TO 00-25-172

TECHNICAL MANUAL

GROUND SERVICING OF AIRCRAFT

AND
STATIC GROUNDING/BONDING

BASIC AND ALL CHANGES HAVE BEEN MERGED

TO MAKE THIS A COMPLETE PUBLICATION

DISTRIBUTION STATEMENT A - Approved for public release; distribution is unlimited. PA Case Number 04-10-70. Submit recommended
changes or problems with this Technical Order to 406 SCMS/GULAC. Questions concerning technical content shall be referred to WR-ALC/
GRVDAA.

Published Under Authority of the Secretary of the Air Force

10 FEBRUARY 2010 CHANGE 2 - 14 JANUARY 2011

TO 00-25-172

INSERT LATEST CHANGED PAGES. DESTROY SUPERSEDED PAGES.

LIST OF EFFECTIVE PAGES NOTE The portion of the text affected by the changes is indicated by a vertical line in the outer margins of
the page. Changes to illustrations are indicated by shaded or screened areas, or by miniature
pointing hands.

Dates of issue for original and changed pages are:

Original. . . . . . . .0 . . . . 10 February 2010 Change . . . . . . . . 2 . . . . . 14 January 2011
Change . . . . . . . . 1 . . . 10 November 2010
TOTAL NUMBER OF PAGES IN THIS PUBLICATION IS 82, CONSISTING OF THE FOLLOWING:

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A Change 2 USAF
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TABLE OF CONTENTS
Chapter Page Chapter Page

LIST OF ILLUSTRATIONS . . . . . . . . . . . . . iv 1.2.25 Hydrant Outlet. . . . . . . . . . . . . . . 1-3

1.2.26 Intrinsically Safe Radio . . . . . . . . . 1-3
LIST OF TABLES . . . . . . . . . . . . . . . . . . . . iv 1.2.27 Lateral Control Pit . . . . . . . . . . . . 1-3
1.2.28 Lateral Control Pit Switch . . . . . . . 1-3
FOREWORD ....................... v 1.2.29 Lateral Control Pit Emergency
Switch . . . . . . . . . . . . . . . . . . 1-3
SAFETY SUMMARY ................. ix 1.2.30 Liquid Oxygen (LOX) Servicing
Safety Zone. . . . . . . . . . . . . . . 1-3
1 INTRODUCTION . . . . . . . . . . . . . . . . . . . 1-1 1.2.31 Pantograph . . . . . . . . . . . . . . . . . 1-3
1.2.32 Ramp Grounds. . . . . . . . . . . . . . . 1-3
1.1 RESPONSIBILITIES . . . . . . . . . . 1-1 1.2.33 Rapid Defueling. . . . . . . . . . . . . . 1-3
1.2.34 Refueling . . . . . . . . . . . . . . . . . . 1-3
1.2 DEFINITIONS . . . . . . . . . . . . . . 1-1
1.2.35 Remote Control Fuel Switch . . . . . 1-3
1.2.1 Aircraft Fuel Servicing . . . . . . . . . 1-1
1.2.36 Servicing Crew Member . . . . . . . . 1-3
1.2.2 Aircraft Servicing Supervisor . . . . . 1-1
1.2.37 Combat Sortie Generation . . . . . . . 1-4
1.2.3 Bonding . . . . . . . . . . . . . . . . . . . 1-1
1.2.38 Shelters . . . . . . . . . . . . . . . . . . . 1-4
1.2.4 Cathodic Protection . . . . . . . . . . . 1-1
1.2.38.1 Aircraft Alert Shelter . . . . . . . . . . 1-4
1.2.5 Chief Servicing Supervisor (CSS)
1.2.38.2 Hardened Aircraft Shelters (HAS)/
(Chapter 5) . . . . . . . . . . . . . . . 1-1
Protective Aircraft Shelters
1.2.6 Concurrent Servicing (Commercial,
(PAS) . . . . . . . . . . . . . . . . . . . 1-4
Contract, Cargo, Passenger
1.2.39 Supervisory Contractor Representa-
Aircraft) . . . . . . . . . . . . . . . . . 1-1
tive (SCR). . . . . . . . . . . . . . . . 1-4
1.2.7 Concurrent Servicing Area . . . . . . . 1-1
1.2.40 Support Equipment (SE) . . . . . . . . 1-4
1.2.8 Concurrent Servicing Operations
1.2.41 Switch Loading . . . . . . . . . . . . . . 1-4
(CSO) Supporting Combat Sortie
1.2.42 Transferring of Fuel . . . . . . . . . . . 1-4
Generation (CSG). . . . . . . . . . . 1-1
1.3 REPORTING OF HAZARDS . . . . 1-4
1.2.8.1 CSOs Requiring a Concurrent Ser-
1.4 RECOVERABLE PRODUCTS . . . 1-4
vicing Supervisor (CSS) . . . . . . 1-1
1.5 FUEL OR OIL SPILLS. . . . . . . . . 1-4
1.2.8.2 CSOs Not Requiring a Concurrent
Servicing Supervisor (CSS) . . . . 1-2
1.2.9 Concurrent Servicing Supervisor 2 ELECTROSTATIC HAZARDS AND STATIC
(CSS) Combat Sortie Generation GROUNDING AND BONDING. . . . . . . . 2-1
(CSG) (Chapter 6) . . . . . . . . . . 1-2
1.2.10 Deadman Control . . . . . . . . . . . . . 1-2 2.1 INTRODUCTION . . . . . . . . . . . . 2-1
1.2.11 Defueling . . . . . . . . . . . . . . . . . . 1-2 2.2 ELECTROSTATIC CHARGES . . . 2-1
1.2.12 Flash Point . . . . . . . . . . . . . . . . . 1-2 2.3 STRAY CURRENTS . . . . . . . . . . 2-1
1.2.13 Fuel Servicing Hose . . . . . . . . . . . 1-2 2.4 COMBUSTION . . . . . . . . . . . . . . 2-1
1.2.13.1 Soft (Collapsible) . . . . . . . . . . . . . 1-2 2.5 ELECTROSTATIC CHARGING OF
1.2.13.2 Semi-hard (Noncollapsible) . . . . . . 1-2 PERSONNEL . . . . . . . . . . . . . 2-1
1.2.13.3 Hard (Noncollapsible) . . . . . . . . . . 1-2 2.6 TANK FILLING . . . . . . . . . . . . . 2-1
1.2.14 Fuel Servicing Safety Zone 2.7 LIGHTNING . . . . . . . . . . . . . . . . 2-2
(FSSZ) . . . . . . . . . . . . . . . . . . 1-2 2.8 OTHER SOURCES OF STATIC
1.2.15 Fuel Servicing Vehicle . . . . . . . . . 1-2 ELECTRICITY . . . . . . . . . . . . 2-2
1.2.16 Fuel Spill . . . . . . . . . . . . . . . . . . 1-2 2.9 GROUNDING AND BONDING
1.2.17 Flow Through Revetment POLICY . . . . . . . . . . . . . . . . . 2-2
(FTR) . . . . . . . . . . . . . . . . . . . 1-3 2.10 GROUNDING . . . . . . . . . . . . . . . 2-3
1.2.18 Grounding (Electrostatic). . . . . . . . 1-3 2.11 AIRCRAFT INSTALLED ELEC-
1.2.19 Hose Cart (MH-2 Series). . . . . . . . 1-3 TRICAL RECEPTACLES FOR
1.2.20 Hot Pad Refueling Supervisor . . . . 1-3 GROUNDING AND
1.2.21 Hot Refueling/Defueling . . . . . . . . 1-3 BONDING . . . . . . . . . . . . . . . 2-3
1.2.22 Hot Refueling/Defueling Area . . . . 1-3 2.12 GROUNDING/BONDING
1.2.23 Hydrant Hose Truck . . . . . . . . . . . 1-3 HARDWARE . . . . . . . . . . . . . 2-4
1.2.24 Hydrant Operator . . . . . . . . . . . . . 1-3

i
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TABLE OF CONTENTS - CONTINUED

Chapter Page Chapter Page

2.13 PERSONNEL 4.8 SERVICING IN AIRCRAFT

GROUNDING/BONDING. . . . . 2-5 ALERT, HARDENED/PROTEC-
2.13.1 Chemical Warfare Defense En- TIVE AIRCRAFT SHELTERS
semble (CWDE) Resistance (HAS/PAS), OR FLOW
Tests . . . . . . . . . . . . . . . . . . . 2-5 THROUGH REVETMENTS
2.13.2 Servicing Fuel with Personnel Ar- (FTRS) . . . . . . . . . . . . . . . . . . 4-8
mor ((Flak Vest) or Individual 4.9 UNIQUE REQUIREMENTS WHEN
Body Armor (IBA)) . . . . . . . . . 2-5 SERVICING IN HARDENED/
PROTECTIVE AIRCRAFT
3 GENERAL PROCEDURES . . . . . . . . . . . . . 3-1 SHELTERS (HAS/PAS) . . . . . . 4-9
4.10 FOUR BASIC TYPES OF HAS/
3.1 HOUSEKEEPING . . . . . . . . . . . . 3-1 PAS ARE SHOWN IN FIGURE
3.2 AIRCRAFT FLUIDS AND 4-1. . . . . . . . . . . . . . . . . . . . . 4-9
FUELS . . . . . . . . . . . . . . . . . . 3-1 4.11 AIRCRAFT FUEL SERVICING IN
3.3 REFUELING. . . . . . . . . . . . . . . . 3-1 TYPE A/F 37T10/11 HUSH
3.4 HOT SURFACES. . . . . . . . . . . . . 3-1 HOUSES (ENCLOSED AIR-
3.5 SERVICING SUPERVISOR . . . . . 3-1 CRAFT/ENGINE NOISE SUP-
3.6 FUEL SERVICING SAFETY ZONE PRESSOR SYSTEMS) . . . . . . . 4-11
(FSSZ) . . . . . . . . . . . . . . . . . . 3-2 4.12 FUEL SERVICING EXPLOSIVES-
3.7 THE AIRCRAFT BEING LOADED AIRCRAFT . . . . . . . 4-11
SERVICED . . . . . . . . . . . . . . . 3-2 4.13 FUEL SYSTEM MAINTENANCE
3.8 ADJACENT AIRCRAFT. . . . . . . . 3-5 FACILITIES . . . . . . . . . . . . . . 4-12
3.9 SERVICING CONSTRAINTS . . . . 3-5 4.14 FUEL SERVICING IN HANGARS
3.10 SERVICING VEHICLES AND AND OTHER FACILITIES . . . . 4-12
SUPPORT EQUIPMENT 4.15 OXYGEN SERVICING . . . . . . . . 4-13
(SE) . . . . . . . . . . . . . . . . . . . . 3-7 4.16 GASEOUS OXYGEN
3.11 FIRE PROTECTION . . . . . . . . . . 3-7 SERVICING . . . . . . . . . . . . . . 4-15
3.12 DISTANCE CRITERIA . . . . . . . . 3-12 4.17 LIQUID OXYGEN
SERVICING . . . . . . . . . . . . . . 4-15
4 FLIGHT LINE SERVICING 4.18 LIQUID OXYGEN SERVICING IN
OPERATIONS . . . . . . . . . . . . . . . . . . . . 4-1 AIRCRAFT
SHELTERS/FTR . . . . . . . . . . . 4-17
4.1 POWERED SUPPORT EQUIP- 4.19 NITROGEN SERVICING . . . . . . . 4-18
MENT (SE). . . . . . . . . . . . . . . 4-1 4.20 GASEOUS NITROGEN
4.1.1 Positioning and Operation of Sup- SERVICING . . . . . . . . . . . . . . 4-18
port Equipment . . . . . . . . . . . . 4-1 4.21 LIQUID NITROGEN
4.1.2 Driving and Parking Fuel/Water Ser- SERVICING . . . . . . . . . . . . . . 4-18
vicing Vehicle/Equipment . . . . . 4-1 4.22 HYDRAZINE SERVICING . . . . . . 4-19
4.2 AIRCRAFT REFUELING . . . . . . . 4-2 4.23 HYDRAZINE PROTECTIVE
4.3 MULTIPLE SOURCE CLOTHING AND
REFUELING. . . . . . . . . . . . . . 4-6 EQUIPMENT . . . . . . . . . . . . . 4-20
4.3.1 R-11 Fuel Tank Trucks . . . . . . . . . 4-6 4.24 HYDRAZINE HANDLING PRO-
4.3.2 Multiple Refueling Trucks CEDURES FOR F-16 AND U-2
Locations . . . . . . . . . . . . . . . . 4-6 AIRCRAFT IN-FLIGHT
4.3.3 Multiple Source Refueling EMERGENCIES . . . . . . . . . . . 4-20
Authorization. . . . . . . . . . . . . . 4-6 4.25 TRANSIENT F-16 BASES/U-2 EN-
4.4 AIRCRAFT DEFUELING . . . . . . . 4-6 ROUTE SUPPORT. . . . . . . . . . 4-20
4.5 APU/GTC USE DURING REFUEL- 4.26 HYDRAULIC AND OIL
ING AND DEFUELING . . . . . . 4-7 SERVICING . . . . . . . . . . . . . . 4-21
4.6 INITIAL FILLING OPERATIONS 4.27 DRUM AND CONTAINER
OF AIRCRAFT WITH FOAM SERVICING . . . . . . . . . . . . . . 4-21
FILLED FUEL TANKS . . . . . . 4-8 4.28 WATER, WATER-ALCOHOL, AND
4.7 FILLING FUEL SERVICING VE- ENVIRONMENTAL FLUID
HICLES FROM HYDRANT SERVICING . . . . . . . . . . . . . . 4-21
SYSTEMS . . . . . . . . . . . . . . . 4-8 4.29 AIRCRAFT DE-ICING. . . . . . . . . 4-22

ii
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TABLE OF CONTENTS - CONTINUED

Chapter Page Chapter Page

4.30 AIRCRAFT TIRE 6.2.2 CSOs Not Requiring a Concurrent

SERVICING . . . . . . . . . . . . . . 4-22 Servicing Supervisor (CSS) . . . . 6-2
6.3 CONCURRENT SERVICING SU-
5 CONCURRENT SERVICING PERVISOR (CSS) . . . . . . . . . . 6-2
OPERATIONS . . . . . . . . . . . . . . . . . . . . 5-1 6.3.1 CSO Accomplishment . . . . . . . . . . 6-2
6.4 HOT REFUELING (FUELING
5.1 CONCURRENT SERVICING OF WITH ENGINES
AIRCRAFT. . . . . . . . . . . . . . . 5-1 RUNNING). . . . . . . . . . . . . . . 6-2
5.2 PERSONNEL REQUIREMENTS 6.5 HOT REFUELING
FOR FUEL SERVICING. . . . . . 5-1 REQUIREMENTS . . . . . . . . . . 6-3
5.3 RESPONSIBILITIES OF CSS . . . . 5-1 6.6 MINIMUM GROUND CREW . . . . 6-3
5.4 RESPONSIBILITIES OF OTHER 6.6.1 For Flow Through Revetments
PERSONNEL PARTICIPATING (FTRs) . . . . . . . . . . . . . . . . . . 6-3
IN CONCURRENT SERVICING 6.7 HOT PAD REFUELING
OPERATIONS. . . . . . . . . . . . . 5-4 SUPERVISOR . . . . . . . . . . . . . 6-3
5.5 RESPONSIBILITIES OF SUPERVI- 6.8 HOT REFUELING EQUIPMENT
SORY CONTRACTOR REPRE- OPERATOR (REO) . . . . . . . . . 6-6
SENTATIVE (SCR) . . . . . . . . . 5-4 6.9 HOT REFUELING
5.6 CARGO/BAGGAGE HANDLING SEQUENCE . . . . . . . . . . . . . . 6-6
OPERATIONS. . . . . . . . . . . . . 5-5 6.10 EMERGENCY
5.7 MAINTENANCE RESTRICTIONS PROCEDURES . . . . . . . . . . . . 6-7
DURING CONCURRENT SER- 6.11 AIRCRAFT TO AIRCRAFT REFU-
VICING OPERATIONS . . . . . . 5-6 ELING (HOT OR COLD) . . . . . 6-8
5.8 FIRE PROTECTION 6.12 HOT (ENGINES RUNNING) . . . . 6-8
REQUIREMENTS . . . . . . . . . . 5-6 6.13 MAJCOM DIRECTIVES . . . . . . . 6-8
5.9 EQUIPMENT 6.14 FUELS SERVICING USING THE
REQUIREMENTS . . . . . . . . . . 5-6 AERIAL BULK FUELS DELIV-
ERY SYSTEM (ABFDS) WITH
6 SPECIALIZED AIRCRAFT FUELING ALTERNATE CAPABILITY
OPERATIONS . . . . . . . . . . . . . . . . . . . . 6-1 EQUIPMENT (ACE) . . . . . . . . 6-9
6.15 MAJCOM DIRECTIVES
6.1 INTRODUCTION . . . . . . . . . . . . 6-1 PROCEDURE . . . . . . . . . . . . . 6-9
6.2 CONCURRENT SERVICING OP- 6.16 HOT DEFUELING. . . . . . . . . . . . 6-10
ERATIONS (CSO) SUPPORT- 6.16.1 Rapid Defueling. . . . . . . . . . . . . . 6-10
ING COMBAT SORTIE GEN- 6.16.2 Wet Wing Defueling . . . . . . . . . . . 6-10
ERATION (CSG) FOR A-10, 6.16.3 Aircraft to Aircraft Operations . . . . 6-11
F-15, F-16, AND F-22 6.17 FORWARD AREA REFUELING
AIRCRAFT. . . . . . . . . . . . . . . 6-1 POINT (FARP)
6.2.1 CSO Requirements . . . . . . . . . . . . 6-1 OPERATIONS. . . . . . . . . . . . . 6-11
6.2.1.1 CSOs Requiring a Concurrent Ser-
vicing Supervisor (CSS) . . . . . . 6-1

iii
TO 00-25-172

LIST OF ILLUSTRATIONS
Number Title Page Number Title Page

3-1 Bomber Refueling Safety Zone 4-1 Hardened/Protective Aircraft Shelter

Example . . . . . . . . . . . . . . . . . . . . . 3-3 Examples . . . . . . . . . . . . . . . . . . . . 4-10
3-2 Fighter Refueling Safety Zone 4-2 Aircraft Tire Servicing. . . . . . . . . . . . . . 4-23
Example . . . . . . . . . . . . . . . . . . . . . 3-4

LIST OF TABLES
Number Title Page Number Title Page

3-1 Fire Protection Equipment 5-1 Concurrent Servicing. . . . . . . . . . . . . . . 5-8

Requirements . . . . . . . . . . . . . . . . . . 3-9 6-1 Hot Refueling System Safety Engineering
3-2 Distance Criteria Between Parking Areas Analyses . . . . . . . . . . . . . . . . . . . . . 6-3
and/or Fueling Operations (Distance in 6-2 Aircraft to Aircraft Refueling System
Feet). . . . . . . . . . . . . . . . . . . . . . . . 3-13 Safety Engineering Analyses . . . . . . . 6-8
4-1 Approved/Authorized Single Point Refuel- 6-3 ABFDS with ACE Refueling System
ing (SPR) Nozzles, Vacuum Breaks, Safety Engineering Analyses . . . . . . . 6-10
and Dry Break Couplers . . . . . . . . . . 4-4 6-4 Wet Wing Defueling System Safety Engi-
4-2 Specifically Approved Hangars and Other neering Analyses . . . . . . . . . . . . . . . 6-11
Facilities . . . . . . . . . . . . . . . . . . . . . 4-12

iv
 TO 00-25-172

FOREWORD
1 PURPOSE. FARE Forward Area Refueling Equipment
FARP Forward Area Refueling Point
This technical order provides guidance to help minimize in- FOD Foreign Object Damage
jury and property damage mishaps associated with aircraft FORCE Fuels Operational Readiness Capability
ground servicing operations and other allied support func- Equipment
tions accomplished concurrently with ground servicing. Ad-
FSAS Fuel Saving Advisory System
ditionally, this technical order provides information on the
nature of, and methods to minimize electrical hazards asso- FSII Fuel System Icing Inhibitors
ciated with servicing operations. FSSZ Fuel Servicing Safety Zone
FTR Flow Through Revetment
2 SCOPE. GPM Gallons Per Minute
GPU Ground Power Unit
This technical order applies to all USAF aircraft ground ser- GTC Gas Turbine Compressor
vicing operations as well as servicing of non-USAF aircraft
HAS/PAS Hardened Aircraft Shelters/Protective Air-
when performed at USAF or non-USAF installations by
craft Shelters
USAF personnel, or under USAF control. Excluded is the
servicing of air launched missiles and stores. Where proce- HDPS Hose Deployment Personnel
dures in this technical order conflict with Mission/Design/ HEMTT Heavy Expanded Mobility Tactical Truck
Series (MDS) specific technical order procedures, the MDS HF High Frequency
specific technical order shall take precedence. HHT Hydrant Hose Trucks
HRS Hot Refueling Supervisor
3 ABBREVIATIONS. HSV Hydrant Servicing Vehicles
HTARS HEMTT Tanker Aviation Refueling Sys-
All abbreviations used in this manual are in accordance with tem
ASME Y14.38, Abbreviations and Acronyms for Use on
Drawings and Related Documents. IAFTS Internal Auxiliary Fuel Tank System
IBA Individual Body Armor
ABFDS Aerial Bulk Fuels Delivery System IFE In-Flight Emergency
ACE Alternate Capability Equipment INS Inertial Navigation System
ADI Anti-Detonation Injection JFS Jet Fuel Starters
AF Air Force LEL Lower Explosive Limit
AFFF Aqueous Film Forming Foam LFL Lower Flammable Limit
AFTO Air Force Technical Order LIN Liquid Nitrogen
AMC Air Mobility Command LOX Liquid Oxygen
APU Auxiliary Power Unit LRU Line Replaceable Unit
ARFF Aircraft Rescue and Fire Fighting MAF Mobility Air Forces
AWIS Aircraft Wireless Intercom Systems MDS Mission/Design/Series
BEE Bioenvironmental Engineer MIS Management Information System
CASS Centralized Aircraft Support Systems MOC Maintenance Operation Center
CFETP Career Field Education and Training Plan OPR Office of Primary Responsibility
CSG Combat Sortie Generation PACS Protective Aircraft Canopy Shelters
CSO Concurrent Servicing Operation PPE Personal Protective Equipment
CSS Chief Servicing Supervisor psi pound-force per square inch
CSS Concurrent Servicing Supervisor psig pounds per square inch gauge
CU Conductivity Units PTO Power Takeoff
CWDE Chemical Warfare Defense Ensemble Q-D Quantity-Distance
ECM Electronic Countermeasures REO Refueling Equipment Operator
ECS Environmental Control System RPO Refueling Panel Operator
EPU Emergency Power Unit SATCOM Satellite Communications
ESS Emergency Starting System SCR Supervisory Contractor Representative
FAM Forward Area Manifold SE Support Equipment

Change 2 v
TO 00-25-172

SFO Senior Fire Officer List of Related Publications - Continued

SKE Station Keeping Equipment
Number Title
SPR Single Point Receptacle
MIL-DTL-26521K Hose Assembly, Nonmetal-
SPRM Single Point Receptacle Monitor lic, Fuel, Collapsible, Low
SSEA System Safety Engineering Analysis Temperature with Non-
UEL Upper Explosive Limit Reusable Couplings
UFL Upper Flammable Limit MIL-DTL-26894D Hose and Hose Assembly,
Rubber, Gasoline, Refuel-
4 RELATED PUBLICATIONS. ing, Low Temperature
MIL-DTL-27516F Hose and Hose Assembly,
The following publications contain information in support of Nonmetallic, Suction and
this technical manual. Discharge
MIL-PRF-370J Hose and Hose Assemblies,
List of Related Publications Nonmetallic: Elastomeric,
Liquid Fuel
Number Title MIL-PRF-32058 Chock, Wheel-Track - Avia-
A-A-50022B Gloves, Welder’s, Leather, tion, Adjustable Rope
Gauntlet Type
A-A-52475A Chock, Wheel NFPA 10 Standard for Portable Fire
A-A-55213 Gloves, Permeable, Cloth, Extinguishers
Cotton, Olive Green NFPA 70 National Electrical Code
AFH 32-1084 Facility Requirements NFPA 407 Standard for Aircraft Fuel
AFI 21-101 Air and Space Equipment Servicing
Maintenance Management SAE AS 38404 Couplings, Hose, Reattach-
AFI 23-502 Recoverable and Unusable able Screw-On
Liquid Petroleum Products TO 00-5-1 Air Force Technical Order
AFI 91-202 US Air Force Mishap Pre- System
vention Program TO 00-25-234 General Shop Practice Re-
AFMAN 91-201 Explosives Safety Standards quirements for the Repair,
AFOSH STD 48-1 Respiratory Protection Pro- Maintenance, and Test of
gram Electrical Equipment
AFOSH STD 48-8 Controlling Exposures to TO 1-1-3 Inspection and Repair of
Hazardous Materials Aircraft Integral Tanks and
AFOSH STD 91-38 Hydrocarbon Fuels Fuel Cells
AFOSH STD 91-501 Air Force Consolidated Oc- TO 11A-1-33 Handling and Maintenance
cupational Safety Standard of Explosives Loaded Air-
API/IP STD 1529 Aviation Fuelling Hose and craft
Hose Assemblies TO 13F4-4-121 Operation, Service and
ASME Y14.38 Abbreviations and Acronyms Maintenance with Illus-
for Use on Drawings and trated Parts Breakdown
Related Documents Fire Extinguisher,
Wheeled Liquified Gas,
MIL-STD-810G Environmental Engineering
150 lb. Capacity Part No.
Considerations and Labo-
03496 and 05673
ratory Tests
TO 14P3-11-1 Protective Clothing for Han-
MIL-STD-882D Standard Practice for System
dlers of Missile Fuels and
Safety
Oxidizers
MIL-DTL-6615G Hose Assemblies, Rubber,
TO 15X-1-1 Maintenance Instructions -
Fuel and Nonpotable Wa-
Oxygen Equipment
ter, with Reattachable
Couplings, Low Tempera- TO 31Z-10-4 Electromagnetic Radiation
ture, General Specification Hazards
for

vi
 TO 00-25-172

List of Related Publications - Continued List of Related Publications - Continued

Number Title Number Title
TO 37C2-4-6-13 Overhaul Instructions with TO 37A9-3-11-1CL-1 Checklist Operational and
Illustrated Parts Break- Organizational Mainte-
down Liquid Oxygen nance Hot Refueling and
Filler Valve Type CRU- Hot Integrated Combat
59/E PN 20C-0021-2 NSN Turnaround Procedures
4820-00-796-9680YD Aircraft Fuel Servicing
TO 37C2-4-6-21 Operation, Maintenance with Unit Type GRU 17/E Pan-
Illustrated Parts Break- tograph PACAF Type IV
down Liquid Oxygen Hydrant Servicing
Filler Valve CRU-59/E TO 42B-1-23 Management of Recoverable
Part Number LV1363 and Waste Liquid Petro-
TO 35E10-19-1 MISSING TITLE leum Products
TO 35E10-22-1 Operation and Maintenance TO 42B2-1-3 Management of Recoverable
Instructions Liquid Cool- and Waste Liquid Petro-
ing System Cooler MXU- leum Products
659A/E Part Number TO 42B5-1-2 Use, Handling and Mainte-
ACE-410-922 Winteriza- nance Instructions - Stor-
tion Kit Part Number age Type Gas Cylinders
84094 Rev B TO 42B6-1-1 Quality Control Aviators
TO 36A12-13-31-1CL-1 Checklist Aircraft Servicing Breathing Oxygen and
Procedures with the Hy- Aviators Gaseous Breath-
drant Servicing Vehicle ing Oxygen
(HSV) TO 42B7-3-1-1 Quality Control of Nitrogen
TO 36A12-13-1-131CL-1 MISSING TITLE TO 42C-1-16 Use and Quality Control of
TO 37A2-2-4-1CL-1 Operational and Organiza- Demineralized Water and
tional Maintenance Refuel/ Water-Alcohol Mixtures
Defuel Procedures All for Aircraft Engines
MH-2 Series Filter-Meter-
Hose Fuel Transfer Trailer 5 RECORD OF APPLICABLE TIME COMPLIANCE
and KC-135 Rapid Defuel TECHNICAL ORDERS (TCTOS).
E-4B Hot Refueling

List of Time Compliance Technical Orders

TCTO TCTO TCTO

Number Title Date

TCTO 1388 MIL-STD-1388-2B has been replaced with MIL-PRF-49506 PERFOR-

MANCE SPECIFICATION LOGISTICS MANAGEMENT INFORMA-
TION.

6 CHANGE RECOMMENDATIONS.

Recommendations concerning changes to this manual shall

be submitted in accordance with TO 00-5-1.

vii/(viii blank)
 TO 00-25-172

SAFETY SUMMARY
1 GENERAL SAFETY INSTRUCTIONS. 3 REPORTING OF HAZARDS.

This manual describes physical and/or chemical processes Any potential hazard shall be reported to supervision. Ex-
which may cause injury or death to personnel, or damage to amples of hazards that should be reported are:
equipment, if not properly followed. This safety summary
includes general safety precautions and instructions that must • Glowing or crackling fuel.
be understood and applied during operation and maintenance
to ensure personnel safety and protection of equipment. Prior • Visible areas or sparks from any source.
to performing any specific task, the WARNINGs, CAU-
TIONs, and NOTEs included in that task shall be reviewed • Electrical shocks to personnel.
and understood.
• Aircraft with defective grounding/bonding recep-
2 WARNINGS, CAUTIONS, AND NOTES. tacles.
WARNINGs and CAUTIONs are used in this manual to • Fluid leaks, mists, or sprays.
highlight operating or maintenance procedures, practices,
conditions, or statements which are considered essential to 4 RECOVERABLE PRODUCTS.
protection of personnel (WARNING) or equipment (CAU-
TION). WARNINGs and CAUTIONs immediately precede Recoverable products resulting from ground handling and
the step or procedure to which they apply. WARNINGs and servicing of aircraft will be handled in accordance with fed-
CAUTIONs consist of four parts: heading (WARNING, eral, state, and local pollution control laws. Refer to AFI
CAUTION, or icon), a statement of the hazard, minimum 23-502, Recoverable and Unusable Liquid Petroleum Prod-
precautions, and possible results if disregarded. NOTEs are ucts, and TO 42B-1-23, Management of Recoverable and
used in this manual to highlight operating or maintenance Waste Liquid Petroleum Products. Fuel or oil spills will be
procedures, practices, conditions, or statements which are not reported to the base fire department and the civil engineering
essential to protection of personnel or equipment. NOTEs pollution control response team as required by local direc-
may precede or follow the step or procedure, depending upon tives. Implement spill control procedures in accordance with
the information to be highlighted. The headings used and local directives.
their definitions are as follows:
5 SYSTEM SAFETY ENGINEERING ANALYSIS
(SSEA).

An SSEA is a detailed engineering review of an operation. It

Highlights an essential operating or maintenance includes failure modes and effects analysis, criticality assess-
procedure, practice, condition, statement, etc., ments, and hazard analyses as outlined in MIL-STD-882D.
which if not strictly observed, could result in in- These analyses consider the weapon system, the support
jury to, or death of, personnel or long term health equipment, and the personnel interfaces. An SSEA is used to
hazards. establish the degree of risk involved in a new procedure.
Any change to the approved hot refueling or concurrent ser-
vicing listed in this technical order, or the addition of new
procedures, require HQ AFMC/SES approval. Refer to AFI
91-202 or contact HQ AFMC/SES for an explanation of
Highlights an essential operating or maintenance policies, responsibilities, authority, and administrative steps
procedure, practice, condition, statement, etc., necessary to request an SSEA.
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 maintenance
procedure, condition, or statement.

ix/(x blank)
 TO 00-25-172

CHAPTER 1
INTRODUCTION
1.1 RESPONSIBILITIES. receive familiarization training on safety requirements and
potential hazards of concurrent servicing operations and be
Commanders, managers, and supervisors shall ensure that all certified as required by MAJCOM and local maintenance/
aircraft servicing personnel under their supervision are training directives.
knowledgeable of requirements in applicable directives and
technical orders, proficient in accomplishing servicing op- 1.2.6 Concurrent Servicing (Commercial, Contract,
erations and exercise safe practices during ground servicing Cargo, Passenger Aircraft). The simultaneous servicing of
operations. fuel or oxygen with either passengers on board or the perfor-
mance of minor maintenance, fleet servicing, or baggage or
1.2 DEFINITIONS. cargo loading/unloading.

The following definitions apply in regard to the text of this 1.2.7 Concurrent Servicing Area. The area within an
technical order. imaginary circle around the aircraft that includes the fuel
servicing safety zones and extends at least 10 feet outboard
• Shall and Will - Indicate mandatory requirements. of the aircraft wingtips, tail, and nose.
Will is also used to express a declaration of pur-
pose. 1.2.8 Concurrent Servicing Operations (CSO) Sup-
porting Combat Sortie Generation (CSG). The simulta-
• Should - Indicates a preferred method of accom- neous fueling, and munitions/ammunition loading/unloading,
plishment. aircraft reconfiguration, aircraft -6 TO inspections, and other
aircraft servicing such as oil, nitrogen, and hydraulic fluid.
• May - Indicates an acceptable or suggested means Oxygen servicing will not be accomplished during fuel ser-
of accomplishment. vicing.

1.2.1 Aircraft Fuel Servicing. The movement of fuel to 1.2.8.1 CSOs Requiring a Concurrent Servicing Su-
or from an external source to or from an aircraft, including pervisor (CSS). The key function requiring the CSS is re-
the time during which fueling connections and disconnec- fueling/defueling. When no refuel/defuel operations are tak-
tions are made (bond wires and nozzles). This also includes ing place concurrent with any other maintenance/munitions
checks made to verify fuel quantity and time to clean up or tasks, a CSS is not required.
neutralize any spilled fuel.
1.2.8.1.1 Simultaneous fuel servicing with aircraft -6 and
1.2.2 Aircraft Servicing Supervisor. The person respon- -6WC inspections.
sible for the aircraft fuel servicing operations. The individual
shall be task trained and certified as required by the Career 1.2.8.1.2 Simultaneous fuel servicing with munitions/am-
Field Education and Training Plan (CFETP) and any other munition loading/unloading.
MAJCOM or local maintenance/training directives.
1.2.8.1.3 Simultaneous fuel servicing with aircraft recon-
1.2.3 Bonding. Electrically connecting two or more com- figuration.
ponents of a system to equalize voltage potential.
1.2.8.1.4 Simultaneous fuel servicing and other aircraft
1.2.4 Cathodic Protection. A means of protecting metals servicing such as oil, nitrogen, and hydraulic fluid.
from corrosion by making the metal the cathode of an elec-
trolytic cell. Pipelines, tanks, and steel piers (wharves) are 1.2.8.1.5 Simultaneous fuel servicing with loading/unload-
often protected in this manner. ing of munitions/ammunition, aircraft reconfiguration, air-

1.2.5 Chief Servicing Supervisor (CSS) (Chapter 5).

The person responsible for on-site supervision of all aspects
of concurrent fuel servicing operations. The individual shall

1-1
TO 00-25-172

craft -6 TO inspections, and other aircraft servicing such as 1.2.12 Flash Point. The lowest temperature at which va-
oil, nitrogen, and hydraulic fluid. pors arising from fuel will ignite (momentarily flash) on ap-
plication of a flame or spark.
NOTE
1.2.13 Fuel Servicing Hose.
Electrical “power-on” portions of -6 inspections
are not authorized during concurrent munitions 1.2.13.1 Soft (Collapsible). Rubber hose conforming to
loading/unloading and fuel servicing operations. MIL-DTL-26521K, flexible, capable of being completely
Power-on portions of -6 inspections are accom- flattened and coiled for ease of storage and handling.
plished prior to or upon completion of the concur-
rent munitions loading/unloading and fuel servic- 1.2.13.2 Semi-hard (Noncollapsible). Rubber hose con-
ing operation. forming to MIL-DTL-6615G and MIL-PRF-370J, braided,
loomed, or plied reinforcement, not capable of being coiled
1.2.8.2 CSOs Not Requiring a Concurrent Servicing easily.
Supervisor (CSS).
1.2.13.3 Hard (Noncollapsible). Rubber hose conform-
1.2.8.2.1 On MAF aircraft, CSO is not required while air- ing to MIL-DTL-27516F and MIL-DTL-26894D, braided,
crew members are performing the -1 inspection. See Para- loomed, or plied reinforcement with a steel spiral wire wound
graph 5.1. between reinforcing members.
1.2.8.2.2 Any or all simultaneous munitions/ammunition 1.2.14 Fuel Servicing Safety Zone (FSSZ). The area
loading/unloading with aircraft -6 and -6WC TO inspections, within 50 feet of a pressurized fuel carrying servicing com-
aircraft reconfiguration, and other aircraft servicing such as ponent, i.e., servicing hose, fuel nozzle, Single Point Recep-
oil, nitrogen, and hydraulic fluid. (When no refuel/defuel op- tacle (SPR), hydrant hose cart, ramp hydrant connection
erations are taking place concurrent with any other mainte- point, etc., and 25 feet around aircraft fuel vent outlets.
nance/munitions tasks, a CSS is not required).
1.2.15 Fuel Servicing Vehicle. A mobile self-propelled
NOTE vehicle designed with a power take-off and filter separator to
When a CSS is not required the weapons load crew transport, receive, and dispense fuel. The most common type
chief is responsible for and controls all actions of fuel servicing unit in the Air Force inventory is R-11.
concerning the aircraft during loading and unload-
ing operations. See AFI 21-101, Chapter 4 for de- 1.2.16 Fuel Spill. Dripping, splashing or overflow of fuel.
tailed responsibilities. The fuel spill classifications are:

1.2.9 Concurrent Servicing Supervisor (CSS) Combat 1.2.16.1 Class I spills involve an area less than two feet in
Sortie Generation (CSG) (Chapter 6). The on-site super- any plane dimension (direction). Using agency fireguards,
visor responsible for all aspects of fuel servicing, munitions/ determine if these spills create a fire hazard to the aircraft or
ammunition loading/unloading, aircraft reconfiguration, air- equipment. Generally, these spills need only be monitored
craft -6 TO inspections, and other aircraft servicing until the aircraft is dispatched.
performed during CSOs. The key function requiring the CSS
is refueling/defueling. When no refuel/defuel operations are 1.2.16.2 Class II spills involve an area not over 10 feet in
taking place concurrent with any other maintenance/muni- any plane dimension (direction), or not over 50 square feet
tions tasks, a CSS is not required. The individual shall re- and not of a continuing nature. Post the area, using agency
ceive training on safety requirements and potential hazards fireguards, and immediately notify the fire protection organi-
of concurrent servicing operations and be certified as re- zation and the base agency responsible for cleanup of haz-
quired by AFI 21-101, MAJCOM, and local maintenance/ ardous spills.
training directives.
1.2.16.3 Class III spills involve an area over 10 feet in
1.2.10 Deadman Control. An electrically, hydraulically, any plane dimension (direction) or over 50 square feet in
mechanically, or pneumatically operated switch or valve re- total area or of a continuing nature. Post the area, using
quiring continuous positive hand pressure by the operator to agency fireguards, and immediately notify the fire protection
maintain fuel flow. Releasing the positive hand pressure stops organization and the base agency responsible for cleanup of
fuel flow. hazardous spills. These conditions shall be considered a ramp
mishap (accident or incident). The senior fire official will
1.2.11 Defueling. The movement of fuel from an aircraft respond with the personnel, vehicle(s) and equipment neces-
to an external source.

1-2
 TO 00-25-172

sary to control and contain the hazardous condition until the Group D hazardous areas in which fuel vapors exist. The
local base agency responsible for cleanup can properly dis- radio must contain a label reflecting compliance with Na-
pose of the hazardous material(s). tional Fire Protection Association (NFPA) 70 for use in Class
I, Division 1 (Zone 1) locations. Radios built according to
1.2.17 Flow Through Revetment (FTR). An open ramp MIL-STD-810G meet the intrinsic safe requirements of
parking area with protective earth filled steel walls several NFPA 70.
feet thick designed to protect the aircraft.
1.2.27 Lateral Control Pit. An area below ground level
1.2.18 Grounding (Electrostatic). A path or means to re- adjacent to the parking ramp containing components of the
move any electrostatic charge buildup on a conductive ob- hydrant system and controlling one or more hydrant outlets.
ject by connecting that conductive object to earth.
1.2.28 Lateral Control Pit Switch. An on/off explosion
1.2.19 Hose Cart (MH-2 Series). A trailer-mounted unit proof switch, usually located at the hydrant control pit.
containing a filter separator, meter, hoses, and nozzles for
connecting the hydrant outlet to the aircraft. It may be used 1.2.29 Lateral Control Pit Emergency Switch. A switch
with the Type II system or Type I modified system. It may be located at the control pit which overrides all other on/off
equipped with a Y-adapter to permit refueling two aircraft at switches and shuts down the entire hydrant system. Type II
the same time. It may also be used to refuel commercial hydrant systems also have an emergency switch at each out-
aircraft requiring simultaneous servicing into both wings. let.

1.2.20 Hot Pad Refueling Supervisor. A person (five- 1.2.30 Liquid Oxygen (LOX) Servicing Safety Zone.
level or higher) with overall supervisory responsibility for The area within 20 feet of pressurized LOX servicing equip-
simultaneous hot refueling operations. ment, servicing hose, aircraft servicing connection point or
vents.
1.2.21 Hot Refueling/Defueling. The transfer of fuel into
or out of the fuel tanks of an aircraft with one or more air- 1.2.31 Pantograph. A fuel servicing system consisting of
craft engine operating. multiple rigid sections of tubing interconnected by articulat-
ing and swivel couplings with fuel flow controlled by a
1.2.22 Hot Refueling/Defueling Area. The area within deadman switch.
50 feet of a hot refueling/defueling operation. Refer to Table
3-2 for specific requirements. 1.2.32 Ramp Grounds. Ground rods used on ramps or
aprons for protection against stray electrical currents, electri-
1.2.23 Hydrant Hose Truck. A self-propelled aircraft fuel cal faults, lightning, and static electricity.
servicing unit capable of dispensing up to 1200 GPM,
equipped with inlet and discharge hoses, meter, filter/separa- 1.2.33 Rapid Defueling. A means to rapidly off load fuel
tor, various pressure and flow control valves, and safety de- from aircraft either by operating an outboard engine or ex-
vices. Hydrant Hose Trucks (HHT) are also known as Hy- ternal hydraulic test stand to power on-board refueling
drant Servicing Vehicles (HSV). pumps.

1.2.24 Hydrant Operator. A person (AFSC 2F0X1) who 1.2.34 Refueling. The movement of fuel from an external
activates electrical and/or magnetic switches and valves nec- source to an aircraft.
essary for fuel to flow from the hydrant system to the aircraft
on the Type I, Type II, Type III, and Type IV hydrant sys- 1.2.35 Remote Control Fuel Switch. A portable push-
tems. Operates hydrant hose truck, hose cart, or pantograph. button on/off explosion proof switch attached to the hydrant
The Type IV operator is positioned at the control pit, main- outlet by an insulated, flexible control cable and used to start
tains visual contact with all crew members, monitors pres- and stop fuel flow. This may also be a magnetic switch with
sure gauges and the meter in the hydrant pit. In an emer- a lanyard.
gency or upon signal from the aircraft refueling or pad
refueling supervisor, they activate the emergency electrical 1.2.36 Servicing Crew Member. A person who performs
shutdown switch and the fire suppression system. duties required by the specific servicing checklist under the
supervision of the oxygen, refuel/defuel supervisor, or chief
1.2.25 Hydrant Outlet. A fueling valve located on the servicing supervisor. For C-9 medical evaluation aircraft
parking ramp where the fuel hose or hose cart is connected. only, the Chief Servicing Supervisor (CSS) can also function
as the Refueling Panel Operator (RPO) and the Single Point
1.2.26 Intrinsically Safe Radio. A radio incapable of Receptacle Monitor (SPRM). In this case, a person in AFSC
causing ignition of a mixture of flammable or combustible 4NOXX or X8AOO can perform duties as a safety observer
material in the air in its most easily ignitable concentration. in front of the C-9 aircraft but must be on intercom with the
This radio is suitable for use in Class I, Division 1 (Zone 1), CSS and the aircrew.

1-3
TO 00-25-172

1.2.37 Combat Sortie Generation. Combat sortie gen- 1.2.40 Support Equipment (SE). All equipment required
eration is a process by which mission capable fighter aircraft on the ground to make a weapon system, command and con-
are generated in a minimum amount of time, during peace- trol system, subsystem, or end item of equipment operational
time or wartime, through separate 2AXXX and 2WXXX in its intended environment.
tasks or by Concurrent Servicing Operations (CSO). Combat
sortie generation may include fueling, munitions/ammunition 1.2.41 Switch Loading. The introduction of a low volatil-
loading/unloading, aircraft reconfiguration, -6 TO inspec- ity fuel such as JP-8 into a tank containing a residue of a
tions, and other servicing requirements. higher volatility fuel such as JP-4, and vice versa.

1.2.38 Shelters. 1.2.42 Transferring of Fuel. The movement of fuel within

the aircraft internal fuel system. This term also applies to
1.2.38.1 Aircraft Alert Shelter. A covered unhardened/ bulk movement of fuel.
unprotected structure with or without doors from which a
mission ready aircraft can be launched. Aircraft are expected 1.3 REPORTING OF HAZARDS.
to start engine within the shelter and taxi out of the shelter
under their own power. Some shelters are designed to allow Any potential hazard shall be reported to local supervision.
the aircraft to taxi in as well. Some shelters provide protec- Examples of hazards that should be reported are:
tion from the elements, others are complete hangars.
a. Glowing or crackling fuel.
1.2.38.2 Hardened Aircraft Shelters (HAS)/Protective
Aircraft Shelters (PAS). Refer to Figure 4-1. b. Visible areas or sparks from any source.
1.2.38.2.1 First Generation Shelters. These shelters c. Electrical shocks to personnel.
have two manually operated, vertically hinged, prow-shaped,
recessed, metal aircraft entry doors. Usable floor space is 48 d. Aircraft with defective grounding/bonding receptacles.
feet by 75 feet.
e. Fluid leaks, mists, or sprays.
1.2.38.2.2 Modified First Generation Shelters. These
shelters have one electrically operated, side opening, roller
1.4 RECOVERABLE PRODUCTS.
supported, prow-shaped, externally mounted, metal aircraft
entry door. Usable floor space is 48 feet by 100 feet.
Recoverable products resulting from ground handling and
servicing of aircraft/equipment will be handled in accordance
1.2.38.2.3 Second Generation Shelters. These shelters with federal, state, and local environmental directives or
have two electrically operated, side opening, roller supported,
laws. Refer to AFI 23-502, Recoverable and Unusable Liq-
externally mounted, reinforced concrete panel aircraft entry
uid Petroleum Products, and TO 42B-1-23, Management of
doors. Usable floor space is 82 feet by 124 feet.
Recoverable and Waste Liquid Petroleum Products.
1.2.38.2.4 Third Generation Shelters. Same as second
1.5 FUEL OR OIL SPILLS.
generation except usable floor space is 71 feet by 120 feet.
Fuel or oil spills will be reported to the base fire department
1.2.38.2.5 Protective Aircraft Canopy Shelters (PACS). and the civil engineering pollution control response team as
These “carport type” shelters have fabric covered canopies
required by local directives. Implement spill control proce-
designed to protect personnel and aircraft from the elements.
dures in accordance with local directives.
They do not have doors or walls.

1.2.39 Supervisory Contractor Representative (SCR).

The person responsible for the control of contractor person-
nel involved in concurrent servicing operations, fuel nozzle
connection/disconnection, and operation of refueling control
panel on commercial aircraft.

1-4
 TO 00-25-172

CHAPTER 2
ELECTROSTATIC HAZARDS AND STATIC GROUNDING AND BONDING
2.1 INTRODUCTION. static charge of sufficient potential to cause a discharge. The
wearing of multiple garment layers in itself does not cause
Fire or explosion hazards are always present where fuels are an excessive static charge to develop. However, never re-
handled. The grounding or bonding of all conductive parts of move any garment while in the refueling area. Antistatic fin-
the system are an effective means of controlling hazards cre- ishes are not permanent and are gradually removed by laun-
ated by electrostatic energy. Grounding is the process of dering or dry cleaning. In addition, antistatic finishes are not
connecting one or more metallic objects and ground conduc- as effective in low humidity conditions or at low tempera-
tors to ground electrodes. Bonding is the process of connect- tures. Moisture increases the electrical conductivity of cloth-
ing two or more metallic objects together by means of a ing and this is why high humidity conditions minimize static
conductor. Bonding is done to equalize electrostatic potential build-up problems. Body perspiration has the same effect by
between two or more conductive objects. adding moisture to undergarments and outer clothing. Insu-
lated foot wear limits the dissipation of static charges to the
2.2 ELECTROSTATIC CHARGES. ground. Both rubber soles and composition soles are rela-
tively poor conductors but most have sufficiently low resis-
Static electricity is frequently generated when two materials tances to dissipate static charge. The same is true for gloves.
are brought into contact and then separated. Removing items In most cases, personnel can dissipate static charges through
of clothing, dust blowing across a surface, a liquid flowing gloves or soles, but, as an added precaution, personnel should
through a pipe, and moving vehicles are common means of touch a grounding/bonding point with their bare hand. Per-
producing a static charge. Static electricity has been the ig- sonnel wearing Chemical Warfare Defense Ensembles
nition source for many petroleum fires. Protection against (CWDEs) do not need to remove any clothing to dissipate
static charge buildup is obtained by dissipating static charges static buildup. They can adequately ground or bond them-
through proper connections to the ground or equalizing static selves directly through the CWDE boot or glove. Clothing
charges through effective bonding. having a surface resistivity of less than 1012 ohms per square
or an inside-to-outside resistance of less than 1010 ohms will
2.3 STRAY CURRENTS. dissipate static charges through normal grounding procedures
or equalize static charges through normal bonding proce-
Electrical currents flowing through paths other than their in- dures. Many aircraft have avionics Line Replaceable Units
tended circuits, or any extraneous current in the earth are (LRUs) having electronic components that are sensitive to
stray currents. Since Air Force fixed refueling systems are in static discharges. When removing or replacing these units,
contact with the earth, stray currents sometimes take paths personnel should electrostatically equalize themselves with
through the conducting parts of the system. Grounding or the aircraft prior to touching the LRUs. The preferred con-
bonding does not eliminate stray currents. tact/equalization point is just inside the applicable avionics
bay. When handling or carrying the LRUs, avoid touching
any connector pins or jacks because they might be directly
2.4 COMBUSTION.
connected to sensitive electronic components. Any connector
or jack caps/covers should be installed whenever the LRUs
Combustion requires fuel vapors, air (oxygen), and an igni- are disconnected from the aircraft. Once the LRUs are in the
tion source. Flammable vapors exist over the surface of JP-4 avionics shop for repairs, standard safeguards as outlined in
at -10 °F and above, and aviation gasoline at -50 °F and MDS specific technical orders and TO 00-25-234 will suffice
above. Ignition of these vapors can be caused either by a to prevent electrostatic damage. When handling munitions or
spark or flame. When the proper ratio of fuel vapor and air is explosive devices, avoid touching bare electrical primers,
present, ignition will result in fire or explosion. Energy lev- exposed propellants, and explosive chemicals.
els associated with electrostatic discharges may be sufficient
to ignite fuel vapors.
2.6 TANK FILLING.
2.5 ELECTROSTATIC CHARGING OF PERSON- During the tank filling process, the electrical potential of the
NEL. liquid fuel surface may reach thousands of volts. A spark
may discharge from the surface of the liquid to the internal
The normal activity of personnel involved in refueling op- surfaces of the tank or any other object in the tank such as
erations can generate static electricity charges on their cloth- piping, fittings, or foreign material. If the fuel vapor-air mix-
ing. Humidity greatly affects the static electricity character- ture above the liquid surface is in the explosive range, such a
istics of clothing materials. The lower the humidity, the spark will provide ignition with disastrous results. Objects in
higher the electrostatic hazard. Under low humidity condi- a fuel tank will collect a charge from the fuels and become
tions, almost all Air Force issued garments can produce a

2-1
TO 00-25-172

similar to an electrical condenser (capacitor) plate. The po- 2.9 GROUNDING AND BONDING POLICY.
tential required for a discharge from these floating objects to
the tank is less than that required to cause a discharge from Grounding is not required for parked aircraft or aircraft fuel
the liquid surface to the tank. Therefore, the hazard is greatly servicing operations unless required by specific MDS tech-
increased by the presence of such objects. The Air Force nical orders. Aircraft will be bonded to fuel servicing equip-
now incorporates a conductivity additive to decrease the re- ment at all times during fuel servicing operations. Hydrant
laxation time of electrostatic charges in order to preclude fuel servicing vehicles and hose carts will also be bonded to
these problems. Also, the use of a higher flash point fuel the hydrant system in addition to bonding to the aircraft.
such as JP-8 or JP-5 in lieu of JP-4, when permitted by the (This hydrant-servicing vehicle or hose cart bonding require-
applicable aircraft technical orders, reduces the vapor igni- ment applies only when the aircraft is not grounded.)
tion hazard. Research has suggested that if fuel flow is kept
below the following maximum rates, hazardous levels of
static electricity charges will not occur:

NOTE Aircraft/equipment must be grounded and/or

These limits do not apply for JP fuels having an- bonded prior to connecting the single point nozzle
tistatic additives with at least 50 Conductivity to the aircraft; however, the hydrant coupler will
Units (CU). be connected to the hydrant outlet prior to bond-
ing the hydrant servicing vehicle to the aircraft.

Nozzle/Hose/ Gallons/Minutes
Pipe Diameter
0.75 inches 32
1.50 inches 125 Grounding/Bonding clamps/plugs shall not be al-
2.00 inches 191 lowed to drag across the ramp. Clamps/plugs shall
be carried to reels on equipment.
3.00 inches 260
4.00 inches 385
NOTE
5.00 inches 542
6.00 inches 693 • If the bonding wire becomes disconnected, re-
connect it immediately. The sequence makes no
2.7 LIGHTNING. difference.

• Bonding is not required for all-metal panto-

Even if an aircraft were statically grounded, a severe hazard graph, as long as there is a continuous metal
to servicing personnel could exist if lightning strikes the air- structure from the fuel servicing equipment to
craft or within several hundred feet of the aircraft. Servicing the aircraft.
personnel should be evacuated from the area when there is
danger of a direct or close proximity lightning strike. Per- a. Grounding of aircraft or supporting servicing equip-
sonnel inside an aircraft will be in no danger as long as all ment during either fuel servicing, Liquid Nitrogen
aircraft doors, hatches, and canopies are closed. Potentials in (LIN) servicing, or Gaseous Nitrogen (N2) servicing is
the range of several million volts exist between clouds and not required. Recent electrostatic studies have demon-
earth. High points such as vertical stabilizers and antenna strated that grounding aircraft or supporting servicing
masts are most susceptible to strikes. These strikes are of equipment for these situations is unnecessary. Unless
short duration (approximately 1/100 second duration per required by specific MDS technical orders, grounding
strike) and even though high energy levels exist, the ramp is not required for aircraft except when aircraft are:
grounding system will generally conduct the energy safely to
earth. An electrical storm can be dangerous even if several
(1) Undergoing munitions loading/unloading opera-
miles from the servicing area.
tions.
2.8 OTHER SOURCES OF STATIC ELECTRICITY.
(2) Undergoing electrostatic painting, bead blasting
or fuel system repair.
Operating aircraft engines, rotor blades, and propeller blades,
can generate high static electricity voltages. These static
(3) Connected to a hangar electrical power source.
sources are especially hazardous because the static voltages
(This requirement does not apply to portable
may be generated continuously as long as the engines/blades
ground power units, including MD/4MO mobile
continue to operate.

2-2
 TO 00-25-172

electric power units, inside hangars.) Locations afterwards when a lack of continuity is suspected
with low humidity may want to ground an air- due to damage or corrosion. Resistance between
craft one time after landing to dissipate any static the body or frame of the junction box and the
charges generated on the aircraft while flying installed female extension jacks shall not exceed
through dust or precipitation. This will be accom- 10 ohms.
plished by momentarily connecting a cable from
an earth ground to any unpainted metallic aircraft 2.10 GROUNDING.
surface.
The proper connection sequence to ground an aircraft using
b. Overwing (open port) fuel servicing operations require a clamp-plug unit is (1) attach a grounding clamp to the
a bonding wire between the fuel source and the air- earth grounding point, (2) insert the plug of the other end of
craft, and a separate bonding wire for each open port the clamp-plug unit into an aircraft receptacle jack assembly
fuel nozzle. The first bonding wire equalizes static or attach the clamp of the other end of the clamp-plug unit to
charges that accumulate while fuel is flowing during an unpainted metal portion of the aircraft.
fuel servicing operations. If the nozzle is attached to a
conductive braided hose, this first bonding wire is not 2.11 AIRCRAFT INSTALLED ELECTRICAL RECEP-
necessary. The second bonding wire prevents a charged TACLES FOR GROUNDING AND BONDING.
fuel nozzle from creating a spark at the open fuel port
when the fuel nozzle first touches the aircraft. Ladders Aircraft system managers, in coordination with lead com-
used for overwing refueling do not require bonding to mands, shall ensure applicable aircraft technical orders in-
the aircraft. clude a requirement to inspect aircraft electrical receptacles
during or at appropriate maintenance interval or after recep-
c. Drop, external, ferry, Benson, and weapons bay fuel tacle maintenance. The inspection methods and frequency
tanks do not need to be grounded when stored, parked, will also be included in the specific aircraft technical orders.
or during other periods when in-tank work is not being In the absence of any inspection methods listed in aircraft
accomplished. technical orders, receptacles will be inspected and tested in
the following manner:
d. The connecting of more than one grounding/bonding
cable by any means (clamp-to-clamp, clamp-to-handle, a. Visually inspect for loosely mounted receptacles and
etc.) using any method (stacking, piggy-backing, nose- evidence of corrosion on washers, lugs, nuts, and the
to-nose, etc.) is not authorized, except as specified in aircraft skin. There shall be no free axial movement of
(1) or (2) below. the contact tip in the plug due to clearance between the
contact (spring) tip and plug. Free axial movement in-
(1) A conversion jumper may be constructed to pro- dicates the contact spring is not maintaining a proper
vide bonding capability for over-the-wing fuel connection with the plug.
servicing nozzles when aircraft to be serviced are
not equipped with electrical jack assembly recep- b. Inspect and test for electrical resistance as follows:
tacles. Conversion jumpers will be made from
only the parts listed below and assembled as fol- (1) Electrical resistance between receptacles and
lows: connect an electrical ground wire rope clean aircraft skin shall be one ohm or less on an
(cable), NSN 4010-00-575-6234 or NSN 4010- 815AFA bridge or equivalent.
00-286-2681, to terminals of a female extension
jack, NSN 5935-00-432-9340; cut electrical (2) A stainless steel plug, PN MS3493, NSN 5935-
ground wire rope (cable) to length required; place 00-572-5174, will be inserted into the receptacle
a red warning streamer, NSN 8345-00-673-9992, jack assembly. Check to ensure it is firmly seated.
on cable and then install an electrical ground clip, Electrical resistance measured between the plug
NSN 5999-00-134-5844 or NSN 5999-00-204- and cleaned aircraft skin must be one ohm or less,
8350 on free end of cable. Perform a continuity but not zero. The aircraft technical order is appli-
check to make sure conversion jumper is electri- cable if it specifies a value less than one ohm. A
cally interconnected throughout assembly. clamp, PN M83413/7-1, may be substituted for
the steel plug on aircraft not equipped with the
(2) A multiple receptacle junction box may be con- jack assembly, PN MS90298, when attached to
structed to reduce the number of grounding/bond- designated grounding lugs on an unpainted part
ing cables around a work site. The multiple re- of the aircraft landing gear.
ceptacle junction boxes must be built from a high
quality conductive material. The receptacles in- (3) A firm pull will be required to withdraw the plug
stalled in the junction box must be female exten- from the receptacle. Approximate pull will mea-
sion jacks, NSN 5935-00-432-9340. All multiple sure 8 - 14 pounds on a spring scale, NSN 6635-
receptacle junction boxes will be given a continu- 00-578-5286, or equivalent. A pull of less than
ity test at the time of fabrication and at any time

2-3
TO 00-25-172

eight pounds indicates a weak or damaged recep- then a robust ‘alligator’ type clamp can be used. Refer
tacle and will be replaced. A pull of over 14 to AFI 21-101 Chapter 14 14.41.3 Grounding Wires/
pounds indicates a possible corroded receptacle points 14.41.3.1. Two Allen head screws, or equiva-
which might warrant replacement. lent, will be utilized to secure cable to grounding clip/
clamp. Coat screws with RTV sealant to prevent screws
NOTE from backing out. Unused screws will be removed.

A locally fabricated tool assembly may be used to b. Plug (PN MS3493 only). Inspect the electrical ground/
assist in resistance test on aircraft installed ground- bond plug for corrosion, weakness, or loose nut and
ing/bonding receptacles. The assembly consists of replace if heavily dented or deformed, particularly
a grounding/bonding plug, NSN 5935-00-572- around the portion which connects with the aircraft
5174, grounding/bonding cable, NSN 4010-00- grounding/bonding receptacle.
286-2681, six inches in length, and a wire rope
swaging sleeve, NSN 4030-00-132-9163. As- c. Cable (3/32 inch, NSN 4010-00-286-2681 or NSN
semble as follows: install one end of six-inch 1640-00-575-6234 only). Replace cable if more than
grounding/bonding cable into grounding/bonding one-third of the cable wires are broken. If electrical
plug jam nut. Using opposite end of six-inch continuity is suspect, the cable will be checked and
grounding/bonding cable, form a loop ending near repaired if found to be bad.
grounding/bonding plug jam nut. Secure loop by
placing both ends of grounding/bonding cable in a NOTE
wire rope swaging sleeve and crimp. The loop can
now be used as connection point for spring scale Deteriorated plastic coating does not affect the
to conduct pull resistance test. electrical capability of the cable.

(4) Defective jack assemblies will be replaced with d. Clamp-Plug Unit. The primary unit used by Air Force
PN MS90298 receptacles. Latest assembly has a activities consists of a clamp and plug attached to op-
one-half inch curved base on contact. Outdated posite ends of a sufficient length of 3/32-inch cable.
aircraft jack assemblies which are to be replaced The unused handle of the clamp can be equipped with
are one-fourth inch across contact base with two a sufficient length of 3/32-inch cable terminating into a
solder lugs and a right angle bend near the end of plug. A warning streamer “REMOVE BEFORE
contact. FLIGHT” will be attached to the plug end of the cable.
Other clamp-plug unit configurations may be used as
(5) For receptacles PN 8240704-1 a firm pull will be mission needs dictate as long as specified hardware is
required to withdraw the plug from the receptacle. used to construct them. The cable retainer (cap) of the
The approximate pull force is 8 ±2 foot pounds. two-piece plug and cap assembly design may be spot
A pull force of less than six pounds indicates a welded to prevent loosening of the cable and possible
weak or damaged receptacle. A pull force of 10 loss of continuity.
foot pounds or greater indicates a possible cor-
roded receptacle which might warrant replace- e. Locally-fabricated clamp-plug units will be checked
ment of receptacle. with a multimeter for continuity prior to being placed
into service. The continuity check test points should be
c. After receptacles meet the criteria outlined in step b., from the inside of clamp jaws to end of plug. A conti-
continuity check will be accomplished to assure all are nuity check should be performed any time a lack of
electrically interconnected through the aircraft airframe continuity is suspect due to corrosion buildup or dam-
and/or skin. For this test, use a portable static ground- age. A nominal 100-foot length of 3/32-inch diameter
ing/bonding cable. Resistance of the portable ground- stainless steel cable will have a maximum allowable
ing cable shall be balanced out prior to use. In all cases, resistance of 10 ohms.
the resistance between receptacles should be one ohm
or less. f. When grounding is required for bare base operation,
grounding rod, NSN 5975-00-240-3859, will be used.
2.12 GROUNDING/BONDING HARDWARE.
g. Static Grounding/Bonding Reel Inspection Criteria. All
The following hardware items will be used and inspected as installed static discharge reels shall be given a conti-
indicated: nuity test at the time of initial installation and at any
time a lack of continuity is suspected due to damage or
a. Clamp (PN M83413/7-1). Replace clamp if jaws are corrosion. The test will be accomplished by extending
deformed, spring is weak, or other defect is evident the entire length of the cable and measuring the conti-
that would prevent a good connection. The M83413/ nuity between the plug or inside the clamp jaws to the
7-1 will be used unless there is insufficient space in a equipment frame on which the reel is mounted. Resis-
ground connection pit. If an M83413/7-1 will not fit,

2-4 Change 2
 TO 00-25-172

tance between these two points shall not exceed 10 trically-primed munitions. Always avoid touching the prim-
ohms. Prior to each use, the grounding reel shall be ers of electrically-primed munitions (i.e., impulse cartridges
visually inspected for security of mounting on a rigid and 20 MM ammunition). Personnel entering a fuel servic-
base and evidence of any corrosion or damage. ing or weapons loading area should also ground or bond
themselves to the closest piece of grounded or bonded air-
2.13 PERSONNEL GROUNDING/BONDING. craft or equipment.

Personnel will use grounding or bonding techniques to dis- 2.13.1 Chemical Warfare Defense Ensemble (CWDE)
sipate or equalize static charges that have accumulated dur- Resistance Tests. CWDE resistance tests have shown that
ing ground servicing operations. During an aircraft fuel ser- static charges can be effectively dissipated through CWDE
vicing operation, a static spark in the wrong place could gloves (preferred) which have resistances of approximately
ignite a fuel vapor concentration. Fortunately, normal fuel 10,000 ohms. Personnel can ground or bond themselves di-
servicing operations have ignitable flammable vapor concen- rectly through the glove of CWDE; therefore, removal of
trations only near aircraft fuel vent outlets. These vapor con- any of the ensembles for grounding or bonding purposes is
centrations generally dissipate rapidly to levels that are too not required.
lean to be ignited. An aircraft fuel system failure, however,
could result in fuel spilling from vent outlets or from other 2.13.2 Servicing Fuel with Personnel Armor ((Flak
locations. This increases possibility of an ignition from a Vest) or Individual Body Armor (IBA)). When servicing
static spark. Therefore, prior to any fuel servicing or muni- aircraft, personnel armor should not be worn while perform-
tions loading/unloading operation, personnel involved in the ing fuel servicing operations except in actual combat. Tests
operation will ground or bond themselves to a suitable have shown that static charges cannot be effectively dissi-
grounding/bonding point or to a bare (unpainted) portion of pated by normal grounding or bonding procedures. Person-
the aircraft. This bonding point should be at least three feet nel armor acts as an electrical insulator with an extremely
from any aircraft fuel vent outlet. If a spark occurs during high resistance. Personnel armor will generate and accumu-
the initial grounding or bonding procedure, then atmosphere late a static charge during a person’s normal movement. This
conditions are ideal for additional static charge accumula- accumulated charge will then be equalized on the person’s
tions; therefore, under this condition, personnel will ground body. When normal grounding or bonding procedures are
or bond themselves periodically. If no spark occurs during used, the charge on the person’s body will be dissipated or
the initial grounding or bonding procedure (or other symp- equalized, but the charge on the personnel armor will not.
toms do not occur), then additional grounding or bonding is An individual wearing personnel armor will always ground
not necessary. All personnel will avoid grounding or bonding or bond himself when approaching an aircraft and prior to
themselves within three feet of aircraft fuel vent outlets. In beginning work. If no spark occurs during bonding or
addition, personnel conducting aircraft fuel vent checks will grounding, then conditions are not present to accumulate a
ground or bond themselves above waist level and at least static charge with sufficient energy to be hazardous; there-
three feet from fuel vent outlet prior to checking vent. Weap- fore, normal work may begin. If a spark does occur during
ons loading personnel will ground or bond themselves when bonding or grounding, the individual will ground or bond
entering fuel servicing safety zone and before handling elec- frequently during all work phases.

2-5/(2-6 blank)
 TO 00-25-172

CHAPTER 3
GENERAL PROCEDURES
3.1 HOUSEKEEPING. 3.3 REFUELING.

A clean work area makes a safer, more efficient operation. Pressurized refueling operations present a potential hazard
High standards of cleanliness shall be maintained in the haz- for pressure leaks in equipment, pipes, and hoses. These fail-
ardous environment of aircraft ground servicing. Aircraft ures may cause a fine spray or mist to be present. If there is
parking areas, servicing aprons, fuel servicing vehicles/ an ignition source, there could be a fire regardless of the
equipment, and Support Equipment (SE) compartments and fuel’s flash point temperature. Constant vigilance is needed
surfaces shall be kept free of debris and accumulation of oil, to eliminate potential ignition sources from the servicing op-
hydraulic fluids, grease, or fuel. Personnel shall not be sub- erations. A very small energy spark, for example, can ignite
jected to increased risk to catch servicing fluids. If a spill JP-4 fuel vapors. The energy associated with metal tools be-
occurs, it shall be controlled in accordance with local direc- ing dropped on concrete, sparks generated when grounding
tives once the aircraft and surrounding area are made safe. or bonding equipment, static electricity generated by person-
Safe fuel servicing depends on keeping fuels in controlled nel, the arcing of electrical/mechanical equipment, and
areas, not allowing spillage, and in keeping all ignition sparks/hot particles from an engine exhaust will ignite JP-4
sources away from designated servicing areas. fuel vapors. The less volatile petroleum products, such as
JP-5 or JP-8 fuels, hydraulic fluids, or lubricants will not
3.2 AIRCRAFT FLUIDS AND FUELS. normally ignite unless the fluid is in direct contact with the
ignition source. However, when JP-5 and JP-8 are discharged
The servicing of aircraft jet fuels, hydraulic fluids, and lubri- under pressure as a mist or spray, it can ignite/flash as readily
cants, presents a potential fire or explosion hazard. Flam- as JP-4. Open flames, electrical arcing, and hot surfaces are
mable mixtures can be formed by the vapors from JP-4 fuel, all potential ignition sources.
or from a spray or mist from a pressurized leak. Flammable
vapors are present when the temperature of JP-4 fuel is 3.4 HOT SURFACES.
greater than -10 °F. The vapor concentration depends on both
the fuel temperature and the ambient temperature. As the During refueling operations, the most common ignition
temperature increases, the vapor concentration increases. The sources present are hot surfaces above 750 °F, such as hot
temperature at which the concentration of vapors is sufficient brakes, bleed air ducts, hot engine, and APU surfaces. In
to form a flammable mixture without propagating is known many servicing operations, the hot surface may be present
as the flash point temperature (-10 °F for JP-4). The term on the support equipment. If any heated metal object glows
Lower Flammable or Explosive Limit (LFL or LEL) is the at all (any color) then its temperature is at least 900 °F and
minimum concentration of vapor-to-air where flame will oc- therefore it is an ignition source. Once a fire starts, the spread
cur with an ignition source and continue to propagate. The is quite rapid. The flame temperature is approximately 2000
Upper Flammable or Explosive Limit (UFL or UEL) is the °F and is well in excess of the melting temperature of alu-
maximum vapor-to-air concentration above which propaga- minum alloys (1000 °F). Therefore, it is necessary to have
tion of flame will not occur. These flammability limits (1.3 fire fighting equipment immediately available as specified in
percent to 7.0 percent by volume) are established under con- Table 3-1.
trolled laboratory conditions and are not directly applicable
to servicing of aircraft. The fuel vapors, being heavier than 3.5 SERVICING SUPERVISOR.
air, tend to cling to the ground. At some distance above the
fuel surface, the mixture of fuel vapors and air is flammable. Fuel and water servicing will be conducted under the direct
Therefore, it is necessary to treat any JP-4 fuel spill as being control of the servicing supervisor. This supervisor will be
flammable. For comparison, JP-8 fuel has a much higher completely familiar with this technical order and the appli-
flash point and is relatively safer to use. The flash point of cable aircraft -2 technical order(s). In addition, this supervi-
JP-8 is +100 °F, if the fuel temperature is less, JP-8 vapors sor must demonstrate a thorough knowledge of all equip-
will not be present above the surface of the fuel. Special care ment and systems involved in the servicing operations and
is still required for JP-5 and JP-8 fuels because many of the be qualified/certified in accordance with command directives.
current Air Force aircraft use the fuel as a heat sink. These This supervisor will insure that all applicable safety precau-
aircraft may have JP-5 and JP-8 fuel at 160 °F well above tions and technical order requirements are taken and/or ob-
the flash point. Even during concurrent or hot refueling op- served prior to, during, and after all servicing operations.
erations the temperature of the JP-5 and JP-8 may be well This supervisor shall be responsible for assigning, monitor-
above the flash point and will behave just like JP-4.

3-1
TO 00-25-172

ing, directing, and controlling the duties of personnel under the nozzle crank handle in the open position. Any
his or her supervision as follows: nozzle that can be disconnected from the SPR with
the nozzle crank handle in the open position is
a. Check the markings on the refueling equipment to defective and must be removed from service im-
verify that the correct grade of fuel is being supplied mediately. On aircraft with Refueling Teams, the
to the aircraft. team member connecting the refueling receptacle
will be responsible for testing the strainer quick
b. Control the movement and correct positioning of air- disconnect locking device for positive engagement
craft and servicing equipment to, from, and within the and assuring the refueling nozzle is securely
servicing areas. locked.

c. Verify the positioning and type of fire extinguishers. i. During over the wing/open port fuel servicing, ensure
the nozzle bonding wire is installed prior to opening
d. Evacuate non-essential personnel and equipment. the filler cap and that the fuel nozzle operator does not
block or jam the nozzle in the open position or leave it
e. Shut down powered SE not essential to servicing. If unattended.
necessary, move SE to a point where it will not ob-
struct operations. j. Ensure communication is available through Mainte-
nance Operation Center (MOC) and/or the Command
f. Verify that the correct grounding/bonding sequence is Post to Fire Protection Agencies.
accomplished.
k. Ensure personnel are thoroughly familiar with and
g. Establish and maintain either visual or voice contact qualified to perform safe servicing operations.
with the control panel operator and/or servicing equip-
ment operator(s). If the aircraft is equipped with inter- l. Implement immediate shut down procedures if an ab-
com communications for ground operations, it will be normal condition (i.e., power loss or fuel gage mal-
used to maintain, voice contact with fuel panel opera- function) occurs during fuel servicing.
tor(s) at all times during servicing.
3.6 FUEL SERVICING SAFETY ZONE (FSSZ).
NOTE
This is the area within 50 feet of a pressurized fuel carrying
For commercially contracted cargo-only aircraft servicing component; i.e., servicing hose, fuel nozzle, SPR,
where the fuel control panel/fuel system control hydrant hose cart, ramp hydrant connection point, etc., and
mechanism is located on the outside of the air- 25 feet around aircraft fuel vent outlets. (Aircraft interiors
craft, use of the aircraft intercom system by ser- are not considered part of the FSSZ unless canopies, ramps,
vicing ground crews is not required. If any per- or doors are open exposing part of the aircraft interior to a
sonnel (flight or ground crew members) are to spilled or sprayed fuel hazard.) The fuel servicing safety zone
remain on board the aircraft during fuel servicing is established and maintained during pressurization and
operations, then voice contact must be established movement of fuel. See Figure 3-1 for an example of the
and maintained between the personnel remaining bomber pit refueling safety zone and Figure 3-2 for an ex-
on board the aircraft and the fuel control panel ample of the fighter refueling safety zone. During fuel move-
operator(s) at all times during the fuel servicing ment, active ignition sources shall be removed and kept out
operation. of the fuel servicing safety zone. Some examples of active
ignition sources are open flames, sparks from internal com-
h. For single point servicing, the fuel servicing supervi- bustion engines, and electrical arcing.
sor will ensure the Single Point Receptacle (SPR)
nozzle is properly connected to the aircraft fueling re- 3.7 THE AIRCRAFT BEING SERVICED.
ceptacle.
Non-essential aircraft electrical systems, including radar,
NOTE shall not be activated on the aircraft during servicing opera-
tions unless absolutely required for servicing. However, if
Connect the SPR nozzle to the aircraft. With the required, aircrew members may operate UHF/VHF cockpit
SPR nozzle crank handle in the closed position, radios. The power off portion of aircrew walkaround inspec-
check the strainer coupling quick disconnect de- tions may be performed when essential to meet established
vice for positive locking. Prior to pressurizing the operational turnaround requirements.
hose, be sure the nozzle is securely locked to the
aircraft by attempting to remove the nozzle with

3-2
 TO 00-25-172

Figure 3-1. Bomber Refueling Safety Zone Example

3-3
TO 00-25-172

Figure 3-2. Fighter Refueling Safety Zone Example

3-4
 TO 00-25-172

3.8 ADJACENT AIRCRAFT. b. Aircraft radar and High Frequency (HF) radios shall
not be operated in the transmit mode within 300 feet
Aircraft parked as prescribed in AFH 32-1084 and which of servicing operations, unless otherwise specified in
intrude into the fuel servicing safety zone shall not be: the applicable aircraft and equipment repair technical
orders, or when TO 31Z-10-4 procedures are used to
a. Involved in engine starts or engine trim operations. ensure a safe distance. Satellite communications (SAT-
COM) radios may be operated in the transmit mode if
b. Radiating electromagnetic energy. the antenna beam is pointed at least ten degrees above
the horizon.
c. Using NDI or welding equipment.
c. Do not start servicing operations (any movement of
d. Involved in any maintenance requiring: fuel, water, environmental fluid, oil, hydraulic fluid,
oxygen, nitrogen, or hydrazine) whenever one of the
following conditions exists. If servicing operations are
(1) Energizing or de-energizing external electrical
already in progress, terminate as soon as practical:
circuits.
(1) When a lightning advisory has been issued indi-
(2) Disconnecting combustible fluid carrying lines,
cating an electrical storm is within five nautical
except those equipped with non-spill, quick dis-
miles (5.75 miles) of the servicing area.
connects.
(2) Winds reach velocities hazardous to the aircraft
e. Moved under its own power.
or servicing operations. Specific high wind re-
strictions will be developed by base-level person-
NOTE nel for each base supporting a flying mission.
However, normal maintenance, including pre/post-
flight inspections involving internal aircraft elec- (3) Fire in the vicinity is generating hot ashes.
trical power, may be performed on adjacent air-
craft providing there are no spilled flammable (4) In those cases where on-scene fire protection is
liquids. required, if an aircraft crash/fire occurs at the
same airfield, servicing operations already under-
3.9 SERVICING CONSTRAINTS. way will be stopped and fuel servicing equipment
will be disconnected. No new servicing operations
The following constraints apply during servicing operations: will be started until the crash/fire is declared un-
der control by the base Fire Chief or Senior Fire
NOTE Officer (SFO), his designated representative, or
the on-scene commander, and the required level
Paragraph 3.9a is not applicable to MAF/Commer- of fire protection is available to support servicing
cial carrier aircraft during refueling operations. operations.

a. During servicing, only those personnel actually re- (5) In those cases where on-scene fire protection is
quired for the operation shall remain in the fuel servic- required, in the event of an In-Flight Emergency
ing safety zone. Aircrew on commercial contract cargo- (IFE) or crash warning resulting in the departure
only aircraft may remain on board the aircraft during of the on-scene fire vehicle, servicing operations
servicing operations. Aircrew on MAF aircraft may re- already underway must be stopped. No new ser-
main on board the aircraft during servicing operations. vicing operations may be started without the con-
Personnel receiving training on specific tasks required currence of the base Fire Chief, his designated
to complete the fuel servicing operation are allowed in representative, or the on-scene commander, or
the FSSZ if they are under the direct control and su- until the IFE or crash warning has been cancelled.
pervision of the fuel servicing supervisor. Quality in- As a condition of continuance during IFEs, either
spectors may enter the FSSZ to perform quality assur- an operational fixed, skid mounted, or portable
ance functions. Personnel performing authorized Aqueous Film Forming Foam (AFFF) fire sup-
functions on adjacent aircraft, which intrude into the pression system discharging through oscillating
FSSZ, may remain on duty with the adjacent aircraft. nozzles or at least one fully manned aircraft res-
The servicing supervisor will coordinate with all af- cue and fire fighting vehicle must be positioned at
fected personnel so that these restrictions are observed. the aircraft fuel servicing scene.
There shall be no smoking within 50 feet of any air-
craft or servicing operation. Servicing operations shall
not begin if any indication of “hot brakes” are noted.

3-5
TO 00-25-172

f. If hot brakes are suspected, an aircraft hot brake check

will be performed prior to fuel servicing. Temperature
can be measured by temperature sensitive substances
In freezing weather, touching a metal surface with (temp sticks) or by infrared heat sensors. Fuel servic-
bare skin can cause the skin to stick to the cold ing shall not start until the brake temperature is below
surface, resulting in a painful injury. One way to 750 °F, except for the A-10, C-5, C-17, C-130, C-141,
avoid this is to touch the aircraft grounding/bond- E-4, F-15, and HH-60 aircraft. These aircraft are ex-
ing connector with a warm metal object, such as a empted because of the location, direction, and distance
coin held in the bare hand. of the fuel vent outlets from the aircraft landing gear
brake assemblies. The F-22 can be refueled with brake
d. Personnel in the FSSZ shall not wear footwear with temperatures exceeding 750 °F if an adequate shield is
exposed spark-producing nails or metal plates on the used to keep vented fuel from reaching the left main
walking surfaces. Any type of clothing may be worn as landing gear brake assembly.
outer garments when fuel servicing aircraft with high
flash point fuels (JP-5, JP-8, JP-10, JET A, JET A-1, or g. If glowing or crackling fuel is noted when servicing
diesel). However, when fuel servicing aircraft with low aircraft, immediately cease all servicing operations.
flash point fuels (JP-4, JET B, AVGAS, or MOGAS), Report the incident to the servicing supervisor and to
clothing containing more than 65% of any combina- the fire department. After the incident is investigated,
tion or mixture of nylon, rayon, wool or polyester shall recheck grounding connections, and resume flow at a
not be worn as outer garments. Do not put on or re- slower rate and pressure.
move outer garments in the fuel servicing safety zone.
Matches or lighters will not be handled or removed h. Operating external power units will be parked outside
from pockets during servicing operations. If flight crew the fuel servicing safety zone which is at least 50 feet
members wearing Nomex and/or other authorized flight from the pressurized fuel carrying servicing compo-
clothing are required to assist in aircraft fuel servicing nents and at least 25 feet from aircraft fuel vent out-
operations, they will first assure that they are at the lets. The operating units will be positioned upwind
same potential as the aircraft. This is done by bare from the fuel servicing operation when possible.
hand contact with the aircraft grounding/bonding con-
nector, an unpainted aircraft surface, or a static ground
before removing the fuel filler cap or while inserting
the bonding jack on the fuel nozzle. These require-
ments also apply to draining aircraft fuel sumps. The aircraft settles as fuel is taken on board. En-
sure adequate clearance exists between the aircraft
e. Laptop computers (including wireless versions), por- and maintenance stands or equipment positioned
table digital assistants, pagers, cell phones, stray volt- under any portion of the aircraft.
age detection devices, radios, night vision goggles,
flashlights (six volts or less), cameras (including digi- NOTE
tal cameras), and Pelican 9450 Remote Area Lighting
Systems can be operated within the FSSZ. Camcorders Fiberglass is a non-conductive material (insulator)
may also be used in the FSSZ as long as the cathode that does not dissipate or transfer electrostatic
ray tube viewfinder (eyepiece) is de-energized. How- charges when either grounded or bonded to con-
ever, no battery changes nor charging operations are ductive objects. Therefore, the grounding or bond-
allowed within the FSSZ. Only night vision goggles ing of fiberglass ladders or work stands is not re-
and intrinsically safe devices can be operated within quired.
10 feet of aircraft fuel vent outlets, open port refueling
receptacles, fuel spills, or fuel trucks being filled (bot- i. Bond conductive aircraft maintenance or work stands
tom loading or from aircraft defueling). All other de- to the aircraft when using the stand to access the air-
vices e.g., cell phones, must be turned off (not placed craft fuel servicing receptacles or support the fuel hose
on standby) when within this ten foot zone. Trulink during servicing operations. Other maintenance or
wireless intercom and cordless Aircraft Wireless Inter- work stands, not used for fuel servicing, do not require
com Systems (AWIS) constructed by Communications either bonding or grounding. Ladders used for over-
- Applied Technology may be used anywhere within wing refueling do not require bonding to the aircraft.
the FSSZ. Centralized Aircraft Support Systems
(CASS) can remain energized in the FSSZ, but electri-
cal switches must not be operated.

3-6
 TO 00-25-172

n. Defective deadman control valve.

o. Defective nozzle.
If any tank appears to fill abnormally slow or not
at all, then stop all refueling immediately and in- 3.11 FIRE PROTECTION.
vestigate to determine what is causing the prob-
lem. The cause could be a blocked vent line or Fire protection is essential during aircraft servicing opera-
failed refuel shutoff valve or other malfunction. tions. The level of fire protection is based on the hazard
involved in the operation being conducted. Personnel in-
j. On aircraft equipped with individual fuel tank quantity volved in servicing operations shall be trained in the opera-
gauges, monitor each gauge during refueling operation. tion of fire extinguishers and installed fire suppression equip-
ment systems. In the event of a fire or fuel leak, servicing
k. Fuel servicing hoses can be routed under aircraft, but personnel are the first line of defense in protecting Air Force
avoid placing them near running engines and Auxiliary assets involved when fire department personnel are not avail-
Power Units (APU). If possible, avoid placing hoses able at the incident scene. Servicing personnel must imme-
forward of the aircraft landing gear, in case the aircraft diately notify the fire department and use available fire ex-
needs to be towed away for an emergency. For concur- tinguishers (or other equipment) until the fire department
rent servicing operations, place hoses to minimize arrives on scene.
damage from other servicing equipment.
a. Fire extinguishers. The 150-pound, Halon 1211 fire ex-
l. Ensure that the aircraft is properly chocked. Use MIL- tinguisher is the primary flight line fire extinguisher.
PRF-32058 or equivalent chocks. Fire extinguisher requirements are outlined where ap-
propriate in applicable paragraphs of this technical or-
3.10 SERVICING VEHICLES AND SUPPORT der and are summarized in Table 3-1.
EQUIPMENT (SE).
b. Installed Fire Suppression Systems and Vehicle
Do not service aircraft if any of the following safety discrep- Standby. Certain aircraft servicing operations present
ancies exist: increased hazards and require a greater level of fire
protection awareness and standby posturing. Hot refu-
a. Defective servicing hose. eling operations require modular or installed fire sup-
pression equipment employing AFFF. When such sys-
b. Fuel leaks. tems are not available, fire protection is provided by
standby fire fighting vehicles and crews. Refer to ap-
plicable information in this technical order and to Table
c. Defective or bare electrical wiring.
3-1 for a summary of installed fire suppression system
requirements and vehicle standby requirements.
d. Defective throttle or PTO Interlock System.
c. Fire Department Standby Requirements. Table 3-1 lists
e. Defective hand or foot brakes. various fire protection requirements for Aircraft Res-
cue and Fire Fighting (ARFF) vehicles. Due to a lim-
f. Defective exhaust system. ited amount of ARFF equipment available, on occa-
sion the fire chief or SFO is required to direct standby
g. Aircraft or support equipment engine(s) is (are) over- vehicles to emergencies. An example is when the fire
heated. department responds to an IFE. During IFEs, ARFF
vehicles are pre-positioned along the runway when an
h. Defective or inoperative emergency shutoff switch. emergency landing is anticipated. The following fire
protection policy applies during emergency situations.
i. Defective shift linkage or gear shift indicator.
(1) Operations, which may continue. Concurrent Ser-
j. Defective tank vent valves. vicing Operations (CSO) during Combat Sortie
Generation may continue fuel servicing until the
k. Vehicle air pressure below 90 psi. present CSO is completed. No fuel servicing por-
tion of a new CSO may begin unless authorized
l. Vehicle or support equipment engine backfires. by the wing commander (or senior local opera-
tional commander) until the ARFF vehicle has re-
m. Fuel filter pressure exceeds maximum authorized dif- turned to a standby posture. As a condition of
ferential pressure (coalescing; 15 psig, absorption of continuance, there must be an immediate means
15 psig). of recalling the fire department in case of an on-

3-7
TO 00-25-172

site emergency. Additionally, two 150-pound Ha- tions shall cease immediately. Fuel flow will be
lon 1211 extinguishers must be located with one stopped and pressure relieved from the fueling
on each side of the aircraft. Servicing personnel system until the ARFF vehicle has returned to a
shall be trained in the use of these extinguishers. standby posture.
Maintenance, fuel servicing, and aircrew person-
nel must exercise extra vigilance during this time (3) The fire chief or SFO is the primary individual
period. When the fire chief releases the ARFF ve- for determining standby posturing requirements
hicles from the emergency scene, they will reser- and ARFF vehicle standby locations for the vari-
vice as necessary and return immediately to a ous aircraft operations. This will include having
standby posture. an ARFF vehicle on standby status in the fire sta-
tion or other location for operations listed in Table
(2) Operations which must cease. All aircraft hot re- 3-1 as he deems appropriate. The goal for the fire
fueling operations, concurrent fuel servicing of chief is to not take away from other critical fire-
aircraft with passengers on board, fuel servicing fighter duties i.e., training, equipment mainte-
of medical evacuation flights with passengers/pa- nance, etc., while still maintaining a heightened
tients on board, defueling when an aircraft has a state of alert for aircraft involved in the listed
fuel leak, is damaged from fire or impact, defuel- operations. Final determination for standby re-
ing into open containers or drums, or defueling quirements is at the discretion of the installation
where safe distance criteria cannot be met or static commander.
grounding points are not available. These opera-

3-8
 TO 00-25-172

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 involving
munitions, 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 CO2
are preferred. The extinguishers listed in this table should only be used for initial knockdown of fires on aircraft
and 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 hazard
encountered.

• The fire protection requirements listed in Table 3-1 shall not be exceeded without approval from the Fire Protec-
tion Flight. Failure to comply with this warning could result in personnel injury or death.

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 to
prevent 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 aircraft
operations; lay the fire bottle down. Should the extinguisher be needed, if possible, stand it upright prior to agent
discharge. 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 AFOSH STD
91-501 and TO 13F4-4-121 for inspection and operating requirements.

• Fire department standby vehicle posturing is not required when the operation involves the simulation of
refueling.
• The fire department standby requirements contained in this TO apply for normal day-to-day operations. Under
actual 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.

• The minimum distribution of Halon 1211 extinguishers indicated in the table should not be exceeded without
approval of the Fire Protection Flight.

1. POL servicing vehicle-parking area. The Fire Protection Flight determines the type of extin-
guisher required for the associated hazards in accordance
with NFPA 10.
2. Aircraft outside of hangar or shelter with no servicing
being conducted.
a. A/T-38, C-12, C-21, C-27, C-29, F-5, H-1, H-60, MQ-9, One Halon 1211 extinguisher per three aircraft. AETC air-
T-1, T-37, T-41, M/RQ-1K/L, RQ-1K/L, and U-2. craft require one per two aircraft.
b. F-4, F-15, F-16, F-22, F-117, H-53, RQ-4A, OA/A-10 One Halon 1211 extinguisher per two aircraft.
and V-22.
c. Airbus A300/310, B-1, B-2, B-52, B-727, B-757, B-767, One Halon 1211 extinguisher per aircraft.
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.

3-9
TO 00-25-172

Table 3-1. Fire Protection Equipment Requirements - Continued

Type of Operation Fire Protection Requirements

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, One Halon 1211 extinguisher per aircraft.
F-16, F-117, H-1, H-53, H-60, OA/A-10, T-37, T-39,
T-41 and U-2.
f. Alert Aircraft: (Except DC-9 Series used for medical Two Halon 1211 extinguishers per aircraft.
evacuation, 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.
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 the
aircraft. C-5, E-4, VC-25 and B-747 requires two per
aircraft. During fuel servicing, the use of aircraft APU/
GTC without integral fire suppression capability will
require a Halon 1211 extinguisher to be positioned in the
FSSZ 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 the
FSSZ. 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 equivalent
ARFF vehicle meeting or exceeding P-19 capabilities is
required to be in standby posture. Stand by ARFF ve-
hicle will maintain a one-minute response time during
taxi, takeoff and landing. The Base Fire Chief determines
positioning for optimum response.
d. Concurrent Servicing Operations during Sortie Genera- In addition to the requirements of 3a. or 3b. as applicable,
tion: Simultaneous refueling, munitions loading/unload- an ARFF vehicle (P-2//19/20/23) will be on flight line
ing, aircraft reconfiguration e.g., tanks, racks, pylons standby. It will be positioned for optimum response as
loading/unloading, and other specified maintenance ac- determined by Base Fire Chief.
tivities with all engines shut down.
e. Hot refueling: The transfer of fuel into the fuel tanks ofOne Halon 1211 extinguisher positioned between the refu-
an aircraft with one or more engines on an aircraft oper- eling equipment and the refueling supervisor’s position.
ating with or without munitions on board. In addition, either a fixed or skid mounted AFFF system
discharging through oscillating nozzles. An ARFF ve-
hicle (P-2//19/20/23) may be substituted for the AFFF
system. An ARFF vehicle will be on standby posture.
The Base Fire Chief determines positioning for optimum
response.
f. Multiple hot refueling operations. An ARFF vehicle will be on standby posture. The Base
Fire Chief determines positioning for optimum response.
g. Concurrent fuel servicing of aircraft without passengers. One Halon 1211 fire extinguisher for each SPR connection
(See Chapter 5.) location being used. An ARFF vehicle will be on standby
posture. The Base Fire Chief determines positioning for
optimum response. When two or more aircraft are being
concurrently serviced at different locations, an ARFF
vehicle will be on standby posture. The Base Fire Chief
determines positioning for optimum response.

3-10
 TO 00-25-172

Table 3-1. Fire Protection Equipment Requirements - Continued

Type of Operation Fire Protection Requirements

h. Concurrent fuel servicing of aircraft with passengers
NOTE
(Commercial airports exempt). (See Chapter 5.)
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 connection

location being used. Additionally, when servicing with
JP-4 or Jet B Fuel, an installed fire suppression system is
required. If it is not available, an ARFF vehicle will be
on 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. The
Base Fire Chief determines positioning for optimum re-
sponse.
i. Concurrent servicing of medical evacuation flights with
passengers/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 aircraft
shall be indicated.

One Halon 1211 fire extinguisher for each SPR connection

location being used. Additionally, when servicing with
JP-4 or Jet B Fuel, an ARFF vehicle (P-2//19/23) will be
positioned at the aircraft.
j. Defueling when an aircraft has a fuel leak, is damaged One Halon 1211 fire extinguisher for each SPR connection
from a fire or impact, defueling into open containers or location being used. An ARFF vehicle will be on standby
drums, defueling where safe distance criteria cannot be posture. The Base Fire Chief determines positioning for
met. optimum response.
k. Rapid defueling of KC-135 aircraft. One Halon 1211 fire extinguisher for each SPR connection
location being used. If the wing tip separation is less
than 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 same
level of fire protection as servicing conducted on the
ramp. (See 3 above).
5. Aircraft parked inside aircraft shelters/FTRs. One Halon 1211 fire extinguisher inside each shelter/FTR
being used.
a. Aircraft fuel servicing in shelters/FTRs. One Halon 1211 fire extinguisher inside each shelter/FTR
being used.
b. Concurrent Servicing Operations during Sortie Genera- Two Halon 1211 (150 lb) extinguishers. The extinguisher
tion in shelters/FTRs. closer 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 optimum
response.
c. Hot refueling. Two Halon 1211 (150 lb) extinguishers. The extinguisher
closer 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, an
ARFF vehicle will be on standby posture. The Base Fire
Chief determines positioning for optimum response.

3-11
TO 00-25-172

Table 3-1. Fire Protection Equipment Requirements - Continued

Type of Operation Fire Protection Requirements

d. Aircraft double-stuffed. Two Halon 1211 (150 lb) extinguishers. Extinguishers will
be positioned for optimum response to either aircraft
depending upon particular operation(s) being conducted.
6. Hydrazine leak or spill. Notify MOC. Implement base formal contingency plan in
accordance with AFOSH STD 48-8. Refer to Paragraph
4.22 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 powered
support 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 One individual shall remain outside the aircraft within 20
APU fire fighting capability (when APU is operating). feet of the APU/GTC compartment exhaust with a 150-
pound Halon 1211 fire extinguisher.
13. Aircraft parked inside a hangar (aircraft containing or Fire protection requirements.
previously contained fuel and the tanks and fuel system
have not been drained or purged).
a. A/T-38, C-12, C-21, C-27, C-29, F-5, H-1, H-60, T-1, One Halon 1211 extinguisher per three aircraft. AETC air-
T-37, T-41, M/RQ-1K/L, RQ-1K/L, and U-2. craft require one per two aircraft.
b. F-4, F-15, F-16, F-22, F-117, H-53, RQ-4A, AND OA/ One Halon 1211 extinguisher per two aircraft.
A-10.
c. Airbus A300/310, B-1, B-2, B-52, B-727, B-757, B-767, One Halon 1211 extinguisher per aircraft.
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, One Halon 1211 extinguisher per aircraft.
F-16, F-117, H-1, H-53, H-60, OA/A-10, T-37, T-39,
T-41, and U-2.
f. Alert Aircraft: (Except DC-9 Series used for medical Two Halon 1211 extinguishers per aircraft.
evacuation, 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.
14. Aircraft parked inside hangar that have been fully defu- The Fire Protection Flight determines the type of extin-
eled and all tanks and fuel system have been drained and guisher(s) required for the associated process hazards.
purged.

3.12 DISTANCE CRITERIA.

Use Table 3-2 to determine safe distances between parking

areas and fueling operations.

3-12
 TO 00-25-172

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

Aircraft Parking Areas/ Taxiing Air- Inhabited Mass Refueling Unit

Uninhabited Buildings craft Buildings Parking Area
Mass Refueling Unit Parking 100/50 50 100* N/A
Area
Hot Refueling 200** 50*** 200** 200
Rapid Defueling 50 50 200 200
NOTE

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

• Hardened Aircraft Shelters/Protective Aircraft Shelters are not considered to be either Inhabited or Uninhabited
Buildings 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 taxiing
aircraft do not penetrate the 50-foot criteria.

3-13/(3-14 blank)
 TO 00-25-172

CHAPTER 4
FLIGHT LINE SERVICING OPERATIONS
4.1 POWERED SUPPORT EQUIPMENT (SE). C-141, E-4, VC-25, and Boeing 747 aircraft as long as: the
vehicles stay on paved surfaces; maintain at least a ten foot
4.1.1 Positioning and Operation of Support Equip- clearance from any portion of the aircraft; and a spotter is
ment. To control, position, and operate powered and non- used.) Special attention must be given to clearances between
powered support equipment used for aircraft servicing, the the fuel servicing vehicle and the aircraft cargo door when
following requirements apply: open and the ramp when lowered.) Under no circumstances
will the vehicle be positioned closer than 10 feet from the
a. All support equipment not required in servicing opera- aircraft. (Exception: A-10, C-5, C-17, C-130, E-4B, VC-25,
tions shall be shut down prior to the start of servicing. Boeing 747, C-27, and U-2R aircraft only, the vehicle may
Unless required for servicing, support equipment shall be within 10 feet but no closer than four feet from the air-
not be parked under any part of an aircraft being ser- craft in any direction. For C-5, C-17, E-4B, VC-25, and 747
viced. Parking brakes shall be applied when support aircraft, the fuel truck may be positioned as far under the
equipment is in position and, if necessary, because of wing as necessary for the fuel hose to reach the aircraft.)
ramp slope conditions, chocks will also be used. Except during nose-in, nose-out or double-stuff conditions in
Chocks shall be used on wheeled support equipment a HAS/PAS, maintain a minimum of 5 feet between fuel
that does not have operable parking brakes. servicing vehicles and any portion of the aircraft. (R-11 fuel
servicing vehicles when used inside hardened aircraft shel-
b. Operating powered support equipment shall be parked ters are exempt from the minimum 5 feet clearance require-
outside the fuel servicing safety zone of the aircraft ments). Hydrant servicing vehicles and hydrant hose trucks
being serviced and 10 feet from any aircraft not being with highlift platform servicing capability may be permitted
serviced. Exception: During CSOs, powered support under the wing of an aircraft, if this positioning is required
equipment, i.e., munitions loaders/jammers, may pass to perform the fuel servicing operation. Always maintain a
underneath aircraft fuel vent outlets but must not stop clear path from the aircraft for rapid evacuation of vehicles
or be parked under the fuel vent outlets during fuel in an emergency situation.
servicing portions of the CSOs. Wind direction, ramp
slope, 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. An Where fully extended aircraft flaps could poten-
operator shall remain in the vicinity of operating pow- tially interfere or minimize clearance with refuel-
ered support equipment at all times. ing equipment, ensure aircraft flaps are in the full
upright position prior to positioning refueling
equipment.

a. Avoid driving vehicles or equipment directly toward

Avoid touching exhaust manifold if doubt exists parked aircraft when within 25 feet since a brake fail-
as to temperature. Serious burns may result if the ure could result in a collision. Approach the aircraft
manifold is hot. parallel to the wings (except in instances where single
point location on the aircraft requires a different ap-
c. Support equipment shall not be refueled while operat- proach) and with the vehicle operator’s side adjacent
ing, or when exhaust manifold/piping is hot (750 °F or to the aircraft.
more). Support equipment shall not be started when
fuel vapors are noticeably present. Do not refuel sup- b. Stop the servicing equipment at least 25 feet from the
port equipment directly from aircraft drain cocks. aircraft, uphill if possible, and move into servicing po-
sition cautiously upon signal from directing personnel.
4.1.2 Driving and Parking Fuel/Water Servicing Ve- If backing is absolutely necessary to approach an air-
hicle/Equipment. Fuel servicing vehicles will not be driven craft, post a spotter and place chocks to preclude the
or parked closer than 25 feet from aircraft unless a spotter is vehicle from striking the aircraft. Back very slowly so
used to direct the vehicle. (Exception: Fuel servicing ve- that the chocks can stop the vehicle in case of brake
hicles being positioned for aircraft servicing may be driven failure. When a series of aircraft in a row are to be
under the horizontal stabilizers of B-1, C-5, C-17, C-130, refueled and the refueler moves forward along desig-

4-1
TO 00-25-172

nated 10-foot clearance markings painted on the ramp,

the refueler may be moved from one aircraft to another
without the use of a spotter as long as the clearance
markings are visible to the refueler operator. For over the wing/open port fuel servicing, always
bond the nozzle to the aircraft before the fill cap is
c. Do not drive or operate servicing vehicles in the ser- removed. This connection shall remain in place
vicing area if a fuel spill has occurred or if fuel is until after the tank cap is replaced. Failure to per-
leaking from the aircraft. Do not use servicing vehicles, form this procedure can cause a static spark at a
which have electrical system malfunctions. tank fill opening.

d. Chocks may be constructed according to Commercial d. Bond the fuel servicing vehicle and equipment to the
Item Description A-A-52475A (Chock, Wheel) or can aircraft.
be locally manufactured. Locally manufactured chocks
can be constructed of wood and should have the fol-
lowing dimensions:

For single axle vehicles, 14 inches long, 3-1/2 inches • With the SPR nozzle crank handle in the closed
high, and with a 5-1/2 inch base. position, check the strainer coupling quick dis-
connect device for positive locking.
For tandem axle vehicles, 20 inches long, 5-1/2
inches high, and with a 7-1/2 inch base. • Prior to pressurizing the hose, be sure the nozzle
is securely locked to the aircraft by attempting
e. Fuel, oil, and water servicing vehicles need not be to remove the nozzle with the nozzle crank
grounded. However, they must be chocked when the handle in the open position. Any nozzle that
driver’s seat is vacated. can be disconnected from the SPR with the
nozzle crank handle in the open position is de-
4.2 AIRCRAFT REFUELING. fective and must be removed from service im-
mediately. On aircraft with Refueling Teams,
Fire and explosion hazards are always present during aircraft the team member connecting the refueling re-
fuel servicing operations. Use of vehicle and equipment op- ceptacle will be responsible for testing the
erational checklists is mandatory. strainer quick disconnect locking device for
positive engagement and assuring the refueling
NOTE nozzle is securely locked.

• Refer to Table 3-1 for all fire protection equip- e. For single point servicing, the fuel servicing supervi-
ment requirements. sor will ensure the SPR nozzle is properly connected
to the aircraft-refueling receptacle. For C-5 aircraft, the
• Do not position vehicles with the front of the refueling equipment operator may perform these op-
vehicle facing toward any portion of the air- erations, to include monitoring the single point
craft except for ARFF vehicles located in their nozzle(s) during the fuel servicing, with installation
designated standby position. A clear path shall commander approval. The 45-degree D-1 nozzle is ac-
be maintained at all times to permit rapid ceptable for most SPR fuel servicing operations, espe-
evacuation of servicing vehicles and personnel cially for fuselage servicing. The straight throat D-2
in the event of an emergency. Do not park in nozzle is only for underwing fuel servicing applica-
the front or rear of ARFF standby vehicles. tions and must not be used otherwise unless deemed
mission essential. Mission essential determination shall
a. Ensure required fire protection is in place. be documented on the control log in the fuels auto-
mated system by the on-duty fuels controller. Inappro-
b. Unless specifically exempted elsewhere in this TO, priate utilization of the single point nozzles can and
personnel not required to service the aircraft shall leave has caused undue stress damage to aircraft single point
the fuel servicing safety zone. The APU/GTC will not receptacles, fuel spills, broken nozzles and compo-
be used during fueling operations on aircraft not spe- nents, and other safety related problems. The C-135
cifically listed in Paragraph 4.5. and F-15 series aircraft have angled SPRs, so they can
be refueled/defueled with either the D-1 or D-2 nozzles.
c. Except when the equipment uses Power Takeoff (PTO) However, the straight throat D-2 nozzle is preferred
to drive the pump (HSV and HHT are exempt), turn for under-wing fuel servicing to minimize possible
off the ignition switch after the servicing vehicle or stress damage to the aircraft SPR adapter. The D-3
equipment is parked, brakes set, and before wheels are
chocked. The fuel servicing operator is now prepared
to assist in the aircraft fuel servicing operation.

4-2
 TO 00-25-172

nozzles can be used on any SPR on any aircraft. Refer checklists or operating procedures stipulate the aircraft
to Table 4-1 for a complete list of approved/authorized refueling supervisor/SPR monitor will hold the dead-
single point refueling nozzles. man control valve.

NOTE l. When refueling by hydrant system, the fuels operator

will hold the remote control switch or magnet switch
Crew ladders that do not present an interference lanyard throughout the refueling operation.
problem or would not cause damage to the aircraft
in case of strut deflation may remain installed on m. When aircraft fuel servicing is complete, a servicing
the aircraft during normal refueling. crewmember shall close and disconnect the SPR
nozzle.
f. Workstands, ladders, and any other equipment, not re-
quired for servicing, shall be kept clear of the aircraft. n. A servicing crewmember will assist the fuels equip-
ment operator in reeling and stowing the hose on the
g. Connections for any auxiliary equipment such as inter- vehicle or equipment and/or disconnect and stow the
coms, auxiliary power unit, and portable refueling pan- hydrant hose.
els shall be completed before starting the fuel transfer
operation. Do not disconnect this equipment while fuel
servicing is in progress.

h. The electrical power cables shall be of sufficient length Grounding/Bonding clamps/plugs shall not be al-
to permit parking of the power unit outside the FSSZ. lowed to drag across the ramp. Clamps/plugs shall
be carried to reels on equipment.

o. The fuels equipment operator will disconnect and re-

move the bonding cables.
During fuel servicing, fuel vapors are forced out
of the vents by the incoming fuel. An explosive p. Use of the Hammonds Model HT-800-1L and 4T-4A
vapor-air mixture normally exists in the vicinity of injectors (and associated carts) are authorized for add-
the aircraft fuel vent. Special care must be taken ing Fuel System Icing Inhibitors (FSII) and other fuel
that no active ignition source is in, or enters into, additives to aircraft during routine fueling operations.
this area.
q. Kamlock connectors must be secured with wire ties or
plastic ties. Do not use adhesive tape, as fuel might
dissolve the adhesive.

The fuel added during servicing may cause the r. Some aircraft use their fuel as a coolant, so the aircraft
aircraft to settle. fuel temperatures can be well over 100 °F. Exercise
caution when refueling or defueling these aircraft.
i. Service the aircraft as directed in MDS specific tech- Avoid the areas near the fuel vent outlets and be pre-
nical orders. pared to shield personnel from fuel spills and sprays. It
is highly recommended that no fuel servicing opera-
j. The fuel servicing operator will closely monitor the tions take place with fuel temperatures exceeding 130
control panel meters and gauge system on vehicles and °F; higher fuel temperatures can damage fuel servicing
hose carts during the fueling operation and be prepared equipment.
to 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 unit

operator will hold the deadman control, unless aircraft

4-3
4-4
Table 4-1. Approved/Authorized Single Point Refueling (SPR) Nozzles, Vacuum Breaks, and Dry Break Couplers

Hot Refuel- Concurrent Ser- Swivel 45 Deg Straight

NSN Manufacturer Type Part No. Note CSO
ing vicing Feature Throat Throat
TO 00-25-172

4930-00-544-3713 CARTER D-1 6902 1 X X NO X

4930-00-310-4858 CARTER D-1 61429AGH 2, 3 X X X YES X
4930-01-385-8946 CARTER D-1 64349H X X X YES X
4930-00-310-4858 THIEM/WHIT- D-1 F1116ES X X X YES X
TAKER
4930-01-484-5919 CARTER D-1 64201H X X YES X
4930-01-318-1479 CARTER D-2 61429AGJ/ 2 X X X YES X
64349J
CARTER D-2 64201J X X YES X
4930-01-385-8924 CARTER D-2 64349J X X X YES X
4930-01-250-7482 THIEM/WHIT- D-2 F116KN X X X NO X
TAKER
4930-01-032-0236 CARTER D-2 60427WX X X X NO X
NOT ASSIGNED THIEM/WHIT- D-2 F1116ER X X X YES X
TAKER
4930-00-117-4726 WIGGINS CCR CCN101/14 X
4930-01-363-6449 CARTER CCR 64017 X
4930-01-040-7618 THIEM/WHIT- Bottom F211C 4

TAKER Loading
NOT ASSIGNED CARTER Bottom 614458L 4

Loading
4820-01-013-4272 AEROQUIP VAC BRK AE98706E 5 X X X
4820-01-345-0629 CARTER VAC 44595 5 X X X
BRK
4820-01-059-9417 CARTER VAC 41599 6 X X X
BRK
4730-01-366-9406 CARTER Dry Break 61154 7 X X X
SEE NOTE AEROQUIP Dry Break AE985() 8 X X X
4930-01-534-0950 JC CARTER D-3 47566 Inlet X X X YES X X
4930-01-544-1945 JC CARTER D-3 64201N X X X YES X X
NOT ASSIGNED THIEM/WHIT- Dry Break F596() 9 X X X
TAKER
JC CARTER Ball Valve 64015 10 X X X
JC CARTER Hose Ex- 64207 10 X X X
tension
4930-01-483-8060 CLA-VAL D-1/2 341GF X X X YES X X
 Table 4-1. Approved/Authorized Single Point Refueling (SPR) Nozzles, Vacuum Breaks, and Dry Break Couplers - Continued

Hot Refuel- Concurrent Ser- Swivel 45 Deg Straight

NSN Manufacturer Type Part No. Note CSO
ing vicing Feature Throat Throat
CLA-VAL 342GF X X X X
CLA-VAL 344GF X X X
CLA-VAL Dry Break C-BV- X X X
65/3F
CLA-VAL Dry Break C-GE-65F X X X
4930-01-544-1949 JC CARTER D-3 64349N X X X
NOT ASSIGNED CLA-VAL D-3 341GF X X X
(205195-
01K)

1
Restricted from hot refueling unless retrofitted with crank handle PN 210089 (ZA-12 Alloy) (NSN 5340-01-344-5505).
2
All parts on the Carter 61429AGH, AHL, and AGJ are interchangeable.
3
The Carter 61429AGH and 61429AHL are the same except the 61429AHL has short handles. No new 61429AHL nozzles will be procured for USAF use.
4
Used on bottom loading fillstands. Can be utilized as hydrant to hose cart adapter on hydrant systems equipped with 2 1/2-inch bayonet adapters.
5
Limited to Carter PN 6902 SPR nozzle (AN fitting).
6
All other approved SPR nozzles (NPT fitting).
7
Couplers with 40 mesh screen strainers are capable of defueling at rates in excess of 400 gallons per minute without damage to the screen and therefore the
screen need not be removed for defueling.
8
PN AE985-17U, NSN 4730-01-015-9209, (3 inch female coupler half); PN AE985-17V, NSN 4730-01-034-5391, (4 inch female coupler half); and PN
AE985-16U, NSN 4730-01-015-9208, (3 or 4 inch male coupler half) requires the use of a 100 mesh screen strainer, NSN 4730-00-432-1223, which will
collapse when defueling in excess of 200 gallons per minute, therefore the screen must be removed during high flow rate defuels to avoid damage to the
screen.
9
Available in 2, 2 1/2 and 3 inch sizes.
10
Not authorized for use on USAF R-11 or R-12 Refuelers.

4-5
TO 00-25-172
TO 00-25-172

4.3 MULTIPLE SOURCE REFUELING. refueling 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,
Normally, only one refueling truck at a time is used to ser- VC-25, DC-8, DC-10, KC-10, MD-11, and L-1011 aircraft.
vice Air Force aircraft. However, there are situations when However, for C-5, C-18/B-707, and L-1011 aircraft, multiple
multitruck or truck and hydrant servicing are concurrently sources, with the exception of R-11 fuel tank trucks, cannot
accomplished. Multiple source refueling is prohibited on be used to simultaneously refuel on the same side or wing of
medical evacuation aircraft when patients are on board or these aircraft. Multiple source refueling also requires that:
when patients are enplaning or deplaning. Multiple refueling
source restrictions do not apply to a single hydrant truck a. Intercom contact is maintained between the fuel ser-
having two refueling hoses. vicing supervisor and the fuel panel operator(s) at all
times during servicing.
4.3.1 R-11 Fuel Tank Trucks.
b. The applicable aircraft -2 technical orders contain spe-
cific instructions and checklists for accomplishing mul-
tiple truck or simultaneous truck and hydrant refueling
procedures.
• Multiple fuel source servicing adds an addi-
tional risk due to the increased complexity of 4.3.2 Multiple Refueling Trucks Locations. When mul-
the operation and additional personnel and tiple refueling trucks are located on the same side or wing of
equipment required to perform the function. an aircraft, the vehicles must be positioned at the aircraft
prior to initiating any fuel flow and remain positioned and
• Refueling operators must continuously monitor bonded until fuel flow is terminated on all trucks on that side
refueling flow meters for correct indication of of the aircraft.
fuel flow. If back flow is detected, immediately
stop all refueling operations. In addition, if us- 4.3.3 Multiple Source Refueling Authorization. Multiple
ing 1st or 2nd generation Kovatch R-11s, op- source refueling for aircraft not listed above is authorized
erator must monitor the tank wet/dry sensor in- when the refueling sources are capable of preventing fuel
dicator lights on the main control panel. If the from passing from one truck or hydrant through an aircraft
wet (RED) indicator light illuminates during and back onto another truck.
operation, the operator will immediately stop
refuel (releasing deadman). 4.4 AIRCRAFT DEFUELING.
• Refueling operators shall ensure the Defuel
Override Control Valve is in the off position
and locked (Oshkosh R-11) and the Red Pro-
tective Cover is closed (1st and 2nd generation
Kovatch R-11) prior to starting any fuel opera- Do not exceed a defueling rate of 175 GPM when
tions. Failure to do so could result in a fuel using an R-11 fuel truck. Defuel flow rates ex-
spill. ceeding 175 GPM may cause fuel to go through
the bypass system and could result in overfilling
the unit.

Defueling is the movement of fuel from an aircraft to any

• When dispensing fuel from multiple vehicles external, approved container or system. Procedures listed in
and hydrants, ensure that the aircraft refueling Paragraph 4.2 concerning aircraft refueling are applicable to
isolation valve is in the refuel/defuel or closed aircraft defueling, using vehicles/equipment or hydrant fuel-
position. ing systems. The following additional procedures shall be
used when defueling an aircraft:
• For multiple source refueling, assure both
trucks are in same operational mode prior to a. Prior to defueling, maintenance personnel shall drain
commencing fueling operations and ensure ap- all water from aircraft sumps. If contamination is sus-
plicable refueler TO guidelines are strictly pected, retain a fuel sample for visual examination by
followed. fuel servicing personnel.

R-11 fuel tank trucks may be used to multiple source refuel b. Determine the fuel grade by consulting the aircraft
any aircraft with more than one single point refueling recep- AFTO 781 series forms/record. Pay particular atten-
tacle. Other multiple truck or simultaneous truck and hydrant tion to aircraft which have undergone fuel cell mainte-

4-6 Change 2
 TO 00-25-172

nance where leak detection dye could have been used, (1) Defueling an aircraft, which has a fuel leak in the
or for aircraft which normally use a certain grade of system or under emergency conditions resulting
fuel, but which were last serviced with an alternate from damage to the aircraft from fire or impact.
fuel. If in doubt, or if contamination is suspected, re-
quest a fuel test. (2) Defueling under conditions requiring drainage of
fuel into open containers or drums (other than
NOTE draining residual fuel into an approved safety
container or bowser following a defuel operation).
Routine defueling for weight and balance, fuel
load change, or maintenance, does not ordinarily (3) Defueling aircraft at a location where established
require special sampling and testing. safety distance criteria cannot be met.
c. Do not pressurize the vehicle or equipment hoses with 4.5 APU/GTC USE DURING REFUELING AND DE-
the single point nozzle open and the aircraft valve in FUELING.
defueling position.
The aircraft APU/GTC may be used to supply electrical
NOTE power for single point fuel servicing and defueling of Airbus
Defuel suction hose extension (Pigtail) does not A300/310, E-4B/B-747, B-777, VC-25A, E-3, E-6A, C-130,
require bonding. C-141, 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-
d. During defueling with the Condiesel (1981) R-9, Ko-
11, MD-81/82/83/88/90, KC-135R/T, E-8C, X-32, X-35,
vatch R-9, and Oshkosh R-11 fuel servicing vehicles
V-22, C-135C (Serial No. 61-2669), B-1B (Left APU only),
verify that the high level shutoff is operational. The
B-2 (Right APU only), C-17, C-38, and AH-64 aircraft, and
Kovatch R-11 has an electronic high level shutoff and
contractor commercial aircraft when this procedure is ap-
does not require pretest. For all other units ensure an
proved in the carrier’s manual. The APU/GTC will not be
individual is on top of the unit to observe fuel level
used during fueling operations on aircraft not specifically
and signal the pump operator when the unit is full.
listed above. The following precautions apply during this
operation:
e. The electrical power cables shall be of sufficient length
to permit parking of the power unit at least 50 feet
a. If the aircraft is not equipped with an integral APU fire
away from fuel servicing vehicles and equipment, and
fighting system, one individual shall remain outside the
outside of the fuel servicing safety zone and preferably
aircraft within 20 feet of the APU/GTC compartment
upwind.
exhaust 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
Fuel being drained from aircraft sumps into con-
APU controls can be either in the cockpit or on an
tainers or bowsers should not be allowed to free-
APU ground control panel. A person is not needed in
fall.
the cockpit if the APU:
f. Fuel that cannot be evacuated by normal truck or hy-
(1) Has automatic shutdown capability for an over-
drant defueling operations may be drained into a rub-
heat or fire condition.
ber pail (NSN 7240-01-150-0716 only), clean metal
container or bowser. Mark the container with the grade
of the product being collected and restrict to this use (2) Has an on-board fire extinguishing system.
only. Bond metal container or bowser to aircraft during
draining operations. (3) Has an audible fire alarm that can be heard out-
side the aircraft.
g. All fuel drained from aircraft sumps shall be recovered
by aircraft maintenance, sampled and visual analysis (4) Ground control panel has the capability to manu-
performed by qualified fuels personnel. Recovery will ally shut down the APU and discharge the fire
be in accordance with TO 42B-1-23 procedures. extinguishing system. For B-1B aircraft, the APU/
panel operator shall be positioned to ensure im-
h. An ARFF vehicle must be on the scene when any of mediate access to the APU controls and fire fight-
the following conditions exist: ing agent discharge switch.

4-7
TO 00-25-172

c. Cockpit personnel, CSS or fuel servicing supervisor, Procedures established in TO 37A2-2-4-1CL-1, Appendix B,
and the servicing crew at the SPR panel shall be in or 36A12-13-31-1CL-1 shall be followed.
constant voice contact to ensure shutdown of the APU/
GTC in case of an emergency and to ensure discharge 4.8 SERVICING IN AIRCRAFT ALERT, HARDENED/
of the fire-extinguishing agent in case of an APU/GTC PROTECTIVE AIRCRAFT SHELTERS (HAS/PAS), OR
fire. FLOW THROUGH REVETMENTS (FTRS).

d. Except for C-5 and C-17 aircraft, fuel servicing sources

will not be located within 50 feet of any operating
APU/GTC.
For emergency situations, immediately accomplish
e. The APU/GTC must be started and running in a stable the following. Cease all operations. Notify the fire
condition prior to pressurizing the refueling hose or department. Use available fire extinguishers when
pantograph. needed. Evacuate nonessential personnel from the
area. Open Hardened/Protective Aircraft Shelter
4.6 INITIAL FILLING OPERATIONS OF AIRCRAFT doors.
WITH FOAM FILLED FUEL TANKS.
When servicing in aircraft alert, Hardened/Protective aircraft
Numerous internal flash fires have occurred within aircraft shelters, or FTRs, the following applies:
blue foam filled tanks during refueling. In some cases, there
were no audible sounds or immediate indications that an in- a. Aircraft may utilize CSO procedures as approved by
cident had occurred. These incidents are mainly due to elec- SSEA for simultaneous operations. MDS specific tech-
trostatic ignition of the volatile fuel/air mixture during initial nical order procedures for aircraft reconfiguration, ser-
filling operation. Fuel flowing through reticulated urethane vicing, inspections, and munitions loading/unloading,
foam at high velocities can generate sufficient electrostatic will be followed. Only those activities specifically au-
charge to produce incendiary spark discharges within aircraft thorized in aircraft technical orders will be performed
fuel tanks. A fuel conductivity additive is now added to all in conjunction with aircraft servicing. Servicing opera-
JP-4 and JP-8 fuels to minimize the generation of static tions inside shelters/FTRs present a greater degree of
charges. However, initial filling must still be accomplished risk than the same operations conducted outside on
at a reduced flow rate when fueling new or recently repaired open ramp.
aircraft bladder tanks that are in a vapor-free condition. Re-
fer to the applicable -2 series technical orders for more com- NOTE
plete information.
The adjacent aircraft parking criteria (Paragraph
NOTE 3.8) does not apply to FTR since the revetment
wall minimizes the probability of spreading of fire
The fuel servicing supervisor shall notify the refu- or explosion.
eling operator when reduced fuel flow is required.
b. The fuel servicing safety zone criteria shall be com-
a. Reduced flow rate refueling procedures will be used plied with. Refueling will not start until all nonessen-
when fuel servicing vehicles are the pumping source. tial personnel and equipment have been removed from
When installed hydrant systems are used, only one hy- the area. During servicing operations, restrictions will
drant pump will be activated. These procedures shall be placed on the entry of nonessential personnel or
be followed until the tanks are full or at the level di- equipment into the servicing area. During CSOs pow-
rected by the mission. ered support equipment, i.e., munitions loaders/jam-
mers, may pass underneath aircraft fuel vent outlets
b. These procedures apply to all Air Force owned aircraft but must not stop or be parked under the fuel vent
and any non-Air Force aircraft, meeting the above fuel outlets during fuel servicing portions of CSOs.
cell/tank conditions, being refueled on an Air Force
base. c. A communications system or portable radio must be
available and operational. Refer to Chapter 3 for ser-
4.7 FILLING FUEL SERVICING VEHICLES FROM vicing constraints.
HYDRANT SYSTEMS.
d. The fuel servicing vehicle will be positioned outside
Refueling units are sometimes filled on the flight line. This the shelter and at the maximum hose length from the
is accomplished by positioning a hose cart or hydrant servic- aircraft unless otherwise specified in this technical or-
ing vehicle on an available hydrant outlet and assigning a der. Fire protection equipment requirements shall be
qualified fuel specialist to fill refueling units. The distance available as specified in Table 3-1. Operations will
criteria established for aircraft refueling in Table 3-2 apply.

4-8
 TO 00-25-172

cease during any fuel spill and will not resume until j. Aircrew members may remain in shelters/FTRs during
the spill has been removed or neutralized and the area CSOs.
has been determined safe.
4.9 UNIQUE REQUIREMENTS WHEN SERVICING
e. All powered vehicles or equipment not involved in the IN HARDENED/PROTECTIVE AIRCRAFT SHELTERS
servicing operation shall be shut down and parked in (HAS/PAS).
an area that will not obstruct the operation. When
powered support equipment is required for the fuel a. If a HAS/PAS does not meet HQ USAF approved
servicing operations, the equipment should be posi- electrical standards of the National Electrical Code for
tioned outside the shelter when possible. If the equip- Class I, Division 2 (Zone 2) hazardous locations, the
ment cannot be positioned outside, it may be positioned following conditions/restrictions apply:
inside, however, all aircraft entry doors must remain
open. (1) The electrical power and wall/underling lights
may be energized (left on) in second and third
f. Electrical systems shall be Class I Division 1 (Zone 1) generation HAS/PAS when aircraft are placed on
below the floor and Class I Division 2 (Zone 2) above shelter centerline in either a nose-in or nose-out
the floor to height of the highest door or roof which configuration. Electrical circuitry and switches
ever is lower. In the case of existing shelters and FTRs shall be placed in their required operational posi-
that do not meet these criteria, required shelter/FTR tions and no changes made during fuel servicing
electrical systems must be activated prior to refuel/de- operations.
fuel operations and left unchanged. Ceiling lights may
be on, but all other nonessential electrical systems must (2) For first and modified first generation HAS/PAS
be off. Electrical convenience outlets (wall socket with aircraft placed on shelter centerline in either
plugs) will not be used during fuel servicing opera- a nose-in or nose-out configuration, all electrical
tions. power that can reasonably be de-energized as de-
fined by MAJCOM operating procedures shall be
g. The fueling supervisor shall be prepared for immediate turned off. Wall/under-wing lights may be ener-
removal of the refueling equipment where rapid evacu- gized (left on) if the MAJCOM is willing to ac-
ation and/or alert reaction may be required. cept the increase in risk by having aircraft fuel
vent outlets in close proximity to the non-hazard-
ous area electrical distribution system and poten-
tial ignition source. Positioning of electrical cir-
cuits and switches shall not be changed during
Refueler vehicle engine should not be operated fuel servicing operations.
more than 20 minutes when aircraft entry doors
are closed. When aircraft entry doors are closed, (3) In second or third generation HAS/PAS, the
the shelter aircraft can be refueled inside a com- placement of aircraft off centerline to support
pletely closed shelter. Crew members conducting double-stuff conditions increases the level of risk
in-shelter refueling with shelter doors completely for fuel servicing operations to the approximate
closed should be limited to four per duty day and equivalency of operations in a first or modified
should have at least a sixty minute period of low first generation HAS/PAS and would require the
or no fuel vapor exposure between refueling air- same restrictions.
craft in a closed shelter.
b. Fuel servicing vehicles may be positioned inside or
h. Shelter doors will remain open during fuel servicing. outside of shelters. When positioned inside they will
However, HAS/PAS doors can be closed only when all be backed into the shelter on the right or left side of
of the following apply: the aircraft. Except during nose-in or double-stuff con-
ditions, the nearest part of the fuel servicing vehicle
(1) Exercise/contingency/wartime situation. must not be closer than 3 feet from the shelter wall or
door. (R-11 fuel servicing vehicles are exempt from
(2) Aircraft engines not running (cold refuel opera- the minimum 3 feet clearance requirements for nose-
tion). in, nose-out, and double-stuff conditions.) Whether one
or more aircraft are parked within a HAS/PAS, the
(3) Fuel servicing equipment is inside the shelter. FSSZ must be strictly enforced during servicing opera-
tions.
i. Fuel servicing vehicles will not be backed into shelters
until a chock is placed to stop the vehicle in case of 4.10 FOUR BASIC TYPES OF HAS/PAS ARE
brake failure and a spotter is in position to direct SHOWN IN FIGURE 4-1.
movement.

4-9
TO 00-25-172

Figure 4-1. Hardened/Protective Aircraft Shelter Examples

4-10
 TO 00-25-172

4.11 AIRCRAFT FUEL SERVICING IN TYPE A/F f. All electrical power will be turned “OFF” and secured
37T10/11 HUSH HOUSES (ENCLOSED AIRCRAFT/ to prevent activation during fuel servicing operations
ENGINE NOISE SUPPRESSOR SYSTEMS). in hush houses manufactured by the following compa-
nies and having the following serial numbers:
NOTE
(1) Aero Systems Engineering - Serial Numbers 001
• Aircraft will be fully fuel serviced before being through 023.
placed inside hush houses for engine test runs.

• These procedures are provided ONLY to be (2) Industrial Acoustics Corporation - Serial Numbers
used on an exception basis, i.e., only after a 201 through 207.
fully fuel serviced aircraft has undergone en-
gine test runs and was not able to be completed (3) Cullum Detuners Limited - Serial Numbers 301
because of fuel depletion. These procedures are through 313.
provided only for the purpose of alleviating the
necessity to tow an aircraft 50 feet outside a g. The following hush houses were designed and installed
hush house to accomplish fuel servicing before with all electrical conduit and equipment in the interior
continuing the engine test runs. These proce- of the hush house test bay and equipment room to meet
dures are NEVER to be used just for conve- the requirements of the National Electrical Code for
nience’s sake. Class I, Division 1 (Zone 1) hazardous locations up to
a height of 4 feet and Class I, Division 2 (Zone 2)
• Fuel servicing vehicles may be positioned out- hazardous locations from 4 feet up to a height of 12
side or inside of hush houses for fuel servicing feet. Electrical power does not need to be turned “OFF”
operations. R-9 and R-11 fuel servicing ve- during fuel servicing operations in these following
hicles shall only be backed into hush houses hush houses, if being maintained according to the de-
using a spotter and a pre-positioned chock. sign specifications as listed above when manufactured
Place the fuel servicing vehicle parallel to the by the following companies and having the following
aircraft fuselage at approximately the one to serial numbers:
two o’clock or the ten to eleven o’clock posi-
tion from the aircraft’s cockpit (depending upon (1) Environmental Elements Corporation - Serial
the location of the aircraft refueling receptacle). Numbers 101 through 199 and 501 and 502.

In the event fuel servicing of an aircraft is required while (2) Industrial Acoustics Corporation - Serial Numbers
located in a Type A/F 37T10 or 11 Hush House, the follow- 208 through 299.
ing procedures will apply:
4.12 FUEL SERVICING EXPLOSIVES-LOADED
a. All other operations in hush house will cease during AIRCRAFT.
the fuel servicing operation.
An aircraft is considered “explosives-loaded” when muni-
b. All powered vehicles or equipment not involved in the tions or explosives are carried either internally or externally
servicing operation shall be shut down and parked in (including nuclear weapons). The term does not include ex-
an area that will not obstruct the operation. When plosive components of aircrew escape systems or pyrotech-
powered support equipment is required for the fuel nics installed in survival and rescue kits and other compo-
servicing operations, the equipment should be posi- nents identified in TO 11A-1-33.
tioned outside the shelter when possible. If the equip-
ment cannot be positioned outside, it may be positioned a. During initial generation an aircraft should normally
inside. All support equipment normally used in hush be refueled before being loaded with either nuclear or
house can remain in place provided electrical power is nonnuclear munitions to reduce the severity of a mis-
turned “OFF” and secured. hap.

c. All personnel doors located on control room side of b. Fighter or bomber explosives-loaded aircraft returning
hush house will be closed. All other doors will be from a mission may be refueled at locations meeting
“FULLY OPEN” during fuel servicing operations. acceptable quantity-distance (Q-D) criteria when the
munitions aboard are SAFED according to the specific
d. All floor drains will be unobstructed. aircraft -33-1-2 munitions loading manual. This also
applies to cargo aircraft with explosive countermea-
e. Standby water flushing hoses will be readily available sures systems (chaff and flare dispensers).
and maintained in good serviceable condition.

4-11
TO 00-25-172

c. Cargo aircraft loaded with transportation-configured b. The facility has a ventilation system capable of remov-
explosives may be refueled at aircraft explosives cargo ing accumulations of fuel vapors during normal servic-
parking areas, commonly called hot cargo pads. ing. Personnel must not be exposed to fuel vapors be-
yond maximum exposure limits. (There are no
d. Fighter or bomber nonnuclear explosives-loaded air- established ventilation requirements from a fuel vapor
craft may be hot refueled when authorized in Table 6-1 ignition standpoint.) Individual suction devices located
and the munitions aboard are SAFED according to the at the aircraft fuel vent outlets are desired, but are not
specific aircraft -33-1-2 munitions loading manual. required.

4.13 FUEL SYSTEM MAINTENANCE FACILITIES. c. The facility must have a drainage system capable of
handling and removing a fuel spill of at least 300 gal-
Aircraft fuel servicing is permitted in fuel system mainte- lons.
nance facilities (fuel cell) complying with the facility re-
quirements of TO 1-1-3. During fuel servicing, the facility d. The facility must have an installed automatic foamwa-
must have a forced air ventilation system in operation, use a ter fire suppression system.
means of collecting fuel vapors from the aircraft vent out-
lets, or must have its doors open to provide adequate venti- e. The facility electrical provisions must be designed for
lation. Class I, Division 1 (Zone 1), hazardous locations be-
low floor/grade level.
4.14 FUEL SERVICING IN HANGARS AND OTHER
FACILITIES. f. Electrical equipment in the aircraft servicing area above
the floor up to the height of the highest hangar door
NOTE must satisfy NEC criteria for Class I, Division 2 loca-
tions.
Aircraft can undergo fuel servicing in sun shades
and sun shelters (e.g., Big Top, Agate, etc.) if the g. A separate tabletop SSEA is required for servicing with
shades/shelters have no electrical provisions/ low flash point fuels (JP-4, JET B, AVGAS, and MO-
equipment. If the shades/shelters have electrical GAS). As a minimum, Class I, Division 2 (Zone 2),
provisions/equipment, they must meet National electrical provisions will be required from the floor/
Electrical Code (NEC) Class I, Division 2 require- grade level up to the facility ceiling lights.
ments or be completely de-energized prior to fuel
servicing. (Centralized Aircraft Support Equip- h. Other aircraft cannot be inside the facility at the same
ment may remain energized, but electrical switches time. Support equipment will not be powered unless it
must not be operated.) A separate SSEA is not is essential for the fuel servicing operation. Nonessen-
required for sun shades and sun shelters. tial personnel will be removed from the facility.
AFOSH STD 91-38, Hydrocarbon Fuels - states: “Aircraft i. The fuel source (e.g., truck, hose cart) can be inside
will not be fueled or defueled inside any hangar other than the facility but must use a deadman control unit. The
those facilities approved through a System Safety Engineer- aircraft fuel vent outlets must be continuously visually
ing Analysis (SSEA) conducted according to the instructions monitored during fuel servicing.
in TO 00-25-172.” Shelters, FTRs and hush houses are ad-
dressed separately in this TO. A “universal SSEA” conducted
j. There are no additional restrictions for munitions-
by AFMC/SES in August 1996 determined that aircraft fuel
loaded aircraft.
servicing operations can be conducted in hangars and similar
facilities where aircraft engines are started inside and the
aircraft taxies out flight ready as long as the facilities have NOTE
the following provisions in good working order: If a facility does not meet all of the above require-
ments, fuel servicing cannot be conducted unless a
a. The facility is separated from other maintenance facili- separate SSEA is accomplished for that facility.
ties as a separate building, or has masonry separating Table 4-2 lists specific hangars and other facilities
walls of not less than one hour of fire resistive con- that have been approved for aircraft fuel servicing
struction and automatic opening protection of not less via individual SSEAs.
than 45 minutes.

Table 4-2. Specifically Approved Hangars and Other Facilities

Location Facility Date

Whiteman AFB, MO B-2 Maint Docks July 1988

4-12
 TO 00-25-172

Table 4-2. Specifically Approved Hangars and Other Facilities - Continued

Location Facility Date

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

4.15 OXYGEN SERVICING. tions in accordance with TO 42B5-1-2. Oxygen servic-

ing equipment shall be kept clean and free of moisture,
The Air Force uses several grades of oxygen, based on its oil, and grease at all times. Use only approved anti-
purity, moisture content and whether or not it is in liquid or seize tape for oxygen servicing fittings because of the
gaseous forms. Type II oxygen is supplied for aircrew use. temperatures, pressures, and fire hazards involved. Do
Quality control procedures are outlined in TO 42B6-1-1. not park oxygen carts in areas that are sodded, grassy,
or asphalt covered. (Exception: LOX carts may be
a. Gaseous oxygen (O2) is a colorless, odorless, tasteless temporarily parked on asphalt, provided that drip pans,
gas, slightly heavier than air. It is not flammable; how- used exclusively for LOX servicing, are placed under
ever, it will support the rapid combustion of most ma- the overflow vent of the cart.) Do not park LOX carts
terials. It reacts violently with petroleum products such containing LOX in hangars, nose docks, or other build-
as jet fuel and lubricants if an energy source such as a ings unless specifically designed or modified and set
fire or spark from static electricity is present. When up for the storage and/or maintenance of such equip-
oxygen combines with fuels such as hydrazine there ment. The following distance criteria for the parking or
may be a hypergolic reaction (no heat necessary, and storing of LOX carts containing LOX and oxygen
will spontaneously ignite). Gaseous oxygen must there- bottle carts containing gaseous oxygen applies:
fore be considered dangerous.
(1) 25 feet from any structures having fire resistant
b. Liquid oxygen (LOX) is a pale blue liquid, which ex- or non-combustible exterior walls or with auto-
ists in the liquid state only at an extremely low tem- matic fire extinguishing systems.
perature (-182.5 °C or -297 °F). It is not flammable;
however, it will support the rapid combustion of most (2) 50 feet from any combustible structure or sources
materials. If an energy source is present, it reacts vio- of ignition, such as heavy traffic areas, areas
lently with petroleum products such as jet fuel and where equipment is in operation and smoking ar-
lubricants. Liquid oxygen must therefore be consid- eas.
ered dangerous.
(3) 25 feet from parked aircraft and 25 feet from
c. Gaseous oxygen carts having cylinders installed on FSSZs.
them will be considered in storage when cart is parked
and not in use, and shall fall under the same require- (4) Post liquid oxygen servicing safety zone, Para-
ments as stated in TO 42B5-1-2. If stored in the open, graph 1.2.30, with cones or oxygen servicing in
they must be protected from extreme weather condi- progress signs.

4-13
TO 00-25-172

containing these hydrocarbon products. Oxygen

servicing connectors must be examined prior to
servicing and any traces of petroleum products
Grounding/Bonding clamps/plugs shall not be al- removed prior to servicing operations.
lowed to drag across the ramp. Clamps/plugs shall
be carried to reels on equipment. (3) Only qualified personnel shall operate oxygen
equipment or service aircraft systems.
NOTE
(4) The mobile servicing unit or bottles used to ser-
LOX carts shall be parked with the vent valve vice aircraft or components shall be carefully po-
open and transported with the vent valve closed. sitioned and shall not be left unattended after
LOX and gaseous oxygen carts need not be hook-up.
grounded.
(5) Do not service/purge aircraft with oxygen within
d. The following general guidance applies to both gas- 50 feet of taxiing aircraft (measured from the
eous and liquid oxygen servicing. Specific information wing tip or closest point of taxiing aircraft to the
concerning gaseous and liquid oxygen servicing is ad- pressurized oxygen servicing equipment). Aircraft
dressed in the following paragraphs. parked adjacent to an aircraft being oxygen ser-
viced shall not have engine runs performed un-
less the closest point of the adjacent aircraft is
more than 50 feet from the pressurized oxygen
servicing equipment.
Do not allow oxygen to contact petroleum prod-
ucts as fire/explosion may result. (6) Aircraft oxygen systems (both gaseous and liq-
uid) shall be emptied/drained prior to entering a
(1) Those persons not directly involved in oxygen major maintenance cycle at either an Air Logis-
servicing operations shall stay outside the 20-foot tics Center, Contract Repair Facility, or Contract/
radius of the liquid oxygen servicing safety zone. Depot Field Team location.
Cellular phones and hand-held radios or any
transmitting devices will not be used and will be (7) Only night vision goggles and intrinsically safe
turned off within 50 feet of the servicing area. devices can be operated within 10 feet of the
Servicing personnel will ensure that their hands, oxygen servicing area. Certain non-intrinsically
feet, clothing, etc., are clean and free of petro- safe devices, such as Laptop computers (includ-
leum base products. In addition, servicing person- ing wireless versions), portable digital assistants,
nel shall wear Personal Protective Equipment stray voltage detection devices, flashlights (six
(PPE) required for either gaseous or liquid oxy- volts or less) and cameras (including digital cam-
gen servicing. eras), and Pelican 9450 Remote Area Lighting
Systems can be operated within 25 feet of the
(2) Do not commence oxygen servicing if aircraft oxygen servicing operation. Camcorders may also
electrical systems are energized (except those re- be used inside of this 25 foot area, as long as the
quired for servicing). In addition, do not perform cathode ray viewfinder (eyepiece) is de-energized.
oxygen servicing concurrent with fuel, oil, water- However, neither battery changes nor charging
alcohol, hydraulic fluid, environmental fluid or operations are allowed within this area.
hydrazine servicing or maintenance on systems

4-14
 TO 00-25-172

(8) Ground and bond oxygen servicing equipment craft. Gradually increase the delivery pressure until the
according to TO 15X-1-1. gauge on the low side of the unit regulator indicates
425 psig. After the flow to the aircraft system has
4.16 GASEOUS OXYGEN SERVICING. stopped, the gauge on the cart should indicate pressure
of the aircraft system. A final check should then be
made by checking the gauge at the oxygen regulator in
the aircraft.

• Do not direct gaseous oxygen toward body or b. Eye protection (safety goggles, safety glasses with side
clothing. Serious injury or death may result shields, or face shield) shall be worn by personnel per-
from the high energy of compressed gas and/or forming oxygen servicing at aircraft connection point.
fire because of the rapid burning or explosive
tendencies of organic materials in the presence c. Gaseous oxygen servicing hose does not sufficiently
of pure oxygen. provide a stable ground. Statically ground the Gaseous
Oxygen Servicing Cart to a common ground before
• When servicing low-pressure oxygen systems, connecting servicing hose.
the maximum pressure regulator valve setting
shall be 475 psig. A relief valve preset at 475 d. Personnel shall observe aircraft oxygen gauges at all
psig shall be installed on the low-pressure side times during servicing operations to prevent overfilling
of all oxygen service carts. Carts not so of tanks.
equipped shall not be used.
NOTE
• Make sure oxygen servicing components are
completely free of petroleum-based products, If the aircraft oxygen system gauges can be ob-
such as greases or solvents. served to prevent overfilling while stationed at the
oxygen-servicing unit, such as T-37 aircraft, one
• To avoid heating by sudden compression, open person can accomplish the servicing.
and close all high-pressure oxygen valves
slowly. If two valves are to be opened, open e. Personnel shall be stationed at the oxygen servicing
the down-stream valve first. Valves may be unit at all times during servicing operations to shut off
closed in any order. unit valves immediately upon receiving a command
from the personnel watching the aircraft system gauges.
NOTE
When utilizing multi-bottle oxygen servicing carts, 4.17 LIQUID OXYGEN SERVICING.
use only one bottle at a time. Opening more than
one bottle at a time could equalize all bottles Liquid oxygen servicing refers to a LOX bottle exchange on
opened. the aircraft or a LOX cart servicing operation. For LOX
bottle exchange operations, the operator is only required to
a. The oxygen-servicing units are equipped with two wear eye protection (goggles or face shield). LOX cart ser-
pressure gauges. One gauge indicates pressure of the vicing is not allowed during the fuel servicing portion of a
servicing cylinders and the other gauge indicates the CSO. For servicing with a LOX cart, the following proce-
pressure of the oxygen being transferred into the air- dures apply:

4-15
TO 00-25-172

but all sizes must meet the criteria of the fed-

eral specification and military specification
identified above.
• Do not allow LOX to contact petroleum prod-
ucts as fire or explosion may result. • A BDU cap is recommended as head covering
when LOX servicing connections are above eye
• LOX will freeze and seriously damage human level since it would afford more protection than
skin tissue upon contact. the adjustable style cap with open back, typi-
cally worn as organizational head covering.
• If LOX spills on asphalt or concrete expansion Mesh caps are not authorized.
joint sealant, stop servicing or other operations
within a 20-foot radius of spilled area. Do not • The wool glove insert and cotton knit cloth
walk or roll equipment over area of spill for at work gloves used as inserts can be used inter-
least 30 minutes (minimum) and until all frost changeably with either welder’s gauntlet cuff
and fog appearance has disappeared. leather gloves or leather gloves specified above.

• A leather boot approximately 8 inches in height

NOTE
with close fitting top and rubber sole and heel
Do not attempt to rewarm parts of the body that is recommended, since LOX spills normally
have been frozen by contact with liquid oxygen. subject one’s foot area to a freeze burn expo-
Prevent further injury to the frozen area. Transport sure hazard. This type footwear when equipped
immediately to the emergency room of the nearest with a hard protective toe area is generally
medical facility. classified as a safety shoe or boot.

a. Fire Protection. Ensure a serviceable 150-pound c. LOX servicing hose does not sufficiently provide a
wheeled Halon 1211 fire extinguisher or equivalent is stable ground. Statically ground the LOX Servicing
placed within 50 feet of the LOX servicing operation. Cart to a common ground before connecting servicing
hose.

When servicing LOX in an exercise or training

environment, chemical warfare defense ensembles Drip pans shall be kept clean and not be utilized
and other chemical warfare suits, including chemi- for any purpose other than LOX servicing. Any
cal warfare masks, will not be worn, even under- residual LOX in drip pan should be allowed to
neath other coverings; they must be removed prior boil off and not be poured off.
to LOX flow and not be donned until the lines are
disconnected. d. Service area shall be well ventilated, free of oil, grease,
and fuel vapors.
b. Protective Clothing and Equipment. When transferring
LOX, personnel shall wear headcovering, face shield e. A drip pan shall be placed under oxygen overflow vents
(NSN 4240-00-542-2048) or locally purchased hard hat to prevent contact of the LOX with oil or grease, which
face shield combination, gloves, leather, welder’s may be on the ramp.
gauntlet cuff (A-A-50022B) (NSN 8415-00-268-7860)
medium with gloves, cloth, work, cotton knit (A-A- f. Should a control valve become clogged with ice, thaw
55213) (NSN 8415-00-964-4760) medium as an insert; with water.
or gloves, leather (NSN 8415-00-268-7871) with glove
inserts, wool (NSN 8415-00-682-6673) or equivalent; g. LOX servicing equipment should be purged to make
apron (NSN 8415-00-082-6108), coveralls, cotton sure no moisture is introduced into a liquid oxygen
white, cuffless trousers, long sleeve shirt, jacket, (Op- system and there is no moisture in or on filler fittings,
tional) and shoes which fit closely around the top, with nozzles, or valves where it may enter the aircraft sys-
rubber soles and heels. All items shall be clean and tem during servicing operations. When servicing sev-
free of grease, oil, and fuel. eral aircraft, one immediately after the other, the LOX
servicing equipment need only be purged prior to first
NOTE servicing operation.
• The above NSN data is for gloves sized “me-
dium”. Other sizes may be ordered as required,

4-16 Change 1
 TO 00-25-172

h. Before filling the aircraft system, insure that the pres- erations until the LOX servicing is completed and the
sure relief valve on the LOX supply tank is operating LOX cart removed. Follow procedures outlined in
properly. Paragraph 4.17.

i. A steady drip from the servicing nozzle aircraft filler c. LOX cart servicing of an aircraft is not allowed during
valve connection that can be contained in a drip pan is the fuel servicing portion of a CSO.
acceptable. The drip can sometimes be eliminated by
holding the hose, thereby removing the downward ten- d. No electrical switches will be operated.
sion from the connections.
e. No other operations or maintenance will take place in
NOTE the shelter/FTR.
Present aircraft liquid oxygen servicing connec- f. The aircraft will be safed for CSO/maintenance.
tions cannot be made absolutely leak tight because
of basic design deficiencies. Valves should not be
g. No floor drains, traps, or other below floor areas will
discarded solely because of leaking connections.
be within 20 feet of the LOX servicing operation. If
Perform a leak check on the female filler valve in
drain channel is clean, underfloor weapons storage
accordance with TO 37C2-4-6-13 or TO 37C2-4-
vault is exempt. MAJCOM may exempt F-15 first gen-
6-21 as appropriate.
eration shelter guide rails as long as the rail channels
are free of all hydrocarbons and rails are placed down
j. Leaks which result in LOX running down the servic- in stowed position during LOX servicing (except those
ing nozzle or the side of the aircraft or which result in next to main landing gear).
LOX spraying from the connections are dangerous.
Leakage from any component or connection is a po-
h. All puddled or wet hydrocarbons are cleaned from
tentially dangerous situation.
shelter floor.

i. No non-LOX personnel or ignition sources are allowed

within 20 feet of LOX servicing operation. Cellular
phones and hand-held radios or any transmitting de-
Allow the LOX system to stabilize (vent) after vices will not be used and will be turned off within 50
servicing for at least 30 minutes prior to use, feet of the servicing area.
buildup, or reading any gauges. Failure to do so
may cause valve blockage from moisture and lead j. LOX cart will not be stored in shelter/FTR. LOX cart
to system damage or injury to personnel. should be stored outside shelter/FTR in a separate
splinter-protected location.
k. The oxygen-servicing unit shall be disconnected from
tow vehicle and located at the maximum distance from k. Following LOX servicing, LOX cart is removed from
the aircraft permitted by the hose length. Hoses shall shelter then depressurized.
be kept free of kinks and sharp bends at all times.
LOX hoses shall be drained and capped immediately
l. Clean, dedicated LOX drip pans or collection devices
after use.
will be used to catch LOX. Flat floor pans (when used)
should be at least 3 feet x 2 ½ feet x 3 inches.
4.18 LIQUID OXYGEN SERVICING IN AIRCRAFT
SHELTERS/FTR.
m. Aircraft specific LOX servicing procedures are used.
The following applies when servicing LOX in a shelter/FTR:
n. Except for combat, the shelter doors will be positioned
as follows (minimum):
a. A dedicated shelter/FTR may be used to fill converters
removed from aircraft parked elsewhere. Follow pro-
(1) Alert shelters will have at least one aircraft door
cedures outlined in Paragraph 4.17. Do not perform
open.
other operations in the same shelter/FTR.
(2) First generation HAS/PAS. The exhaust door and
b. To service the aircraft themselves in individual shelter/
one aircraft entry door will be fully open.
FTR without converters being removed, stop other op-

4-17
TO 00-25-172

(3) Modified first generation HAS/PAS. The shelter 4.20 GASEOUS NITROGEN SERVICING.
door will be open to the shelter centerline and
exhaust door will be fully open. Nitrogen servicing units are equipped with two pressure
gauges. One gauge indicates pressure of the servicing cylin-
(4) Second/Third generation HAS/PAS. One aircraft ders and the other gauge indicates the pressure of the nitro-
entry door may be fully opened or each aircraft gen being transferred into the aircraft. Gradually increase
entry door may be opened 10 feet (20 feet total). delivery pressure into the aircraft system(s). After the flow to
One exhaust door will be fully open. the aircraft system(s) has stopped, the gauge on the cart
should indicate pressure in the aircraft system(s). A final
4.19 NITROGEN SERVICING. check should then be made by checking the aircraft gauges.

Nitrogen is used in pressure-operated equipment to expel a. If nitrogen gas is used to inflate aircraft tires, Class I
other gases from their cylinders and for purging tubes and (water pumped) nitrogen shall be used. Class II (oil
lines. Quality control procedures are outlined in TO 42B7-3- pumped) nitrogen may cause an oil film to build up on
1-1. the inside of the tire, soaking the rubber. Class II ni-
trogen will not be used for tire servicing. If compressed
a. Gaseous nitrogen (N2) is a colorless, odorless, tasteless air is used later to inflate the tire, a combustible mix-
gas, slightly lighter than air. It is inert and does not ture is produced within the tire by the oil film in con-
react with other substances nor will it support combus- tact with compressed air.
tion.
b. If the aircraft system or component pressure gauge can
b. Liquid nitrogen (LIN) is a colorless, odorless liquid, be observed and the service pressure can be controlled
which exists in the liquid state only at extremely low at the point of service, only one person is required to
temperature (-196 °C or -320.8 °F). service gaseous nitrogen. If this combination does not
exist, two people will be required to service gaseous
c. The following general guidance applies to both gas- nitrogen. Safety goggles, safety glasses with side-
eous and liquid nitrogen servicing. Specific informa- shields, or face shield shall be worn by nitrogen ser-
tion covering gaseous nitrogen servicing is addressed vicing personnel.
in Paragraph 4.20 and liquid nitrogen servicing in
Paragraph 4.21. It is not necessary to ground or bond c. When moving the nitrogen-servicing trailer, all valves
nitrogen servicing carts. except vent valves shall be closed and shall not be
opened until the trailer is in the working area.
(1) Those persons not directly involved in nitrogen
servicing operations should stay outside a 20-foot d. The servicing hose shall never be tightly stretched to
radius of the servicing point. Servicing personnel reach a connection.
shall wear PPE required for either gaseous or liq-
uid nitrogen servicing. Although nitrogen is an e. Nitrogen servicing units or bottles shall be positioned
inert gas, it is advisable that servicing personnel to prevent accidental damage to the aircraft or equip-
keep their hands, feet, clothing, etc., clean and ment.
free of petroleum base products.
f. Nitrogen servicing equipment shall not be left unat-
tended after hook-up.

4.21 LIQUID NITROGEN SERVICING.

• Do not direct gaseous nitrogen toward body or
clothing. Serious injury or death may result Protective clothing, equipment, and servicing procedures.
from the high energy of compressed gas.
a. When transferring LIN, personnel shall wear head cov-
• Nitrogen can dilute and displace oxygen in a ering, face shield (NSN 4240-00-542-2048), gloves,
confined space or pit to a point where life sup- leather, welder’s gauntlet cuff (A-A-50022B) (NSN
port is endangered. Nitrogen shall therefore be 8415-00-268-7860) medium with gloves, cloth, work,
used only in well-ventilated areas or where per- cotton knit (A-A-55213) (NSN 8415-00-964-4760)
sonnel are using self-contained breathing appa- medium as an insert; or gloves, leather (NSN 8415-00-
ratus. 268-7871) with glove inserts, wool (NSN 8415-00-
682-6673), apron (NSN 8415-00-082-6108), cuff less
(2) Only qualified personnel shall operate nitrogen trousers, long sleeve shirt, jacket, or coveralls, cotton
equipment or service aircraft systems.

4-18
 TO 00-25-172

(NSN 8405-00-037-9274), and shoes which fit closely h. Should a control valve become clogged with ice, thaw
around the top, with rubber soles and heels. All items with water.
shall be clean and free of grease, oil, and fuel.
i. Insure that no moisture is introduced into a LIN sys-
NOTE tem and that there is no moisture in or on fittings,
nozzles, or valves where it may enter the aircraft sys-
• The above NSN data is for gloves sized “me- tem during servicing operations.
dium”. Other sizes may be ordered as required,
but all sizes must meet the criteria of the fed- j. Before filling the aircraft system, insure that the pres-
eral specification and military specification sure relief valve on the LIN supply tank is operating
identified above. properly.
• A BDU cap is recommended as head covering
when LIN servicing connections are above eye 4.22 HYDRAZINE SERVICING.
level since it would afford more protection than
the adjustable style cap with open back, typi- NOTE
cally worn as organizational head covering. Refer to AFOSH STD 48-8 for hydrazine neutral-
• The wool glove insert and cotton knit cloth ization and dilution guidance.
work gloves used as inserts can be used inter-
changeably with either welder’s gauntlet cuff Hydrazine is a widely used industrial chemical and is very
leather gloves or leather gloves specified above. corrosive and hypergolic. Hydrazine appears as a clear, oily
liquid having an ammonia-like odor. Since individual sensi-
b. It is not necessary to ground or bond nitrogen servic- tivity to the odor may vary, and since prolonged exposure
ing carts. may overcome sensory recognition, the odor cannot be relied
upon as an indication or warning of overexposure.
c. Liquid nitrogen (LIN), when exposed to the atmo-
sphere, absorbs and liquefies oxygen. If the surface of
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. Skin contact with liquid hydrazine or exposure to
concentrations of hydrazine vapor present a seri-
ous health hazard.

NOTE
Drops or splashes of LIN will freeze skin tissue. Hydrazine is hazardous because it may enter the
body via lungs (breathing), gastrointestinal tract
NOTE (swallowing), or through the skin (absorption).
Do not attempt to rewarm parts of the body that Additionally, there is a fire hazard present with
have been frozen by contact with liquid nitrogen. hydrazine-water mixtures. (See step c.)
Prevent further injury to the frozen area. Transport
immediately to the emergency room of the nearest a. Short Term (acute) Overexposure. If exposed to high
medical facility. concentrations of hydrazine for short periods, dizzi-
ness, nausea, or irritation of eyes, nose, throat, or lungs
d. When LIN is being transferred from one container to may result. Liquid contact may cause skin burns. In
another, the receiving vessel shall be filled as slowly very high concentrations, unconsciousness may occur.
as possible to minimize the thermal shock that occurs
when any material is quickly cooled. b. Long Term (chronic) Overexposure. If exposed to con-
centrations of hydrazine vapors above permissible ex-
e. When moving the LIN servicing unit, all valves, ex- posure limits over long periods, damage to kidneys and
cept vent valves shall be closed and shall not be opened liver may occur. Frequent skin contact with liquid hy-
until the unit is in the working area. drazine may also result in damage to kidneys and liver.
A yellow discoloration of skin and eyes may be appar-
ent. Refer to AFOSH STD 48-8 for a summary of
f. LIN servicing units shall be positioned to prevent ac-
health effects and for guidance covering the handling
cidental damage to the aircraft or equipment.
and use of hydrazine.
g. LIN servicing equipment shall not be left unattended
after hook-up.

4-19
TO 00-25-172

c. Fire Hazard. The 70 percent hydrazine and 30 percent shall be taxied clear of active runway(s) into an area of
water mixture used in the F-16 EPU is a flammable isolation, pending hydrazine system integrity (H-70
mixture. Fires involving hydrazine can be fought and leaks/spill) check.
extinguished with common extinguisher agents. Water
is the preferred agent for fire suppression. b. At non F-16 or U-2 bases, the pilot, local base Bioen-
vironmental Engineer (BEE), and fire department per-
4.23 HYDRAZINE PROTECTIVE CLOTHING AND sonnel shall conduct a system integrity check as fol-
EQUIPMENT. lows:

Air-supplied respirators are required for those operations in (1) Inspect the EPU overboard vent line (located at
which engineering controls and work practices are not suffi- the lower fuselage, center of Main Landing Gear
cient to reduce exposure below the permissible exposure (MLG) doors at forward most portion), the area
limits. If respirators are used, they must meet the require- surrounding the EPU compartment, and the
ments of AFOSH STD 48-1 and 48-8. Because hydrazine ground beneath for hydrazine leakage (clear oily
can be absorbed through the skin, it is necessary to wear liquid).
approved clothing during those situations where there may
be contact with the liquid. Protective clothing approved for (2) Inspect the area around the ESS to include the
handling hydrazine is discussed in TO 14P3-11-1, Protective H-70 detector pellet for evidence of leakage, and
Clothing for Handlers of Missile Fuels and Oxidizers. Occu- the ground beneath for hydrazine leakage (clear
pational health requirements are outlined in AFOSH STD oily liquid).
48-8.

4.24 HYDRAZINE HANDLING PROCEDURES FOR

F-16 AND U-2 AIRCRAFT IN-FLIGHT EMERGEN-
CIES. Due to the toxic characteristics of hydrazine, per-
sonnel testing liquids for confirmation of hydra-
If an F-16 or U-2 aircraft develops an in-flight emergency, it zine shall be equipped with self-contained breath-
may have to land at an airfield not equipped for F-16 or U-2 ing apparatus as well as apron, gloves, and boots.
maintenance/servicing. In these situations, the Emergency Failure to comply with this warning could result
Power Unit (EPU) or Emergency Starting System (ESS) will in personal injury or death.
be secured to prevent inadvertent ground firing. Turnaround
support for the EPU or ESS will be provided by the home (3) Fire department personnel, equipped in full PPE,
base or by the nearest base with EPU/ESS support capabil- or equivalent may use Micro-Essential Laborato-
ity. The F-16 is equipped with a highly reliable and quickly ries litmus (pH) paper, catalog number 46, located
responsive method of developing emergency electrical and in the map case in the cockpit of each F-16 or
hydraulic power. A monopropellant (hydrazine) powered U-2, to determine if the suspect liquid is in fact
EPU is on board the F-16 aircraft for this purpose. The U-2 hydrazine. If the litmus paper turns purple, as-
is equipped with a highly reliable method of starting the sume the liquid is hydrazine.
engine in flight, should it stall. A monopropellant (hydra-
zine) powered ESS is on board the U-2 aircraft for this pur- (4) If no leak is noted or a leak is confirmed as not
pose. Hydrazine, referred to as H-70 (30 percent water and hydrazine, as determined above, the pilot will
70 percent hydrazine), is highly toxic, corrosive, and consid- contact home base and request turnaround instruc-
ered a Class III C combustible in terms of AFMAN 91-201. tions.
Definite hazards are associated with H-70 and shall require
unique support from qualified home base personnel. The F-16
4.25 TRANSIENT F-16 BASES/U-2 ENROUTE SUP-
or U-2 pilot is thoroughly knowledgeable of the peculiar
PORT.
requirements associated with H-70. Non F-16 or U-2 bases
shall require support from home bases for recovery of F-16
or U-2 aircraft with an activated EPU or ESS as follows: 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 harmful
a. General Guidance for Recovery, Isolation, and Support
effects of hydrazine.
of 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 the a. Air Force Bases - Leaking EPUs or ESSs will be
declaration of an IFE. Declaration of an IFE, for these treated like hazardous chemical spills and handled ac-
reasons, is a positive indication that the EPU has oper- cordingly.
ated in the hydrazine mode. After landing, the aircraft

4-20
 TO 00-25-172

b. Civilian Airports/Fields - The aircraft pilot will inform emergencies and/or combat situations, drums may be
local authorities of the hydrazine leak and advise cau- filled with fuel by base fuels service personnel. Ex-
tion in approaching the aircraft and recommend being treme care must be taken to ensure drum cleanliness.
handled as a hazardous chemical spill. Drums which have previously contained chemicals,
oils, or halogenated hydrocarbons shall not be used for
4.26 HYDRAULIC AND OIL SERVICING. fuel.

In addition to the requirements outlined in aircraft -2 techni- (1) Water and sediment are often found in fuels stored
cal orders, the following shall apply to hydraulic/oil servic- in drums. These contaminants must be removed
ing of aircraft. prior to servicing from drummed stock.

a. Servicing Equipment. (2) Aviation fuel shall be passed through a filter or

filter separator prior to delivery into aircraft fuel
(1) Avoid spilling oil or hydraulic fluid on aircraft or tanks. Before delivery to aircraft or equipment,
maintenance stands. test each drum for water by using a drum sam-
pling thief or other siphoning device.
(2) Hand operated hydraulic and oil-servicing carts
need not be grounded during servicing operations. b. Fuel Collection Containers. Containers/bowsers will be
parked in a designated storage area approved by the
(3) Position servicing equipment as far from any por- base fire department and included in the base environ-
tion of the aircraft as cables/hoses will allow. mental protection plan. Parked fuel collection contain-
Maintenance stands shall be properly positioned ers/bowsers need not be bonded unless draining or fill-
to obtain easy access to filler caps. ing operations are being accomplished. Do not use
plastic sheets to cover fuel bowsers, bladders, nor other
containers; the sheets can collect static electricity that
can discharge near fuel vapors. Oil or hydraulic fluids
will not be stored in containers/bowsers stenciled for
Some USAF aircraft use a commercial hydraulic reclaimed fuel.
fluid, which is not compatible with standard Air
Force hydraulic fluids. Make sure that the aircraft 4.28 WATER, WATER-ALCOHOL, AND ENVIRON-
technical orders and TO 42B2-1-3 requirements MENTAL FLUID SERVICING.
are followed to prevent contamination.
Cleanliness must be maintained in water, water-alcohol, and
b. Servicing Containers. environmental fluid servicing. Fluids must be kept free of
sediment at all times. Any aircraft water servicing (including
(1) When servicing from cans or drums, ensure that potable water and demineralized water) may be accom-
cleanliness and product integrity are maintained. plished simultaneously with fuel servicing or oxygen servic-
ing provided that the fuel or oxygen servicing equipment is
moved into the area and bonded prior to the start of any one
(2) Keep each product segregated and properly iden-
operation. In addition, bonding wires must not be discon-
tified.
nected while any servicing pressurization or transfer is in
progress. Fuel servicing by refueling trucks, hydrant hose
(3) Carefully read the label before dispensing oil and carts or hydrant servicing vehicles is authorized simultaneous
hydraulic products to ensure the correct product with water servicing unless there is a critical interference
is being used. positioning problem with the servicing vehicles. There are
no restrictions on servicing an aircraft with water during
4.27 DRUM AND CONTAINER SERVICING. maintenance, cargo handling, or passenger loading.
Drum and container servicing will be in accordance with the a. Demineralized water is used for thrust augmentation in
following procedures: some jet engines. Quality control requirements are
covered in TO 42C-1-16.
a. Drum Fuel Servicing. When servicing aircraft and/or
ground support equipment/vehicles from drums, the (1) Demineralized water vehicle positioning for air-
same grounding and bonding procedures used for air- craft servicing will be accomplished in accor-
craft fuel servicing shall apply. The fuel should be in dance with procedures in TO 36A12-13-1-
the original sealed drum whenever possible. During

4-21
TO 00-25-172

131CL-1. The preferred method for all aircraft a. Personnel and equipment must remain outside the in-
water servicing is to position the water truck ei- dividual aircraft engine danger areas.
ther forward or aft of the aircraft, perpendicular
(90°) to the direction of the fuselage. b. Avoid spraying any de-icing fluid into any engine in-
takes, aircraft ventilation, Environmental Control Sys-
(2) If ambient temperature is below 40 °F (5 °C), tem (ECS) air inlets or Jet Fuel Starters (JFS) inlet and
demineralized water will not be used in aircraft exhaust areas.
unless a system is provided to heat water supply.
c. Do not apply de-icing fluid during any fuel servicing
(3) Water servicing may be accomplished inside han- operations.
gars with Group Commander approval if servic-
ing vehicle is outside hangar or if full length of d. Do not apply de-icing fluid when any LOX equipment
servicing hose is used and hangar doors are open. is within 25 feet. (De-icing fluids can be applied to
aircraft having installed LOX converters as long as the
b. Environmental fluids consist of antifreeze and coolant access doors are closed.)
mixture of water, demineralized water, propylene gly-
col and ethylene glycol. These fluids are primarily used 4.30 AIRCRAFT TIRE SERVICING.
in cold weather operations to service coolant for radar
components. The following general guidance applies to all aircraft in-
stalled tire inflation operations in excess of 50 psi.
(1) A ground liquid cooler cart, as described in TO
35E10-19-1 and TO 35E10-22-1, is used to ser- a. Servicer shall comply with specific operating instruc-
vice some aircraft, e.g., E-3A. The mixture con- tions and safety precautions prescribed for aircraft be-
sists of 62 percent uninhibited ethylene glycol and ing serviced and inflating tools and servicing units be-
38 percent reagent water (EGW). ing used.

(2) Environmental fluid servicing vehicle/cart posi- b. Impact resistant safety goggles or impact resistant
tioning for aircraft servicing will be accomplished safety glasses with sideshields shall be worn by the
in accordance with procedures for positioning fuel tire servicer.
vehicles. The fluid servicing vehicle/cart will be
bonded to the aircraft before hoses are connected c. The nitrogen or compressed air source used for servic-
to aircraft. ing shall have a serviceable regulator for controlling
service line pressure.

d. Servicing with compressed nitrogen shall be done only

with Class I (water pumped) nitrogen.
Aircraft alcohol vapors are toxic and adequate
ventilation must be provided in areas where alco- e. An approved, calibrated tire inflating tool with relief
hol is handled. Never work in a confined area or valve and minimum ten foot servicing hose shall be
space without mechanical ventilation or respira- used during tire inflation.
tory protection. Most alcohols are flammable liq-
uids. f. Servicer shall be positioned in front or aft of tire being
serviced during inflation, at full length of inflating
c. Water-alcohol mixtures are used for thrust augmenta- tool’s hose. Hose shall not be tightly stretched. The
tion in turbojet engines and for Anti-Detonation Injec- immediate area to either side of tire being inflated shall
tion (ADI) or internal coolant in reciprocating engines. be clear of personnel. (See Figure 4-2.)
Quality control requirements are covered in TO 42C-
1-16. Water-alcohol servicing vehicle positioning for
aircraft servicing will be in accordance with procedures
in TO 36A12-13-1-131CL-1.

4.29 AIRCRAFT DE-ICING.

De-icing fluid can be applied to an aircraft with any or all of

its engines operating as long as the following apply:

4-22
 TO 00-25-172

Figure 4-2. Aircraft Tire Servicing

4-23/(4-24 blank)
 TO 00-25-172

CHAPTER 5
CONCURRENT SERVICING OPERATIONS
5.1 CONCURRENT SERVICING OF AIRCRAFT. gency hatches on the right SPR, side of the air-
craft must be closed during concurrent servicing
NOTE operations to isolate the cargo compartment from
the fuel servicing safety zone.
Concurrent servicing operations are not required
on MAF/Commercial carrier aircraft unless refuel- The Air Force fuel servicing team will consist of the follow-
ing/defueling with JP-4, loading/downloading mu- ing:
nitions or explosives, or servicing LOX while per-
forming maintenance. Simultaneous servicing of a. Chief Servicing Supervisor (CSS).
fuel while loading passengers, cargo, performing
maintenance, aircrew members performing inspec- b. SPR Monitor (SPRM) for each SPR in use (contractor
tions, or operating aircraft systems is considered aircrew member when servicing contract commercial
to be a normal fuel servicing operation. Restric- carriers). 2F0X1 personnel trained and certified using
tions listed in Paragraph 5.6 and Paragraph 5.7a, MDS applicable procedures, or equivalent current
e, and h still apply during refueling. training program, may perform simultaneous duty as
both SPRM and fuels specialist.
Concurrent servicing is defined as the simultaneous servic-
ing of JP-4, loading/downloading munitions or explosives, c. A refueling panel monitor (when the refueling panel
or servicing LOX while performing maintenance. Refer to and the SPR are adjacent to each other, one individual
Chapter 6 for CSOs supporting the A-10, F-15, F-16 and may monitor both).
F-22 aircraft. Concurrent servicing is authorized for aircraft
listed in Table 5-1. Additions to this table of authorized air-
d. Fuel Specialists (2F0X1).
craft will require completion and approval of a SSEA. Con-
current servicing will be performed using approved check-
lists and applicable aircraft technical orders. Servicing e. Passenger compartment monitor, i.e., aircrew member
operations pertaining to these aircraft when accomplished on (when passengers on board).
a USAF installation are under the direct control of the USAF
and will be accomplished in accordance with the provisions 5.3 RESPONSIBILITIES OF CSS.
of this technical order. Fuel servicing and concurrent servic-
ing of these aircraft will be done using approved checklists. a. Normal concurrent servicing operations.
Cargo containing explosives, oxygen or flammable gases or
liquids shall not be loaded or unloaded during concurrent (1) A Chief Servicing Supervisor (CSS) shall be
servicing operations. A Chief Servicing Supervisor (CSS) present during concurrent operations. The CSS
shall be provided by the USAF for all concurrent fuel servic- will primarily be stationed at the nose of the air-
ing of contract airlift missions at military installations. craft and will monitor the wing fuel vent outlets
on the opposite side of the aircraft from the SPR
5.2 PERSONNEL REQUIREMENTS FOR FUEL location. A transient alert individual can also func-
SERVICING. tion as a CSS. The CSS can be either a USAF
employee or a contractor support employee.

(2) When servicing is performed by contract, con-

tractor personnel functioning as the CSS must
Simultaneous fuel and oxygen servicing on an air- have experience comparable to that required for
craft is NOT authorized. an Air Force CSS. Base or unit commanders shall
assure that the contractor’s CSS has the required
experience and capability.

(3) The CSS will wear a reflective vest with the let-
ters CSS on the front and back. The letters will
Defueling during concurrent operations shall be
be at least six inches in height and four inches
limited to the single point method (closed fuel
wide and made of reflective material at least one
system). C-130 and C-141 troop doors and emer-

5-1
TO 00-25-172

inch in width. NSN 8415-00-177-4974 satisfies (11) Ensure all personnel involved in concurrent op-
this requirement and shall be used unless other- erations are briefed on the total requirements of
wise specified in command directives. servicing prior to commencing operations. This
briefing will cover a general overview of the op-
(4) The CSS in concurrent operations shall also be eration and emergency procedures.
responsible for controlling and monitoring all
concurrent operations to include cargo/baggage (12) Assure fuel servicing equipment is properly
loading/unloading, maintenance, fuel or oxygen bonded. Bond conductive maintenance or work
servicing, and fleet servicing. CSS maintains con- stands to the aircraft when using the stand to ac-
tinuous intercom contact with fuel servicing team cess the aircraft fuel servicing receptacles or sup-
members during the entire servicing operation port the fuel hose during servicing operations.
(excluding 2F0X1 fuels specialists). C-9 aero-
medical evacuation aircraft are authorized to con- (13) Ensure aircraft are not concurrently refueled if the
duct concurrent servicing operations away from fuel jettison (dump) system was used on the pre-
home station using an alternate method of com- vious flight unless it can be positively verified
munication when aircraft intercom capability does that the jettison valve(s) closed after the fuel jet-
not exist. Alternate communication procedures tison operation. Verification can be accomplished
such as hand signals and/or voice communication by observing cockpit indications (provided they
will be agreed upon by the refueling team prior to show the true status of the jettison valves) or by
start of the refueling operation. C-21 aircraft are physically observing the fuel to stop exiting the
authorized to conduct concurrent servicing using jettison outlet(s) upon termination of the jettison
a deplaned aircrew member as the CSS. This in- operation. If neither of these verification actions
dividual can use either hand signals, voice com- can be done, then the aircraft must not be concur-
munication, or intercom with the refueling team. rently refueled until it undergoes at least one nor-
In addition, the C-21 can use a ground power unit mal refueling operation to show that the jettison
to supply aircraft electrical power. The refueling valves are closed.
supervisor will ensure that the minimum number
of personnel remain on the aircraft during refuel- (14) Ensure the fire department is notified at least 15
ing. minutes before starting concurrent servicing op-
erations.
(5) Personnel who supervise portions of the opera-
tion; e.g., aerial port supervisor, maintenance team (15) Supervise the movement of equipment into and
supervisor, or fleet service supervisor, shall coor- out of concurrent servicing area.
dinate each phase of their operation with the CSS
and report immediately any condition that might (16) Assure connections of any ground power units
jeopardize safety prior to beginning or during are completed prior to starting the servicing op-
concurrent servicing operations. erations. Equipment shall remain connected until
the fuel servicing is terminated.
(6) If concurrent operations are in progress, all per-
sonnel or their team chief will report to the CSS (17) Assure all concurrent operations are performed in
prior to entering the concurrent servicing area. compliance with this technical order.
(7) The CSS will have full and final authority over (18) Assure the proper number of fire extinguishers
all phases of concurrent operations and over all are available (Table 3-1).
participating personnel, except the deployment
and control of fire fighting and rescue units. (19) Aircrew members may remain on board the air-
craft during concurrent servicing operations as di-
(8) During concurrent fuel servicing operations, the rected by the MAJCOM. When remaining on
CSS may simultaneously perform CSS and fuel board, all safety procedures outlined in this tech-
servicing supervisor duties. nical order will be followed. Entering or exiting
the aircraft shall be limited to performing essen-
(9) During concurrent oxygen servicing, the CSS will tial duties associated with the concurrent servic-
be an individual other than the person doing the ing operation.
actual oxygen servicing.

(10) CSS will ensure communications to the fire de-

partment through Job Control or the Command
Post are immediately available and operational.

5-2
 TO 00-25-172

(20) Prior to beginning servicing operations of com-

mercial contract carriers, the CSS shall contact
the commercial carrier’s technically qualified per-
sonnel to: Voice contact must be established and maintained
at all times during the fuel servicing portion of
(a) Provide guidance on the duties and physical concurrent servicing operations when passengers
positioning of commercial contract carriers are on board the aircraft. The aircraft intercom
personnel during concurrent operations. system should be used as the primary means of
maintaining voice contact between the fuel servic-
(b) Discuss any unfamiliar system characteristics ing team members. If the aircraft intercom system
or deficiencies. is inoperative and cannot be used to maintain voice
communications, portable hand-held radios may
(c) Determine and jointly approve the timing of be used to provide voice contact subject to the
any maintenance cargo or baggage loading or following stipulations. Radios can be used within
other activities to be accomplished during the the FSSZ, however, only intrinsically safe radios
concurrent servicing operation. can be used within 10 feet of any aircraft fuel vent
outlet, fuel spill or fuel tank truck being filled from
(21) Ensures the fuel servicing equipment operator op- aircraft defueling.
erates the deadman control in all concurrent ser-
vicing operations. (1) Remain in constant voice contact with loadmaster
or Air Mobility Command (AMC) passenger rep-
(22) Ensures members of the maintenance servicing resentative in passenger compartment, the cockpit
crew assist in setting up and removing fuel ser- aircrew and fuel servicing team until the fuel ser-
vicing equipment from the fuel servicing area. vicing operation is completed.

(2) Passengers may enter or exit the aircraft during

fuel servicing provided either:

With the SPR nozzle crank handle in the closed (a) a jetway is used
position, check the strainer coupling quick discon-
nect device for positive locking. Prior to pressur- (b) or if a mobile staircase or aircraft integral
izing the hose, be sure the nozzle is securely stairs are used and the fuel servicing opera-
locked to the aircraft by attempting to remove the tion is on the opposite side of the aircraft and
nozzle with the nozzle crank handle in the open the passengers do not come closer than 25
position. Any nozzle that can be disconnected from feet from any aircraft fuel vent outlet. For
the SPR with the nozzle crank handle in the open C-9 aircraft single point fuel servicing, litter
position is defective and must be removed from patients, ambulatory patients and passengers
service immediately. On aircraft with Refueling may deplane or enplane as necessary.
Teams, the team member connecting the refueling
receptacle will be responsible for testing the c. CSS actions for hazardous situations:
strainer quick disconnect locking device for posi-
tive engagement and assuring the refueling nozzle (1) Stop fuel flow.
is securely locked.
(2) Determine if evacuation of passengers from the
(23) Ensures proper connection of the SPR nozzle to aircraft is required.
the aircraft.
(3) Initiate normal or emergency evacuation of the
(24) Ensures that fuel servicing vehicle engines are aircraft as necessary.
shut off when the vehicles are unattended (e.g.,
during a pre-briefing that is conducted away from (4) Coordinate with fire department personnel as
or out of sight of the vehicles). needed.

b. Additional requirements for CSS with passengers/pa-

tients on board.

5-3
TO 00-25-172

5.4 RESPONSIBILITIES OF OTHER PERSONNEL 5.5 RESPONSIBILITIES OF SUPERVISORY CON-

PARTICIPATING IN CONCURRENT SERVICING OP- TRACTOR REPRESENTATIVE (SCR).
ERATIONS.
a. The SCR will:
a. Normal concurrent servicing operations.
(1) Be under the direct control of the Air Force CSS
(1) Personnel who supervise portions of the concur- and will respond to all CSS directions.
rent servicing operations, e.g., aerial port, main-
tenance team, passenger service, or fleet service
shall coordinate each phase of their operation with
the CSS and report any condition that might jeop-
ardize safety prior to and during concurrent ser- SCR will determine if aircraft fuel jettison system
vicing operations. was used since departing last location. If the sys-
tem was used, concurrent servicing operations will
(2) Personnel can use the portable electronic equip- not be accomplished until it is determined that the
ment specified in Chapter 3 of this technical or- jettison valves are closed.
der.
(2) Be stationed at the refueling control panel and
b. Additional personnel requirements for concurrent ser- SPR location to connect and disconnect the fuel
vicing operations with passengers/patients on board. A nozzle to the aircraft SPR for required fuel ser-
loadmaster or AMC Passenger representative will be vicing. For DC-9 contractor aircraft, the fuel
positioned in the passenger compartment and be in in- nozzle will be connected and disconnected by
tercom contact with the CSS. They will: USAF personnel, such as transient alert. The fuel
servicing equipment operator should not perform
(1) Notify passengers of the concurrent servicing op- this task.
erations and provide them the option to deplane if
practical. NOTE

(2) Ensure that personnel/passengers do not smoke For commercially contracted cargo-only aircraft
during fuel servicing operations. where the fuel control panel/fuel system control
mechanism is located on the outside of the aircraft
(3) Ensure emergency exits and aisles are unob- (L-100, L-188, DC-9, and B-727), use of the air-
structed and not blocked. Escape slides will be craft intercom system by fuel servicing ground
armed. crews is not required. If any personnel (flight or
ground crew members) are to remain on board the
aircraft during fuel servicing operations, then voice
(4) Assist in the evacuation of passengers in an emer-
contact must be established and maintained be-
gency.
tween the personnel remaining on board the air-
craft and the fuel control panel at all times during
(5) Make sure a ramp or staircase is in the proper the fuel servicing operation.
position and unobstructed to enable exit in an
emergency.
(3) Monitor fuel vent outlets on the same side of the
aircraft as the SPR location and maintain constant
(6) Aircraft personnel entry/exit doors within the intercom contact with CSS during concurrent ser-
FSSZ should be closed during fuel servicing op- vicing operations.
erations.
(4) Advise the CSS when a potential safety hazard is
c. Medical evacuation aircraft will: observed or exists. The commercial airline repre-
sentative operating the fuel control panel shall
(1) Have two qualified medical crewmembers in at- terminate fuel servicing immediately when di-
tendance in the aircraft to assist in the evacuation rected to do so by the CSS. Fuel servicing will
of patients and passengers in the event of an not be resumed until any existing safety hazard
emergency. has been corrected and the CSS directs resump-
tion of the servicing operation.
(2) Ensure the exits are open as much as practical as
determined by the Senior Medical Representative (5) The SCR or his representative shall ensure the
in consideration of weather and patient condi- fuel servicing nozzle is securely locked to the air-
tions. Under no condition will the exit be locked craft by attempting to remove the nozzle with the
during servicing operations.

5-4
 TO 00-25-172

poppet valve in the open position prior to pres- fleet servicing or other activities (food service,
surizing the system. If the SCR or designated cleaning, etc.) to be accomplished during the con-
contractor representative is able to remove the current servicing operation.
nozzle from the aircraft SPR with the poppet
valve open, the fuel servicing operation will not b. Additional requirements for SCR with passengers on
be started. The fuel servicing unit/hydrant hose board.
cart operator will immediately remove the nozzle
from service. If the poppet valve on a SPR nozzle (1) The SCR will provide one operable 50-foot head-
is closed, after the initial check and prior to pres- set for each SPR/vent monitor and a 100-foot or
surization, then another nozzle to aircraft lock longer cord and headset for the CSS (minimum
check is required. of three headsets required for Air Force use). The
SCR must also ensure the fuel control panel op-
(6) The SCR shall provide two intercom headsets and erator has a headset and remains on intercom dur-
cords, one 100-foot and one 50-foot, for Air Force ing the fuel servicing operation.
use. The 100-foot cord shall be used by the CSS.
All aircraft external intercom plug-ins must be (2) The SCR must also ensure a member of the air-
operational and usable. crew or a contractor representative is in intercom
contact in the cockpit and cabin areas when pas-
NOTE sengers are on board during fuel servicing. This
individual will be in constant intercom contact
When fuel servicing with government provided with the CSS.
fuel on a USAF (or other) installation, the USAF
(or other service) shall furnish additional person-
(3) The SCR will ensure the aircraft external inter-
nel for monitoring each fuel nozzle connection
com plug-in jacks are in good working order. If
where the number of personnel required exceeds
intercom contact cannot be maintained between
those specified in the contract.
the CSS, fuel control panel operator(s), vent/SPR
monitor(s), and the individual in the cockpit/cabin
(7) Prior to beginning concurrent servicing opera- area with the passengers, fuel servicing with pas-
tions, the SCR shall establish a liaison with the sengers on board will not be done.
CSS to:
5.6 CARGO/BAGGAGE HANDLING OPERATIONS.
(a) Determine specific servicing requirements, to
include if unique bonding sequence is re- a. Winching cargo and/or movement of nonpalletized
quired, for the aircraft. self-propelled vehicles/equipment into or out of aircraft
in conjunction with concurrent servicing is not autho-
(b) Discuss any unfamiliar system characteristics rized except on the C-5, C-130, C-141, C-17, and
or deficiencies. KC-10 aircraft.
(c) Provide guidance on the duties and physical b. Passengers will not be allowed in the cargo compart-
positioning of the commercial carrier’s tech- ment while winching of rolling stock or pallets is be-
nical personnel during the concurrent servic- ing accomplished.
ing operation.
c. Use of the winch in the cargo compartment of C-5 and
NOTE C-141 aircraft is prohibited during defueling opera-
A qualified SCR shall be present for supervision tions.
and control of the commercial contractor person-
nel involved in the concurrent servicing operation, d. Cargo containing explosives, oxygen, or flammable
to include subcontractor personnel, such as cater- gases or liquids shall not be loaded or unloaded during
ers, cleaning crews, and the flight crew. The SCR concurrent servicing operations. Under combat condi-
shall provide the safety expertise as related to tions or simulated combat exercises, loading or unload-
commercial carrier’s aircraft and shall notify the ing cargo containing explosives or munitions shall be
CSS of any potential safety hazards. accomplished according to TO 11A-1-33. Munitions
will not be on-loaded or off-loaded from airlift aircraft
(8) Determine and jointly approve the timing of during concurrent servicing operations.
maintenance, cargo baggage loading/unloading,

5-5
TO 00-25-172

5.7 MAINTENANCE RESTRICTIONS DURING 5.8 FIRE PROTECTION REQUIREMENTS.

CONCURRENT SERVICING OPERATIONS.
Fire protection requirements for concurrent servicing are:

a. One Halon 1211 fire extinguisher for each SPR con-

nection location being used.
A malfunction of any component in the aircraft
fuel system will require immediate shut down of b. At least a 15 minute notification from MOC or the
the operation until the malfunction is corrected. Command Post to the fire department prior to starting
concurrent servicing operations is required to allow
a. Transmitting on aircraft HF radios, or operating radar, aircraft rescue and fire fighting vehicle positioning for
radar altimeter, or SKE equipment will not be done a three minute response time. When two or more air-
during concurrent servicing operations. Inertial Navi- craft are being concurrently serviced at different loca-
gation System (INS) and Fuel Saving Advisory System tions, an ARFF vehicle will be on standby posture.
(FSAS) may remain energized. SATCOM radios may The Base Fire Chief determines position for optimum
be operated in the transmit mode if the antenna beam response.
is pointed at least ten degrees above the horizon.
NOTE
b. Power-on maintenance of electrical equipment on the
exterior of the aircraft is prohibited, unless the equip- If hazardous cargo is involved, the fire department
ment is located outside the FSSZ. will also be notified of its type and quantity.

c. Maintenance requiring the use of jacks shall not be c. With passengers/patients on board and servicing with
performed with the exception of single wheel changes JP-4 or Jet B fuel, a major aircraft rescue and fire
on multi wheel main landing gear or dual nose wheel fighting vehicle (P-2//19/23) will be positioned at the
landing gear provided the jacking is performed at the aircraft.
affected gear. For the C-17 aircraft, jacking can be per-
formed on the main landing gear using the integral NOTE
jacking system.
If passengers/patients are on board, the number of
passengers/patients will be given to the fire de-
d. Maintenance in the aircraft wheel well area shall be
partment.
limited to tire changes and Liquid Nitrogen (LIN) ser-
vicing on C-5 aircraft during concurrent servicing op-
erations. LIN service vehicles must be positioned prior 5.9 EQUIPMENT REQUIREMENTS.
to the start of servicing operations and not moved until
the servicing operations are complete. a. Fuel servicing equipment approved for concurrent ser-
vicing operations:
NOTE
(1) Without passengers:
Maintenance and servicing of unpressurized hy-
draulic systems during concurrent servicing opera- (a) MH-2 hydrant hose cart being used with Type
tions is authorized. I or Type II modified hydrant systems when
equipped with a magnetic KISS system or
e. No flammable fluid carrying lines will be broken un- deadman control.
less equipped with quick disconnects.
(b) Hydrant servicing vehicles or hydrant hose
f. Maintenance or repair of the aircraft or engine fuel trucks being used with Type I, II, or III hy-
systems which require the opening of fuel lines, fuel drant systems equipped with deadman con-
tanks, or replacement of plug-in components is prohib- trols.
ited.
(c) R-5/R-9 fuel servicing trucks equipped with
g. Power tools shall not be used during concurrent servic- deadman controls.
ing operations or when bulk shipment of explosives,
oxygen, or flammable gases or liquids are being (d) Any Meyerinck, Cla-Val, OPW, Emco-
loaded/unloaded. Wheaton or Nova Group pantograph.

h. Personnel not directly involved in the oxygen servic- (e) R-11 fuel servicing trucks when equipped
ing operation will remain outside the 20-foot radius of with American Petroleum Institute (API)/In-
the Liquid Oxygen (LOX) servicing safety zone.

5-6
 TO 00-25-172

stitute of Petroleum (IP) STD 1529, Type C, during fuel servicing operations. They will be placed
Grade 2/3 aviation servicing hose assemblies outside the fuel servicing safety zone and when pos-
with two-piece, onetime use, internally ex- sible positioned upwind from the servicing operation.
panded forged brass or bar stock body cou-
plings and brass or 300 series stainless steel d. Vehicles authorized inside the fuel servicing safety
serrated ferrules. zone during concurrent servicing operations shall
maintain at least a 25-foot separation distance from the
(f) Fuels Operational Readiness Capability aircraft fuel vent outlets (except Boeing 747/757/767
Equipment (FORCE). aircraft which are acceptable for having authorized ve-
hicles pass underneath but may not stop or be parked
(2) With passengers on board: directly beneath the fuel vent outlets) and a 25-foot
separation distance from pressurized fuel servicing sys-
(a) Hydrant servicing vehicles, hydrant hose tem components during fuel servicing operations. All
trucks, and fuel servicing trucks equipped other vehicles shall remain outside of the FSSZ.
with deadman controls and at least 50 feet of
noncollapsible fuel servicing hose or MIL- e. The C-9 aircraft APU will normally be used during all
DTL-26521K fuel servicing hose. single point fuel servicing operations to supply electri-
cal and pneumatic power for the ECSs and life support
(b) MH-2 series hydrant hose carts modified with medical equipment. If the C-9 APU becomes inopera-
semi-hard (noncollapsible) fuel servicing tive and the aircrew has determined that electrical
hose, or MIL-DTL-26521K fuel servicing and/or pneumatic power are medically essential, suit-
hose straight throat nozzle, and equipped with able ground power units will be connected and oper-
a magnetic KISS system or deadman con- ated. These back-up power sources shall be immedi-
trols. ately available during all medical evacuation
operations.
NOTE
The modified MH-2 series hose cart will only be
used when a hydrant servicing vehicle or hydrant
hose truck is not available. During peacetime op- In the event a heating or air conditioning unit stops
erations, fuel servicing trucks equipped with col- running while connected to the aircraft, disconnect
lapsible fuel servicing hose will not be used for the duct immediately.
concurrent servicing while passengers are on
board. f. When ground heaters or air conditioners are required
for passenger comfort, they may be used in the FSSZ
(c) Any Meyerinck, Cla-Val, OPW, Emco- subject to the following:
Wheaton or Nova Group pantograph.
(1) Electrical motors to be used within:
(d) R-11 fuel servicing trucks when equipped
with API/IP STD 1529, Type C, Grade 2/3 (a) 10 feet of the aircraft fuel vent outlets, open
aviation servicing hose assemblies with two- port refueling receptacles, fuel spills, or fuel
piece, onetime use, internally expanded trucks being filled (bottom loading or from
forged brass or bar stock body couplings and aircraft defueling) must meet the NEC re-
brass or 300 series stainless steel serrated quirements for Class I, Division 1 (Zone 1)
ferrules. locations.
(e) Fuels Operational Readiness Capability (b) The fuel servicing safety zone but not within
Equipment (FORCE). 10 feet of the aircraft fuel vent outlets, open
port refueling receptacles, fuel spills, or fuel
b. Powered AGE used inside the FSSZ will meet the re- trucks being filled (bottom loading or from
quirements outlined in Paragraph 4.1. aircraft defueling) must meet the NEC re-
quirements for Class I, Division 2 (Zone 2)
c. Operating external power units will be parked at least locations.
50 feet from pressurized fuel carrying servicing com-
ponents and at least 25 feet from aircraft fuel vents

5-7
TO 00-25-172

(2) Units driven by electrical motors not meeting j. Required fleet servicing equipment.
Class I, Division 2 (Zone 2), requirements may
be used providing they are stationed outside the k. Required passenger handling equipment.
FSSZ and upwind whenever possible. The heat-
ing and air conditioning units shall be started prior
to connecting the open end of the duct to the air-
craft and stopped after the duct has been discon-
nected. The 40-K loader open flame heater will not be
used in the concurrent servicing area.
g. Contractor/subcontractor vehicles involved in concur-
rent servicing operations must comply with the stan- l. Required cargo handling equipment for the specific
dards in this TO. Those vehicles not meeting these re- aircraft and its cargo being on or off loaded.
quirements will not be allowed in the fuel servicing
safety zone. The SCR will inform the CSS of the sta- m. At least four intercom headsets for C-5 and C-141, two
tus of contractor/subcontractor vehicles prior to the with 100-foot cords and two with 50-foot cords. For
start of concurrent servicing operations. C-130 at least three intercom headsets, one with a 75-
foot cord and two with at least 50-foot cords with pas-
NOTE sengers on board.
Maintenance stands and equipment used under the
aircraft during fuel servicing operations will be n. Bond conductive maintenance or work stands to the
positioned to ensure the aircraft is not damaged aircraft when using the stand to access the aircraft fuel
when it settles as the aircraft is fueled. servicing receptacles or support the fuel hose during
servicing operations.
h. If workstands are used, bond to the aircraft. Workstands
shall not be moved except under the direction of the
CSS.

i. An external staircase will be provided for C-5 upper

deck passengers whenever the internal stairs are stowed
due to cargo loading operations being conducted con-
current with fuel or oxygen servicing operations.

Table 5-1. Concurrent Servicing

Type Cargo Passengers Power-On Maint. APU Servicing Oxygen

Airbus A300/310 A A A* A N
A330 N/A A A A N
B-1A N/A N/A A A A
B-2 N/A N/A A A A
B-52 N N/A A N/A A
B-707, C-18, C-137 A A A A A
B-727, C-22 A A N A N
B-737, C-40 A A N A N
B-747, DC-8, DC-102 A A A A A
B-757, (C-32), B-767, A A A* A N
B-777
C-5, C-130, C-141 A A A A A**
C-9 N A N A A
C-17A1 A A A A A
C-20, C-37 N/A A N A N
C-27 A A*** A A N
C/KC-135 (all models) A A A A (KC-135 A
only)

5-8
 TO 00-25-172

Table 5-1. Concurrent Servicing - Continued

Type Cargo Passengers Power-On Maint. APU Servicing Oxygen

DC-9, MD-81, MD-82, A A N A A
MD-83, MD-88,
MD-90
E-3 N N N A N
E-4B N A A A A**** Power-On
E-8 N/A A A A N
Gnat UAV N N N N N
KC-10 A A A A A
L-100, L-188, DC-9 A L-188 only Power-off Only A N
L-1011 A A N A N
MD-11 A A A A A
Predator UAV N N N N N
P-3 N A N A N
T-43 A A N A N
TR-1 N/A N/A A N/A A Power off
VC10 N N A A N
VC-25A2 N A N A N
A = Approved
N = 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 en-
gine 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).

5-9/(5-10 blank)
 TO 00-25-172

CHAPTER 6
SPECIALIZED AIRCRAFT FUELING OPERATIONS
6.1 INTRODUCTION. • Electrical “power-on” portions of -6 inspections
are NOT authorized during concurrent muni-
This section describes the following fueling operations: tions loading/unloading, aircraft reconfigura-
tion, and fuel servicing operations. Power-on
a. Concurrent Servicing Operations (CSOs) supporting portions of -6 inspections are accomplished
Combat Sortie Generation (CSG) Authorized Only for prior to or upon completion of the concurrent
A-10, F-15, F-16, and F-22 aircraft. munitions loading/unloading, aircraft recon-
figuration, and fuel servicing operation.
b. Hot refueling operations.
NOTE
c. Aircraft to aircraft fueling operations. • Once a fuel servicing operation has begun no
other fluid/gaseous servicing will be started un-
d. Fuel operations using the Aerial Bulk Fuels Delivery til the fuel servicing is completed.
System (ABFDS) with Alternate Capability Equipment
(ACE). • For fuel servicing information on explosives-
loaded aircraft, refer to Paragraph 4.12. For
e. Rapid/Wet Wing/Hot Defueling. handling and maintenance instructions of ex-
plosives-loaded aircraft, refer to TO 11A-1-33.
6.2 CONCURRENT SERVICING OPERATIONS
(CSO) SUPPORTING COMBAT SORTIE GENERA- • Deadman controls will be installed on all ap-
TION (CSG) FOR A-10, F-15, F-16, AND F-22 AIR- proved refueling equipment used in conjunc-
CRAFT. tion with CSOs. Ensure the fuel servicing
equipment operator operates the deadman con-
CSOs are the simultaneous fueling, and loading/unloading of trol in all concurrent servicing operations.
munitions/ammunition, aircraft reconfiguration, aircraft -6
TO inspections, and other aircraft servicing such as oil, ni- The key function requiring the CSS is refueling/defueling.
trogen, and hydraulic fluid. Oxygen servicing will not be When no refuel/defuel operations are taking place concur-
accomplished during fuel servicing. CSOs provide units op- rent with any other maintenance/munitions tasks, a CSS is
erational flexibility in managing resources and a rapid means not required.
of generating mission capable aircraft. CSO procedures may
be used during actual contingencies, scheduled exercises, and 6.2.1.1.1 Simultaneous fuel servicing with aircraft -6 and
daily flying operations. Specified approved procedures and -6WC inspections.
safety precautions are contained in the appropriate MDS
specific -33-1-2, -2, and -6 technical orders and applicable 6.2.1.1.2 Simultaneous fuel servicing with munitions/am-
AFMAN and AFOSH STDs. Refer to AFI 21-101 and MA- munition loading/unloading.
JCOM supplements for additional guidance. Any additional
capabilities must be evaluated through the SSEA and ap- 6.2.1.1.3 Simultaneous fuel servicing with aircraft recon-
proval given prior to performing new CSO procedures. figuration.

6.2.1 CSO Requirements. CSOs will not be started un- 6.2.1.1.4 Simultaneous fuel servicing and other aircraft
less there is a Concurrent Servicing Supervisor (CSS) at each servicing such as oil, nitrogen, and hydraulic fluid.
CSO location requiring a CSS.
6.2.1.1.5 Simultaneous fuel servicing with loading/unload-
6.2.1.1 CSOs Requiring a Concurrent Servicing Su- ing of munitions/ammunition, aircraft reconfiguration, air-
pervisor (CSS).

• Simultaneous fuel and oxygen servicing on an

aircraft is NOT authorized.

6-1
TO 00-25-172

craft -6 TO inspections, and other aircraft servicing such as rent servicing area. Personnel coordinate each phase of
oil, nitrogen, and hydraulic fluid. their operation with the CSS and report any condi-
tion(s) that may jeopardize safety prior to or during
NOTE CSOs.

Electrical “power-on” portions of -6 inspections f. Supervises movement of equipment into and out of the
are not authorized during concurrent munitions concurrent servicing area.
loading/unloading and fuel servicing operations.
Power-on portions of -6 inspections are accom- g. Ensures all personnel involved are briefed on the total
plished prior to or upon completion of the concur- requirements prior to commencing operations. The
rent munitions loading/unloading and fuel servic- briefing provides an overview of the CSO, safety re-
ing operation. quirements and emergency procedures.
6.2.2 CSOs Not Requiring a Concurrent Servicing Su- h. Ensures the fire department is notified at least 15 min-
pervisor (CSS). utes before starting CSOs, ensures communications to
the fire department through MOC are immediately
6.2.2.1 Any or all simultaneous munitions/ammunition available and ensures proper numbers of fire extin-
loading/unloading with aircraft -6 and -6WC TO inspections, guishers are available to support the CSO.
aircraft reconfiguration, and other aircraft servicing such as
oil, nitrogen, and hydraulic fluid. i. Ensures connections of any ground power units are
completed prior to starting CSOs. Equipment shall re-
NOTE main connected until the fuel servicing is terminated.
When a CSS is not required the weapons load crew
chief is responsible for and controls all actions j. Wears a reflective vest for ease of identification. The
concerning the aircraft during loading and unload- letters will be a least six inches in height and four
ing operations. See AFI 21-101, Chapter 4 for de- inches wide and made of reflective material at least
tailed responsibilities. one inch in width. NSN 8415-00-177-4974 satisfies
this requirement and shall be used unless otherwise
specified in command directives.
6.3 CONCURRENT SERVICING SUPERVISOR
(CSS).
6.3.1 CSO Accomplishment. CSOs are accomplished in
The on-site supervisor responsible for all aspects of fuel ser- approved explosives and fuel cited areas, (i.e., open ramps
vicing, munitions/ammunition loading/unloading, aircraft re- or shelters). CSOs can be done on a single aircraft parked
configuration, aircraft -6 TO inspections, and other aircraft nose-in or nose-out on centerline of shelters/FTR. Two air-
servicing performed during CSOs. The key function requir- craft may be parked in a second or third generation HAS/
ing the CSS is refueling/defueling. When no refuel/defuel PAS (double stuffing), but only one of the aircraft can un-
operations are taking place concurrent with any other main- dergo a CSO at a time. Refer to Table 3-1 for fire protection
tenance/munitions tasks, a CSS is not required. The indi- requirements.
vidual shall receive training on safety requirements and po-
tential hazards of concurrent servicing operations and be 6.4 HOT REFUELING (FUELING WITH ENGINES
certified as required by AFI 21-101, MAJCOM, and local RUNNING).
maintenance/training directives. The CSS:
This type of refueling requires the approval of the MAJ-
a. Is a 5 skill-level with a 2AXXX or 2WXXX mainte- COM of the activity involved. When hot refueling involves
nance AFSC and at least 1 year airframe experience. the resources of more than one command, the approval of
each affected MAJCOM is required. Hot refueling provides
minimum aircraft turnaround times and reduces fueling per-
b. Is a safety supervisor who will only supervise one CSO
sonnel and equipment support requirements. However, it
at a time.
presents hazards which are not normally encountered in other
fueling operations. Consequently, personnel who are respon-
c. Maintains full authority over all safety aspects of CSOs sible for supervising and conducting hot refueling must have:
and participating personnel, except the deployment and
control of fire fighting and rescue units.
a. A thorough knowledge of all equipment and systems
they operate.
d. Ensures all CSOs are performed in accordance with
applicable MDS technical orders and directives.
b. A thorough knowledge of and observe all safety pro-
cedures.
e. Coordinates with personnel participating in CSOs. Per-
sonnel report to the CSS prior to entering the concur-

6-2
 TO 00-25-172

c. A thorough knowledge of and follow the sequential hot refueling system, the minimum ground crew per aircraft
steps for each operation. will be as specified above plus one overall hot pad supervi-
sor (AFSC 2AXXX five level or above). All hot refueling
d. Undergone annual certification per command direc- ground crew members will be certified to perform hot refu-
tives. eling operations as required by AFI 21-101, MAJCOM and
local maintenance/training directives upon initial qualifica-
6.5 HOT REFUELING REQUIREMENTS. tion and annually thereafter.

Hot refueling will not be attempted unless individual aircraft 6.6.1 For Flow Through Revetments (FTRs). For FTRs
technical order guidance, checklists and appropriate indi- the 50-foot aircraft taxiing/200-foot aircraft parking area cri-
vidual fueling systems are available. Aircraft will not be hot teria only applies to fore and aft of the FTR. The revetment
refueled without fully qualified ground servicing crews. Hot wall minimizes the probability of spreading of fire or an
refueling shall not be performed until SSEA validation pro- explosion.
cedures have been accomplished on the aircraft, fueling sys-
tems and facility and until the SSEA has been approved by NOTE
HQ AFMC/SES. Refer to Table 6-1 for those aircraft and
refueling systems that have been evaluated for hot refueling Hot refueling personnel will not wear items of
operations. The use of approved refueling equipment is man- clothing or accessories that present Foreign Object
datory. Any deviation from this policy shall be approved by Damage (FOD) potential.
HQ AFMC/SES. In those cases where combat or emergency
situations require the use of hot refueling, the MAJCOM 6.7 HOT PAD REFUELING SUPERVISOR.
commander may authorize deviation from this policy. Refer
to Table 3-1 for fire protection requirements. A MAJCOM or a. This individual (AFSC 2AXXX five level or above)
MAJCOM delegated team composed of Safety, Fuels Servic- has overall responsibility for the operation, assures
ing, Aircraft Maintenance, Operations, Fire Protection, and compliance with the applicable refueling checklist and
the Liquid Fuels Engineer shall certify individual hot pit re- assures that aircraft entering the hot refueling area have
fueling sites on a case by case basis. The command will had all live munitions downloaded or safed in accor-
provide specific guidance for site certification and personnel dance with applicable aircraft technical orders. Aircraft
training/certification. Specific items to be included in the returning from a munition delivery will be cleared for
MAJCOM Directive are: hot refueling by personnel qualified to “safe” the air-
craft and munitions. Personnel or equipment on the hot
a. Procedures for certifying the site to be used for the refueling pad will not be positioned in front of forward
fueling operation. firing munitions. The hot pad refueling supervisor will
brief the team members on their assignment and re-
b. Procedures for certifying and training personnel in- sponsibilities considering aircraft configuration and
volved in the fueling operation. ground conditions (i.e., attached external fuel tanks,
ECM pods, chaff dispenser or pods, wind direction,
positioning of aircraft, FOD potential, and emergency
c. Define responsibilities of various functional agencies
procedures).
to include establishment of the MAJCOM Office of
Primary Responsibility (OPR).
b. When simultaneously hot refueling two fixed wing air-
craft, the hot pad refueling supervisor must coordinate
d. Other information necessary to assure a successful fu-
the operations of each aircraft refueling supervisor and
eling operation is accomplished.
the fuels equipment operator. The hot pad supervisor
will have a locally developed checklist designating his
6.6 MINIMUM GROUND CREW. specific duties, responsibilities, and range of aircraft
positions as a supplement to the specific aircraft super-
The minimum hot refueling ground crew requirements for visor’s servicing checklist. The hot pad supervisor must
single aircraft servicing will be as specified in applicable remain in full view of each aircraft refueling supervi-
MDS Specific technical orders. For hot refueling two or more sor and fuels equipment operator.
aircraft simultaneously with equipment such as the Type IV

Table 6-1. Hot Refueling System Safety Engineering Analyses

System Notes
AIRCRAFT
A-6 Pending Approval
A/OA-10
AV-8 (Marines)

6-3
TO 00-25-172

Table 6-1. Hot Refueling System Safety Engineering Analyses - Continued

System Notes
B-1B
B-2A
Beech King Air
C-17
C-27
C-130 (All Model)
CASA-235
DeHaviland DHC-6
E-2
E-4B
EA-6
F-4
F-14
F-15
F-16
F-18
F-22
HU-25
CV-22, MV-22
Pilatus PC-6
S-3
UV-18B 1

X-32
X-35
X-45A
HELICOPTERS
Army/Marine AH-1, AH-64, CH-47, OH-58A through D, UH-1, UH-60, and H-6.
CH/HH/UH-46
CH-53 2, 3

HH-1H, TH-1, UH-1N 3

HH-3 2, 4

HH/MH-53 2, 3, 5

HH-65
Lynx
MI 8/17
MI 24/25
Puma
UH-60A/L, HH/MH-60G/J 3, 6

Wessex
FUELING SYSTEMS 7

ABFDS with ACE

ABFDS with ACE (Engineering Air Services Inc (EASI))
Army Aircraft Rapid Refueling Facility (ARRF) (Oasis) *

Carter Pantograph
GNY Pantograph
GRU-17/E Pantograph 8 **

MH-2B/C Hose Cart 9 **

NVE Millennium Hydrant Hose Cart

6-4
 TO 00-25-172

Table 6-1. Hot Refueling System Safety Engineering Analyses - Continued

System Notes
Forward Area Manifold (FAM) Cart and FAM 2000 Cart
Fuels Operational Readiness Capability Equipment (FORCE)
NVE MH-4 Millennium Hydrant Hose Cart
Page AvJet Truck Hydrant Hose Truck
R-9/R-14/R-25/R-26 ***

R-11 **

R-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

Fuel trucks designed to NFPA 407 requirements

Edwards AFB portable and fixed Fuel Chillers and associated pantographs
Cla-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.
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 couplings
meeting 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) receptacle
locations.)
*
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 refueling
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 steel
serrated 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
US Army M-978 Heavy Expanded Mobility Tactical Truck (HEMTT) with HEMTT Tanker Aviation Refueling System
(HTARS) using lightweight hose is approved for use only with the HELICOPTERS listed as approved under the
SYSTEM column in this table. Refueling hose pressure cannot exceed 25 psi.

6-5
TO 00-25-172

6.8 HOT REFUELING EQUIPMENT OPERATOR exempted because of the location, direction, and dis-
(REO). tance of the fuel vent outlets from the aircraft landing
gear brake assemblies. The brake temperature should
The REO (2F0X1) will assume a position at the refueling not exceed 750 °F. Temperature can be measured by
equipment and will observe the pressure gauges plus the hot temperature sensitive substances (temp sticks) or by
pad and aircraft refueling supervisors and be constantly alert infrared heat sensors. The aircraft hot brake checks will
for a malfunction. Should a malfunction occur, the REO shall be accomplished prior to entering the hot refueling
immediately shut down the fueling operation. area. Aircraft with suspected or known hot brakes will
not enter the hot refueling pad. The external fuel tanks
NOTE will be safed prior to entering the hot refueling area.

For Panero Type I hydrant systems (with installed c. Aircraft systems can be left operating, but do not allow
gauges, valves and meter only), the REO will transmitting on aircraft radar units nor HF radios.
monitor lateral control pit pressure gauges and
crew chief will monitor pantograph. d. The Hot Refueling Supervisor (HRS) will ensure the
fuel servicing equipment outlet nozzle is connected and
6.9 HOT REFUELING SEQUENCE. the deadman control valve is hand-held. The HRS will
maintain intercom contact with the pilot and hot refu-
a. Fuel servicing equipment may be pre-positioned at hot eling crewman plus visual contact with the hot pad
refueling locations prior to arrival of the aircraft. Air- supervisor and fuels equipment operator. The HRS will
craft will not be hot refueled if the fuel jettison (dump) observe the aircrew to ensure they maintain their hands
system was used on the previous flight unless it can be up and/or out of the cockpit instrumentation area.
positively verified that the jettison valve(s) closed after
the fuel jettison operation. Verification can be accom- e. The fuels equipment operator will use standard check-
plished by observing cockpit indications (provided they lists developed for preoperative inspection check of the
show the true status of the jettison valves) or by physi- fuel servicing equipment. Upon pressurization of the
cally observing the fuel to stop exiting the jettison out- fuel servicing equipment, the equipment operator and
let(s) upon termination of the jettison operation. If nei- all ground crewmen will check the system for mal-
ther of these verification actions can be done, then the function or leaks. If no leaks are detected, the ground
aircraft must not be hot refueled until it undergoes at crewmen will signal the HRS that fuel transfer can
least one normal (cold) refueling operation to show begin.
that the jettison valves are closed.
f. On aircraft equipped with the capability to pre-check
the refuel high level shutoff valves, the valves will be
prechecked at the beginning of the hot refueling opera-
tion.
Aircraft will not be positioned such that jet ex-
haust is directed at another aircraft on the hot re-
fueling pad.

Malfunction of any component of the fuel servic-

ing equipment is cause to immediately shut down
the equipment until the defect is repaired.
Temperature sensitive substances (temp sticks)
have caused damage to some aircraft brake assem- g. When the fuel servicing is completed, the aircraft fuel
bly pressure plate antioxidant coatings. Refer to servicing supervisor will advise the pilot that the single
MDS Specific technical orders for guidance. point nozzle and bond wire have been disconnected.
The aircraft HRS will then marshall the aircraft out of
NOTE the area.
For simultaneous hot refueling operations, aircraft
will not enter the hot refueling pad unless it can
immediately egress, if necessary. Fire department
must be notified whenever hot refueling is to be
accomplished. Refer to Paragraph 6.4 and Table
3-1.

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 are

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6.10 EMERGENCY PROCEDURES. (5) If leaking: Designated fire guard(s) will stand by
with the portable extinguisher nozzle in hand (or
NOTE nearby to initiate installed system) until the fire
department arrives.
• Emergency procedures will be outlined in lo-
cally developed checklists if such procedures (6) For fires: Designated fire guard(s) will attempt to
are not included in specific aircraft checklist. extinguish the fire until the base fire department
arrives or until munitions are engulfed in flame.
• Fire department should advise pilot when to
abandon aircraft. This is to avoid having the
b. If a fire occurs at another location in the general prox-
pilot abandon the aircraft at the wrong time,
e.g., jumping into a fuel fire. imity of the aircraft being hot refueled, the following
actions will be initiated at the location without the fire:
a. Hot refueling operations may take place in HAS/PAS,
hot refueling pads, or revetment areas. If a fire or fuel (1) Stop fuel flow.
leak occurs, the following actions must be initiated im-
mediately: (2) Disconnect fuel nozzle, bond wire and intercom
cable.
(1) Stop fuel flow.
(3) Evacuate aircraft from the area.
(2) Stop aircraft engines.
(4) Designated fire guard(s) will assist in fire fighting
(3) Notify the fire department. operations until the aircraft rescue and fire fight-
ing vehicle arrives.
(4) Evacuate all personnel other than fire guard(s).

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6.11 AIRCRAFT TO AIRCRAFT REFUELING (HOT plished on the aircraft, fueling system, and support equip-
OR COLD). ment. The SSEA requires HQ AFMC/SES approval. Refer to
Table 6-2 for these aircraft and fuel systems that have been
Aircraft to aircraft ground refueling operations may be ac- approved for aircraft to aircraft fueling operations. Any de-
complished with or without the aircraft engines operating for viation from this policy will be approved by HQ AFMC/
combat, simulated combat, and training operations. This pro- SES. In those cases where combat or emergency situations
cedure permits the rapid refueling of aircraft or helicopters require the use of aircraft to aircraft refueling, the MAJCOM
in a tactical, forward operating area. These operations also commander may authorize deviations from this policy. Refer
provide a means of fueling an aircraft where appropriate fuel to Table 3-1 for fire protection requirements.
is not available. Fuel is supplied from aircraft internal fuel
tanks with pumps powered by ground power units, aircraft 6.13 MAJCOM DIRECTIVES.
power units, or operating aircraft engines. These operations
present hazards which are not normally encountered in other Each MAJCOM involved in aircraft to aircraft ground refu-
fueling operations. Personnel involved in these operations eling will publish directives regarding specific procedures
must have: for accomplishing the operation. When hot refueling involves
the resources of more than one command, the approval of
a. A thorough knowledge of the aircraft fuel systems and each affected MAJCOM is required. A MAJCOM certifica-
fueling equipment used in the operation. tion team, composed of safety, fuel servicing (when appro-
priate), aircraft maintenance (when appropriate), operations,
b. A thorough knowledge of and observe all safety pro- fire protection and liquid fuels engineering (when appropri-
cedures. ate) will certify individual installations for these servicing
operations on a case by case basis. An on-site evaluation is
c. A thorough knowledge of and follow the sequential not always required. Specific items to be included in the
steps for the operation. MAJCOM Directive are:

d. Undergone certification per command directives. a. Procedures for certifying the site to be used for the
fueling operation.
6.12 HOT (ENGINES RUNNING).
b. Procedures for certifying and training personnel in-
Aircraft to aircraft ground refueling will not be performed volved in the fueling operation.
unless aircraft technical order guidance, checklists, and ap-
propriate fueling system checklists are available. Aircraft will c. Define responsibilities of various functional agencies
not be fueled without qualified and certified personnel. Ser- to include establishment of the MAJCOM OPR.
vicing crewmembers include aircrews and/or ground support
personnel. These operations will not be performed until d. Other information necessary to assure a successful fu-
SSEA validated and approved procedures have been accom- eling operation is accomplished.

Table 6-2. Aircraft to Aircraft Refueling System Safety Engineering Analyses

Provider Receivers
B-1B* B-1B*
C-5A/B H-1
C-130* C-130*
H-1/H-3*/H-53*
UH-60A/L*, HH/MH-60G*
Army helicopters approved for hot refueling
C-130N/P*(Drogue) H-3* (Probe)
CASA 212 Aircraft approved for hot refueling
CASA 235 Receiver approved for hot refueling
Cessna 208 Aircraft approved for hot refueling
C-141* C/HC/MC-130*
H-1/H-3*/H-53*
UH-60A*/L*, HH/MH-60G*
Army helicopters approved for hot refueling
H-53* H-1/H-3*/H-53*
UH-60A/L*, HH/MH-60G*

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Table 6-2. Aircraft to Aircraft Refueling System Safety Engineering Analyses - Continued

Provider Receivers
Army helicopters approved for hot refueling
EC/RC-135* EC/RC-135
KC-10* Senior Crown
KC-135A* KC-135A
KC-135D/E/R* KC-135D/E/R
KC-135T Senior Crown/Senior Year
NOTE

• 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 US
Army 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 approved
receiver aircraft provided the servicing hoses are fully extended in all directions.

*
Engines may be operating.

6.14 FUELS SERVICING USING THE AERIAL BULK b. A thorough knowledge of and follow all safety proce-
FUELS DELIVERY SYSTEM (ABFDS) WITH ALTER- dures.
NATE CAPABILITY EQUIPMENT (ACE).
c. A thorough knowledge of and follow the sequential
Aerial bulk fuel delivery systems that are equipped with fil- steps of the operation.
ter separators, dispensing hoses, fuel nozzles and hose end
pressure regulators, ACE, are permitted to service aircraft d. Undergone certification per command directives.
directly from the cargo aircraft (C-17, C-130, or C-141). The
normal fuel servicing members involved in this operation are 6.15 MAJCOM DIRECTIVES PROCEDURE.
two 2F0X1 fuel specialists accompanying the fuel system,
and certain aircrew members from the cargo (tanker) air- Each MAJCOM involved in ABFDS with ACE to aircraft
craft. Procedures for this operation are provided in aircrew ground refueling will publish directives regarding specific
checklists and TO 37A9-3-11-1CL-1. Use of this equipment procedures for accomplishing the operation. When hot refu-
is restricted to combat, simulated combat, and training op- eling involves the resources of more than one command, the
erations as directed by the MAJCOM. These operations will approval of each affected MAJCOM commander is required.
not be performed until SSEA evaluated and approved proce- A copy of each MAJCOM commander’s approval will be
dures have been accomplished on the aircraft, fueling sys- furnished to HQ USAF/ILS and the aircraft system manager/
tem, and support equipment. The SSEA requires HQ AFMC/ director. Specific items to be included in the MAJCOM di-
SES approval. Refer to Table 6-3 for those aircraft that have rectives are:
been approved for hot ABFDS with ACE fueling operations.
Any deviation from this policy shall be approved by HQ a. Procedures for certifying and training personnel in-
AFMC/SES. In those cases where combat or emergency volved in the fueling operation.
situations require the use of ABFDS with ACE to aircraft
refueling, the MAJCOM commander may authorize a devia- b. Defined responsibilities of various functional agencies
tion from this policy. Refer to Table 3-1 for fire protection to include establishment of the MAJCOM OPR.
requirements. Personnel performing this operation must have:
c. Any other information necessary to assure a successful
a. A thorough knowledge of the aircraft and fuels servic- fueling operation is accomplished.
ing equipment involved in the operation.

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

Provider Aircraft Receiver Aircraft Hot Cold

C-17/C-130/C-141 ABFDS with A/OA-10 X X
ACE Equipped Aircraft (These
aircraft may have their engines
operating)
C-130 X X
C-141 X
F-15 X
H-1 X
H-3 X X
H-53 X X
UH-60A/L* , HH/MH-60G* X X
Army helicopters approved for hot refueling X X

*
UH-60A/L and HH/MH-60G helicopters are not authorized to hot refuel the Internal Auxiliary Fuel Tank System
(IAFTS) or the aircraft using the open port/over-the-wing method.

6.16 HOT DEFUELING. NOTE

Rapid defueling and wet wing defueling operations are con- At installations where aircraft parking space is
sidered hot defueling operations whenever the provider/ limited and hydrant fuel pit spacing will not per-
source/tanker aircraft has at least one engine running. Hot mit 50-foot aircraft wing tip clearance, the (air-
defueling can be done with all support equipment that has craft to aircraft) wing tip separation can be re-
been approved for hot refueling. Any aircraft that is approved duced to a minimum of 35 feet. However,
as a Forward Area Refueling Point (FARP) tanker aircraft is whenever a distance of less than 50 feet (wing tip
also approved for hot defueling operations. to wing tip) is maintained an aircraft rescue and
fire fighting vehicle must be at the aircraft during
rapid defueling operations.
6.16.1 Rapid Defueling. Rapid defueling reduces time
and provides a means to rapidly off load fuel from aircraft at
a higher flow rate than defueling systems and equipment are c. Intercom between the rapid defueling supervisor and
capable of providing. This is accomplished by operating one the fuels equipment (2F0X1) operator shall be main-
outboard aircraft engine, using on-board fuel transfer pumps tained during the entire operation.
and bypassing the defuel pumps installed in the fuel servic-
ing systems. Rapid defueling presents hazards, which are not d. The fuels operator will assume a position at the hy-
normally encountered in normal defueling operations. The drant pit, hose cart or defueling unit to monitor the
following special precautions and instructions shall be fol- equipment for malfunctions. Should a malfunction oc-
lowed when rapid defueling: cur, the rapid defueling operation will be stopped im-
mediately.
a. Rapid defueling shall not be accomplished until a
SSEA 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- Personnel shall not be stationed on top of the ser-
graph R-9/11 and R-12 hydrant trucks, and R-14, MH-2 vicing unit during rapid defueling operations.
hose and R-25 carts.
e. Rapid defueling shall be conducted in accordance with
b. All rapid defueling ground crew members will be cer- published aircraft and fuels equipment technical orders/
tified to perform rapid defueling operations by quali- checklists.
fied trainers/supervisors. An entry will be made in the
individual’s AF Form 623 on either the Career Field 6.16.2 Wet Wing Defueling. Wet wing defueling is a
Education and Training Plan (CFETP) or other pre- similar operation for providing fuel in a forward operating
scribed document, upon initial qualification, and annu- area. Rather than an aircraft or helicopter as the receiver,
ally thereafter in the applicable Management Informa- fuel is transferred into US Army Forward Area Refueling
tion System (MIS).

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 TO 00-25-172

Equipment (FARE), Army tank truck, or 500 gallon sealed craft, electrical power is supplied from either a GPU or by
drums at a fuel system supply point. This operation provides running number 1 and 2 engines. For C-141 aircraft, electri-
the rapid supply of fuel needed for initial support of intense cal power is supplied from either a GPU or the aircraft APU.
short duration conflicts and is accomplished with four air- For KC-135E aircraft (after TCTO 1388, 180L APU), elec-
crew members. Personnel involved will be trained and certi- trical power can be supplied from either a GPU, by running
fied as required by MAJCOM directives. The US Army will an outboard engine, or the 180L APU. Refer to Table 6-4 for
furnish all required fuel transfer equipment (including the aircraft approved for wet wing defueling.
interface equipment between the aircraft and the US Army
fuel system supply point). Fire protection (Army supplied) 6.16.3 Aircraft to Aircraft Operations. During aircraft to
for the operation is, as a minimum, four dry chemical fire aircraft refueling operations, if the provider aircraft has at
extinguishers of 80 BC rating. For C-5 aircraft, wet wing least one engine running, it is considered a hot defueling
defueling is accomplished using electrical power from either operation.
a USAF-supplied GPU or the aircraft APU. For C-130 air-

Table 6-4. Wet Wing Defueling System Safety Engineering Analyses

Provider Receivers
C-5A/B US Army FARE/Truck/Drum; R-9, R-11, and R-14 Trucks
C-17 US Army FARE/Truck/Drum; R-9, R-11, and R-14 Trucks
C-27 US Army FARE/Truck/Drum; R-9, R-11, and R-14 Trucks
C-130 US Army FARE/Truck/Drum; R-9, R-11, and R-14 Trucks
C-141 US Army FARE/Truck/Drum; R-9, R-11, and R-14 Trucks
KC-10 US Army FARE/Truck/Drum; R-11, and R-14 Trucks
KC-135 US Army FARE/Truck/Drum; R-11, and R-14 Trucks

6.17 FORWARD AREA REFUELING POINT (FARP) on intercom contact with the tanker aircrew. Engines will be
OPERATIONS. operating on the tanker and receiver aircraft/vehicles. A
separate SSEA is required to approve each aircraft as a FARP
FARP operations involve a tanker aircraft and one or more tanker or receiver. The following aircraft are approved tanker
receiver aircraft. The tanker aircraft will typically land in a aircraft: C-5, C-17, C-27, C-130, C-141, CESSNA 208,
forward area and deploy ground refueling equipment, includ- CASA 212, and the CASA 235. The following aircraft are
ing hoses and an optional Forward Area Manifold (FAM) approved receiver aircraft: H-1, AH-1, H-6, H-53, OH-58,
cart. Aircraft crewmembers will lay out the equipment to H-60, AH-64, UV-18B, WESSEX, PUMA, LYNX, MI-8/17,
service fuel bladders, vehicles, or arriving aircraft (one to MI 24/25, PILATUS PC-6, DEHAVILAND DHC-6, BEECH
six, depending upon the operation). Qualified Hose Deploy- KING AIR, CASA 235, A-10, C-130, MERLIN, and the V-22
ment Personnel (HDPS) will service each receiver using the aircraft. Any approved tanker aircraft can FARP any ap-
tanker-supplied fueling equipment. A qualified HRS will op- proved receiver aircraft.
erate the FAM cart (if used), supervise the operation, and be

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