parking area. The Fire Protection Flight determines the type of extin-guisher required for the associated hazards in accordancewith NFPA 10.

2. Aircraft outside of hangar or shelter with no servicingbeing conducted.

a. A/T-38, C-12, C-21, C-27, C-29, F-5, H-1, H-60, MQ-9,T-1, T-6, T-41, M/RQ-1K/L, RQ-1K/L, U-2, T-51, T-53,Piper Cub Tow Plane, UV-18, PC-12, and PC-6.

One Halon 1211 extinguisher per three aircraft. AETC air-craft require one per three aircraft.

b. F-4, F-15, F-16, F-22, F-117, H-53, RQ-4A, OA/A-10and V-22.

One Halon 1211 extinguisher per two aircraft.

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Change 13 3-9


Table 3-1. Fire Protection Equipment Requirements - Continued

Type of Operation Fire Protection Requirementsc. Airbus A300/310, B-1, B-2, B-52, B-727, B-757, B-767,

B-777, C-17, C-20, C-32, C-37, C-40/B-737, C-130,C-141, DC-9, DC-10, E-3, E-8, KC-135, L-1011, MD-90, and T-43.

One Halon 1211 extinguisher per aircraft.

d. C-5, E-4, VC-25, and B-747. Two Halon 1211 extinguishers per aircraft.e. Alert Aircraft: A/T-38, C-12, C-21, C-29, F-4, F-5, F-15,

F-16, F-117, H-1, H-53, H-60, OA/A-10, T-6, T-39, T-41and U-2.


f. Alert Aircraft: (Except DC-9 Series used for medicalevacuation, refer to entry 3h. or 3i. when passenger(s)are on board). B-1, B-2, B-52, C-5, C-17, C-130, C-141,DC-9 Series, DC-10 Series, E-3, E-4, E-8, KC-135, T-43,VC-25, and B-747.

Two Halon 1211 extinguishers per aircraft. A shared fireextinguisher between the wingtips of two adjacent air-craft meets the requirement for two extinguishers foralert aircraft.

3. Aircraft being serviced outside of a hangar or shelter.a. No powered support equipment being operated. One Halon 1211 extinguisher per aircraft located in the

Fuel Servicing Safety Zone (FSSZ). C-5, E-4, VC-25,and B-747 require two per aircraft.

b. Powered support equipment being operated. One Halon 1211 extinguisher located in the FSSZ of theaircraft. C-5, E-4, VC-25 and B-747 requires two peraircraft. During fuel servicing, the use of aircraft APU/GTC without integral fire suppression capability willrequire a Halon 1211 extinguisher to be positioned in theFSSZ and to protect both the aircraft and APU/GTC ex-haust port area.

c. Cargo aircraft with nuclear weapons aboard. One Halon 1211 extinguisher per aircraft located in theFSSZ. Additionally, during loading and off loading op-erations, engine starts, or other aircraft servicing, a mini-mum of one ARFF vehicle, Air Force P-19 or equivalentARFF vehicle meeting or exceeding P-19 capabilities isrequired to be in standby posture. Stand by ARFF ve-hicle will maintain a one-minute response time duringtaxi, takeoff and landing. The Base Fire Chief determinespositioning for optimum response.

d. Concurrent Servicing Operations during Sortie Genera-tion: Simultaneous refueling, munitions loading/unload-ing, aircraft reconfiguration e.g., tanks, racks, pylonsloading/unloading, and other specified maintenance ac-tivities with all engines shut down.

In addition to the requirements of 3a. or 3b. as applicable,an ARFF vehicle (P-2//19/20/23) will be on flight linestandby. It will be positioned for optimum response asdetermined by Base Fire Chief.

e. Hot refueling: The transfer of fuel into the fuel tanks ofan aircraft with one or more engines on an aircraft oper-ating with or without munitions on board.

One Halon 1211 extinguisher positioned between the refu-eling equipment and the refueling supervisor’s position.In addition, either a fixed or skid mounted AFFF systemdischarging through oscillating nozzles. An ARFF ve-hicle (P-2//19/20/23) may be substituted for the AFFFsystem. That ARFF vehicle can be on standby posture.The Base Fire Chief determines positioning for optimumresponse.

f. Multiple hot refueling operations. One Halon 1211 extinguisher positioned between the refu-eling equipment and the refueling supervisor’s position.In addition, either a fixed or skid mounted AFFF systemdischarging through oscillating nozzles. An ARFF ve-hicle (P-2//19/20/23) may be substituted for the AFFFsystem. That ARFF vehicle can be on standby posture.The Base Fire Chief determines positioning for optimumresponse.

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3-10 Change 19



Type of Operation Fire Protection Requirementsg. Concurrent fuel servicing of aircraft without passengers.

(See Chapter 5.)One Halon 1211 fire extinguisher for each SPR connection

location being used. An ARFF vehicle will be on standbyposture. The Base Fire Chief determines positioning foroptimum response. When two or more aircraft are beingconcurrently serviced at different locations, an ARFFvehicle will be on standby posture. The Base Fire Chiefdetermines positioning for optimum response.

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Change 19 3-10.1/(3-10.2 blank)




Type of Operation Fire Protection Requirementsh. Concurrent fuel servicing of aircraft with passengers

(Commercial airports exempt). (See Chapter 5.) NOTE

The fire department shall be notified at least 15 min-utes prior to starting concurrent servicing operations.

One Halon 1211 fire extinguisher for each SPR connectionlocation being used. Additionally, when servicing withJP-4 or Jet B Fuel, an installed fire suppression system isrequired. If it is not available, an ARFF vehicle will beon standby posture. The Base Fire Chief determines po-sitioning for optimum response. When two or more air-craft are being concurrently serviced at different loca-tions, an ARFF vehicle will be on standby posture. TheBase Fire Chief determines positioning for optimum re-sponse.

i. Concurrent servicing of medical evacuation flights withpassengers/patients on board. (See Chapter 5.) NOTE

The fire department shall be notified at least 15 min-utes prior to starting concurrent servicing operations.The number of passengers remaining on board aircraftshall be indicated.

One Halon 1211 fire extinguisher for each SPR connectionlocation being used. Additionally, when servicing withJP-4 or Jet B Fuel, an ARFF vehicle (P-2//19/23) will bepositioned at the aircraft.

j. Defueling when an aircraft has a fuel leak, is damagedfrom a fire or impact, defueling into open containers ordrums, defueling where safe distance criteria cannot bemet.

One Halon 1211 fire extinguisher for each SPR connectionlocation being used. An ARFF vehicle will be on standbyposture. The Base Fire Chief determines positioning foroptimum response.

k. Rapid defueling of KC-135 aircraft. One Halon 1211 fire extinguisher for each SPR connectionlocation being used. If the wing tip separation is lessthan 50 feet, an ARFF vehicle will be on standby pos-ture. The Base Fire Chief determines positioning for op-timum response.

4. Aircraft serviced in flow through revetment. Servicing in flow through revetments requires the samelevel of fire protection as servicing conducted on theramp. (See 3 above).

5. Aircraft parked inside aircraft shelters/FTRs. One Halon 1211 fire extinguisher inside each shelter/FTRbeing used.

a. Aircraft fuel servicing in shelters/FTRs. One Halon 1211 fire extinguisher inside each shelter/FTRbeing used.

b. Concurrent Servicing Operations during Sortie Genera-tion in shelters/FTRs.

Two Halon 1211 (150 lb) extinguishers. The extinguishercloser to the aircraft fuel vent should be manned. Addi-tionally, an ARFF vehicle will be on standby posture.The Base Fire Chief determines positioning for optimumresponse.

c. Hot refueling. Two Halon 1211 (150 lb) extinguishers. The extinguishercloser to the aircraft fuel vent should be manned. Addi-tionally, an installed fire suppression system is required.If an installed fire suppression system is not available, anARFF vehicle will be on standby posture. The Base FireChief determines positioning for optimum response.

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Type of Operation Fire Protection Requirementsd. Aircraft double-stuffed. Two Halon 1211 (150 lb) extinguishers. Extinguishers will

be positioned for optimum response to either aircraftdepending upon particular operation(s) being conducted.

6. Hydrazine leak or spill. Notify MOC. Implement base formal contingency plan inaccordance with AFMAN 48-155. Refer to Paragraph4.22 of this technical order for further information.

7. Wet wing defueling. Four, 80 BC, dry chemical extinguishers (Army supplied).8. Aircraft serviced inside A/F 37T10/11 Hush Houses. One Halon 1211 fire extinguisher inside the hush house

being used.9. Aircraft being loaded/unloaded with non-nuclear muni-

tions using -33-1-2 procedures with/without poweredsupport equipment.

a. Outside hangar or shelter. Same as 2 above.b. Flow through/three-sided revetment. One Halon 1211 fire extinguisher located within each re-

vetment being used.c. Aircraft Shelters. One Halon 1211 fire extinguisher inside each shelter being

used.10. Multiple source refueling. One Halon 1211 fire extinguisher for each side of the air-

craft being serviced.11. Protective Aircraft Canopy Shelters (PACS). Same as 2 above.12. Refueling of aircraft not equipped with an integral

APU fire fighting capability (when APU is operating).One individual shall remain outside the aircraft within 20

feet of the APU/GTC compartment exhaust with a 150-pound Halon 1211 fire extinguisher.

13. Aircraft parked inside a hangar (aircraft containing orpreviously contained fuel and the tanks and fuel systemhave not been drained or purged).

Fire protection requirements. In addition, the hangar/facilitymust meet the fire protection requirements of the appro-priate Engineering Technical Letter (Fire Protection forFacilities).

a. A/T-38, C-12, C-21, C-27, C-29, F-5, H-1, H-60, T-1,T-6, T-41, M/RQ-1K/L, RQ-1K/L, U-2, T-51, T-53, PiperCub Tow Plane, UV-18, PC-12, and PC-6.

One Halon 1211 extinguisher per three aircraft. AETC air-craft require one per three aircraft.

b. F-4, F-15, F-16, F-22, F-117, H-53, RQ-4A, AND OA/A-10.

One Halon 1211 extinguisher per two aircraft.

c. Airbus A300/310, B-1, B-2, B-52, B-727, B-757, B-767,B-777, C-17, C-20, C-32, C-37, C-130, C-141, DC-9,DC-10, E-3, E-8, KC-135, L-1011, MD-90, and T-43.


d. C-5, E-4, VC-25, and B-747. Two Halon 1211 extinguishers per aircraft.e. Alert Aircraft: A/T-38, C-12, C-21, C-29, F-4, F-5, F-15,

F-16, F-117, H-1, H-53, H-60, OA/A-10, T-6, T-39, T-41,and U-2.


f. Alert Aircraft: (Except DC-9 Series used for medicalevacuation, refer to entry 3h. or 3i. when passenger(s)are on board.) B-1, B-2, B-52, C-5, C-17, C-130, C-141,DC-9 Series, DC-10 Series, E-3, E-4, E-8, KC-135, T-43,VC-25, and B-747.

Two Halon 1211 extinguishers per aircraft.

14. Aircraft parked inside hangar that have been fully defu-eled and all tanks and fuel system have been drained andpurged.

The Fire Protection Flight determines the type of extin-guisher(s) required for the associated process hazards.

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Type of Operation Fire Protection Requirements15. Forward Area Refueling Point (FARP) Operations. Position one 20-pound B:C rated dry chemical or equiva-

lent fire extinguisher in the immediate vicinity of thetanker Single Point Refueling (SPR) panel, at each re-ceiver point, and at the Forward Area Manifold (FAM)cart (when used). Position one Halon 1211 fire extin-guisher within 100 feet of the aircraft in conjunctionwith the 20-pound fire extinguisher, if a fuel truck isused and the aircraft is being refueled.

3.12 DISTANCE CRITERIA.

Use Table 3-2 to determine safe distances between parkingareas and fueling operations.

Table 3-2. Distance Criteria Between Parking Areas and/or Fueling Operations (Distance in Feet)

Aircraft Parking Areas/Uninhabited Buildings

TaxiingAircraft

InhabitedBuildings

Mass Refueling UnitParking Area

Mass Refueling Unit ParkingArea

100/50 50 100* N/A

Hot Refueling 200** 50*** 200** 200Rapid Defueling 50 50 200**** 200

NOTE

• For large aircraft (all bombers, all airliners, all transport aircraft carrying more than 20 passengers), the dis-tance criteria is measured as the closest point between the aircraft FSSZ and building or facility involved. Forsmall aircraft (fighters, helicopters, utility aircraft, and small transports carrying 20 or less passengers), thedistance criteria is measured as the closest point between the aircraft and building or facility involved. In anycase, a building or facility cannot be inside the FSSZ.

• Hardened Aircraft Shelters/Protective Aircraft Shelters are not considered to be either Inhabited or UninhabitedBuildings for the purpose or application of this table.

* For existing parking areas, the distance may be modified on the basis of local conditions, however, the separation dis-tance shall not be reduced below 50 feet.

** For E-4B aircraft, the distance from the wingtip can be reduced to 100 feet.***Part of an aircraft may pass within 50 feet of a hot refueling operation as long as the operating engine(s) of the taxi-

ing aircraft do not penetrate the 50-foot criteria.****When rapid defueling with an external hydraulic power cart (and no aircraft engine operating) this distance can be

reduced to 100 feet.

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CHAPTER 4FLIGHT LINE SERVICING OPERATIONS

4.1 POWERED SUPPORT EQUIPMENT (SE).

4.1.1 Positioning and Operation of Support Equip-ment. To control, position, and operate powered and non-powered support equipment used for aircraft servicing, thefollowing requirements apply:

a. All support equipment not required in servicing opera-tions shall be shut down prior to the start of servicing.Unless required for servicing, support equipment shallnot be parked under any part of an aircraft being ser-viced. Parking brakes shall be applied when supportequipment is in position and, if necessary, because oframp slope conditions, chocks will also be used.Chocks shall be used on wheeled support equipmentthat does not have operable parking brakes.

b. Operating powered support equipment shall be parkedoutside the fuel servicing safety zone of the aircraftbeing serviced and 10 feet from any aircraft not beingserviced. Exception: During CSOs, powered supportequipment, i.e., munitions loaders/jammers, may passunderneath aircraft fuel vent outlets but must not stopor be parked under the fuel vent outlets during fuelservicing portions of the CSOs. Wind direction, rampslope, mechanical strain on cables or ducts, and loca-tion of the fuel source are also important consider-ations. Exhaust outlets shall not be pointed at the air-craft when starting powered support equipment. Anoperator shall remain in the vicinity of operating pow-ered support equipment at all times.

Avoid touching exhaust manifold if doubt existsas to temperature. Serious burns may result if themanifold is hot.

c. Support equipment shall not be refueled while operat-ing, or when exhaust manifold/piping is hot (750 °F ormore). Support equipment shall not be started whenfuel vapors are noticeably present. Do not refuel sup-port equipment directly from aircraft drain cocks.

4.1.2 Driving and Parking Fuel/Water Servicing Ve-hicle/Equipment. Fuel servicing vehicles will not be drivenor parked closer than 25 feet from aircraft unless a spotter isused to direct the vehicle. (Exception: Fuel servicing ve-hicles being positioned for aircraft servicing may be drivenunder the horizontal stabilizers of AN-124, B-1, C-5, C-17,C-130, C-141, E-4, VC-25, and Boeing 747 aircraft as long

as: the vehicles stay on paved surfaces; maintain at least aten foot clearance from any portion of the aircraft; and aspotter is used.) Special attention must be given to clear-ances between the fuel servicing vehicle and the aircraftcargo door when open and the ramp when lowered.) Underno circumstances will the vehicle be positioned closer than10 feet from the aircraft. (Exception: A-10, AN-124, C-5,C-17, C-130, C-135, E-4B, VC-25, Boeing 747, C-27, andU-2R aircraft only, the vehicle may be within 10 feet but nocloser than four feet from the aircraft in any direction. ForAN-124, C-5, C-17, E-4B, VC-25, and 747 aircraft, the fueltruck may be positioned as far under the wing as necessaryfor the fuel hose to reach the aircraft.) Except during nose-in, nose-out or double-stuff conditions in a HAS/PAS, main-tain a minimum of 5 feet between fuel servicing vehicles andany portion of the aircraft. (R-11 fuel servicing vehicles whenused inside hardened aircraft shelters are exempt from theminimum 5 feet clearance requirements). Hydrant servicingvehicles and hydrant hose trucks with highlift platform ser-vicing capability may be permitted under the wing of anaircraft, if this positioning is required to perform the fuelservicing operation. Always maintain a clear path from theaircraft for rapid evacuation of vehicles in an emergencysituation.

Where fully extended aircraft flaps could poten-tially interfere or minimize clearance with refuel-ing equipment, ensure aircraft flaps are in the fullupright position prior to positioning refuelingequipment.

a. Avoid driving vehicles or equipment directly towardparked aircraft when within 25 feet since a brake fail-ure could result in a collision. Approach the aircraftparallel to the wings (except in instances where singlepoint location on the aircraft requires a different ap-proach) and with the vehicle operator’s side adjacentto the aircraft.

b. Stop the servicing equipment at least 25 feet from theaircraft, uphill if possible, and move into servicing po-sition cautiously upon signal from directing personnel.If backing is absolutely necessary to approach an air-craft, post a spotter and place chocks to preclude thevehicle from striking the aircraft. Back very slowly sothat the chocks can stop the vehicle in case of brakefailure. When a series of aircraft in a row are to berefueled and the refueler moves forward along desig-nated 10-foot minimum clearance markings painted on

TO 00-25-172

4-1


the ramp, the refueler may be moved from one aircraftto another without the use of a spotter as long as theclearance markings are visible to the refueler operator.

c. Do not drive or operate servicing vehicles in the ser-vicing area if a fuel spill has occurred or if fuel isleaking from the aircraft. Do not use servicing vehicles,which have electrical system malfunctions.

d. Chocks may be constructed according to MIL-PRF-32058 or Commercial Item Description A-A-52475A(Chock, Wheel) or can be locally manufactured. Lo-cally manufactured chocks can be made of wood perAF drawing 42D6594 and painted yellow. The draw-ing is available from local AF Engineering and Tech-nical Service (AFETS) representative, Joint Engineer-ing Data Management Information and Control System(JEDMICS), or from HQ AFMC/SES.

For single axle vehicles, 14 inches long, 3-1/2 incheshigh, and with a 5-1/2 inch base.

For tandem axle vehicles, 20 inches long, 5-1/2inches high, and with a 7-1/2 inch base.

e. Fuel, oil, and water servicing vehicles need not begrounded. However, they must be chocked when thedriver’s seat is vacated.

4.2 AIRCRAFT REFUELING.

Fire and explosion hazards are always present during aircraftfuel servicing operations. Use of vehicle and equipment op-erational checklists is mandatory.

NOTE

• Refer to Table 3-1 for all fire protection equip-ment requirements.

• Do not position vehicles with the front of thevehicle facing toward any portion of the air-craft except for ARFF vehicles located in theirdesignated standby position. A clear path shallbe maintained at all times to permit rapidevacuation of servicing vehicles and personnelin the event of an emergency. Do not park inthe front or rear of ARFF standby vehicles.

a. Ensure required fire protection is in place.

b. Unless specifically exempted elsewhere in this TO,personnel not required to service the aircraft shall leavethe fuel servicing safety zone. The APU/GTC will notbe used during fueling operations on aircraft not spe-cifically listed in Paragraph 4.5.

c. Except when the equipment uses Power Takeoff (PTO)to drive the pump (HSV and HHT are exempt), turnoff the ignition switch after the servicing vehicle or

equipment is parked, brakes set, and before wheels arechocked. The fuel servicing operator is now preparedto assist in the aircraft fuel servicing operation.

For over the wing/open port fuel servicing, alwaysbond the nozzle to the aircraft before the fill cap isremoved. This connection shall remain in placeuntil after the tank cap is replaced. Failure to per-form this procedure can cause a static spark at atank fill opening.

d. Bond the fuel servicing vehicle and equipment to theaircraft.

• With the SPR nozzle crank handle in the closedposition, check the strainer coupling quick dis-connect device for positive locking if equipped.

• Prior to pressurizing the hose, be sure the nozzleis securely locked to the aircraft by attemptingto remove the nozzle with the nozzle crankhandle in the open position. Any nozzle thatcan be disconnected from the SPR with thenozzle crank handle in the open position is de-fective and must be removed from service im-mediately. On aircraft with Refueling Teams,the team member connecting the refueling re-ceptacle will be responsible for testing thestrainer quick disconnect locking device forpositive engagement and assuring the refuelingnozzle is securely locked.

e. For single point servicing, the fuel servicing supervi-sor will ensure the SPR nozzle is properly connectedto the aircraft-refueling receptacle. For C-5 aircraft, therefueling equipment operator may perform these op-erations, to include monitoring the single pointnozzle(s) during the fuel servicing, with installationcommander approval. The 45-degree D-1 nozzle is ac-ceptable for most SPR fuel servicing operations, espe-cially for fuselage servicing. The straight throat D-2nozzle is only for underwing fuel servicing applica-tions and must not be used otherwise unless deemedmission essential. Mission essential determination shallbe documented on the control log in the fuels auto-mated system by the on-duty fuels controller. Inappro-priate utilization of the single point nozzles can andhas caused undue stress damage to aircraft single pointreceptacles, fuel spills, broken nozzles and compo-nents, and other safety related problems. The C-135and F-15 series aircraft have angled SPRs, so they canbe refueled/defueled with either the D-1 or D-2 nozzles.However, the straight throat D-2 nozzle is preferred

TO 00-25-172

4-2


for under-wing fuel servicing to minimize possiblestress damage to the aircraft SPR adapter. The D-3nozzles can be used on any SPR on any aircraft. Referto Table 4-1 for a complete list of approved/authorizedsingle point and open port refueling nozzles.

NOTE

Crew ladders that do not present an interferenceproblem or would not cause damage to the aircraftin case of strut deflation may remain installed onthe aircraft during normal refueling.

f. Workstands, ladders, and any other equipment, not re-quired for servicing, shall be kept clear of the aircraft.

g. Connections for any auxiliary equipment such as inter-coms, auxiliary power unit, and portable refueling pan-els shall be completed before starting the fuel transferoperation. Do not disconnect this equipment while fuelservicing is in progress.

h. The electrical power cables shall be of sufficient lengthto permit parking of the power unit outside the FSSZ.

During fuel servicing, fuel vapors are forced outof the vents by the incoming fuel. An explosivevapor-air mixture normally exists in the vicinity ofthe aircraft fuel vent. Special care must be takenthat no active ignition source is in, or enters into,this area.

The fuel added during servicing may cause theaircraft to settle.

i. Service the aircraft as directed in MDS specific tech-nical orders.

j. The fuel servicing operator will closely monitor thecontrol panel meters and gauge system on vehicles andhose carts during the fueling operation and be preparedto shut down in case of a fuel leak or other malfunc-tion.

The use of any means to defeat the deadman con-trol installed on fuel servicing equipment is ex-pressly prohibited.

k. For normal day-to-day fuel servicing, the servicing unitoperator will hold the deadman control, unless aircraft

checklists or operating procedures stipulate the aircraftrefueling supervisor/SPR monitor will hold the dead-man control valve.

l. When refueling by hydrant system, the fuels operatorwill hold the remote control switch or magnet switchlanyard throughout the refueling operation.

m. When aircraft fuel servicing is complete, a servicingcrewmember shall close and disconnect the SPRnozzle.

n. A servicing crewmember will assist the fuels equip-ment operator in reeling and stowing the hose on thevehicle or equipment and/or disconnect and stow thehydrant hose.


o. The fuels equipment operator will disconnect and re-move the bonding cables.

p. Use of the Hammonds Model HT-800-1L and 4T-4Ainjectors (and associated carts) are authorized for add-ing Fuel System Icing Inhibitors (FSII) and other fueladditives to aircraft during routine fueling operations.

q. Kamlock connectors must be secured with wire ties orplastic ties. Do not use adhesive tape, as fuel mightdissolve the adhesive.

r. Some aircraft use their fuel as a coolant, so the aircraftfuel temperatures can be well over 100 °F. Exercisecaution when refueling or defueling these aircraft.Avoid the areas near the fuel vent outlets and be pre-pared to shield personnel from fuel spills and sprays. Itis highly recommended that no fuel servicing opera-tions take place with fuel temperatures exceeding 130°F; higher fuel temperatures can damage fuel servicingequipment and injure personnel.

s. When a high lift truck is used for refueling, once thenozzles are securely connected to the aircraft, the singlepoint monitor can descend from the high lift platformand control the operation from the ground. However, ifthe aircraft refueling point has fuel tank quantitygauges, the operator must remain where he/she canmonitor those gauges.

TO 00-25-172

Change 14 4-3


Tabl

e4-

1.A

ppro

ved/

Aut

hori

zed

Sing

leP

oint

Ref

uelin

g(S

PR

)N

ozzl

es,V

acuu

mB

reak

s,an

dD

ryB

reak

Cou

pler

s

NSN

Man

ufac

ture

rTy

pePa

rtN

o.N

ote

Hot

Ref

uel-

ing

CSO

Con

curr

ent

Ser-

vici

ngSw

ivel

Feat

ure

45D

egT

hroa

tSt

raig

htT

hroa

t49

30-0

0-54

4-37

13C

AR

TE

RD

-169

021

XX

NO

X49

30-0

0-31

0-48

58C

AR

TE

RD

-161

429A

GH

2,

3X

XX

YE

SX

4930

-01-

385-

8946

CA

RT

ER

D-1

6434

9HX

XX

YE

SX

4930

-00-

310-

4858

TH

IEM

/WH

IT-

TAK

ER

D-1

F111

6ES

XX

XY

ES

X

4930

-01-

484-

5919

CA

RT

ER

D-1

6420

1HX

XY

ES

X49

30-0

1-31

8-14

79C

AR

TE

RD

-261

429A

GJ/

6434

9J

2X

XX

YE

SX

CA

RT

ER

D-2

6420

1JX

XY

ES

X49

30-0

1-38

5-89

24C

AR

TE

RD

-264

349J

XX

XY

ES

X49

30-0

1-25

0-74

82T

HIE

M/W

HIT

-TA

KE

RD

-2F1

16K

NX

XX

NO

X

4930

-01-

032-

0236

CA

RT

ER

D-2

6042

7WX

XX

XN

OX

NO

TA

SSIG

NE

DT

HIE

M/W

HIT

-TA

KE

RD

-2F1

116E

RX

XX

YE

SX

4930

-00-

117-

4726

WIG

GIN

SC

CR

CC

N10

1/14

X49

30-0

1-36

3-64

49C

AR

TE

RC

CR

6401

7X

4930

-01-

040-

7618

TH

IEM

/WH

IT-

TAK

ER

Bot

tom

Loa

ding

F211

C4

NO

TA

SSIG

NE

DC

AR

TE

RB

otto

mL

oadi

ng61

4458

L4

4820

-01-

013-

4272

AE

RO

QU

IPV

AC

BR

KA

E98

706E

5X

XX

4820

-01-

345-

0629

CA

RT

ER

VA

C44

595

BR

K

5X

XX

4820

-01-

059-

9417

CA

RT

ER

VA

C41

599

BR

K

6X

XX

4730

-01-

366-

9406

CA

RT

ER

Dry

Bre

ak61

154

7X

XX

SEE

NO

TE

AE

RO

QU

IPD

ryB

reak

AE

985(

)8

XX

X49

30-0

1-53

4-09

50JC

CA

RT

ER

D-3

4756

6In

let

XX

XY

ES

XX

4930

-01-

544-

1945

JCC

AR

TE

RD

-364

201N

XX

XY

ES

XX

NO

TA

SSIG

NE

DT

HIE

M/W

HIT

-TA

KE

RD

ryB

reak

F596

()9

XX

X

JCC

AR

TE

RB

all

Val

ve64

015

XX

XJC

CA

RT

ER

Hos

eE

x-te

nsio

n64

207

XX

X

4930

-01-

483-

8060

CL

A-V

AL

D-1

/234

1GF

XX

XY

ES

XX

TO 00-25-172

4-4


Tabl

e4-

1.A

ppro

ved/

Aut

hori

zed

Sing

leP

oint

Ref

uelin

g(S

PR

)N

ozzl

es,V

acuu

mB

reak

s,an

dD

ryB

reak

Cou

pler

s-

Con

tinu

ed

NSN

Man

ufac

ture

rTy

pePa

rtN

o.N

ote

Hot

Ref

uel-

ing

CSO

Con

curr

ent

Ser-

vici

ngSw

ivel

Feat

ure

45D

egT

hroa

tSt

raig

htT

hroa

tC

LA

-VA

L34

2GF

XX

XX

CL

A-V

AL

344G

FX

XX

CL

A-V

AL

Dry

Bre

akC

-BV

-65

/3F

XX

X

CL

A-V

AL

Dry

Bre

akC

-GE

-65F

XX

X49

30-0

1-54

4-19

49JC

CA

RT

ER

D-3

6434

9NX

XX

NO

TA

SSIG

NE

DC

LA

-VA

LD

-334

1GF

(205

195-

01K

)

XX

X

NO

TA

SSIG

NE

DC

LA

-VA

LB

all

Val

veE

349G

FE

349G

F-1

XX

X

NO

TA

SSIG

NE

DC

LA

-VA

LN

ozzl

eE

347

XX

XV

AR

IOU

SO

PW,

EB

W,

EM

CO

WH

EA

TO

N

Ope

nPo

rtN

ozzl

esA

LL

10X

XX

NO

TA

SSIG

NE

DG

amm

onSk

yhaw

kG

TP- 93

63-1

11

1R

estr

icte

dfr

omho

tre

fuel

ing

unle

ssre

trofi

tted

with

cran

kha

ndle

PN21

0089

(ZA

-12

Allo

y)(N

SN53

40-0

1-34

4-55

05).

2A

llpa

rts

onth

eC

arte

r61

429A

GH

,AH

L,

and

AG

Jar

ein

terc

hang

eabl

e.3

The

Car

ter

6142

9AG

Han

d61

429A

HL

are

the

sam

eex

cept

the

6142

9AH

Lha

ssh

ort

hand

les.

No

new

6142

9AH

Lno

zzle

sw

illbe

proc

ured

for

USA

Fus

e.4

Use

don

botto

mlo

adin

gfil

lsta

nds.

Can

beut

ilize

das

hydr

ant

toho

seca

rtad

apte

ron

hydr

ant

syst

ems

equi

pped

with

21/

2-in

chba

yone

tad

apte

rs.

5L

imite

dto

Car

ter

PN69

02SP

Rno

zzle

(AN

fittin

g).

6A

llot

her

appr

oved

SPR

nozz

les

(NPT

fittin

g).

7C

oupl

ers

with

40m

esh

scre

enst

rain

ers

are

capa

ble

ofde

fuel

ing

atra

tes

inex

cess

of40

0ga

llons

per

min

ute

with

out

dam

age

toth

esc

reen

and

ther

efor

eth

esc

reen

need

not

bere

mov

edfo

rde

fuel

ing.

8PN

AE

985-

17U

,N

SN47

30-0

1-01

5-92

09,

(3in

chfe

mal

eco

uple

rha

lf);

PNA

E98

5-17

V,

NSN

4730

-01-

034-

5391

,(4

inch

fem

ale

coup

ler

half

);an

dPN

AE

985-

16U

,N

SN47

30-0

1-01

5-92

08,

(3or

4in

chm

ale

coup

ler

half

)re

quir

esth

eus

eof

a10

0m

esh

scre

enst

rain

er,

NSN

4730

-00-

432-

1223

,w

hich

will

colla

pse

whe

nde

fuel

ing

inex

cess

of20

0ga

llons

per

min

ute,

ther

efor

eth

esc

reen

mus

tbe

rem

oved

duri

nghi

ghflo

wra

tede

fuel

sto

avoi

dda

mag

eto

the

scre

en.

9A

vaila

ble

in2,

21/

2an

d3

inch

size

s.10

Aut

omat

icsh

utof

ffe

atur

e,e.

g.,

Em

coW

heat

onG

457,

ispr

efer

red,

but

not

requ

ired

.11

Col

dre

fuel

ing

only

until

furt

her

field

test

ing

isac

com

plis

hed.

TO 00-25-172

Change 20 4-5


4.3 MULTIPLE SOURCE REFUELING.

Normally, only one refueling truck at a time is used to ser-vice Air Force aircraft. However, there are situations whenmultitruck or truck and hydrant servicing are concurrentlyaccomplished. Multiple source refueling is prohibited onmedical evacuation aircraft when patients are on board orwhen patients are enplaning or deplaning. Multiple refuelingsource restrictions do not apply to a single hydrant truckhaving two refueling hoses.

4.3.1 R-11 Fuel Tank Trucks.

• Multiple fuel source servicing adds an addi-tional risk due to the increased complexity ofthe operation and additional personnel andequipment required to perform the function.

• Refueling operators must continuously monitorrefueling flow meters for correct indication offuel flow. If back flow is detected, immediatelystop all refueling operations. In addition, if us-ing 1st or 2nd generation Kovatch R-11s, op-erator must monitor the tank wet/dry sensor in-dicator lights on the main control panel. If thewet (RED) indicator light illuminates duringoperation, the operator will immediately stoprefuel (releasing deadman).

• Refueling operators shall ensure the DefuelOverride Control Valve is in the off positionand locked (Oshkosh R-11) and the Red Pro-tective Cover is closed (1st and 2nd generationKovatch R-11) prior to starting any fuel opera-tions. Failure to do so could result in a fuelspill.

• When dispensing fuel from multiple vehiclesand hydrants, ensure that the aircraft refuelingisolation valve is in the refuel/defuel or closedposition.

• For multiple source refueling, assure bothtrucks are in same operational mode prior tocommencing fueling operations and ensure ap-plicable refueler TO guidelines are strictlyfollowed.

R-11 fuel tank trucks may be used to multiple source refuelany aircraft with more than one single point refueling recep-

tacle. Other multiple truck or simultaneous truck and hydrantrefueling can be accomplished on Airbus A300/A310, C-5,C-17, C-18/B-707, C-137, KC-135/T, E-4B, B-747, B-777,VC-25, DC-8, DC-10, KC-10, MD-11, and L-1011 aircraft.However, for C-5, C-18/B-707, and L-1011 aircraft, multiplesources, with the exception of R-11 fuel tank trucks, cannotbe used to simultaneously refuel on the same side or wing ofthese aircraft. The operators of all Kovatch R-11 refuelersshall monitor the wet/dry (red/green) defuel lights on themain control panel during all B-1 and B-2 weapon systemmulti-source fuel operations for evidence of possible back-flow/overfill conditions. Multiple source refueling also re-quires that:

a. Intercom contact is maintained between the fuel ser-vicing supervisor and the fuel panel operator(s) at alltimes during servicing.

b. The applicable aircraft -2 technical orders contain spe-cific instructions and checklists for accomplishing mul-tiple truck or simultaneous truck and hydrant refuelingprocedures.

4.3.2 Multiple Refueling Trucks Locations. When mul-tiple refueling trucks are located on the same side or wing ofan aircraft, the vehicles must be positioned at the aircraftprior to initiating any fuel flow and remain positioned andbonded until fuel flow is terminated on all trucks on that sideof the aircraft.

4.3.3 Multiple Source Refueling Authorization. Multiplesource refueling for aircraft not listed above is authorizedwhen the refueling sources are capable of preventing fuelfrom passing from one truck or hydrant through an aircraftand back onto another truck.

4.4 AIRCRAFT DEFUELING.

Do not exceed a defueling rate of 175 GPM whenusing an R-11 fuel truck. Defuel flow rates ex-ceeding 175 GPM may cause fuel to go throughthe bypass system and could result in overfillingthe unit.

Defueling is the movement of fuel from an aircraft fuel tankto any external, approved container or system through theSPR receptacle to exclude the draining of small amounts ofresidual fuel from externally mounted components (i.e. fuelpumps, valves, engines) as authorized per TO 1-1-3, page2-8 paragraph 2.7.9 and removal of fuel or other liquids fromcells or tanks via the aircraft fuel system drains. Procedureslisted in Paragraph 4.2 concerning aircraft refueling are ap-

TO 00-25-172

4-6


plicable to aircraft defueling, using vehicles/equipment orhydrant fueling systems. The following additional proceduresshall be used when defueling an aircraft:

NOTE

Routine defueling for weight and balance, fuelload change, or maintenance, does not ordinarilyrequire special sampling and testing.

a. Prior to defueling, maintenance personnel shall drainall water from aircraft sumps. If contamination is sus-pected, retain a fuel sample for visual examination byfuel servicing personnel.

b. Determine the fuel grade by consulting the aircraftAFTO 781 series forms/record. Pay particular atten-tion to aircraft which have undergone fuel cell mainte-nance where leak detection dye could have been used,or for aircraft which normally use a certain grade offuel, but which were last serviced with an alternatefuel. If in doubt, or if contamination is suspected, re-quest a fuel test.

c. Do not pressurize the vehicle or equipment hoses withthe single point nozzle open and the aircraft valve indefueling position.

NOTE

Defuel suction hose extension (Pigtail) does notrequire bonding.

d. During defueling with the Condiesel (1981) R-9, Ko-vatch R-9, and Oshkosh R-11 fuel servicing vehiclesverify that the high level shutoff is operational. TheKovatch R-11 has an electronic high level shutoff anddoes not require pretest. For all other units ensure anindividual is on top of the unit to observe fuel leveland signal the pump operator when the unit is full.

e. The electrical power cables shall be of sufficient lengthto permit parking of the power unit at least 50 feetaway from fuel servicing vehicles and equipment, andoutside of the fuel servicing safety zone and preferablyupwind.

Fuel being drained from aircraft sumps into con-tainers or bowsers should not be allowed to free-fall.

f. Fuel that cannot be evacuated by normal truck or hy-drant defueling operations may be drained into a rub-ber pail (NSN 7240-01-150-0716 only), clean metal

container or bowser. Mark the container with the gradeof the product being collected and restrict to this useonly. Bond metal container or bowser to aircraft duringdraining operations.

g. All fuel drained from aircraft sumps shall be recoveredby aircraft maintenance, sampled and visual analysisperformed by qualified fuels personnel. Recovery willbe in accordance with TO 42B-1-23 procedures.

h. An ARFF vehicle must be on the scene when any ofthe following conditions exist:

(1) Defueling an aircraft, which has a fuel leak in thesystem or under emergency conditions resultingfrom damage to the aircraft from fire or impact.

(2) Defueling under conditions requiring drainage offuel into open containers or drums (other thandraining residual fuel into an approved safetycontainer or bowser following a defuel operation).

(3) Defueling aircraft at a location where establishedsafety distance criteria cannot be met.

i. The C-17, VC-25, L-1011, and DC-8 aircraft can un-dergo multiple source defueling, i.e., defueling into twosimilar trucks.

4.5 APU/GTC USE DURING REFUELING AND DE-FUELING.

The aircraft APU/GTC may be used to supply electricalpower for single point fuel servicing and defueling of AirbusA300/310, E-4B/B-747, B-777, VC-25A, E-3, E-6A, C-130,C-141, C-146, C-5 (both APUs), C/DC-9, C-20, C-22/B-727,C-27, F-22, T-43, P-3, CH-53, KC/DC-10, C-137/C-18/B-707, B-737/757/767, C-17A, DC-8, L-100, L-188, L-1011,MD-11, MD-81/82/83/88/90, KC-135R/T, E-8C, X-32, X-35,V-22, C-135C (Serial No. 61-2669), B-1B (Left APU only),B-2 (Right APU only), C-17, C-38, C-32, C-40, CH-47,AH-64 and F-35A/B/C aircraft, and contractor commercialaircraft when this procedure is approved in the carrier’smanual. The APU/GTC will not be used during fueling op-erations on aircraft not specifically listed above. The follow-ing precautions apply during this operation:

a. If the aircraft is not equipped with an integral APU firefighting system, one individual shall remain outside theaircraft within 20 feet of the APU/GTC compartmentexhaust with a 150-pound Halon 1211 fire extinguisher.(Refer to Table 3-1.)

b. One person shall remain located at the APU/GTC con-trols at all times during fuel servicing operations. The

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Change 16 4-7


APU controls can be either in the cockpit or on anAPU ground control panel. A person is not needed inthe cockpit if the APU:

(1) Has automatic shutdown capability for an over-heat or fire condition.

(2) Has an on-board fire extinguishing system.

(3) Has an audible fire alarm that can be heard out-side the aircraft.

(4) Ground control panel has the capability to manu-ally shut down the APU and discharge the fireextinguishing system. For B-1B aircraft, the APU/panel operator shall be positioned to ensure im-mediate access to the APU controls and fire fight-ing agent discharge switch.

c. Cockpit personnel, CSS or fuel servicing supervisor,and the servicing crew at the SPR panel shall be inconstant voice contact to ensure shutdown of the APU/GTC in case of an emergency and to ensure dischargeof the fire-extinguishing agent in case of an APU/GTCfire.

d. Except for C-5 and C-17 aircraft, avoid locating fuelservicing sources within 50 feet of any operating APU/GTC.

e. The APU/GTC must be started and running in a stablecondition prior to pressurizing the refueling hose orpantograph.

4.6 INITIAL FILLING OPERATIONS OF AIRCRAFTWITH FOAM FILLED FUEL TANKS.

Numerous internal flash fires have occurred within aircraftblue foam filled tanks during refueling. In some cases, therewere no audible sounds or immediate indications that an in-cident had occurred. These incidents are mainly due to elec-trostatic ignition of the volatile fuel/air mixture during initialfilling operation. Fuel flowing through reticulated urethanefoam at high velocities can generate sufficient electrostaticcharge to produce incendiary spark discharges within aircraftfuel tanks. A fuel conductivity additive is now added to allJP-4 and JP-8 fuels to minimize the generation of staticcharges. However, initial filling must still be accomplishedat a reduced flow rate when fueling new or recently repairedaircraft bladder tanks that are in a vapor-free condition. Re-fer to the applicable -2 series technical orders for more com-plete information.

NOTE

The fuel servicing supervisor shall notify the refu-eling operator when reduced fuel flow is required.

a. Reduced flow rate refueling procedures will be usedwhen fuel servicing vehicles are the pumping source.

When installed hydrant systems are used, only one hy-drant pump will be activated. These procedures shallbe followed until the tanks are full or at the level di-rected by the mission.

b. These procedures apply to all Air Force owned aircraftand any non-Air Force aircraft, meeting the above fuelcell/tank conditions, being refueled on an Air Forcebase.

4.7 FILLING FUEL SERVICING VEHICLES FROMHYDRANT SYSTEMS.

Refueling units are sometimes filled on the flight line. Thisis accomplished by positioning a hose cart or hydrant servic-ing vehicle on an available hydrant outlet and assigning aqualified fuel specialist to fill refueling units. The distancecriteria established for aircraft refueling in Table 3-2 apply.Procedures established in TO 37A2-2-4-1CL-1, Appendix B,or 36A12-13-31-1CL-1 shall be followed.

4.8 SERVICING IN AIRCRAFT ALERT, HARDENED/PROTECTIVE AIRCRAFT SHELTERS (HAS/PAS), ORFLOW THROUGH REVETMENTS (FTRS).

For emergency situations, immediately accomplishthe following. Cease all operations. Notify the firedepartment. Use available fire extinguishers whenneeded. Evacuate nonessential personnel from thearea. Open Hardened/Protective Aircraft Shelterdoors.

When servicing in aircraft alert, Hardened/Protective aircraftshelters, or FTRs, the following applies:

a. Aircraft may utilize CSO procedures as approved bySSEA for simultaneous operations. MDS specific tech-nical order procedures for aircraft reconfiguration, ser-vicing, inspections, and munitions loading/unloading,will be followed. Only those activities specifically au-thorized in aircraft technical orders will be performedin conjunction with aircraft servicing. Servicing opera-tions inside shelters/FTRs present a greater degree ofrisk than the same operations conducted outside onopen ramp.

NOTE

The adjacent aircraft parking criteria (Paragraph3.8) does not apply to FTR since the revetmentwall minimizes the probability of spreading of fireor explosion.

b. The fuel servicing safety zone criteria shall be com-plied with. Refueling will not start until all nonessen-tial personnel and equipment have been removed from

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4-8 Change 3


the area. During servicing operations, restrictions willbe placed on the entry of nonessential personnel orequipment into the servicing area. During CSOs pow-ered support equipment, i.e., munitions loaders/jam-mers, may pass underneath aircraft fuel vent outletsbut must not stop or be parked under the fuel ventoutlets during fuel servicing portions of CSOs.

c. A communications system or portable radio must beavailable and operational. Refer to Chapter 3 for ser-vicing constraints.

d. The fuel servicing vehicle will be positioned outsidethe shelter and at the maximum hose length from theaircraft unless otherwise specified in this technical or-der. Fire protection equipment requirements shall beavailable as specified in Table 3-1. Operations willcease during any fuel spill and will not resume untilthe spill has been removed or neutralized and the areahas been determined safe.

e. All powered vehicles or equipment not involved in theservicing operation shall be shut down and parked inan area that will not obstruct the operation. Whenpowered support equipment is required for the fuelservicing operations, the equipment should be posi-tioned outside the shelter when possible. If the equip-ment cannot be positioned outside, it may be positionedinside, however, all aircraft entry doors must remainopen.

f. Electrical systems shall be Class I Division 1 (Zone 1)below the floor and Class I Division 2 (Zone 2) abovethe floor to height of the highest door or roof whichever is lower. In the case of existing shelters and FTRsthat do not meet these criteria, required shelter/FTRelectrical systems must be activated prior to refuel/de-fuel operations and left unchanged. Ceiling lights maybe on, but all other nonessential electrical systems mustbe off. Electrical convenience outlets (wall socketplugs) will not be used during fuel servicing opera-tions.

g. The fueling supervisor shall be prepared for immediateremoval of the refueling equipment where rapid evacu-ation and/or alert reaction may be required.

Refueler vehicle engine should not be operatedmore than 20 minutes when aircraft entry doorsare closed. When aircraft entry doors are closed,the shelter aircraft can be refueled inside a com-

pletely closed shelter. Crew members conductingin-shelter refueling with shelter doors completelyclosed should be limited to four per duty day andshould have at least a sixty minute period of lowor no fuel vapor exposure between refueling air-craft in a closed shelter.

h. Shelter doors will remain open during fuel servicing.However, HAS/PAS doors can be closed only when allof the following apply:

(1) Exercise/contingency/wartime situation.

(2) Aircraft engines not running (cold refuel opera-tion).

(3) Fuel servicing equipment is inside the shelter.

i. Fuel servicing vehicles will not be backed into sheltersuntil a chock is placed to stop the vehicle in case ofbrake failure and a spotter is in position to directmovement.

j. Aircrew members may remain in shelters/FTRs duringCSOs.

4.9 UNIQUE REQUIREMENTS WHEN SERVICINGIN HARDENED/PROTECTIVE AIRCRAFT SHELTERS(HAS/PAS).

a. If a HAS/PAS does not meet HQ USAF approvedelectrical standards of the National Electrical Code forClass I, Division 2 (Zone 2) hazardous locations, thefollowing conditions/restrictions apply:

(1) The electrical power and wall/underling lightsmay be energized (left on) in second and thirdgeneration HAS/PAS when aircraft are placed onshelter centerline in either a nose-in or nose-outconfiguration. Electrical circuitry and switchesshall be placed in their required operational posi-tions and no changes made during fuel servicingoperations.

(2) For first and modified first generation HAS/PASwith aircraft placed on shelter centerline in eithera nose-in or nose-out configuration, all electricalpower that can reasonably be de-energized as de-fined by MAJCOM operating procedures shall beturned off. Wall/under-wing lights may be ener-gized (left on) if the MAJCOM is willing to ac-cept the increase in risk by having aircraft fuelvent outlets in close proximity to the non-hazard-

TO 00-25-172

4-9


ous area electrical distribution system and poten-tial ignition source. Positioning of electrical cir-cuits and switches shall not be changed duringfuel servicing operations.

(3) In second or third generation HAS/PAS, theplacement of aircraft off centerline to supportdouble-stuff conditions increases the level of riskfor fuel servicing operations to the approximateequivalency of operations in a first or modifiedfirst generation HAS/PAS and would require thesame restrictions.

b. Fuel servicing vehicles may be positioned inside oroutside of shelters. When positioned inside they will

be backed into the shelter on the right or left side ofthe aircraft. Except during nose-in or double-stuff con-ditions, the nearest part of the fuel servicing vehiclemust not be closer than 3 feet from the shelter wall ordoor. (R-11 fuel servicing vehicles are exempt fromthe minimum 3 feet clearance requirements for nose-in, nose-out, and double-stuff conditions.) Whether oneor more aircraft are parked within a HAS/PAS, theFSSZ must be strictly enforced during servicing opera-tions.

4.10 FOUR BASIC TYPES OF HAS/PAS ARESHOWN IN FIGURE 4-1.

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4-10


Figure 4-1. Hardened/Protective Aircraft Shelter Examples

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4-11


4.11 AIRCRAFT FUEL SERVICING IN TYPE A/F37T10/11 HUSH HOUSES (ENCLOSED AIRCRAFT/ENGINE NOISE SUPPRESSOR SYSTEMS).

NOTE

• Aircraft will be fully fuel serviced before beingplaced inside hush houses for engine test runs.

• These procedures are provided ONLY to beused on an exception basis, i.e., only after afully fuel serviced aircraft has undergone en-gine test runs and was not able to be completedbecause of fuel depletion. These procedures areprovided only for the purpose of alleviating thenecessity to tow an aircraft 50 feet outside ahush house to accomplish fuel servicing beforecontinuing the engine test runs. These proce-dures are NEVER to be used just for conve-nience’s sake.

• Fuel servicing vehicles may be positioned out-side or inside of hush houses for fuel servicingoperations. R-9 and R-11 fuel servicing ve-hicles shall only be backed into hush housesusing a spotter and a pre-positioned chock.Place the fuel servicing vehicle parallel to theaircraft fuselage at approximately the one totwo o’clock or the ten to eleven o’clock posi-tion from the aircraft’s cockpit (depending uponthe location of the aircraft refueling receptacle).

In the event fuel servicing of an aircraft is required whilelocated in a Type A/F 37T10 or 11 Hush House, the follow-ing procedures will apply:

a. All other operations in hush house will cease duringthe fuel servicing operation.

b. All powered vehicles or equipment not involved in theservicing operation shall be shut down and parked inan area that will not obstruct the operation. Whenpowered support equipment is required for the fuelservicing operations, the equipment should be posi-tioned outside the shelter when possible. If the equip-ment cannot be positioned outside, it may be positionedinside. All support equipment normally used in hushhouse can remain in place provided electrical power isturned “OFF” and secured.

c. All personnel doors located on control room side ofhush house will be closed. All other doors will be“FULLY OPEN” during fuel servicing operations.

d. All floor drains will be unobstructed.

e. Standby water flushing hoses will be readily availableand maintained in good serviceable condition.

f. All electrical power will be turned “OFF” and securedto prevent activation during fuel servicing operationsin hush houses manufactured by the following compa-nies and having the following serial numbers:

(1) Aero Systems Engineering - Serial Numbers 001through 023.

(2) Industrial Acoustics Corporation - Serial Numbers201 through 207.

(3) Cullum Detuners Limited - Serial Numbers 301through 313.

g. The following hush houses were designed and installedwith all electrical conduit and equipment in the interiorof the hush house test bay and equipment room to meetthe requirements of the National Electrical Code forClass I, Division 1 (Zone 1) hazardous locations up toa height of 4 feet and Class I, Division 2 (Zone 2)hazardous locations from 4 feet up to a height of 12feet. Electrical power does not need to be turned “OFF”during fuel servicing operations in these followinghush houses, if being maintained according to the de-sign specifications as listed above when manufacturedby the following companies and having the followingserial numbers:

(1) Environmental Elements Corporation - SerialNumbers 101 through 199 and 501 and 502.

(2) Industrial Acoustics Corporation - Serial Numbers208 through 299.

4.12 FUEL SERVICING EXPLOSIVES-LOADEDAIRCRAFT.

An aircraft is considered “explosives-loaded” when muni-tions or explosives are carried either internally or externally(including nuclear weapons). The term does not include ex-plosive components of aircrew escape systems or pyrotech-nics installed in survival and rescue kits and other compo-nents identified in TO 11A-1-33.

a. During initial generation an aircraft should normallybe refueled before being loaded with either nuclear ornonnuclear munitions to reduce the severity of a mis-hap.

b. Fighter or bomber explosives-loaded aircraft returningfrom a mission may be refueled at locations meetingacceptable quantity-distance (Q-D) criteria when themunitions aboard are SAFED according to the specificaircraft -33-1-2 munitions loading manual. This alsoapplies to cargo aircraft with explosive countermea-sures systems (chaff and flare dispensers).

TO 00-25-172

4-12


c. Cargo aircraft loaded with transportation-configuredexplosives may be refueled at aircraft explosives cargoparking areas, commonly called hot cargo pads.

d. Fighter or bomber nonnuclear explosives-loaded air-craft may be hot refueled when authorized in Table 6-1and the munitions aboard are SAFED according to thespecific aircraft -33-1-2 munitions loading manual.

4.13 FUEL SYSTEM MAINTENANCE FACILITIES.

Aircraft fuel servicing is permitted in fuel system mainte-nance facilities (fuel cell) complying with the facility re-quirements of TO 1-1-3. During fuel servicing, the facilitymust have a forced air ventilation system in operation, use ameans of collecting fuel vapors from the aircraft vent out-lets, or must have its doors open to provide adequate venti-lation. Other aircraft can be present in a fuel cell facilitywhile an aircraft is being refueled, but only one aircraft canbe refueled at a time.

4.14 FUEL SERVICING IN HANGARS AND OTHERFACILITIES.

NOTE

Aircraft can undergo fuel servicing in sun shadesand sun shelters (e.g., Big Top, Agate, etc.) if theshades/shelters have no electrical provisions/equipment. If the shades/shelters have electricalprovisions/equipment, they must meet NationalElectrical Code (NEC) Class I, Division 2 require-ments or be completely de-energized prior to fuelservicing. (Centralized Aircraft Support Equip-ment may remain energized, but electrical switchesmust not be operated.) A separate SSEA is notrequired for sun shades and sun shelters.

Aircraft will not be fueled or defueled inside any hangarother than those facilities approved through a System SafetyEngineering Analysis (SSEA). Shelters, FTRs and hushhouses are addressed separately in this TO. A “universalSSEA” conducted by AFMC/SES in August 1996 determinedthat aircraft fuel servicing operations can be conducted inhangars and similar facilities as long as the facilities havethe following provisions in good working order:

a. The facility is separated from other maintenance facili-ties as a separate building, or has masonry separatingwalls of not less than one hour of fire resistive con-struction and automatic opening protection of not lessthan 45 minutes.

b. The facility has a ventilation system capable of remov-ing accumulations of fuel vapors during normal servic-ing. Personnel must not be exposed to fuel vapors be-yond maximum exposure limits. (There are no

established ventilation requirements from a fuel vaporignition standpoint.) Individual suction devices locatedat the aircraft fuel vent outlets are desired, but are notrequired.

c. The facility must have a drainage system capable ofhandling and removing a fuel spill of at least 300 gal-lons.

d. The facility must have an installed automatic foamwa-ter fire suppression system.

e. The facility electrical provisions must be designed forClass I, Division 1 (Zone 1), hazardous locations be-low floor/grade level. If not the case, then the electri-cal provisions must be completely de-energized duringfuel servicing.

f. Electrical equipment in the aircraft servicing area abovethe floor up to the height of the highest hangar doormust satisfy NEC criteria for Class I, Division 2 loca-tions. If not the case, then the electrical provisions mustbe completely de-energized during fuel servicing. Thisrequirement does not apply to the large push-in rectan-gular plug that provides external electrical power to anaircraft. Ensure that the plug is de-energized duringattachment or withdrawal.

g. A separate tabletop SSEA is required for servicing withlow flash point fuels (JP-4, JET B, AVGAS, and MO-GAS). As a minimum, Class I, Division 2 (Zone 2),electrical provisions will be required from the floor/grade level up to the facility ceiling lights.

h. Other aircraft cannot be inside the facility at the sametime. Support equipment will not be powered unless itis essential for the fuel servicing operation. Nonessen-tial personnel will be removed from the facility.

i. The fuel source (e.g., truck, hose cart) can be insidethe facility but must use a deadman control unit. Theaircraft fuel vent outlets must be continuously visuallymonitored during fuel servicing.

j. There are no additional restrictions for munitions-loaded aircraft.

NOTE

If a facility does not meet all of the above require-ments, fuel servicing cannot be conducted unless aseparate SSEA is accomplished for that facility.Table 4-2 lists specific hangars and other facilitiesthat have been approved for aircraft fuel servicingvia individual SSEAs.

TO 00-25-172

Change 14 4-13


Table 4-2. Specifically Approved Hangars and Other Facilities

Location Facility DateWhiteman AFB, MO B-2 Maintenance Docks July 1988Elmendorf AFB, AK Hangar 17 May 1996Great Falls, MT Bldg 38 (Montana ANG) August 1996Eielson AFB, AK Bldgs 1277, 1288, 1335, and 1338 August 1997Hancock Field ANGB, NY New Aircraft Weather Shelters December 2000Fargo AFB, ND Temporary A/C Alert Shelters April 2002Hill AFB, UT Big Top Shelters February 2002Travis AFB, CA Big Top Shelters July 2002Edwards AFB, CA F-22 Sun Shelters October 2003Davis Monthan AFB, AZ Bldg 128 November 2003Fort Wayne AGNB, IN 122FW Alert Systems December 2003Davis Monthan Caltex Model FL 6060 Shelters March 2005Indian Springs AFB, NV Big Top Shelters April 2005Balad, IR Big Top Shelters April 2005Hill AFB, UT Agate Metal Shelters September 2005Hill AFB, UT Snow Shelters with Lights December 2006Vance AFB, CA Sun Shades December 2009

4.15 OXYGEN SERVICING.

Do not allow oxygen to contact petroleum prod-ucts as fire/explosion may result.


NOTE

• LOX carts shall be parked with the vent valveopen and transported with the vent valve closed.

• LOX and gaseous oxygen carts need not begrounded when parked or stored.

The Air Force uses several grades of oxygen, based on itspurity, moisture content and whether or not it is in liquid orgaseous forms. Type II oxygen is supplied for aircrew use.Quality control procedures are outlined in TO 42B6-1-1.

a. Gaseous oxygen (O2) is a colorless, odorless, tastelessgas, slightly heavier than air. It is not flammable; how-ever, it will support the rapid combustion of most ma-terials. It reacts violently with petroleum products suchas jet fuel and lubricants if an energy source such as afire or spark from static electricity is present. Whenoxygen combines with fuels such as hydrazine there

may be a hypergolic reaction (no heat necessary, andwill spontaneously ignite). Gaseous oxygen must there-fore be considered dangerous.

b. Liquid oxygen (LOX) is a pale blue liquid, which ex-ists in the liquid state only at an extremely low tem-perature (-182.5 °C or -297 °F). It is not flammable;however, it will support the rapid combustion of mostmaterials. If an energy source is present, it reacts vio-lently with petroleum products such as jet fuel andlubricants. Liquid oxygen must therefore be consid-ered dangerous.

c. Gaseous oxygen carts having cylinders installed onthem will be considered in storage when cart is parkedand not in use, and shall fall under the same require-ments as stated in TO 42B5-1-2. If stored in the open,they must be protected from extreme weather condi-tions in accordance with TO 42B5-1-2. Oxygen servic-ing equipment shall be kept clean and free of moisture,oil, and grease at all times unless servicing aircraftwith the LOX or GOX carts with limited reach. LOX/GOX carts must be parked as close to 25ft or as faraway as possible while still allowing aircraft LOX orGOX servicing to be conducted. Use only approvedanti-seize tape for oxygen servicing fittings because ofthe temperatures, pressures, and fire hazards involved.Do not park GOX carts in areas that are sodded orgrassy. Do not park LOX carts in areas that are sod-ded, grassy, or asphalt covered. Note: Asphalt coveredareas should not be used for long term storage of GOXcarts. (Exception: LOX carts may be temporarilyparked on asphalt, provided that drip pans, used exclu-sively for LOX servicing, are placed under the over-flow vent of the cart.) Do not park LOX carts contain-

TO 00-25-172

4-14 Change 19


ing LOX in hangars, nose docks, or other buildingsunless specifically designed or modified and set up forthe storage and/or maintenance of such

TO 00-25-172

Change 19 4-14.1/(4-14.2 blank)



equipment. The following distance criteria for parkingLOX carts containing LOX and oxygen bottle cartscontaining gaseous oxygen applies.

(1) Cylinders should be isolated from any incompat-ible or combustible material storage by a barrierof noncombustible material at least 5 feet (1.5meter) high that has a minimum fire resistancerating of 30 minutes.

(2) 50 feet from any combustible structure or sourcesof ignition, such as heavy traffic areas, areaswhere equipment is in operation and smoking ar-eas.

(3) 25 feet from parked aircraft and 25 feet fromFSSZs.

(4) Maintain the liquid oxygen servicing safety zone(Paragraph 1.2.30).

d. The following general guidance applies to both gas-eous and liquid oxygen servicing. Specific informationconcerning gaseous and liquid oxygen servicing is ad-dressed in the following paragraphs.

(1) Those persons not directly involved in oxygenservicing operations shall stay outside the 20-footradius of the liquid oxygen servicing safety zone.Cellular phones and hand-held radios or anytransmitting devices will not be used and will beturned off within 50 feet of the servicing area.Servicing personnel will ensure that their hands,feet, clothing, etc., are clean and free of petro-leum base products. In addition, servicing person-nel shall wear Personal Protective Equipment(PPE) required for either gaseous or liquid oxy-gen servicing.

(2) Do not commence oxygen servicing if aircraftelectrical systems are energized within 25 feet of

the servicing operation (except those required forservicing). In addition, do not perform oxygenservicing concurrent with fuel, oil, water-alcohol,hydraulic fluid, environmental fluid or hydrazineservicing or maintenance on systems containingthese hydrocarbon products. Oxygen servicingconnectors must be examined prior to servicingand any traces of petroleum products removedprior to servicing operations.

(3) Only qualified personnel shall operate oxygenequipment or service aircraft systems.

(4) The mobile servicing unit or bottles used to ser-vice aircraft or components shall be carefully po-sitioned and shall not be left unattended afterhook-up.

(5) Do not service/purge aircraft with oxygen within50 feet of taxiing aircraft (measured from thewing tip or closest point of taxiing aircraft to thepressurized oxygen servicing equipment). Aircraftparked adjacent to an aircraft being oxygen ser-viced shall not have engine runs performed un-less the closest point of the adjacent aircraft ismore than 50 feet from the pressurized oxygenservicing equipment.

(6) Aircraft oxygen systems (both gaseous and liq-uid) shall be emptied/drained prior to entering amajor maintenance cycle at either an Air Logis-tics Center, Contract Repair Facility, or Contract/Depot Field Team location.

(7) Only night vision goggles and intrinsically safedevices can be operated in the oxygen servicingsafety zone.

(8) Ground and bond oxygen servicing equipmentaccording to TO 15X-1-1.

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Change 6 4-15


4.16 GASEOUS OXYGEN SERVICING.

• Do not direct gaseous oxygen toward body orclothing. Serious injury or death may resultfrom the high energy of compressed gas and/orfire because of the rapid burning or explosivetendencies of organic materials in the presenceof pure oxygen.

• When servicing low-pressure oxygen systems,the maximum pressure regulator valve settingshall be 475 psig. A relief valve preset at 475psig shall be installed on the low-pressure sideof all oxygen service carts. Carts not soequipped shall not be used.

• Make sure oxygen servicing components arecompletely free of petroleum-based products,such as greases or solvents.

• To avoid heating by sudden compression, openand close all high-pressure oxygen valvesslowly. If two valves are to be opened, openthe down-stream valve first. Valves may beclosed in any order.

NOTE

When utilizing multi-bottle oxygen servicing carts,use only one bottle at a time. Opening more thanone bottle at a time could equalize all bottlesopened.

a. The oxygen-servicing units are equipped with twopressure gauges. One gauge indicates pressure of theservicing cylinders and the other gauge indicates thepressure of the oxygen being transferred into the air-craft. Gradually increase the delivery pressure until thegauge on the low side of the unit regulator indicates

425 psig. After the flow to the aircraft system hasstopped, the gauge on the cart should indicate pressureof the aircraft system. A final check should then bemade by checking the gauge at the oxygen regulator inthe aircraft.

b. Eye protection (safety goggles, safety glasses with sideshields, or face shield) shall be worn by personnel per-forming oxygen servicing at aircraft connection point.

c. Gaseous oxygen servicing hose does not sufficientlyprovide a stable ground. Statically ground the GaseousOxygen Servicing Cart to a common ground beforeconnecting servicing hose.

d. Personnel shall observe aircraft oxygen gauges at alltimes during servicing operations to prevent overfillingof tanks.

NOTE

If the aircraft oxygen system gauges can be ob-served to prevent overfilling while stationed at theoxygen-servicing unit, such as T-37 aircraft, oneperson can accomplish the servicing.

e. Personnel shall be stationed at the oxygen servicingunit at all times during servicing operations to shut offunit valves immediately upon receiving a commandfrom the personnel watching the aircraft system gauges.

4.17 LIQUID OXYGEN SERVICING.

Liquid oxygen servicing refers to a LOX bottle exchange onthe aircraft or a LOX cart servicing operation. For LOXbottle exchange operations, the operator is only required towear eye protection (goggles or face shield). LOX cart ser-vicing is not allowed during the fuel servicing portion of aCSO. For servicing with a LOX cart, the following proce-dures apply:

TO 00-25-172

4-16 Change 6


• Do not allow LOX to contact petroleum prod-ucts as fire or explosion may result.

• LOX will freeze and seriously damage humanskin tissue upon contact.

• If LOX spills on asphalt or concrete expansionjoint sealant, stop servicing or other operationswithin a 20-foot radius of spilled area. Do notwalk or roll equipment over area of spill for atleast 30 minutes (minimum) and until all frostand fog appearance has disappeared.

NOTE

Do not attempt to rewarm parts of the body thathave been frozen by contact with liquid oxygen.Prevent further injury to the frozen area. Transportimmediately to the emergency room of the nearestmedical facility.

a. Fire Protection. Ensure a serviceable 150-poundwheeled Halon 1211 fire extinguisher or equivalent isplaced within 50 feet of the LOX servicing operation.

When servicing LOX in an exercise or trainingenvironment, chemical warfare defense ensemblesand other chemical warfare suits, including chemi-cal warfare masks, will not be worn, even under-neath other coverings; they must be removed priorto LOX flow and not be donned until the lines aredisconnected.

b. Protective Clothing and Equipment. When transferringLOX, personnel shall wear headcovering, eye protec-tion (safety glasses with side shields or goggles), faceshield or locally purchased hard hat face shield combi-nation, gloves, leather, welder’s gauntlet cuff (A-A-50022B) (NSN 8415-00-268-7860) medium withgloves, cloth, work, cotton knit (A-A-55213) (NSN8415-00-964-4760) medium as an insert; or gloves,leather (NSN 8415-00-268-7871) with glove inserts,wool (NSN 8415-00-682-6673) or equivalent; apron(NSN 8415-00-082-6108), coveralls, white cotton, orcuffless trousers and long sleeve shirt or jacket and

TO 00-25-172

Change 6 4-16.1/(4-16.2 blank)



shoes which fit closely around the top, with rubbersoles and heels (no mesh sides or air holes). All itemsshall be clean and free of grease, oil, and fuel.

NOTE

• The above NSN data is for gloves sized “me-dium”. Other sizes may be ordered as required,but all sizes must meet the criteria of the fed-eral specification and military specificationidentified above. Locally purchased certifiedcryo gloves from lab safety, NSA elbow cryo-gen gloves or elbow gloves from tempshieldcryo gloves, are approved and can be orderedvia internet.

• A BDU cap is recommended as head coveringwhen LOX servicing connections are above eyelevel since it would afford more protection thanthe adjustable style cap with open back, typi-cally worn as organizational head covering.Mesh caps are not authorized.

• The wool glove insert and cotton knit clothwork gloves used as inserts can be used inter-changeably with either welder’s gauntlet cuffleather gloves or leather gloves specified above.

• A leather boot approximately 8 inches in heightwith close fitting top and rubber sole and heelis recommended, since LOX spills normallysubject one’s foot area to a freeze burn expo-sure hazard. This type footwear when equippedwith a hard protective toe area is generallyclassified as a safety shoe or boot.

c. LOX servicing hose does not sufficiently provide astable ground. Statically ground the LOX ServicingCart to a common ground before connecting servicinghose.

Drip pans shall be kept clean and not be utilizedfor any purpose other than LOX servicing. Anyresidual LOX in drip pan should be allowed toboil off and not be poured off.

d. Service area shall be well ventilated, free of oil, grease,and fuel vapors.

e. A drip pan shall be placed under oxygen overflow ventsto prevent contact of the LOX with oil or grease, whichmay be on the ramp.

f. Should a control valve become clogged with ice, thawwith water.

g. LOX servicing equipment should be purged to makesure no moisture is introduced into a liquid oxygensystem and there is no moisture in or on filler fittings,nozzles, or valves where it may enter the aircraft sys-tem during servicing operations. When servicing sev-eral aircraft, one immediately after the other, the LOXservicing equipment need only be purged prior to firstservicing operation.

h. Before filling the aircraft system, insure that the pres-sure relief valve on the LOX supply tank is operatingproperly.

i. A steady drip from the servicing nozzle aircraft fillervalve connection that can be contained in a drip pan isacceptable. The drip can sometimes be eliminated byholding the hose, thereby removing the downward ten-sion from the connections.

NOTE

Present aircraft liquid oxygen servicing connec-tions cannot be made absolutely leak tight becauseof basic design deficiencies. Valves should not bediscarded solely because of leaking connections.Perform a leak check on the female filler valve inaccordance with TO 37C2-4-6-13 or TO 37C2-4-6-21 as appropriate.

j. Leaks which result in LOX running down the servic-ing nozzle or the side of the aircraft or which result inLOX spraying from the connections are dangerous.Leakage from any component or connection is a po-tentially dangerous situation.

Allow the LOX system to stabilize (vent) afterservicing for at least 30 minutes prior to use,buildup, or reading any gauges. Failure to do somay cause valve blockage from moisture and leadto system damage or injury to personnel.

k. The oxygen-servicing unit shall be disconnected fromtow vehicle and located at the maximum distance fromthe aircraft permitted by the hose length. Hoses shallbe kept free of kinks and sharp bends at all times.LOX hoses shall be drained and capped immediatelyafter use.

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Change 14 4-17


4.18 LIQUID OXYGEN SERVICING IN AIRCRAFTSHELTERS/FTR.

The following applies when servicing LOX in a shelter/FTR:

a. A dedicated shelter/FTR may be used to fill convertersremoved from aircraft parked elsewhere. Follow pro-cedures outlined in Paragraph 4.17. Do not performother operations in the same shelter/FTR.

b. To service the aircraft themselves in individual shelter/FTR without converters being removed, stop other op-erations until the LOX servicing is completed and theLOX cart removed. Follow procedures outlined inParagraph 4.17.

c. LOX cart servicing of an aircraft is not allowed duringthe fuel servicing portion of a CSO.

d. No electrical switches will be operated.

e. No other operations or maintenance will take place inthe shelter/FTR.

f. The aircraft will be safed for CSO/maintenance.

g. No floor drains, traps, or other below floor areas willbe within 20 feet of the LOX servicing operation. Ifdrain channel is clean, underfloor weapons storagevault is exempt. MAJCOM may exempt F-15 first gen-eration shelter guide rails as long as the rail channelsare free of all hydrocarbons and rails are placed downin stowed position during LOX servicing (except thosenext to main landing gear).

h. All puddled or wet hydrocarbons are cleaned fromshelter floor.

i. No non-LOX personnel or ignition sources are allowedwithin 20 feet of LOX servicing operation. Cellularphones and hand-held radios or any transmitting de-vices will not be used and will be turned off within 50feet of the servicing area.

j. LOX cart will not be stored in shelter/FTR. LOX cartshould be stored outside shelter/FTR in a separatesplinter-protected location.

k. Following LOX servicing, LOX cart is removed fromshelter then depressurized.

l. Clean, dedicated LOX drip pans or collection deviceswill be used to catch LOX. Flat floor pans (when used)should be at least 3 feet x 2 ½ feet x 3 inches.

m. Aircraft specific LOX servicing procedures are used.

n. Except for combat, the shelter doors will be positionedas follows (minimum):

(1) Alert shelters will have at least one aircraft dooropen.

(2) First generation HAS/PAS. The exhaust door andone aircraft entry door will be fully open.

(3) Modified first generation HAS/PAS. The shelterdoor will be open to the shelter centerline andexhaust door will be fully open.

(4) Second/Third generation HAS/PAS. One aircraftentry door may be fully opened or each aircraftentry door may be opened 10 feet (20 feet total).One exhaust door will be fully open.

4.19 NITROGEN SERVICING.

Nitrogen is used in pressure-operated equipment to expelother gases from their cylinders and for purging tubes andlines. Quality control procedures are outlined in TO 42B7-3-1-1.

a. Gaseous nitrogen (N2) is a colorless, odorless, tastelessgas, slightly lighter than air. It is inert and does notreact with other substances nor will it support combus-tion.

b. Liquid nitrogen (LIN) is a colorless, odorless liquid,which exists in the liquid state only at extremely lowtemperature (-196 °C or -320.8 °F).

c. The following general guidance applies to both gas-eous and liquid nitrogen servicing. Specific informa-tion covering gaseous nitrogen servicing is addressedin Paragraph 4.20 and liquid nitrogen servicing inParagraph 4.21. It is not necessary to ground or bondnitrogen servicing carts.

(1) Those persons not directly involved in nitrogenservicing operations should stay outside a 20-footradius of the servicing point. Servicing personnelshall wear PPE required for either gaseous or liq-uid nitrogen servicing. Although nitrogen is aninert gas, it is advisable that servicing personnelkeep their hands, feet, clothing, etc., clean andfree of petroleum base products.

TO 00-25-172

4-18


• Do not direct gaseous nitrogen toward body orclothing. Serious injury or death may resultfrom the high energy of compressed gas.

• Nitrogen can dilute and displace oxygen in aconfined space or pit to a point where life sup-port is endangered. Nitrogen shall therefore beused only in well-ventilated areas or where per-sonnel are using self-contained breathing appa-ratus.

(2) Only qualified personnel shall operate nitrogenequipment or service aircraft systems.

4.20 GASEOUS NITROGEN SERVICING.

Nitrogen servicing units are equipped with two pressuregauges. One gauge indicates pressure of the servicing cylin-ders and the other gauge indicates the pressure of the nitro-gen being transferred into the aircraft. Gradually increasedelivery pressure into the aircraft system(s). After the flow tothe aircraft system(s) has stopped, the gauge on the cartshould indicate pressure in the aircraft system(s). A finalcheck should then be made by checking the aircraft gauges.

a. If nitrogen gas is used to inflate aircraft tires, Class I(water pumped) nitrogen shall be used (A-A-59503).Class II (oil pumped) nitrogen may cause an oil film tobuild up on the inside of the tire, soaking the rubber.Class II nitrogen can be used as long as the oil concen-tration is less than 15 parts per million. If compressedair is used later to inflate the tire, a combustible mix-ture is produced within the tire by the oil film in con-tact with compressed air.

b. If the aircraft system or component pressure gauge canbe observed and the service pressure can be controlledat the point of service, only one person is required toservice gaseous nitrogen. If this combination does notexist, two people will be required to service gaseousnitrogen. Safety goggles, safety glasses with side-shields, or face shield shall be worn by nitrogen ser-vicing personnel.

c. When moving the nitrogen-servicing trailer, all valvesexcept vent valves shall be closed and shall not beopened until the trailer is in the working area.

d. The servicing hose shall never be tightly stretched toreach a connection.

e. Nitrogen servicing units or bottles shall be positionedto prevent accidental damage to the aircraft or equip-ment.

f. Nitrogen servicing equipment shall not be left unat-tended after hook-up.

4.21 LIQUID NITROGEN SERVICING.

Protective clothing, equipment, and servicing procedures.

a. When transferring LIN, personnel shall wear head cov-ering, eye protection (safety glasses with side shieldsor goggles), face shield or locally purchased hard hatshield combination conforming to ANSI Z 87.1 (Per-sonal Eye and Face Protection Devices Requirements),face shield (NSN 4240-00-542-2048), gloves, leather,welder’s gauntlet cuff (A-A-50022B) (NSN 8415-00-268-7860) medium with gloves, cloth, work, cottonknit (A-A-55213) (NSN 8415-00-964-4760) mediumas an insert; or gloves, leather (NSN 8415-00-268-7871) with glove inserts, wool (NSN 8415-00-682-6673), apron (NSN 8415-00-082-6108), cuff less trou-sers, long sleeve shirt, jacket, or coveralls, cotton (NSN8405-00-037-9274), and shoes which fit closely aroundthe top, with rubber soles and heels. All items shall beclean and free of grease, oil, and fuel.

NOTE

• The above NSN data is for gloves sized “me-dium”. Other sizes may be ordered as required,but all sizes must meet the criteria of the fed-eral specification and military specificationidentified above.

• A BDU cap is recommended as head coveringwhen LIN servicing connections are above eyelevel since it would afford more protection thanthe adjustable style cap with open back, typi-cally worn as organizational head covering.

• The wool glove insert and cotton knit clothwork gloves used as inserts can be used inter-changeably with either welder’s gauntlet cuffleather gloves or leather gloves specified above.

b. It is not necessary to ground or bond nitrogen servic-ing carts.

c. Liquid nitrogen (LIN), when exposed to the atmo-sphere, absorbs and liquefies oxygen. If the surface of

TO 00-25-172

Change 15 4-19


the LIN is slightly bluish, it is to be considered con-taminated with oxygen. In this case, the LIN shall re-quire the same handling procedures as LOX.

Drops or splashes of LIN will freeze skin tissue.

NOTE

Do not attempt to rewarm parts of the body thathave been frozen by contact with liquid nitrogen.Prevent further injury to the frozen area. Transportimmediately to the emergency room of the nearestmedical facility.

d. When LIN is being transferred from one container toanother, the receiving vessel shall be filled as slowlyas possible to minimize the thermal shock that occurswhen any material is quickly cooled.

e. When moving the LIN servicing unit, all valves, ex-cept vent valves shall be closed and shall not be openeduntil the unit is in the working area.

f. LIN servicing units shall be positioned to prevent ac-cidental damage to the aircraft or equipment.

g. LIN servicing equipment shall not be left unattendedafter hook-up.

h. Should a control valve become clogged with ice, thawwith water.

i. Insure that no moisture is introduced into a LIN sys-tem and that there is no moisture in or on fittings,nozzles, or valves where it may enter the aircraft sys-tem during servicing operations.

j. Before filling the aircraft system, insure that the pres-sure relief valve on the LIN supply tank is operatingproperly.

4.22 HYDRAZINE SERVICING.

NOTE

Refer to TO 42B1-1-18 for hydrazine neutraliza-tion and dilution guidance.

Hydrazine is a widely used industrial chemical and is verycorrosive and hypergolic. Hydrazine appears as a clear, oilyliquid having an ammonia-like odor. Since individual sensi-tivity to the odor may vary, and since prolonged exposure

may overcome sensory recognition, the odor cannot be reliedupon as an indication or warning of overexposure.

Skin contact with liquid hydrazine or exposure toconcentrations of hydrazine vapor present a seri-ous health hazard.

NOTE

Hydrazine is hazardous because it may enter thebody via lungs (breathing), gastrointestinal tract(swallowing), or through the skin (absorption).Additionally, there is a fire hazard present withhydrazine-water mixtures. (See step c.)

a. Short Term (acute) Overexposure. If exposed to highconcentrations of hydrazine for short periods, dizzi-ness, nausea, or irritation of eyes, nose, throat, or lungsmay result. Liquid contact may cause skin burns. Invery high concentrations, unconsciousness may occur.

b. Long Term (chronic) Overexposure. If exposed to con-centrations of hydrazine vapors above permissible ex-posure limits over long periods, damage to kidneys andliver may occur. Frequent skin contact with liquid hy-drazine may also result in damage to kidneys and liver.A yellow discoloration of skin and eyes may be appar-ent. Refer to TO 42B1-1-18 for a summary of healtheffects and for guidance covering the handling and useof hydrazine.

c. Fire Hazard. The 70 percent hydrazine and 30 percentwater mixture used in the F-16 EPU is a flammablemixture. Fires involving hydrazine can be fought andextinguished with common extinguisher agents. Wateris the preferred agent for fire suppression.

4.23 HYDRAZINE PROTECTIVE CLOTHING ANDEQUIPMENT.

Air-supplied respirators are required for those operations inwhich engineering controls and work practices are not suffi-cient to reduce exposure below the permissible exposurelimits. If respirators are used, they must meet the require-ments of AFI 48-137 and TO 42B1-1-18. Because hydrazinecan be absorbed through the skin, it is necessary to wearapproved clothing during those situations where there maybe contact with the liquid. Protective clothing approved forhandling hydrazine is discussed in TO 1F-16( )-2-49GS-00-1,Protective Clothing for Handlers of Missile Fuels and Oxi-dizers. Occupational health requirements are outlined in TO42B1-1-18.

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4-20 Change 13


4.24 HYDRAZINE HANDLING PROCEDURES FORF-16 AND U-2 AIRCRAFT IN-FLIGHT EMERGEN-CIES.

If an F-16 or U-2 aircraft develops an in-flight emergency, itmay have to land at an airfield not equipped for F-16 or U-2maintenance/servicing. In these situations, the EmergencyPower Unit (EPU) or Emergency Starting System (ESS) willbe secured to prevent inadvertent ground firing. Turnaroundsupport for the EPU or ESS will be provided by the homebase or by the nearest base with EPU/ESS support capabil-ity. The F-16 is equipped with a highly reliable and quicklyresponsive method of developing emergency electrical andhydraulic power. A monopropellant (hydrazine) poweredEPU is on board the F-16 aircraft for this purpose. The U-2is equipped with a highly reliable method of starting theengine in flight, should it stall. A monopropellant (hydra-zine) powered ESS is on board the U-2 aircraft for this pur-pose. Hydrazine, referred to as H-70 (30 percent water and70 percent hydrazine), is highly toxic, corrosive, and consid-ered a Class III C combustible in terms of AFMAN 91-201.Definite hazards are associated with H-70 and shall requireunique support from qualified home base personnel. The F-16or U-2 pilot is thoroughly knowledgeable of the peculiarrequirements associated with H-70. Non F-16 or U-2 basesshall require support from home bases for recovery of F-16or U-2 aircraft with an activated EPU or ESS as follows:

a. General Guidance for Recovery, Isolation, and Supportof Aircraft After In-Flight Operation of the EPU. In-flight operation of the EPU, as the result of electrical,hydraulic, or engine failure will normally result in thedeclaration of an IFE. Declaration of an IFE, for thesereasons, is a positive indication that the EPU has oper-ated in the hydrazine mode. After landing, the aircraftshall be taxied clear of active runway(s) into an area ofisolation, pending hydrazine system integrity (H-70leaks/spill) check.

b. At non F-16 or U-2 bases, the pilot, local base Bioen-vironmental Engineer (BEE), and fire department per-sonnel shall conduct a system integrity check as fol-lows:

(1) Inspect the EPU overboard vent line (located atthe lower fuselage, center of Main Landing Gear(MLG) doors at forward most portion), the areasurrounding the EPU compartment, and theground beneath for hydrazine leakage (clear oilyliquid).

(2) Inspect the area around the ESS to include theH-70 detector pellet for evidence of leakage, andthe ground beneath for hydrazine leakage (clearoily liquid).

Due to the toxic characteristics of hydrazine, per-sonnel testing liquids for confirmation of hydra-zine shall be equipped with proper PPE per Para-graph 4.23. Failure to comply with this warningcould result in personal injury or death.

(3) Fire department personnel, equipped in full PPE,or equivalent may use litmus (pH) paper (if avail-able), to determine if the suspect liquid is in facthydrazine. If the litmus paper turns purple, as-sume the liquid is hydrazine.

(4) If no leak is noted or a leak is confirmed as nothydrazine, as determined above, the pilot willcontact home base and request turnaround instruc-tions.

4.25 TRANSIENT F-16 BASES/U-2 ENROUTE SUP-PORT.

Transient support will involve only confirmation of the sta-tus of the EPU or ESS system (leaking or not leaking) and,if leaking, isolation and containment to minimize harmfuleffects of hydrazine.

a. Air Force Bases - Leaking EPUs or ESSs will betreated like hazardous chemical spills and handled ac-cordingly.

b. Civilian Airports/Fields - The aircraft pilot will informlocal authorities of the hydrazine leak and advise cau-tion in approaching the aircraft and recommend beinghandled as a hazardous chemical spill.

4.26 HYDRAULIC AND OIL SERVICING.

In addition to the requirements outlined in aircraft -2 techni-cal orders, the following shall apply to hydraulic/oil servic-ing of aircraft.

a. Servicing Equipment.

(1) Avoid spilling oil or hydraulic fluid on aircraft ormaintenance stands.

(2) Hand operated hydraulic and oil-servicing cartsneed not be grounded during servicing operations.

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Change 16 4-21


(3) Position servicing equipment as far from any por-tion of the aircraft as cables/hoses will allow.Maintenance stands shall be properly positionedto obtain easy access to filler caps.

Some USAF aircraft use a commercial hydraulicfluid, which is not compatible with standard AirForce hydraulic fluids. Make sure that the aircrafttechnical orders and TO 42B2-1-3 requirementsare followed to prevent contamination.

b. Servicing Containers.

(1) When servicing from cans or drums, ensure thatcleanliness and product integrity are maintained.

(2) Keep each product segregated and properly iden-tified.

(3) Carefully read the label before dispensing oil andhydraulic products to ensure the correct productis being used.

4.27 DRUM AND CONTAINER SERVICING.

Drum and container servicing will be in accordance with thefollowing procedures:

a. Drum Fuel Servicing. When servicing aircraft and/orground support equipment/vehicles from drums, thesame grounding and bonding procedures used for air-craft fuel servicing shall apply. The fuel should be inthe original sealed drum whenever possible. Duringemergencies and/or combat situations, drums may befilled with fuel by base fuels service personnel. Ex-treme care must be taken to ensure drum cleanliness.Drums which have previously contained chemicals,oils, or halogenated hydrocarbons shall not be used forfuel.

(1) Water and sediment are often found in fuels storedin drums. These contaminants must be removedprior to servicing from drummed stock.

(2) Aviation fuel shall be passed through a filter orfilter separator prior to delivery into aircraft fueltanks. Before delivery to aircraft or equipment,test each drum for water by using a drum sam-pling thief or other siphoning device.

b. Fuel Collection Containers. Containers/bowsers will beparked in a designated storage area approved by thebase fire department and included in the base environ-mental protection plan. Parked fuel collection contain-

ers do not need to be grounded at anytime, but need tobe bonded whenever filling or draining operations arebeing accomplished. Do not use plastic sheets to coverfuel bowsers, bladders, nor other containers; the sheetscan collect static electricity that can discharge near fuelvapors. Oil or hydraulic fluids will not be stored incontainers/bowsers stenciled for reclaimed fuel.

4.28 WATER, WATER-ALCOHOL, AND ENVIRON-MENTAL FLUID SERVICING.

Cleanliness must be maintained in water, water-alcohol, andenvironmental fluid servicing. Fluids must be kept free ofsediment at all times. Any aircraft water servicing (includingpotable water and demineralized water) may be accom-plished simultaneously with fuel servicing or oxygen servic-ing provided that the fuel or oxygen servicing equipment ismoved into the area and bonded prior to the start of any oneoperation. Grounding/Bonding of the water truck is not re-quired. In addition, bonding wires must not be disconnectedwhile any servicing pressurization or transfer is in progress.Fuel servicing by refueling trucks, hydrant hose carts or hy-drant servicing vehicles is authorized simultaneous with wa-ter servicing unless there is a critical interference positioningproblem with the servicing vehicles. There are no restric-tions on servicing an aircraft with water during maintenance,cargo handling, or passenger loading.

a. Demineralized water is used for thrust augmentation insome jet engines. Quality control requirements arecovered in TO 42C-1-16.

(1) The preferred method for all aircraft water servic-ing is to position the water truck either forwardor aft of the aircraft, perpendicular (90°) to thedirection of the fuselage.

(2) If ambient temperature is below 40 °F (5 °C),demineralized water will not be used in aircraftunless a system is provided to heat water supply.

(3) Water servicing may be accomplished inside han-gars with Group Commander approval if servic-ing vehicle is outside hangar or if full length ofservicing hose is used and hangar doors are open.

b. Environmental fluids consist of antifreeze and coolantmixture of water, demineralized water, propylene gly-col and ethylene glycol. These fluids are primarily usedin cold weather operations to service coolant for radarcomponents.

(1) A ground liquid cooler cart, as described in TO35E10-22-1, is used to service some aircraft, e.g.,E-3A. The mixture consists of 62 percent unin-hibited ethylene glycol and 38 percent reagentwater (EGW).

TO 00-25-172

4-22 Change 10


(2) Environmental fluid servicing vehicle/cart posi-tioning for aircraft servicing will be accomplishedin accordance with procedures for positioning fuelvehicles. The fluid servicing vehicle/cart will bebonded to the aircraft before hoses are connectedto aircraft.

Aircraft alcohol vapors are toxic and adequateventilation must be provided in areas where alco-hol is handled. Never work in a confined area orspace without mechanical ventilation or respira-tory protection. Most alcohols are flammable liq-uids.

c. Water-alcohol mixtures are used for thrust augmenta-tion in turbojet engines and for Anti-Detonation Injec-tion (ADI) or internal coolant in reciprocating engines.Quality control requirements are covered in TO 42C-1-16.

4.29 AIRCRAFT DE-ICING.

De-icing fluid can be applied to an aircraft with any or all ofits engines operating as long as the following apply:

a. Personnel and equipment must remain outside the in-dividual aircraft engine danger areas.

b. Avoid spraying any de-icing fluid into any engine in-takes, aircraft ventilation, Environmental Control Sys-tem (ECS) air inlets or Jet Fuel Starters (JFS) inlet andexhaust areas.

c. Do not apply de-icing fluid during any fuel servicingoperations.

d. Do not apply de-icing fluid when any LOX equipmentis within 25 feet. (De-icing fluids can be applied toaircraft having installed LOX converters as long as theaccess doors are closed.)

4.30 AIRCRAFT TIRE SERVICING.

The following general guidance applies to all aircraft in-stalled tire inflation operations in excess of 50 psi.

a. Servicer shall comply with specific operating instruc-tions and safety precautions prescribed for aircraft be-ing serviced and inflating tools and servicing units be-ing used.

b. Impact resistant safety goggles or impact resistantsafety glasses with sideshields shall be worn by thetire servicer.

c. The nitrogen or compressed air source used for servic-ing shall have a serviceable regulator for controllingservice line pressure.

d. Servicing with compressed nitrogen shall be done onlywith Class I (water pumped) nitrogen, or Class II (oilpumped) nitrogen with an oil concentration less than15 parts per million.

e. An approved, calibrated tire inflating tool with reliefvalve and minimum ten foot servicing hose shall beused during tire inflation.

f. Servicer shall be positioned in front or aft of tire beingserviced during inflation, at full length of inflatingtool’s hose. Hose shall not be tightly stretched. Theimmediate area to either side of tire being inflated shallbe clear of personnel. (See Figure 4-2.)

TO 00-25-172

Change 15 4-23


Figure 4-2. Aircraft Tire Servicing

TO 00-25-172

4-24


CHAPTER 5CONCURRENT SERVICING OPERATIONS

5.1 CONCURRENT SERVICING OF AIRCRAFT.

NOTE

On KC-135, MAF and Commercial aircraft, con-current servicing is not required unless refueling/defueling with JP-4, loading/downloading muni-tions or explosives, or servicing LOX whileperforming maintenance. Simultaneous servicingof fuel while loading passengers and cargo, per-forming maintenance, aircrew members perform-ing inspections, or operating aircraft systems isconsidered to be a normal servicing operation. Re-strictions listed in Paragraph 5.6 and Paragraph5.7 still apply.

Concurrent servicing is defined as the simultaneous servic-ing of fuel or oxygen with either passengers on board or theperformance of minor maintenance, fleet servicing, or bag-gage or cargo loading/unloading. Refer to Chapter 6 forCSOs supporting the A-10, F-15, F-16 and F-22 aircraft.Concurrent servicing of aircraft with JP-4 or Jet B aircraftwill require completion and approval of a System SafetyEngineering Analysis (SSEA). As long as the provisions ofthis chapter are followed, a SSEA is no longer required forconcurrent servicing of aircraft with high flashpoint fuels.Servicing operations pertaining to these aircraft when ac-complished on a USAF installation are under the direct con-trol of the USAF and will be accomplished in accordancewith the provisions of this technical order. Fuel servicingand concurrent servicing of these aircraft will be done usingapproved checklists. Cargo containing explosives, oxygen orflammable gases or liquids shall not be loaded or unloadedduring concurrent servicing operations. A Chief ServicingSupervisor (CSS) shall be provided by the USAF for allconcurrent fuel servicing of contract airlift missions at mili-tary installations.

5.2 PERSONNEL REQUIREMENTS FOR FUELSERVICING.

Simultaneous fuel and oxygen servicing on an air-craft is NOT authorized.

Defueling during concurrent operations shall belimited to the single point method (closed fuelsystem). C-130 and C-141 troop doors and emer-

gency hatches on the right SPR, side of the air-craft must be closed during concurrent servicingoperations to isolate the cargo compartment fromthe fuel servicing safety zone.

The Air Force fuel servicing team will consist of the follow-ing:

a. Chief Servicing Supervisor (CSS).

b. SPR Monitor (SPRM) for each SPR in use (contractoraircrew member when servicing contract commercialcarriers). 2F0X1 personnel trained and certified usingMDS applicable procedures, or equivalent currenttraining program, may perform simultaneous duty asboth SPRM and fuels specialist.

c. A refueling panel monitor (when the refueling paneland the SPR are adjacent to each other, one individualmay monitor both).

d. Fuel Specialists (2F0X1).

e. Passenger compartment monitor, i.e., aircrew member(when passengers on board).

5.3 RESPONSIBILITIES OF CSS.

a. Normal concurrent servicing operations.

(1) A Chief Servicing Supervisor (CSS) shall be pres-ent during concurrent operations. The CSS willprimarily be stationed at the nose of the aircraftand will monitor the wing fuel vent outlets on theopposite side of the aircraft from the SPR loca-tion. A transient alert individual can also functionas a CSS. The CSS can be either a USAF em-ployee or a contractor support employee.

(2) When servicing is performed by contract, con-tractor personnel functioning as the CSS musthave experience comparable to that required foran Air Force CSS. Base or unit commanders shallassure that the contractor’s CSS has the requiredexperience and capability.

(3) The CSS will wear a reflective vest with the let-ters CSS on the front and back. The letters willbe at least six inches in height and four incheswide and made of reflective material at least one

TO 00-25-172

5-1


inch in width. NSN 8415-00-177-4974 satisfiesthis requirement and shall be used unless other-wise specified in command directives.

(4) The CSS in concurrent operations shall also beresponsible for controlling and monitoring allconcurrent operations to include cargo/baggageloading/unloading, maintenance, fuel or oxygenservicing, and fleet servicing. CSS maintains con-tinuous intercom contact with fuel servicing teammembers during the entire servicing operation(excluding 2F0X1 fuels specialists). C-9 aero-medical evacuation aircraft are authorized to con-duct concurrent servicing operations away fromhome station using an alternate method of com-munication when aircraft intercom capability doesnot exist. Alternate communication proceduressuch as hand signals and/or voice communicationwill be agreed upon by the refueling team prior tostart of the refueling operation. C-21 aircraft areauthorized to conduct concurrent servicing usinga deplaned aircrew member as the CSS. This in-dividual can use either hand signals, voice com-munication, or intercom with the refueling team.In addition, the C-21 can use a ground power unitto supply aircraft electrical power. The refuelingsupervisor will ensure that the minimum numberof personnel remain on the aircraft during refuel-ing.

(5) Personnel who supervise portions of the opera-tion; e.g., aerial port supervisor, maintenance teamsupervisor, or fleet service supervisor, shall coor-dinate each phase of their operation with the CSSand report immediately any condition that mightjeopardize safety prior to beginning or duringconcurrent servicing operations.

(6) If concurrent operations are in progress, all per-sonnel or their team chief will report to the CSSprior to entering the concurrent servicing area.

(7) The CSS will have full and final authority overall phases of concurrent operations and over allparticipating personnel, except the deploymentand control of fire fighting and rescue units.

(8) During concurrent fuel servicing operations, theCSS may simultaneously perform CSS and fuelservicing supervisor duties.

(9) During concurrent oxygen servicing, the CSS willbe an individual other than the person doing theactual oxygen servicing.

(10) CSS will ensure communications to the fire de-partment through Job Control or the CommandPost are immediately available and operational.

(11) Ensure all personnel involved in concurrent op-erations are briefed on the total requirements ofservicing prior to commencing operations. Thisbriefing will cover a general overview of the op-eration and emergency procedures.

(12) Assure fuel servicing equipment is properlybonded. Bond conductive maintenance or workstands to the aircraft when using the stand to ac-cess the aircraft fuel servicing receptacles or sup-port the fuel hose during servicing operations.

(13) Ensure aircraft are not concurrently refueled if thefuel jettison (dump) system was used on the pre-vious flight unless it can be positively verifiedthat the jettison valve(s) closed after the fuel jet-tison operation. Verification can be accomplishedby observing cockpit indications (provided theyshow the true status of the jettison valves) or byphysically observing the fuel to stop exiting thejettison outlet(s) upon termination of the jettisonoperation. If neither of these verification actionscan be done, then the aircraft must not be concur-rently refueled until it undergoes at least one nor-mal refueling operation to show that the jettisonvalves are closed.

(14) Ensure the fire department is notified at least 15minutes before starting concurrent servicing op-erations.

(15) Supervise the movement of equipment into andout of concurrent servicing area.

(16) Assure connections of any ground power unitsare completed prior to starting the servicing op-erations. Equipment shall remain connected untilthe fuel servicing is terminated.

(17) Assure all concurrent operations are performed incompliance with this technical order.

(18) Assure the proper number of fire extinguishersare available (Table 3-1).

(19) Aircrew members may remain on board the air-craft during concurrent servicing operations as di-rected by the MAJCOM. When remaining onboard, all safety procedures outlined in this tech-nical order will be followed. Entering or exitingthe aircraft shall be limited to performing essen-tial duties associated with the concurrent servic-ing operation.

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(20) Prior to beginning servicing operations of com-mercial contract carriers, the CSS shall contactthe commercial carrier’s technically qualified per-sonnel to:

(a) Provide guidance on the duties and physicalpositioning of commercial contract carrierspersonnel during concurrent operations.

(b) Discuss any unfamiliar system characteristicsor deficiencies.

(c) Determine and jointly approve the timing ofany maintenance cargo or baggage loading orother activities to be accomplished during theconcurrent servicing operation.

(21) Ensures the fuel servicing equipment operator op-erates the deadman control in all concurrent ser-vicing operations.

(22) Ensures members of the maintenance servicingcrew assist in setting up and removing fuel ser-vicing equipment from the fuel servicing area.

With the SPR nozzle crank handle in the closedposition, check the strainer coupling quick discon-nect device for positive locking. Prior to pressur-izing the hose, be sure the nozzle is securelylocked to the aircraft by attempting to remove thenozzle with the nozzle crank handle in the openposition. Any nozzle that can be disconnected fromthe SPR with the nozzle crank handle in the openposition is defective and must be removed fromservice immediately. On aircraft with RefuelingTeams, the team member connecting the refuelingreceptacle will be responsible for testing thestrainer quick disconnect locking device for posi-tive engagement and assuring the refueling nozzleis securely locked.

(23) Ensures proper connection of the SPR nozzle tothe aircraft.

(24) Ensures that fuel servicing vehicle engines areshut off when the vehicles are unattended (e.g.,during a pre-briefing that is conducted away fromor out of sight of the vehicles).

b. Additional requirements for CSS with passengers/pa-tients on board.

Voice contact must be established and maintainedat all times during the fuel servicing portion ofconcurrent servicing operations when passengersare on board the aircraft. The aircraft intercomsystem should be used as the primary means ofmaintaining voice contact between the fuel servic-ing team members. If the aircraft intercom systemis inoperative and cannot be used to maintain voicecommunications, portable hand-held radios maybe used to provide voice contact subject to thefollowing stipulations. Radios can be used withinthe FSSZ, however, only intrinsically safe radioscan be used within 10 feet of any aircraft fuel ventoutlet, fuel spill or fuel tank truck being filled fromaircraft defueling.

(1) Remain in constant voice contact with loadmasteror Air Mobility Command (AMC) passenger rep-resentative in passenger compartment, the cockpitaircrew and fuel servicing team until the fuel ser-vicing operation is completed.

(2) Passengers may enter or exit the aircraft duringfuel servicing provided either:

(a) a jetway is used

(b) or if a mobile staircase or aircraft integralstairs are used and the fuel servicing opera-tion is on the opposite side of the aircraft andthe passengers do not come closer than 25feet from any aircraft fuel vent outlet. ForC-9 aircraft single point fuel servicing, litterpatients, ambulatory patients and passengersmay deplane or enplane as necessary.

c. CSS actions for hazardous situations:

(1) Stop fuel flow.

(2) Determine if evacuation of passengers from theaircraft is required.

(3) Initiate normal or emergency evacuation of theaircraft as necessary.

(4) Coordinate with fire department personnel asneeded.

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5.4 RESPONSIBILITIES OF OTHER PERSONNELPARTICIPATING IN CONCURRENT SERVICING OP-ERATIONS.

a. Normal concurrent servicing operations.

(1) Personnel who supervise portions of the concur-rent servicing operations, e.g., aerial port, main-tenance team, passenger service, or fleet serviceshall coordinate each phase of their operation withthe CSS and report any condition that might jeop-ardize safety prior to and during concurrent ser-vicing operations.

(2) Personnel can use the portable electronic equip-ment specified in Chapter 3 of this technical or-der.

b. Additional personnel requirements for concurrent ser-vicing operations with passengers/patients on board. Aloadmaster or AMC Passenger representative will bepositioned in the passenger compartment and be in in-tercom contact with the CSS. They will:

(1) Notify passengers of the concurrent servicing op-erations and provide them the option to deplane ifpractical.

(2) Ensure that personnel/passengers do not smokeduring fuel servicing operations.

(3) Ensure emergency exits and aisles are unob-structed and not blocked. Escape slides will bearmed.

(4) Assist in the evacuation of passengers in an emer-gency.

(5) Make sure a ramp or staircase is in the properposition and unobstructed to enable exit in anemergency.

(6) Aircraft personnel entry/exit doors within theFSSZ should be closed during fuel servicing op-erations.

c. Medical evacuation aircraft will:

(1) Have two qualified medical crewmembers in at-tendance in the aircraft to assist in the evacuationof patients and passengers in the event of anemergency.

(2) Ensure the exits are open as much as practical asdetermined by the Senior Medical Representativein consideration of weather and patient condi-tions. Under no condition will the exit be lockedduring servicing operations.

5.5 RESPONSIBILITIES OF SUPERVISORY CON-TRACTOR REPRESENTATIVE (SCR).

a. The SCR will:

(1) Be under the direct control of the Air Force CSSand will respond to all CSS directions.

SCR will determine if aircraft fuel jettison systemwas used since departing last location. If the sys-tem was used, concurrent servicing operations willnot be accomplished until it is determined that thejettison valves are closed.

(2) Be stationed at the refueling control panel andSPR location to connect and disconnect the fuelnozzle to the aircraft SPR for required fuel ser-vicing. For DC-9 contractor aircraft, the fuelnozzle will be connected and disconnected byUSAF personnel, such as transient alert. The fuelservicing equipment operator should not performthis task.

NOTE

For commercially contracted cargo-only aircraftwhere the fuel control panel/fuel system controlmechanism is located on the outside of the aircraft(L-100, L-188, DC-9, and B-727), use of the air-craft intercom system by fuel servicing groundcrews is not required. If any personnel (flight orground crew members) are to remain on board theaircraft during fuel servicing operations, then voicecontact must be established and maintained be-tween the personnel remaining on board the air-craft and the fuel control panel at all times duringthe fuel servicing operation.

(3) Monitor fuel vent outlets on the same side of theaircraft as the SPR location and maintain constantintercom contact with CSS during concurrent ser-vicing operations.

(4) Advise the CSS when a potential safety hazard isobserved or exists. The commercial airline repre-sentative operating the fuel control panel shallterminate fuel servicing immediately when di-rected to do so by the CSS. Fuel servicing willnot be resumed until any existing safety hazardhas been corrected and the CSS directs resump-tion of the servicing operation.

(5) The SCR or his representative shall ensure thefuel servicing nozzle is securely locked to the air-craft by attempting to remove the nozzle with the

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poppet valve in the open position prior to pres-surizing the system. If the SCR or designatedcontractor representative is able to remove thenozzle from the aircraft SPR with the poppetvalve open, the fuel servicing operation will notbe started. The fuel servicing unit/hydrant hosecart operator will immediately remove the nozzlefrom service. If the poppet valve on a SPR nozzleis closed, after the initial check and prior to pres-surization, then another nozzle to aircraft lockcheck is required.

(6) The SCR shall provide two intercom headsets andcords, one 100-foot and one 50-foot, for Air Forceuse. The 100-foot cord shall be used by the CSS.All aircraft external intercom plug-ins must beoperational and usable.

NOTE

When fuel servicing with government providedfuel on a USAF (or other) installation, the USAF(or other service) shall furnish additional person-nel for monitoring each fuel nozzle connectionwhere the number of personnel required exceedsthose specified in the contract.

(7) Prior to beginning concurrent servicing opera-tions, the SCR shall establish a liaison with theCSS to:

(a) Determine specific servicing requirements, toinclude if unique bonding sequence is re-quired, for the aircraft.

(b) Discuss any unfamiliar system characteristicsor deficiencies.

(c) Provide guidance on the duties and physicalpositioning of the commercial carrier’s tech-nical personnel during the concurrent servic-ing operation.

NOTE

A qualified SCR shall be present for supervisionand control of the commercial contractor person-nel involved in the concurrent servicing operation,to include subcontractor personnel, such as cater-ers, cleaning crews, and the flight crew. The SCRshall provide the safety expertise as related tocommercial carrier’s aircraft and shall notify theCSS of any potential safety hazards.

(8) Determine and jointly approve the timing ofmaintenance, cargo baggage loading/unloading,

fleet servicing or other activities (food service,cleaning, etc.) to be accomplished during the con-current servicing operation.

b. Additional requirements for SCR with passengers onboard.

(1) The SCR will provide one operable 50-foot head-set for each SPR/vent monitor and a 100-foot orlonger cord and headset for the CSS (minimumof three headsets required for Air Force use). TheSCR must also ensure the fuel control panel op-erator has a headset and remains on intercom dur-ing the fuel servicing operation.

(2) The SCR must also ensure a member of the air-crew or a contractor representative is in intercomcontact in the cockpit and cabin areas when pas-sengers are on board during fuel servicing. Thisindividual will be in constant intercom contactwith the CSS.

(3) The SCR will ensure the aircraft external inter-com plug-in jacks are in good working order. Ifintercom contact cannot be maintained betweenthe CSS, fuel control panel operator(s), vent/SPRmonitor(s), and the individual in the cockpit/cabinarea with the passengers, fuel servicing with pas-sengers on board will not be done.

5.6 CARGO/BAGGAGE HANDLING OPERATIONS.

a. Winching cargo and/or movement of nonpalletizedself-propelled vehicles/equipment into or out of aircraftin conjunction with concurrent servicing is not autho-rized except on the C-5, C-130, C-141, C-17, andKC-10 aircraft.

b. Passengers will not be allowed in the cargo compart-ment while winching of rolling stock or pallets is be-ing accomplished.

c. Use of the winch in the cargo compartment of C-5 andC-141 aircraft is prohibited during defueling opera-tions.

d. Cargo containing explosives, oxygen, or flammablegases or liquids shall not be loaded or unloaded duringconcurrent servicing operations. Under combat condi-tions or simulated combat exercises, loading or unload-ing cargo containing explosives or munitions shall beaccomplished according to TO 11A-1-33. Munitionswill not be on-loaded or off-loaded from airlift aircraftduring concurrent servicing operations.

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5.7 MAINTENANCE RESTRICTIONS DURINGCONCURRENT SERVICING OPERATIONS.

A malfunction of any component in the aircraftfuel system will require immediate shut down ofthe operation until the malfunction is corrected.

a. Transmitting on aircraft HF radios, or operating radar,radar altimeter, or SKE equipment will not be doneduring concurrent servicing operations. Inertial Navi-gation System (INS) and Fuel Saving Advisory System(FSAS) may remain energized. SATCOM radios maybe operated in the transmit mode if the antenna beamis pointed at least ten degrees above the horizon.

b. Power-on maintenance of electrical equipment on theexterior of the aircraft is prohibited, unless the equip-ment is located outside the FSSZ.

c. Maintenance requiring the use of jacks shall not beperformed with the exception of single wheel changeson multi wheel main landing gear or dual nose wheellanding gear provided the jacking is performed at theaffected gear. For the C-17 aircraft, jacking can be per-formed on the main landing gear using the integraljacking system.

d. Maintenance in the aircraft wheel well area shall belimited to tire changes and Liquid Nitrogen (LIN) ser-vicing on C-5 aircraft during concurrent servicing op-erations. LIN service vehicles must be positioned priorto the start of servicing operations and not moved untilthe servicing operations are complete.

NOTE

Maintenance and servicing of unpressurized hy-draulic systems during concurrent servicing opera-tions is authorized.

e. No flammable fluid carrying lines will be broken un-less equipped with quick disconnects.

f. Maintenance or repair of the aircraft or engine fuelsystems which require the opening of fuel lines, fueltanks, or replacement of plug-in components is prohib-ited.

g. Power tools shall not be used during concurrent servic-ing operations or when bulk shipment of explosives,oxygen, or flammable gases or liquids are beingloaded/unloaded.

h. Personnel not directly involved in the oxygen servic-ing operation will remain outside the 20-foot radius ofthe Liquid Oxygen (LOX) servicing safety zone.

5.8 FIRE PROTECTION REQUIREMENTS.

Fire protection requirements for concurrent servicing are:

a. One Halon 1211 fire extinguisher for each SPR con-nection location being used.

b. At least a 15 minute notification from MOC or theCommand Post to the fire department prior to startingconcurrent servicing operations is required to allowaircraft rescue and fire fighting vehicle positioning fora three minute response time. When two or more air-craft are being concurrently serviced at different loca-tions, an ARFF vehicle will be on standby posture.The Base Fire Chief determines position for optimumresponse.

NOTE

If hazardous cargo is involved, the fire departmentwill also be notified of its type and quantity.

c. With passengers/patients on board and servicing withJP-4 or Jet B fuel, a major aircraft rescue and firefighting vehicle (P-2//19/23) will be positioned at theaircraft.

NOTE

If passengers/patients are on board, the number ofpassengers/patients will be given to the fire de-partment.

5.9 EQUIPMENT REQUIREMENTS.

a. Fuel servicing equipment approved for concurrent ser-vicing operations:

(1) Without passengers:

(a) MH-2 hydrant hose cart being used with TypeI or Type II modified hydrant systems whenequipped with a magnetic KISS system ordeadman control.

(b) Hydrant servicing vehicles or hydrant hosetrucks being used with Type I, II, or III hy-drant systems equipped with deadman con-trols.

(c) Fuel servicing trucks equipped with deadmancontrols.

(d) Any Meyerinck, Gammon, GRU-17E, Cla-Val, OPW, Emco-Wheaton or Nova Grouppantograph.

(e) R-11 fuel servicing trucks when equippedwith American Petroleum Institute (API)/In-

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5-6 Change 12


stitute of Petroleum (IP) STD 1529, Type C,Grade 2/3 aviation servicing hose assemblieswith two-piece, onetime use, internally ex-panded forged brass or bar stock body cou-plings and brass or 300 series stainless steelserrated ferrules.

(f) Fuels Operational Readiness CapabilityEquipment (FORCE).

(2) With passengers on board:

(a) Hydrant servicing vehicles, hydrant hosetrucks, and fuel servicing trucks equippedwith deadman controls and at least 50 feet ofnoncollapsible fuel servicing hose or MIL-DTL-26521K fuel servicing hose.

(b) MH-2 series hydrant hose carts modified withsemi-hard (noncollapsible) fuel servicinghose, or MIL-DTL-26521K fuel servicinghose straight throat nozzle, and equipped witha magnetic KISS system or deadman con-trols.

NOTE

The modified MH-2 series hose cart will only beused when a hydrant servicing vehicle or hydranthose truck is not available. During peacetime op-erations, fuel servicing trucks equipped with col-lapsible fuel servicing hose will not be used forconcurrent servicing while passengers are onboard.

(c) Any Meyerinck, Gammon, GRU-17E, Cla-Val, OPW, Emco-Wheaton or Nova Grouppantograph.

(d) R-11 fuel servicing trucks when equippedwith API/IP STD 1529, Type C, Grade 2/3aviation servicing hose assemblies with two-piece, onetime use, internally expandedforged brass or bar stock body couplings andbrass or 300 series stainless steel serratedferrules.

(e) Fuels Operational Readiness CapabilityEquipment (FORCE).

b. Powered AGE used inside the FSSZ will meet the re-quirements outlined in Paragraph 4.1.

c. Operating external power units will be parked at least50 feet from pressurized fuel carrying servicing com-

ponents and at least 25 feet from aircraft fuel ventsduring fuel servicing operations. They will be placedoutside the fuel servicing safety zone and when pos-sible positioned upwind from the servicing operation.

d. Vehicles authorized inside the fuel servicing safetyzone during concurrent servicing operations shallmaintain at least a 25-foot separation distance from theaircraft fuel vent outlets (except Boeing 747/757/767aircraft which are acceptable for having authorized ve-hicles pass underneath but may not stop or be parkeddirectly beneath the fuel vent outlets) and a 25-footseparation distance from pressurized fuel servicing sys-tem components during fuel servicing operations. Allother vehicles shall remain outside of the FSSZ.

e. The C-9 aircraft APU will normally be used during allsingle point fuel servicing operations to supply electri-cal and pneumatic power for the ECSs and life supportmedical equipment. If the C-9 APU becomes inopera-tive and the aircrew has determined that electricaland/or pneumatic power are medically essential, suit-able ground power units will be connected and oper-ated. These back-up power sources shall be immedi-ately available during all medical evacuationoperations.

In the event a heating or air conditioning unit stopsrunning while connected to the aircraft, disconnectthe duct immediately.

f. When ground heaters or air conditioners are requiredfor passenger comfort, they may be used in the FSSZsubject to the following:

(1) Electrical motors to be used within:

(a) 10 feet of the aircraft fuel vent outlets, openport refueling receptacles, fuel spills, or fueltrucks being filled (bottom loading or fromaircraft defueling) must meet the NEC re-quirements for Class I, Division 1 (Zone 1)locations.

(b) The fuel servicing safety zone but not within10 feet of the aircraft fuel vent outlets, openport refueling receptacles, fuel spills, or fueltrucks being filled (bottom loading or fromaircraft defueling) must meet the NEC re-quirements for Class I, Division 2 (Zone 2)locations.

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Change 12 5-7


(2) Units driven by electrical motors not meetingClass I, Division 2 (Zone 2), requirements maybe used providing they are stationed outside theFSSZ and upwind whenever possible. The heat-ing and air conditioning units shall be started priorto connecting the open end of the duct to the air-craft and stopped after the duct has been discon-nected.

g. Contractor/subcontractor vehicles involved in concur-rent servicing operations must comply with the stan-dards in this TO. Those vehicles not meeting these re-quirements will not be allowed in the fuel servicingsafety zone. The SCR will inform the CSS of the sta-tus of contractor/subcontractor vehicles prior to thestart of concurrent servicing operations.

NOTE

Maintenance stands and equipment used under theaircraft during fuel servicing operations will bepositioned to ensure the aircraft is not damagedwhen it settles as the aircraft is fueled.

h. If workstands are used, bond to the aircraft. Workstandsshall not be moved except under the direction of theCSS.

i. An external staircase will be provided for C-5 upperdeck passengers whenever the internal stairs are stoweddue to cargo loading operations being conducted con-current with fuel or oxygen servicing operations.

j. Required fleet servicing equipment.

k. Required passenger handling equipment.

The 40-K loader open flame heater will not beused in the concurrent servicing area.

l. Required cargo handling equipment for the specificaircraft and its cargo being on or off loaded.

m. At least four intercom headsets for C-5 and C-141, twowith 100-foot cords and two with 50-foot cords. ForC-130 at least three intercom headsets, one with a 75-foot cord and two with at least 50-foot cords with pas-sengers on board.

n. Bond conductive maintenance or work stands to theaircraft when using the stand to access the aircraft fuelservicing receptacles or support the fuel hose duringservicing operations.

Table 5-1. Concurrent Servicing

Type Cargo Passengers Power-On Maint. APU Servicing OxygenAirbus A300/310, A318,

A319, A320, A321,A340, A380

A A A* A N

A330 A A A A NB-1A N/A N/A A A AB-2 N/A N/A A A AB-52 N N/A A N/A AB-707, C-18, C-137 A A A A AB-727, C-22 A A N A NB-737, C-40 A A N A NB-747, DC-8, DC-102 A A A A AB-757, (C-32), B-767,

B-777A A A* A N

C-5, C-130, C-141 A A A A A**

C-9 N A N A AC-17A1 A A A A AC-20, C-37 N/A A N A NC-27 A A*** A A NC/KC-135 (all models) A A A A (KC-135

only)A

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Table 5-1. Concurrent Servicing - Continued

Type Cargo Passengers Power-On Maint. APU Servicing OxygenDC-9, MD-81, MD-82,

MD-83, MD-88,MD-90

A A N A A

E-3 N/A A A A A***Power-OnE-4B N A A A A**** Power-OnE-8 N/A A A A NGnat UAV N N N N NKC-10 A A A A AL-100, L-188, DC-9 A L-188 only Power-off Only A NL-1011 A A N A NMD-11 A A A A APredator UAV N N N N NP-3 N A N A NT-43 A A N A NTR-1 N/A N/A A N/A A Power offVC10 N N A A NVC-25A2 N A N A NA = ApprovedN = Not evaluated (not approved)N/A = Not applicable

* Allowed on the aircraft exterior outside the FSSZ.** For C-5 aircraft, LOX servicing cannot be done on the same side as an operating APU.1 When multiple source refueling with trucks, the refueling truck placed in the left rear quadrant of the aircraft will

need to be placed within 10 feet of the aircraft fuselage.***Includes litter patients.****Aircraft electrical power may be provided by either an external Ground Power Unit (GPU) or by operating aircraft

engine number 1 or 2 and/or the aircraft APU.2 Approved for only limited concurrent servicing operations (i.e., not to include oxygen servicing, galley servicing or

on-board mechanized baggage handling equipment).

TO 00-25-172




CHAPTER 6SPECIALIZED AIRCRAFT FUELING OPERATIONS

6.1 INTRODUCTION.

This section describes the following fueling operations:

a. Concurrent Servicing Operations (CSOs) supportingCombat Sortie Generation (CSG) Authorized Only forA-10, F-15, F-16, and F-22 aircraft.

b. Hot refueling operations.

c. Aircraft to aircraft fueling operations.

d. Fuel operations using the Aerial Bulk Fuels DeliverySystem (ABFDS) with Alternate Capability Equipment(ACE).

e. Rapid/Wet Wing/Hot Defueling.

6.2 CONCURRENT SERVICING OPERATIONS(CSO) SUPPORTING COMBAT SORTIE GENERA-TION (CSG) FOR A-10, F-15, F-16, AND F-22 AIR-CRAFT.

CSOs are the simultaneous fueling, and loading/unloading ofmunitions/ammunition, aircraft reconfiguration, aircraft -6TO inspections, and other aircraft servicing such as oil, ni-trogen, and hydraulic fluid. Oxygen servicing will not beaccomplished during fuel servicing. CSOs provide units op-erational flexibility in managing resources and a rapid meansof generating mission capable aircraft. CSO procedures maybe used during actual contingencies, scheduled exercises, anddaily flying operations. Specified approved procedures andsafety precautions are contained in the appropriate MDSspecific -33-1-2, -2, and -6 technical orders and applicableAFMANs, AFOSH STDs, and AFI 91-203. Refer to AFI21-101 and MAJCOM supplements for additional guidance.Any additional capabilities must be evaluated through theSSEA and approval given prior to performing new CSO pro-cedures.

6.2.1 CSO Requirements. CSOs will not be started un-less there is a Concurrent Servicing Supervisor (CSS) at eachCSO location requiring a CSS.

6.2.1.1 CSOs Requiring a Concurrent Servicing Su-pervisor (CSS).

• Simultaneous fuel and oxygen servicing on anaircraft is NOT authorized.

• Electrical “power-on” portions of -6 inspectionsare NOT authorized during concurrent muni-tions loading/unloading, aircraft reconfigura-tion, and fuel servicing operations. Power-onportions of -6 inspections are accomplishedprior to or upon completion of the concurrentmunitions loading/unloading, aircraft recon-figuration, and fuel servicing operation.

NOTE

• Once a fuel servicing operation has begun noother fluid/gaseous servicing will be started un-til the fuel servicing is completed.

• For fuel servicing information on explosives-loaded aircraft, refer to Paragraph 4.12. Forhandling and maintenance instructions of ex-plosives-loaded aircraft, refer to TO 11A-1-33.

• Deadman controls will be installed on all ap-proved refueling equipment used in conjunc-tion with CSOs. Ensure the fuel servicingequipment operator operates the deadman con-trol in all concurrent servicing operations.

The key function requiring the CSS is refueling/defueling.When no refuel/defuel operations are taking place concur-rent with any other maintenance/munitions tasks, a CSS isnot required.

6.2.1.1.1 Simultaneous fuel servicing with aircraft -6 and-6WC inspections.

6.2.1.1.2 Simultaneous fuel servicing with munitions/am-munition loading/unloading.

6.2.1.1.3 Simultaneous fuel servicing with aircraft recon-figuration.

6.2.1.1.4 Simultaneous fuel servicing and other aircraftservicing such as oil, nitrogen, and hydraulic fluid.

6.2.1.1.5 Simultaneous fuel servicing with loading/unload-ing of munitions/ammunition, aircraft reconfiguration, air-

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craft -6 TO inspections, and other aircraft servicing such asoil, nitrogen, and hydraulic fluid.

NOTE

Electrical “power-on” portions of -6 inspectionsare not authorized during concurrent munitionsloading/unloading and fuel servicing operations.Power-on portions of -6 inspections are accom-plished prior to or upon completion of the concur-rent munitions loading/unloading and fuel servic-ing operation.

6.2.2 CSOs Not Requiring a Concurrent Servicing Su-pervisor (CSS).

6.2.2.1 Any or all simultaneous munitions/ammunitionloading/unloading with aircraft -6 and -6WC TO inspections,aircraft reconfiguration, and other aircraft servicing such asoil, nitrogen, and hydraulic fluid.

NOTE

When a CSS is not required the weapons load crewchief is responsible for and controls all actionsconcerning the aircraft during loading and unload-ing operations. See AFI 21-101, Chapter 4 for de-tailed responsibilities.

6.3 CONCURRENT SERVICING SUPERVISOR(CSS).

The on-site supervisor responsible for all aspects of fuel ser-vicing, munitions/ammunition loading/unloading, aircraft re-configuration, aircraft -6 TO inspections, and other aircraftservicing performed during CSOs. The key function requir-ing the CSS is refueling/defueling. When no refuel/defueloperations are taking place concurrent with any other main-tenance/munitions tasks, a CSS is not required. The indi-vidual shall receive training on safety requirements and po-tential hazards of concurrent servicing operations and becertified as required by AFI 21-101, MAJCOM, and localmaintenance/training directives. The CSS:

a. Is a 5 skill-level with a 2AXXX or 2WXXX mainte-nance AFSC and at least 1 year airframe experience.

b. Is a safety supervisor who will only supervise one CSOat a time.

c. Maintains full authority over all safety aspects of CSOsand participating personnel, except the deployment andcontrol of fire fighting and rescue units.

d. Ensures all CSOs are performed in accordance withapplicable MDS technical orders and directives.

e. Coordinates with personnel participating in CSOs. Per-sonnel report to the CSS prior to entering the concur-

rent servicing area. Personnel coordinate each phase oftheir operation with the CSS and report any condi-tion(s) that may jeopardize safety prior to or duringCSOs.

f. Supervises movement of equipment into and out of theconcurrent servicing area.

g. Ensures all personnel involved are briefed on the totalrequirements prior to commencing operations. Thebriefing provides an overview of the CSO, safety re-quirements and emergency procedures.

h. Ensures the fire department is notified at least 15 min-utes before starting CSOs, ensures communications tothe fire department through MOC are immediatelyavailable and ensures proper numbers of fire extin-guishers are available to support the CSO.

i. Ensures connections of any ground power units arecompleted prior to starting CSOs. Equipment shall re-main connected until the fuel servicing is terminated.

j. Wears a reflective vest for ease of identification. Theletters will be a least six inches in height and fourinches wide and made of reflective material at leastone inch in width. NSN 8415-00-177-4974 satisfiesthis requirement and shall be used unless otherwisespecified in command directives.

6.3.1 CSO Accomplishment. CSOs are accomplished inapproved explosives and fuel cited areas, (i.e., open rampsor shelters). CSOs can be done on a single aircraft parkednose-in or nose-out on centerline of shelters/FTR. Two air-craft may be parked in a second or third generation HAS/PAS (double stuffing), but only one of the aircraft can un-dergo a CSO at a time. Refer to Table 3-1 for fire protectionrequirements.

6.4 HOT REFUELING (FUELING WITH ENGINESRUNNING).

Hot refueling provides minimum aircraft turnaround timesand reduces fueling personnel and equipment support re-quirements. However, it presents hazards which are not nor-mally encountered in other fueling operations. Consequently,personnel who are responsible for supervising and conduct-ing hot refueling must have:

a. A thorough knowledge of all equipment and systemsthey operate.

b. A thorough knowledge of and observe all safety pro-cedures.

c. A thorough knowledge of and follow the sequentialsteps for each operation.

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d. Undergone annual certification per command direc-tives.

6.5 HOT REFUELING REQUIREMENTS.

Hot refueling will not be attempted unless individual aircrafttechnical order guidance, checklists and appropriate indi-vidual fueling systems are available. Aircraft will not be hotrefueled without fully qualified ground servicing crews. Hotrefueling shall not be performed until SSEA validation pro-cedures have been accomplished on the aircraft, fueling sys-tems and facility and until the SSEA has been finalized. Re-fer to Table 6-1 for those aircraft and refueling systems thathave been evaluated for hot refueling operations. Any ap-proved fueling system can be used to hot refuel any ap-proved receiver aircraft or helicopter. The use of approvedrefueling equipment is mandatory. In those cases wherecombat or emergency situations require the use of hot refu-eling, base/installation commander may authorize deviationfrom this policy. Refer to Table 3-1 for fire protection re-quirements. A base/installation team composed of Safety,Fuels Servicing, Aircraft Maintenance, Operations, Fire Pro-tection, and the Liquid Fuels Engineer shall certify individualhot pit refueling sites on a case by case basis. AFI 21-101provides specific guidance for site certification and person-nel training/certification.

6.6 MINIMUM GROUND CREW.

The minimum hot refueling ground crew requirements forsingle aircraft servicing will be as specified in applicableMDS Specific technical orders. For hot refueling two or moreaircraft simultaneously with equipment such as the Type IVhot refueling system, the minimum ground crew per aircraftwill be as specified above plus one overall hot pad supervi-sor (AFSC 2AXXX five level or above). All hot refuelingground crew members will be certified to perform hot refu-eling operations as required by AFI 21-101, MAJCOM andlocal maintenance/training directives upon initial qualifica-tion and annually thereafter.

6.6.1 For Flow Through Revetments (FTRs). For FTRsthe 50-foot aircraft taxiing/200-foot aircraft parking area cri-teria only applies to fore and aft of the FTR. The revetmentwall minimizes the probability of spreading of fire or anexplosion.

NOTE

Hot refueling personnel will not wear items ofclothing or accessories that present Foreign ObjectDamage (FOD) potential.

6.7 HOT PAD REFUELING SUPERVISOR.

a. This individual (AFSC 2AXXX five level or above)has overall responsibility for the operation, assurescompliance with the applicable refueling checklist andassures that aircraft entering the hot refueling area havehad all live munitions downloaded or safed in accor-dance with applicable aircraft technical orders. Aircraftreturning from a munition delivery will be cleared forhot refueling by personnel qualified to “safe” the air-craft and munitions. Personnel or equipment on the hotrefueling pad will not be positioned in front of forwardfiring munitions. The hot pad refueling supervisor willbrief the team members on their assignment and re-sponsibilities considering aircraft configuration andground conditions (i.e., attached external fuel tanks,ECM pods, chaff dispenser or pods, wind direction,positioning of aircraft, FOD potential, and emergencyprocedures).

b. When simultaneously hot refueling two fixed wing air-craft, the hot pad refueling supervisor must coordinatethe operations of each aircraft refueling supervisor andthe fuels equipment operator. The hot pad supervisorwill have a locally developed checklist designating hisspecific duties, responsibilities, and range of aircraftpositions as a supplement to the specific aircraft super-visor’s servicing checklist. The hot pad supervisor mustremain in full view of each aircraft refueling supervi-sor and fuels equipment operator.

Table 6-1. Hot Refueling System Safety Engineering Analyses

System NotesAIRCRAFT

A-6 Pending ApprovalA/OA-10AV-8 (Marines)B-1B

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Table 6-1. Hot Refueling System Safety Engineering Analyses - Continued

System NotesB-2ABeech King AirC/MC-12C-17C-27 (All Variants)C-130 (All Model)CASA-235DeHaviland DHC-6DeHaviland Dash 7E-2E-4BEA-6F-4F-14F-15F-16F-18, EF-18F-22F-35A/B/CHU-25CV-22, MV-22M-28PC-12/U-28Pilatus PC-6S-3UV-18B 1

X-32X-35X-45AX-47B

HELICOPTERSArmy/Marine AH-1, AH-64, CH-47, OH-58A through D, UH-1, UH-60, and H-6.AS-550/532Bell 212/412BO-105CH/HH/UH-46CH-53 2 , 3

CH-146CougarEC-725GazelleHH-1H, TH-1, UH-1N 3

HH-3 2, 4

HH/MH-53 2, 3, 5

H-60 (all variants) 3, 6

HH-65LynxMI 8/17MI 24/25

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System NotesNH-90PumaSuper PumaUS Navy Helicopter Expedient Refueling System (HERS) 11

WessexFUELING SYSTEMS 7

ABFDS with ACEABFDS with ACE (Engineering Air Services Inc (EASI))Army Aircraft Rapid Refueling Facility (ARRF) (Oasis) *

Carter PantographGNY PantographGRU-17/E Pantograph 8 **

MH-2B/C Hose Cart 9 **

NVE Millennium Hydrant Hose CartForward Area Manifold (FAM) Cart and FAM 2000 CartFuels Operational Readiness Capability Equipment (FORCE)NVE MH-4 Millennium Hydrant Hose CartPage AvJet Truck Hydrant Hose TruckR-6R-9/R-14/R-25/R-26 ***

R-11 **

R-11/HYMORE TruckR-12 **

R-14A/C **

Type I Hydrant System ***

Type II Hydrant System ***

Type III Hydrant System ***

Type IV Hydrant System ***

US Army M-978 HEMTT with HTARS 10

U-2 Defueling CartFuel trucks designed to NFPA 407 requirementsEdwards AFB portable and fixed Fuel Chillers and associated pantographs

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System NotesCla-Val Model 850 Pantograph

1 Must use only the aft filler port. The forward port is too close to the propeller. Users must make sure that center-of-gravity limitations are not exceeded when refueling only the aft tank.

2 Fuel service includes CH-53 Auxiliary Tanks with Fuel Transfer by US Army FARE system.3 When refueling from an R-11 truck, the truck rotor separation distance can be reduced from 25 feet to 20 feet.4 R-9 fuel servicing trucks equipped with deadman controls are approved for H-3 hot refueling when using a reduced

pumping pressure of 25 psi or less.5 R-9 fuel servicing trucks equipped with deadman controls are approved for H-53 hot refueling.6 Hot refueling of the Internal Auxiliary Fuel Tank System (IAFTS) or the aircraft using the open port/over-the-wing

method is not authorized.11 Secure Kamlock levers with tie-wraps to keep them secure when dragging on the ground. Do not use tape whose ad-

hesive can be negated by spilled fuel.7 Hot refueling operations are no longer authorized when using MIL-DTL-6615G refueling hose and/or SAE AS 38404

hose end couplers. Approved replacement hose to continue these operations is API/IP STD 1529, Grade 2/3, Type C,aviation fueling hose. Approved coupling replacements are internally expanded non-reusable hose end couplingsmeeting the design and performance specifications of API/IP STD 1529. (Exception to this requirement is hot refuel-ing of E-4B aircraft due to distance between operating aircraft engine and single point refueling (SPR) receptaclelocations.)

* Aircraft Rapid Refueling Facility (Oasis) located at Ft. Drum NY is approved for use.8 Position the GRU-17/E so that no portion of the pantograph is forward of any aircraft engine inlet during hot refuel-

ing of any aircraft (except A-10 where it can be under the wing).** Approved for use when equipped with minimum API/IP STD 1529, Type C, Grade 2, hardwall aviation servicing hose

assemblies with internally expanded forged brass or bar stock body couplings and brass or 300 Series stainless steelserrated ferrules, respectively.

9 Must be equipped with a modified CLA-VAL rate-of-flow control valve to act as a hydraulic deadman.***Approved for use with any Meyerinck, Cla-Val, OPW, Emco-Wheaton or Nova Group pantograph.10 Refueling hose pressure cannot exceed 25 psi.

6.8 HOT REFUELING EQUIPMENT OPERATOR(REO).

The REO (2F0X1) will assume a position at the refuelingequipment and will observe the pressure gauges plus the hotpad and aircraft refueling supervisors and be constantly alertfor a malfunction. Should a malfunction occur, the REO shallimmediately shut down the fueling operation.

NOTE

For Panero Type I hydrant systems (with installedgauges, valves and meter only), the REO willmonitor lateral control pit pressure gauges andcrew chief will monitor pantograph.

6.9 HOT REFUELING SEQUENCE.

a. Fuel servicing equipment may be pre-positioned at hotrefueling locations prior to arrival of the aircraft. Air-craft will not be hot refueled if the fuel jettison (dump)system was used on the previous flight unless it can bepositively verified that the jettison valve(s) closed afterthe fuel jettison operation. Verification can be accom-plished by observing cockpit indications (provided theyshow the true status of the jettison valves) or by physi-cally observing the fuel to stop exiting the jettison out-let(s) upon termination of the jettison operation. If nei-ther of these verification actions can be done, then the

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aircraft must not be hot refueled until it undergoes atleast one normal (cold) refueling operation to showthat the jettison valves are closed.

Aircraft will not be positioned such that jet ex-haust is directed at another aircraft on the hot re-fueling pad.

Temperature sensitive substances (temp sticks)have caused damage to some aircraft brake assem-bly pressure plate antioxidant coatings. Refer toMDS Specific technical orders for guidance.

NOTE

For simultaneous hot refueling operations, aircraftwill not enter the hot refueling pad unless it canimmediately egress, if necessary. Fire departmentmust be notified whenever hot refueling is to beaccomplished. Refer to Paragraph 6.4 and Table3-1.

b. A hot brake check will be performed. The A-10, C-5,C-17, C-130, C-141, E-4, F-15, and HH-60 aircraft areexempted because of the location, direction, and dis-tance of the fuel vent outlets from the aircraft landinggear brake assemblies. The brake temperature shouldnot exceed 750 °F. Temperature can be measured bytemperature sensitive substances (temp sticks) or byinfrared heat sensors. The aircraft hot brake checks willbe accomplished prior to entering the hot refuelingarea. Aircraft with suspected or known hot brakes willnot enter the hot refueling pad. The external fuel tankswill be safed prior to entering the hot refueling area.

c. Aircraft systems can be left operating, but do not allowtransmitting on aircraft radar units nor HF radios.

d. The Hot Refueling Supervisor (HRS) will ensure thefuel servicing equipment outlet nozzle is connected andthe deadman control valve is hand-held. The HRS willmaintain intercom contact with the pilot plus visualcontact with the hot pad supervisor, hot refueling crew-man, and fuels equipment operator; if capable, the HRSshould also be on intercom with the hot refuelingcrewman. The HRS will observe the aircrew to ensurethey maintain their hands up and/or out of the cockpitinstrumentation area.

e. The fuels equipment operator will use standard check-lists developed for preoperative inspection check of thefuel servicing equipment. The pre-operation inspectionwill be done at the hot refueling site prior to arrival ofthe receiver aircraft. Upon pressurization of the fuelservicing equipment, the equipment operator and allground crewmen will check the system for malfunc-tion or leaks. If no leaks are detected, the groundcrewmen will signal the HRS that fuel transfer canbegin.

f. On aircraft equipped with the capability to pre-checkthe refuel high level shutoff valves, the valves will beprechecked at the beginning of the hot refueling opera-tion.

Malfunction of any component of the fuel servic-ing equipment is cause to immediately shut downthe equipment until the defect is repaired.

g. When the fuel servicing is completed, the aircraft fuelservicing supervisor will advise the pilot that the singlepoint nozzle and bond wire have been disconnected.The aircraft HRS will then marshall the aircraft out ofthe area.

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6.10 EMERGENCY PROCEDURES.

NOTE

• Emergency procedures will be outlined in lo-cally developed checklists if such proceduresare not included in specific aircraft checklist.

• Fire department should advise pilot when toabandon aircraft. This is to avoid having thepilot abandon the aircraft at the wrong time,e.g., jumping into a fuel fire.

a. Hot refueling operations may take place in HAS/PAS,hot refueling pads, or revetment areas. If a fire or fuelleak occurs, the following actions must be initiated im-mediately:

(1) Stop fuel flow.

(2) Stop aircraft engines.

(3) Notify the fire department.

(4) Evacuate all personnel other than fire guard(s).

(5) If leaking: Designated fire guard(s) will stand bywith the portable extinguisher nozzle in hand (ornearby to initiate installed system) until the firedepartment arrives.

(6) For fires: Designated fire guard(s) will attempt toextinguish the fire until the base fire departmentarrives or until munitions are engulfed in flame.

b. If a fire occurs at another location in the general prox-imity of the aircraft being hot refueled, the followingactions will be initiated at the location without the fire:

(1) Stop fuel flow.

(2) Disconnect fuel nozzle, bond wire and intercomcable.

(3) Evacuate aircraft from the area.

(4) Designated fire guard(s) will assist in fire fightingoperations until the aircraft rescue and fire fight-ing vehicle arrives.

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6.11 AIRCRAFT TO AIRCRAFT REFUELING (HOTOR COLD).

Aircraft to aircraft ground refueling operations may be ac-complished with or without the aircraft engines operating forcombat, simulated combat, and training operations. This pro-cedure permits the rapid refueling of aircraft or helicoptersin a tactical, forward operating area. These operations alsoprovide a means of fueling an aircraft where appropriate fuelis not available. Fuel is supplied from aircraft internal fueltanks with pumps powered by ground power units, aircraftpower units, or operating aircraft engines. These operationspresent hazards which are not normally encountered in otherfueling operations. Personnel involved in these operationsmust have:

a. A thorough knowledge of the aircraft fuel systems andfueling equipment used in the operation.

b. A thorough knowledge of and observe all safety pro-cedures.

c. A thorough knowledge of and follow the sequentialsteps for the operation.

d. Undergone certification per command directives.

6.12 HOT (ENGINES RUNNING).

Aircraft to aircraft ground refueling will not be performedunless aircraft technical order guidance, checklists, and ap-propriate fueling system checklists are available. Aircraft willnot be fueled without qualified and certified personnel. Ser-vicing crewmembers include aircrews and/or ground support

personnel. These operations will not be performed untilSSEA validated and approved procedures have been accom-plished on the aircraft, fueling system, and support equip-ment. Refer to Table 6-2 for these aircraft and fuel systemsthat have been approved for aircraft to aircraft fueling opera-tions. In those cases where combat or emergency situationsrequire the use of aircraft to aircraft refueling, the base/in-stallation commander may authorize deviations from thispolicy. Refer to Table 3-1 for fire protection requirements.

6.13 MAJCOM DIRECTIVES.

Each MAJCOM involved in aircraft to aircraft ground refu-eling will publish directives regarding specific proceduresfor accomplishing the operation. A base/installation certifica-tion team, composed of safety, fuel servicing (when appro-priate), aircraft maintenance (when appropriate), operations,fire protection and liquid fuels engineering (when appropri-ate) will certify individual installations for these servicingoperations on a case by case basis. An on-site evaluation isnot always required. Specific items to be included in theMAJCOM Directive are:

a. Procedures for certifying the site to be used for thefueling operation.

b. Procedures for certifying and training personnel in-volved in the fueling operation.

c. Define responsibilities of various functional agenciesto include establishment of the MAJCOM OPR.

d. Other information necessary to assure a successful fu-eling operation is accomplished.

Table 6-2. Aircraft to Aircraft Refueling System Safety Engineering Analyses

Provider ReceiversB-1B* B-1B*

C-5A/B H-1C-17 F-22 and all aircraft listed as receivers in this table.C-130* C-130*

H-1/H-3* /H-53*

H-60 (all variants)Army helicopters approved for hot refueling

C-130N/P* (Drogue) H-3* (Probe)CASA 212 Aircraft approved for hot refuelingCASA 235 Receiver approved for hot refuelingCessna 208 Aircraft approved for hot refuelingC-141* C/HC/MC-130*

H-1/H-3* /H-53*


H-53* H-1/H-3* /H-53*


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Table 6-2. Aircraft to Aircraft Refueling System Safety Engineering Analyses - Continued

Provider ReceiversC/KC-135 series aircraft A-10, F-15, F-16, F-12, and U-2KC-10* Senior Crown

NOTE

• All tanker aircraft listed in Paragraph 6.17 are also approved providers in this table. All receiver aircraft listedin Paragraph 6.17 are also approved receivers in this table.

• An R-9/R-11 fuel servicing vehicle equipped with a deadman control may be used as a fuel source/receiver dur-ing training sessions for operations involving aircraft other than AMC Tankers (KC-135 Series and KC-10).

• C-5A/B aircraft may be used to cold refuel US Army helicopters.

• C-17, C-130, C-141, and H-53 aircraft may be used to hot refuel US Army helicopters approved by the USArmy for hot refueling.

• R-9/R-11 fuel servicing trucks equipped with deadman controls are only approved for H-3 and H-53 hot refuel-ing when using a reduced pumping pressure of 25 psi or less.

• A Forward Area Manifold (FAM) cart may be used between any approved provider aircraft and any approvedreceiver aircraft provided the servicing hoses are fully extended in all directions.

* Engines may be operating.

6.14 FUELS SERVICING USING THE AERIAL BULKFUELS DELIVERY SYSTEM (ABFDS) WITH ALTER-NATE CAPABILITY EQUIPMENT (ACE).

Avoid the use of ABFDS that use gasoline-pow-ered pump engines. Their exhaust pipes are hotenough to ignite any spilled or sprayed fuel. Usethese units only in emergency situations. The die-sel-powered engines are safe to use; their exhaustpipes are not hot enough to ignite fuel.

Aerial bulk fuel delivery systems that are equipped with fil-ter separators, dispensing hoses, fuel nozzles and hose endpressure regulators, ACE, are permitted to service aircraftdirectly from the cargo aircraft (C-17, C-130, or C-141). Thenormal fuel servicing members involved in this operation aretwo 2F0X1 fuel specialists accompanying the fuel system,and certain aircrew members from the cargo (tanker) air-craft. Procedures for this operation are provided in aircrewchecklists and TO 37A9-3-11-1CL-1. Use of this equipmentis restricted to combat, simulated combat, and training op-erations as directed by the MAJCOM. These operations willnot be performed until SSEA evaluated and approved proce-dures have been accomplished on the aircraft, fueling sys-tem, and support equipment. Refer to Table 6-3 for thoseaircraft that have been approved for hot ABFDS with ACE

fueling operations. In those cases where combat or emer-gency situations require the use of ABFDS with ACE toaircraft refueling, the base/installation commander may au-thorize a deviation from this policy. Refer to Table 3-1 forfire protection requirements. Personnel performing this op-eration must have:

a. A thorough knowledge of the aircraft and fuels servic-ing equipment involved in the operation.

b. A thorough knowledge of and follow all safety proce-dures.

c. A thorough knowledge of and follow the sequentialsteps of the operation.

d. Undergone certification per command directives.

6.15 MAJCOM DIRECTIVES PROCEDURE.

Each MAJCOM involved in ABFDS with ACE to aircraftground refueling will publish directives regarding specificprocedures for accomplishing the operation. Specific itemsto be included in the MAJCOM directives are:

a. Procedures for certifying and training personnel in-volved in the fueling operation.

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6-10 Change 20


b. Defined responsibilities of various functional agenciesto include establishment of the MAJCOM OPR.

c. Any other information necessary to assure a successfulfueling operation is accomplished.

Table 6-3. ABFDS with ACE Refueling System Safety Engineering Analyses

Provider Aircraft Receiver Aircraft Hot ColdC-17/C-130/C-141 ABFDS with

ACE Equipped Aircraft (Theseaircraft may have their enginesoperating)

A/OA-10 X X

C-130 X XC-141 XF-15 X XF-16 X XF-22 X XH-1 XH-3 X XH-53 X XH-60 (all variants) X XArmy helicopters approved for hot refueling X X

6.16 HOT DEFUELING.

Rapid defueling and wet wing defueling operations are con-sidered hot defueling operations whenever the provider/source/tanker aircraft has at least one engine running. Hotdefueling can be done with all support equipment that hasbeen approved for hot refueling. Any aircraft that is approvedas a Forward Area Refueling Point (FARP) tanker aircraft isalso approved for hot defueling operations.

6.16.1 Rapid Defueling. Rapid defueling reduces timeand provides a means to rapidly off load fuel from aircraft ata higher flow rate than defueling systems and equipment arecapable of providing. This is accomplished by operating oneoutboard aircraft engine or external hydraulic power cart,using on-board fuel transfer pumps and bypassing the defuelpumps installed in the fuel servicing systems. Rapid defuel-ing presents hazards, which are not normally encountered innormal defueling operations. The following special precau-tions and instructions shall be followed when rapid defuel-ing:

a. Rapid defueling shall not be accomplished until aSSEA is performed on the aircraft and fueling systems.C-130, KC-135, and EC/RC-135 aircraft have been ap-proved for rapid defueling into Type I, Type II (Modi-fied), Type III hydrant systems, all approved panto-graphs, R-9/11 and R-12 hydrant trucks, and R-14,MH-2 hose and R-25 carts.

b. All rapid defueling ground crew members will be cer-tified to perform rapid defueling operations by quali-

fied trainers/supervisors. An entry will be made in theindividual’s AF Form 623 on either the Career FieldEducation and Training Plan (CFETP) or other pre-scribed document, upon initial qualification, and annu-ally thereafter in the applicable Management Informa-tion System (MIS).

NOTE

At installations where aircraft parking space islimited and hydrant fuel pit spacing will not per-mit 50-foot aircraft wing tip clearance, the (air-craft to aircraft) wing tip separation can be re-duced to a minimum of 35 feet. However,whenever a distance of less than 50 feet (wing tipto wing tip) is maintained an aircraft rescue andfire fighting vehicle will be on standby posture perChapter 3.

c. Intercom between the rapid defueling supervisor andthe fuels equipment (2F0X1) operator shall be main-tained during the entire operation.

d. The fuels operator will assume a position at the hy-drant pit, hose cart or defueling unit to monitor theequipment for malfunctions. Should a malfunction oc-cur, the rapid defueling operation will be stopped im-mediately.

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Personnel shall not be stationed on top of the ser-vicing unit during rapid defueling operations.

e. Rapid defueling shall be conducted in accordance withpublished aircraft and fuels equipment technical orders/checklists.

6.16.2 Wet Wing Defueling. Wet wing defueling is asimilar operation for providing fuel in a forward operatingarea. Rather than an aircraft or helicopter as the receiver,fuel is transferred into US Army Forward Area RefuelingEquipment (FARE), Army tank truck, or 500 gallon sealeddrums at a fuel system supply point. This operation providesthe rapid supply of fuel needed for initial support of intenseshort duration conflicts and is accomplished with four air-crew members. Personnel involved will be trained and certi-fied as required by MAJCOM directives. The US Army will

furnish all required fuel transfer equipment (including theinterface equipment between the aircraft and the US Armyfuel system supply point). Fire protection (Army supplied)for the operation is, as a minimum, four dry chemical fireextinguishers of 80 BC rating. For C-5 aircraft, wet wingdefueling is accomplished using electrical power from eithera USAF-supplied GPU or the aircraft APU. For C-130 air-craft, electrical power is supplied from either a GPU or byrunning number 1 and 2 engines and number 3 and 4 enginesin low ground idle or in hotel mode. For C-141 aircraft,electrical power is supplied from either a GPU or the aircraftAPU. For KC-135E aircraft (after TCTO 1388, 180L APU),electrical power can be supplied from either a GPU, by run-ning an outboard engine, or the 180L APU. Refer to Table6-4 for aircraft approved for wet wing defueling.

6.16.3 Aircraft to Aircraft Operations. During aircraft toaircraft refueling operations, if the provider aircraft has atleast one engine running, it is considered a hot defuelingoperation.

Table 6-4. Wet Wing Defueling System Safety Engineering Analyses

Provider ReceiversC-5A/B US Army FARE/Truck/Drum; R-9, R-11, and R-14 TrucksC-17 US Army FARE/Truck/Drum; R-9, R-11, and R-14 TrucksC-27 US Army FARE/Truck/Drum; R-9, R-11, and R-14 TrucksC-130 US Army FARE/Truck/Drum; R-9, R-11, and R-14 TrucksC-141 US Army FARE/Truck/Drum; R-9, R-11, and R-14 TrucksKC-10 US Army FARE/Truck/Drum; R-11, and R-14 TrucksKC-135 US Army FARE/Truck/Drum; R-11, and R-14 Trucks

6.17 FORWARD AREA REFUELING POINT (FARP)OPERATIONS.

FARP operations involve a fuel truck or tanker aircraft andone or more receiver aircraft. Approved fuel trucks are theR-11 fuel truck and the Army Heavy Expanded MobilityTactical Truck (HEMMT). The tanker aircraft will typicallyland in a forward area and deploy ground refueling equip-ment, including hoses and an optional Forward Area Mani-fold (FAM) cart. Aircraft crewmembers will lay out theequipment to service fuel bladders, vehicles, or arriving air-craft (one to six, depending upon the operation). QualifiedHose Deployment Personnel (HDPS) will service each re-ceiver using the tanker-supplied fueling equipment. A quali-fied HRS will operate the FAM cart (if used), supervise theoperation, and be on intercom contact with the tanker air-

crew. Engines will be operating on the tanker and receiveraircraft/vehicles. A separate SSEA is required to approveeach aircraft as a FARP tanker or receiver. The followingaircraft are approved tanker aircraft: C-5, C-17, C-27, C-130,C-141, CESSNA 208, CASA 212, and the CASA 235. Thefollowing aircraft are approved receiver aircraft: F-15, F-16,F-22, CH-146, PC-12/U-28, Bell 212/412, AS 550/532, EC-725, C-130J, BO-105, NH-90, CH-47, MC-12, Cessna 675(engine not operating), Cessna UC-35 (engine not operat-ing), M-28, Cougar, Super Puma, MQ-9 (engine not operat-ing), H-1, AH-1, H-6, H-53, OH-58, H-60, AH-64, UV-18B,WESSEX, PUMA, LYNX, MI-8/17, MI 24/25, PILATUSPC-6, DEHAVILAND DHC-6, BEECH KING AIR, CASA235, A-10, C-130, MERLIN, and the V-22 aircraft. Any ap-proved tanker aircraft can FARP any approved receiver air-craft.

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