TO 00-25-172 Aircraft Ground Servicing Operations PDF

 TO 00-25-172 INTRODUCTION 1 PURPOSE. This Technical Order (TO) provides guidance to help minimize injury and property damage mishaps as...

 TO 00-25-172 INTRODUCTION 1 PURPOSE. This Technical Order (TO) provides guidance to help minimize injury and property damage mishaps associated with aircraft ground servicing operations and other allied support functions accomplished concurrently with ground servicing. Addi- tionally, this technical order provides information on the nature of, and methods to minimize electrical hazards associated with servicing operations. 2 SCOPE. This TO applies to all United States Air Force (USAF) aircraft ground servicing operations as well as servicing of non-USAF aircraft when performed at USAF or non-USAF installations by USAF personnel or under USAF control. Excluded is the servicing of air launched missiles and stores. Where procedures in this technical order conflict with Mission/Design/Se- ries (MDS) specific TO procedures, the MDS specific TO shall take precedence except on those matters related to Fire Protec- tion. The Installation Fire Chief will determine the extinguisher and standby requirements and vehicle positioning for opti- mum response. 3 ABBREVIATIONS. All abbreviations used in this manual are shown in the list of abbreviations below. Standard abbreviations are in accordance with ASME Y14.38, Abbreviations and Acronyms for Use on Drawings and Related Documents. °C degree Celsius °F degree Fahrenheit ABFDS Aerial Bulk Fuels Delivery System ACE Alternate Capability Equipment ADI Anti-Detonation Injection AF Air Force AFI Air Force Instruction AFTO Air Force Technical Order AMC Air Mobility Command APU Auxiliary Power Unit ARFF Aircraft Rescue and Fire Fighting ATS Aircraft Turnaround Supervisor AWIS Aircraft Wireless Intercom Systems BEE Bioenvironmental Engineer CASS Centralized Aircraft Support Systems CD Compact Disk CFETP Career Field Education and Training Plan CONUS Continental United States CSG Combat Sortie Generation CSO Concurrent Servicing Operation CSS Chief Servicing Supervisor CSS Concurrent Servicing Supervisor CU Conductivity Units CWDE Chemical Warfare Defense Ensemble DoD Department of Defense ECM Electronic Countermeasures ECS Environmental Control System EPU Emergency Power Unit vii TO 00-25-172 ESS Emergency Starting System FAM Forward Area Manifold FARE Forward Area Refueling Equipment FARP Forward Area Refueling Point FOD Foreign Object Damage FORCE Fuels Operational Readiness Capability Equipment FSAS Fuel Saving Advisory System FSII Fuel System Icing Inhibitors FSSZ Fuel Servicing Safety Zone FTR Flow Through Revetment GPM Gallon Per Minute GPU Ground Power Unit GTC Gas Turbine Compressor HAS/PAS Hardened Aircraft Shelters/Protective Aircraft Shelters HDPS Hose Deployment Personnel HEMTT Heavy Expanded Mobility Tactical Truck HF High Frequency HHT Hydrant Hose Trucks HPRS Hot Pad Refueling Supervisor HSV Hydrant Servicing Vehicles HTARS HEMTT Tanker Aviation Refueling System IAFTS Internal Auxiliary Fuel Tank System IBA Individual Body Armor ICT Integrated Combat Turnaround IFE In-Flight Emergency INS Inertial Navigation System ILDFA Ignitable Liquid Drainage Floor Assembly JFS Jet Fuel Starters LEL Lower Explosive Limit LFL Lower Flammable Limit LIN Liquid Nitrogen LOX Liquid Oxygen LRU Line Replaceable Unit MAF Mobility Air Forces MAJCOM Major Command MDS Mission/Design/Series MIS Management Information System MOC Maintenance Operation Center N2 Nitrogen NAVAIR Naval Air System Command NFPA National Fire Protection Association NSN National Stock Number O2 Oxygen OCONUS Outside Continental United States OPR Office of Primary Responsibility PN Part Number PPE Personal Protective Equipment PSI Pound-force per Square Inch PSIG Pound-force per Square Inch, Gauge PTO Power Takeoff viii  TO 00-25-172 Q-D Quantity-Distance REO Refueling Equipment Operator RPO Refueling Panel Operator SATCOM Satellite Communications SCR Supervisory Contractor Representative SE Support Equipment SFO Senior Fire Officer SKE Station Keeping Equipment SPR Single Point Refueling SPRM Single Point Receptacle Monitor SSEA System Safety Engineering Analysis TO Technical Order UEL Upper Explosive Limit UFC Unified Facility Criteria UFL Upper Flammable Limit USAF United States Air Force VIPER Versatile Integrating Partner Equipment Refueling WWD Wet Wing Defuel 4 RELATED PUBLICATIONS. NOTE When searching TO numbers in the Enhanced Technical Information Management System (ETIMS) catalog, please use the wildcard (*) after typing in the TO number. Many TOs are not available in paper format, (i.e., digital (WA-1) or Compact Disk (CD-1)). This ensures TOs in all media formats will populate the search. The following publications contain information in support of this technical manual. List of Related Publications Number Title A-A-50022 Gloves, Welder’s, Leather, Gauntlet A-A-52475 Chock, Wheel A-A-55213 Gloves, Permeable, Cloth, Cotton, Olive Green A-A-59503 Nitrogen, Technical AF Drawing 42D6594 Chock Assembly - Wheel Adjustable Rope Type AFH 32-1084 Facility Requirements AFI 11-235 Specialized Fueling Operations AFI 21-101 Air and Space Equipment Maintenance Management AFI 23-201 Fuels Management AFI 48-137 Respiratory Protection Program AFI 91-202 US Air Force Mishap Prevention Program AFI 91-203 Air Force Consolidated Occupational Safety Instruction AFMAN 91-201 Explosives Safety Standards API/IP STD 1529 Aviation Fuelling Hose and Hose Assemblies ASME Y14.38 Abbreviations and Acronyms for Use on Drawings and Related Documents MIL-STD-810 Environmental Engineering Considerations and Laboratory Tests MIL-STD-882 Department of Defense Standard Practice for System Safety MIL-DTL-6615 Hose Assemblies, Rubber, Fuel and Nonpotable Water, with Reattachable Couplings, Low Temperature, General Specification for ix TO 00-25-172 List of Related Publications - Continued Number Title MIL-DTL-26521 Hose Assembly, Nonmetallic, Fuel, Collapsible, Low Temperature with Non-Reusable Cou- plings MIL-DTL-26894 Hose and Hose Assembly, Rubber, Gasoline, Refueling, Low Temperature MIL-DTL-27516 Hose and Hose Assembly, Nonmetallic, Suction and Discharge MIL-DTL-83133 Turbine Fuel Aviation Kerosene Type JP-8 (NATO F-34), NATO F-35 and JP-8+100 (NATO F-37), version K published 18 July 2018 MIL-PRF-370 Hose and Hose Assemblies, Nonmetallic: Elastomeric, Liquid Fuel MIL-PRF-32058 Chock, Wheel-Track - Aviation, Adjustable Rope Type NFPA 407 Standard for Aircraft Fuel Servicing SAE AS 38404 Couplings, Hose, Reattachable Screw-On TO 00-5-1 Air Force Technical Order System TO 00-25-234 General Shop Practice Requirements for the Repair, Maintenance, and Test of Electrical Equipment TO 1-1-3 Inspection and Repair of Aircraft Integral Tanks and Fuel Cells TO 1-1-686 Desert Storage Preservation and Process Manual for Aircraft, Aircraft Engines, and Aircraft Auxiliary Power Unit Engines TO 11A-1-33 Handling and Maintenance of Explosives Loaded Aircraft TO 13F4-4-121 Operation, Service and Maintenance with Illustrated Parts Breakdown Fire Extinguisher, Wheeled Liquefied Gas, 150 pound Capacity PNs 03496 and 05673 TO 15X-1-1 Maintenance Instructions - Oxygen Equipment TO 31Z-10-4 Electromagnetic Radiation Hazards TO 35E10-22-1 Operation and Maintenance Instructions Liquid Cooling System Cooler MXU-659A/E Part Number ACE-410-922 Winterization Kit Part Number 84094 Rev B TO 36A12-13-31-1CL-1 Checklist Aircraft Servicing Procedures with the Hydrant Servicing Vehicle (HSV) TO 37A2-2-4-1CL-1 Operational and Organizational Maintenance Refuel/Defuel Procedures All MH-2 Series Filter-Meter-Hose Fuel Transfer Trailer and KC-135 Rapid Defuel E-4B Hot Refueling TO 37A9-3-11-1CL-1 Checklist Operational and Organizational Maintenance Hot Refueling and Hot Integrated Combat Turnaround Procedures Aircraft Fuel Servicing Unit Type GRU 17/E Pantograph PACAF Type IV Hydrant Servicing TO 37C2-4-6-13 Overhaul Instructions with Illustrated Parts Breakdown Liquid Oxygen Filler Valve Type CRU-59/E PN 20C-0021-2 NSN 4820-00-796-9680YD TO 37C2-4-6-21 Operation, Maintenance with Illustrated Parts Breakdown Liquid Oxygen Filler Valve CRU- 59/E Part Number LV1363 TO 42B1-1-18 General Procedures Handling of H-70 (Hydrazine - Water Fuel) TO 42B-1-23 Management of Recoverable and Waste Liquid Petroleum Products TO 42B2-1-3 Fluids for Hydraulic Equipment TO 42B5-1-2 Use, Handling and Maintenance Instructions - Storage Type Gas Cylinders TO 42B6-1-1 Quality Control Aviators Breathing Oxygen and Aviators Gaseous Breathing Oxygen TO 42B7-3-1-1 Quality Control of Nitrogen TO 42C-1-16 Use and Quality Control of Demineralized Water and Water-Alcohol Mixtures for Aircraft Engines 5 RECORD OF APPLICABLE TIME COMPLIANCE TECHNICAL ORDERS (TCTOS). List of Time Compliance Technical Orders TCTO TCTO TCTO Number Title Date None x  TO 00-25-172 6 IMPROVEMENT REPORTS. Recommended changes to this manual shall be submitted in accordance with TO 00-5-1. xi/(xii blank)  TO 00-25-172 SAFETY SUMMARY 1 GENERAL SAFETY INSTRUCTIONS. This manual describes physical and/or chemical processes which may cause injury or death to personnel, or damage to equip- ment, if not properly followed. This safety summary includes general safety precautions and instructions that must be un- derstood and applied during operation and maintenance to ensure personnel safety and protection of equipment. Prior to per- forming any specific task, the WARNINGs, CAUTIONs, and NOTEs included in that task shall be reviewed and understood. 2 WARNINGS, CAUTIONS, AND NOTES. WARNINGs and CAUTIONs are used in this manual to highlight operating or maintenance procedures, practices, conditions, or statements which are considered essential to protection of personnel (WARNING) or equipment (CAUTION). WARN- INGs and CAUTIONs immediately precede the step or procedure to which they apply. WARNINGs and CAUTIONs consist of four parts: heading (WARNING, CAUTION, or icon), a statement of the hazard, minimum precautions, and possible results if disregarded. NOTEs are used in this manual to highlight operating or maintenance procedures, practices, conditions, or statements which are not essential to protection of personnel or equipment. NOTEs may precede or follow the step or proce- dure, depending upon the information to be highlighted. The headings used and their definitions are as follows: Highlights an essential operating or maintenance procedure, practice, condition, statement, etc., which if not strictly observed, could result in injury to, or death of, personnel or long term health hazards. Highlights an essential operating or maintenance procedure, practice, condition, statement, etc., which if not strictly observed, could result in damage to, or destruction of, equipment or loss of mission effectiveness. NOTE Highlights an essential operating or maintenance procedure, condition, or statement. 3 REPORTING OF HAZARDS. Any potential hazard shall be reported to supervision. Examples of hazards that should be reported are: Glowing or crackling fuel. Visible areas or sparks from any source. Electrical shocks to personnel. Aircraft with defective grounding/bonding receptacles. Fluid leaks, mists, or sprays. 4 RECOVERABLE PRODUCTS. Recoverable products resulting from ground handling and servicing of aircraft will be handled in accordance with federal, state, and local pollution control laws. Refer to AFI 23-201, Fuels Management, and TO 42B-1-23, Management of Recover- able and Waste Liquid Petroleum Products. Fuel or oil spills will be reported to the base fire department and the civil engi- neering pollution control response team as required by local directives. Implement spill control procedures in accordance with local directives. xiii TO 00-25-172 5 SYSTEM SAFETY ENGINEERING ANALYSIS (SSEA). An SSEA is a detailed engineering review of an operation. It includes failure modes and effects analysis, criticality assess- ments, and hazard analyses as outlined in MIL-STD-882. These analyses consider the weapon system, the support equipment, and the personnel interfaces. An SSEA is used to establish the degree of risk involved in a new procedure. Any change to the approved hot refueling or concurrent servicing operations listed in this technical order, or the addition of new procedures, require revising the appropriate SSEA. Refer to AFI 91-202 for an explanation of policies, responsibilities, authority, and administrative steps necessary to request an SSEA. xiv  TO 00-25-172 CHAPTER 1 INTRODUCTION 1.1 RESPONSIBILITIES. Commanders, managers, and supervisors shall ensure that all aircraft servicing personnel under their supervision are knowl- edgeable of requirements in applicable directives and Technical Orders (TOs), proficient in accomplishing servicing opera- tions and exercise safe practices during ground servicing operations. 1.2 DEFINITIONS. The following definitions apply in regard to the text of this TO. Shall and Will - Indicate mandatory requirements. Will is also used to express a declaration of purpose. Should - Indicates a preferred method of accomplishment. May - Indicates an acceptable or suggested means of accomplishment. 1.2.1 Aircraft Fuel Servicing. The movement of fuel to or from an approved external source to or from an aircraft, includ- ing the time during which fueling connections and disconnections are made (bond wires and nozzles). This also includes checks made to verify fuel quantity and time to clean up or neutralize any spilled fuel. 1.2.2 Aircraft Servicing Supervisor. The person responsible for the aircraft fuel servicing operations. The individual shall be task trained and certified as required by the Career Field Education and Training Plan (CFETP) and any other Major Command (MAJCOM) or local maintenance/training directives. 1.2.2.1 Aircraft Turnaround Supervisor (ATS). The person responsible for Integrated Combat Turnaround (ICT) aircraft servicing operations. The ATS will be a highly trained and qualified maintenance technician in a minimum grade of SSgt in accordance with Air Force Instruction (AFI) 21-101 and MAJCOM supplements. 1.2.3 Bonding. Electrically connecting two or more components of a system to equalize voltage potential. 1.2.4 Cathodic Protection. A means of protecting metals from corrosion by making the metal the cathode of an electro- lytic cell. Pipelines, tanks, and steel piers (wharves) are often protected in this manner. 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 receive familiarization training on safety requirements and potential hazards of concurrent servicing operations and be certified as required by MAJCOM and local maintenance/training direc- tives. 1.2.6 Concurrent Servicing (Commercial, Contract, Cargo, Passenger Aircraft). The simultaneous servicing of fuel or oxygen with either passengers on board or the performance of minor maintenance, fleet servicing, or baggage or cargo loading/unloading. See Paragraph 5.1 for exceptions. This primarily applies to commercial, contract, cargo, and passenger air- craft, but could apply to any aircraft undergoing fuel servicing with personnel on board or performance of minor mainte- nance. 1.2.7 Concurrent Servicing Area. The area within an imaginary circle around the aircraft that includes the fuel servicing safety zones and extends at least 10 feet outboard of the aircraft wingtips, tail, and nose. 1.2.8 Concurrent Servicing Operations (CSO) Supporting Combat Sortie Generation (CSG). The simultaneous fu- eling, and munitions/ammunition loading/unloading, aircraft reconfiguration, aircraft -6 TO inspections, and other aircraft servicing such as oil, nitrogen, and hydraulic fluid. Oxygen servicing will not be accomplished during fuel servicing. CSO supporting CSG from release 27 is now known as ICT. The ICT terminology has been brought back at the request of the lead command for the applicable aircraft - its definition is the same (see later paragraph). The above servicing with NO mu- nitions/ammunition loading/unloading or aircraft reconfiguration is just Concurrent Servicing. 1-1 TO 00-25-172 1.2.8.1 CSOs Requiring a CSS. The key function requiring the CSS is refueling/defueling. When no refuel/defuel opera- tions are taking place concurrent with any other maintenance/munitions tasks, a CSS is not required. A CSS is not used dur- ing ICTs, only an ATS. The ATS must be present during the entire ICT until complete. 1.2.8.1.1 Simultaneous fuel servicing with aircraft -6 and -6WC inspections. 1.2.8.1.2 Simultaneous fuel servicing with munitions/ammunition loading/unloading. 1.2.8.1.3 Simultaneous fuel servicing with aircraft reconfiguration. 1.2.8.1.4 Simultaneous fuel servicing and other aircraft servicing such as oil, nitrogen, and hydraulic fluid. 1.2.8.1.5 Simultaneous fuel servicing with loading/unloading of munitions/ammunition, aircraft reconfiguration, aircraft -6 TO inspections, and other aircraft servicing such as oil, nitrogen, and hydraulic fluid. NOTE Electrical “power-on” portions of -6 inspections are not authorized during concurrent munitions loading/unloading and fuel servicing operations. Power-on portions of -6 inspections are accomplished prior to or upon completion of the concurrent munitions loading/unloading and fuel servicing operation. 1.2.8.2 CSOs Not Requiring a CSS. 1.2.8.2.1 On MAF aircraft, CSO is not required while aircrew members are performing the -1 inspection. (See Paragraph 5.1.) 1.2.8.2.2 Any or all simultaneous munitions/ammunition loading/unloading with aircraft -6 and -6WC TO inspections, air- craft reconfiguration, and other aircraft servicing such as oil, nitrogen, and hydraulic fluid. (When no refuel/defuel opera- tions are taking place concurrent with any other maintenance/munitions tasks, a CSS is not required). NOTE When a CSS is not required the weapons load crew chief is responsible for and controls all actions concerning the aircraft during loading and unloading operations. See AFI 21-101 for additional information. 1.2.9 CSS CSG. (See Chapter 6.) The on-site supervisor responsible for all aspects of fuel servicing, munitions/ammuni- tion loading/unloading, aircraft reconfiguration, aircraft -6 TO inspections, and other aircraft servicing performed during CSOs. The key function requiring the CSS is refueling/defueling. When no refuel/defuel operations are taking place concur- rent with any other maintenance/munitions tasks, a CSS is not required. A CSS is not used for ICTs, only an ATS. The ATS must be present during the entire ICT until complete. The individual shall receive training on safety requirements and potential hazards of concurrent servicing operations and be certified as required by AFI 21-101, MAJCOM, and local mainte- nance/training directives. 1.2.10 Deadman Control. An electrically, hydraulically, mechanically, or pneumatically operated switch or valve requiring continuous positive hand pressure by the operator to maintain fuel flow. Releasing the positive hand pressure stops fuel flow. (Not required for dispensing purging or preservation fluids in aircraft, e.g., 1010 oil.) 1.2.11 Defueling. Defueling is the movement of fuel from an aircraft fuel tank to any approved external container, equip- ment or system to exclude the draining of small amounts of residual fuel from externally mounted components (i.e., fuel pumps, valves, engines) as authorized per TO 1-1-3 and removal of fuel or other liquids from cells or tanks via the aircraft fuel system drains. 1.2.12 Flash Point. The lowest temperature at which vapors arising from fuel will ignite (momentarily flash) on applica- tion of a flame or spark. 1.2.13 Fuel Servicing Hose. 1.2.13.1 Soft (Collapsible). Rubber hose conforming to MIL-DTL-26521, flexible, capable of being completely flattened and coiled for ease of storage and handling. 1-2  TO 00-25-172 1.2.13.2 Semi-hard (Noncollapsible). Rubber hose conforming to MIL-DTL-6615 and MIL-PRF-370, braided, loomed, or plied reinforcement, not capable of being coiled easily. 1.2.13.3 Hard (Noncollapsible). Rubber hose conforming to MIL-DTL-27516 and MIL-DTL-26894, braided, loomed, or plied reinforcement with a steel spiral wire wound between reinforcing members. 1.2.14 Fuel Servicing Safety Zone (FSSZ). The area within 50 feet of a pressurized fuel carrying servicing component, i.e., servicing hose, fuel nozzle, Single Point Receptacle (SPR), hydrant hose cart, ramp hydrant connection point, etc., and 25 feet around aircraft fuel vent outlets. 1.2.15 Fuel Servicing Vehicle. A mobile self-propelled vehicle designed with a power take-off and filter separator to transport, receive, and dispense fuel. The most common type of fuel servicing unit in the Air Force inventory is R-11. 1.2.16 Fuel Spill. Dripping, splashing or overflow of fuel. The fuel spill classifications are: 1.2.16.1 Class I spills involve an area less than two feet in any plane dimension (direction). Using agency fireguards, deter- mine if these spills create a fire hazard to the aircraft or equipment. Generally, these spills need only be monitored until the aircraft is dispatched. 1.2.16.2 Class II spills involve an area not over 10 feet in any plane dimension (direction), or not over 50 square feet and not of a continuing nature. Post the area, using agency fireguards, and immediately notify the fire protection organization and the base agency responsible for cleanup of hazardous spills. 1.2.16.3 Class III spills involve an area over 10 feet in any plane dimension (direction) or over 50 square feet in total area or of a continuing nature. Post the area, using agency fireguards, and immediately notify the fire protection organization and the base agency responsible for cleanup of hazardous spills. These conditions shall be considered a ramp mishap (acci- dent or incident). The senior fire official will respond with the personnel, vehicle(s) and equipment necessary to control and contain the hazardous condition until the local base agency responsible for cleanup can properly dispose of the hazardous material(s). 1.2.17 Flow Through Revetment (FTR). An open ramp parking area with protective earth filled steel walls several feet thick designed to protect the aircraft. 1.2.18 Grounding (Electrostatic). A path or means to remove any electrostatic charge buildup on a conductive object by connecting that conductive object to earth. 1.2.19 Hose Cart (MH-2 Series). A trailer-mounted unit containing a filter separator, meter, hoses, and nozzles for con- necting the hydrant outlet to the aircraft. It may be used with the Type II system or Type I modified system. It may be equipped with a Y-adapter to permit refueling two aircraft at the same time. It may also be used to refuel commercial aircraft requiring simultaneous servicing into both wings. 1.2.20 Hot Pad Refueling Supervisor (HPRS). A person (five-level or higher) with overall supervisory responsibility for simultaneous hot refueling operations. 1.2.21 Hot Refueling/Defueling. The movement of fuel into or out of the fuel tanks of an aircraft with one or more aircraft engine operating. 1.2.22 Hot Refueling/Defueling Area. The area within 50 feet of a hot refueling/defueling operation. Refer to Table 3-2 for specific requirements. 1.2.23 Hydrant Hose Truck. A self-propelled aircraft fuel servicing unit capable of dispensing up to 1200 Gallons Per Minute (GPM), equipped with inlet and discharge hoses, meter, filter/separator, various pressure and flow control valves, and safety devices. Hydrant Hose Trucks (HHT) are also known as Hydrant Servicing Vehicles (HSV). 1.2.24 Hydrant Operator. A person (AFSC 2F0X1) who activates electrical and/or magnetic switches and valves neces- sary for fuel to flow from the hydrant system to the aircraft on the Type I, Type II, Type III, and Type IV hydrant systems. Op- erates hydrant hose truck, hose cart, or pantograph. The Type IV operator is positioned at the control pit, maintains visual 1-3 TO 00-25-172 contact with all crew members, and monitors pressure gauges and the meter in the hydrant pit. In an emergency or upon signal from the aircraft refueling or pad refueling supervisor, they activate the emergency electrical shutdown switch and the fire suppression system. 1.2.25 Hydrant Outlet. A fueling valve located on the parking ramp where the fuel hose or hose cart is connected. 1.2.26 ICT. The ICT was known as CSO supporting CSG in release 27. The ICT terminology has been brought back at the request of the lead command for the applicable aircraft. An ICT is a process by which an aircraft is recovered and re- launched in a minimum amount of time through the simultaneous fueling, and loading/unloading of munitions/ammunition, aircraft reconfiguration, aircraft -6 TO inspections, and other specified aircraft servicing such as oil, nitrogen, and hydrau- lic fluid. Oxygen servicing will not be accomplished during fuel servicing. The above servicing with NO munitions/ammuni- tion loading/unloading or aircraft reconfiguration is just Concurrent Servicing. 1.2.27 Intrinsically Safe. Equipment and wiring that is not capable of producing sufficient electrical or thermal energy un- der normal or abnormal conditions to cause ignition of a flammable or combustible atmospheric mixture in its most easily ignitable concentration. This equipment is suitable for use where fuel vapors can exist. Devices meeting the explosive vapor tests of MIL-STD-810 meet the intrinsically safe requirements of the National Fire Code. 1.2.28 Lateral Control Pit. An area below ground level adjacent to the parking ramp containing components of the hydrant system and controlling one or more hydrant outlets. 1.2.29 Lateral Control Pit Switch. An on/off explosion proof switch, usually located at the hydrant control pit. 1.2.30 Lateral Control Pit Emergency Switch. A switch located at the control pit which overrides all other on/off switches and shuts down the entire hydrant system. Type II hydrant systems also have an emergency switch at each outlet. 1.2.31 Liquid Oxygen (LOX) Servicing Safety Zone. The area within 20 feet of pressurized LOX servicing equipment, servicing hose, aircraft servicing connection point or vents. 1.2.32 Pantograph. A fuel servicing system consisting of multiple rigid sections of tubing interconnected by articulating and swivel couplings with fuel flow usually controlled by a deadman switch. 1.2.33 Mobility Air Forces (MAF). MAF aircraft are AMC C-130, C-17, C-5, KC-135, KC-10, and KC-46 airframes and those airframes located outside of Air Mobility Command (AMC) (typically overseas units within Pacific Air Forces (PACAF), United States Air Forces in Europe (USAFE), Air Forces Central (AFCENT)), with the exception of Air Force Spe- cial Operations Command (AFSOC). 1.2.34 Ramp Grounds. Ground rods used on ramps or aprons for protection against stray electrical currents, electrical faults, lightning, and static electricity. 1.2.35 Rapid Defueling. A means to rapidly off load fuel from aircraft either by operating an outboard engine or external hydraulic test stand to power on-board refueling pumps. 1.2.36 Refueling. The movement of fuel from any approved external source to an aircraft. 1.2.37 Remote Control Fuel Switch. A portable pushbutton on/off explosion proof switch attached to the hydrant outlet by an insulated, flexible control cable and used to start and stop fuel flow. This may also be a magnetic switch with a lanyard. 1.2.38 Servicing Crew Member. A person who performs duties required by the specific servicing checklist under the supervision of the oxygen, refuel/defuel supervisor, or chief servicing supervisor. For medical evaluation aircraft only, the CSS can also function as the Refueling Panel Operator (RPO) and the Single Point Receptacle Monitor (SPRM). In this case, a person in Air Force Specialty Code (AFSC) 4NOXX or X8AOO can perform duties as a safety observer in front of the medical evacuation aircraft but must be on intercom with the CSS and the aircrew. 1.2.39 Combat Sortie Generation. Combat sortie generation is a process by which mission capable fighter aircraft are generated in a minimum amount of time, during peacetime or wartime, through separate 2AXXX and 2WXXX tasks or by CSO or ICTs. Combat sortie generation may include fueling, munitions/ammunition loading/unloading, aircraft reconfigu- ration, -6 TO inspections, and other servicing requirements. 1-4  TO 00-25-172 1.2.40 Shelters. 1.2.40.1 Aircraft Alert Shelter. A covered unhardened/unprotected structure with or without doors from which a mission ready aircraft can be launched. Aircraft are expected to start engine within the shelter and taxi out of the shelter under their own power. Some shelters are designed to allow the aircraft to taxi in as well. Some shelters provide protection from the elements, others are complete hangars. 1.2.40.2 Hardened Aircraft Shelters (HAS)/Protective Aircraft Shelters (PAS). (Refer to Figure 4-1.) 1.2.40.2.1 First Generation Shelters. These shelters have two manually operated, vertically hinged, prow-shaped, re- cessed, metal aircraft entry doors. Usable floor space is 48 feet by 75 feet. 1.2.40.2.2 Modified First Generation Shelters. These shelters have one electrically operated, side opening, roller sup- ported, prow-shaped, externally mounted, metal aircraft entry door. Usable floor space is 48 feet by 100 feet. 1.2.40.2.3 Second Generation Shelters. These shelters have two electrically operated, side opening, roller supported, ex- ternally mounted, reinforced concrete panel aircraft entry doors. Usable floor space is 82 feet by 124 feet. 1.2.40.2.4 Third Generation Shelters. Same as second generation except usable floor space is 71 feet by 120 feet. 1.2.40.2.5 Protective Aircraft Canopy Shelters. These “carport type” shelters have fabric covered canopies designed to protect personnel and aircraft from the elements. They do not have doors or walls. 1.2.41 Supervisory Contractor Representative (SCR). The person responsible for the control of contractor personnel involved in concurrent servicing operations, fuel nozzle connection/disconnection, and operation of refueling control panel on commercial aircraft. 1.2.42 Support Equipment (SE). All equipment required on the ground to make a weapon system, command and control system, subsystem, or end item of equipment operational in its intended environment. 1.2.43 Switch Loading. The introduction of a low volatility fuel such as JP-8 into a tank containing a residue of a higher volatility fuel such as JP-4, and vice versa. 1.2.44 Transferring of Fuel. The movement of fuel within the aircraft internal fuel system. This term also applies to bulk movement of fuel. 1.3 REPORTING OF HAZARDS. Any potential hazard shall be reported to local supervision. Examples of hazards that should be reported are: a. Glowing or crackling fuel. b. Visible areas or sparks from any source. c. Electrical shocks to personnel. d. Aircraft with defective grounding/bonding receptacles. e. Fluid leaks, mists, or sprays. 1.4 RECOVERABLE PRODUCTS. Recoverable products resulting from ground handling and servicing of aircraft will be handled in accordance with federal, state, and local pollution control laws. Refer to AFI 23-201, Fuels Management, and TO 42B-1-23, Management of Recover- able and Waste Liquid Petroleum Products. Fuel or oil spills will be reported to the base fire department and the civil engi- neering pollution control response team as required by local directives. Implement spill control procedures in accordance with local directives. 1-5 TO 00-25-172 1.5 FUEL OR OIL SPILLS. Fuel or oil spills will be reported to the base fire department and the civil engineering pollution control response team as re- quired by local directives. Implement spill control procedures in accordance with local directives. 1-6  TO 00-25-172 CHAPTER 2 ELECTROSTATIC HAZARDS AND STATIC GROUNDING AND BONDING 2.1 INTRODUCTION. Fire or explosion hazards are always present where fuels are handled. The grounding or bonding of all conductive parts of the system are an effective means of controlling hazards created by electrostatic energy. Grounding is the process of connecting one or more metallic objects and ground conductors to ground electrodes. Bonding is the process of connecting two or more metallic objects together by means of a conductor. Bonding is done to equalize electrostatic potential between two or more conductive objects. 2.2 ELECTROSTATIC CHARGES. Static electricity is frequently generated when two materials are brought into contact and then separated. Removing items of clothing, dust blowing across a surface, a liquid flowing through a pipe, and moving vehicles are common means of producing a static charge. Static electricity has been the ignition source for many petroleum fires. Protection against static charge buildup is obtained by dissipating static charges through proper connections to the ground or equalizing static charges through effective bonding. 2.3 STRAY CURRENTS. Electrical currents flowing through paths other than their intended circuits, or any extraneous current in the earth are stray cur- rents. Since Air Force fixed refueling systems are in contact with the earth, stray currents sometimes take paths through the conducting parts of the system. Grounding or bonding does not eliminate stray currents. 2.4 COMBUSTION. Combustion requires fuel vapors, air (oxygen), and an ignition source. Flammable vapors exist over the surface of JP-4 at -10 degrees Fahrenheit (°F) and above, and aviation gasoline at -50 °F and above. Ignition of these vapors can be caused either by a spark or flame. When the proper ratio of fuel vapor and air is present, ignition will result in fire or explosion. Energy lev- els associated with electrostatic discharges may be sufficient to ignite fuel vapors. 2.5 ELECTROSTATIC CHARGING OF PERSONNEL. The normal activity of personnel involved in refueling operations can generate static electricity charges on their clothing. Hu- midity greatly affects the static electricity characteristics of clothing materials. The lower the humidity, the higher the elec- trostatic hazard. Under low humidity conditions, almost all Air Force (AF) issued garments can produce a static charge of suf- ficient potential to cause a discharge. The wearing of multiple garment layers in itself does not cause an excessive static charge to develop. However, never remove any garment while in the refueling area. Antistatic finishes are not permanent and are gradually removed by laundering or dry cleaning. In addition, antistatic finishes are not as effective in low humidity condi- tions or at low temperatures. Moisture increases the electrical conductivity of clothing and this is why high humidity condi- tions minimize static build-up problems. Body perspiration has the same effect by adding moisture to undergarments and outer clothing. Insulated foot wear limits the dissipation of static charges to the ground. Both rubber soles and composition soles are relatively poor conductors but most have sufficiently low resistances to dissipate static charge. The same is true for gloves. In most cases, personnel can dissipate static charges through gloves or soles, but, as an added precaution, person- nel should touch a grounding/bonding point with their bare hand. Personnel wearing Chemical Warfare Defense En- sembles (CWDEs) do not need to remove any clothing to dissipate static buildup. They can adequately ground or bond them- selves directly through the CWDE boot or glove. Clothing having a surface resistivity of less than 1012 ohms per square or an inside-to-outside resistance of less than 1010 ohms will dissipate static charges through normal grounding procedures or equalize static charges through normal bonding procedures. Many aircraft have avionics Line Replaceable Units (LRUs) having electronic components that are sensitive to static discharges. When removing or replacing these units, personnel should electrostatically equalize themselves with the aircraft prior to touching the LRUs. The preferred contact/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 connected to sensitive electronic components. Any connector or jack caps/covers should be in- stalled whenever the LRUs are disconnected from the aircraft. Once the LRUs are in the avionics shop for repairs, standard safeguards as outlined in Mission/Design/Series (MDS) specific Technical Orders (TOs) and TO 00-25-234 will suffice to pre- 2-1 TO 00-25-172 vent electrostatic damage. When handling munitions or explosive devices, avoid touching bare electrical primers, exposed propellants, and explosive chemicals. 2.6 TANK FILLING. During the tank filling process, the electrical potential of the liquid fuel surface may reach thousands of volts. A spark may discharge from the surface of the liquid to the internal surfaces of the tank or any other object in the tank such as piping, fit- tings, or foreign material. If the fuel vapor-air mixture above the liquid surface is in the explosive range, such a spark will pro- vide ignition with disastrous results. Objects in a fuel tank will collect a charge from the fuels and become similar to an elec- trical condenser (capacitor) plate. The potential required for a discharge from these floating objects to the tank is less than that required to cause a discharge from the liquid surface to the tank. Therefore, the hazard is greatly increased by the pres- ence of such objects. The Air Force now incorporates a conductivity additive to decrease the relaxation time of electro- static charges in order to preclude these problems. Also, the use of a higher flash point fuel such as JP-8 or JP-5 in lieu of JP-4, when permitted by the applicable aircraft technical orders, reduces the vapor ignition 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 These limits do not apply for JP fuels having antistatic additives with at least 50 Conductivity Units (CU). Nozzle/Hose/ Gallons/Minutes Pipe Diameter 0.75 inches 32 1.50 inches 125 2.00 inches 225 2.50 inches 352 3.00 inches 470 4.00 inches 627 5.00 inches 783 6.00 inches 940 2.7 LIGHTNING. Even if an aircraft were statically grounded, a severe hazard to servicing personnel could exist if lightning strikes the aircraft or within several hundred feet of the aircraft. Servicing personnel should be evacuated from the area when there is danger of a direct or close proximity lightning strike. Personnel inside an aircraft will be in no danger as long as all aircraft doors, hatches, and canopies are closed. Potentials in the range of several million volts exist between clouds and earth. High points such as vertical stabilizers and antenna masts are most susceptible to strikes. These strikes are of short duration (approxi- mately 1/100 second duration per strike) and even though high energy levels exist, the ramp grounding system will generally conduct the energy safely to earth. An electrical storm can be dangerous even if several miles from the servicing area. 2.8 OTHER SOURCES OF STATIC ELECTRICITY. Operating aircraft engines, rotor blades, and propeller blades, can generate high static electricity voltages. These static sources are especially hazardous because the static voltages may be generated continuously as long as the engines/blades continue to operate. 2.9 GROUNDING AND BONDING POLICY. Grounding is not required for parked aircraft or aircraft fuel servicing operations unless required by specific MDS technical orders. In any case, aircraft stored/parked at the AMARG desert storage (TO 1-1-686) do not need to be grounded. Air- craft will be bonded to fuel servicing equipment at all times during fuel servicing operations. Hydrant fuel servicing vehicles and hose carts will also be bonded to the hydrant system in addition to bonding to the aircraft. (This hydrant-servicing ve- hicle or hose cart bonding requirement applies only when the aircraft is not grounded.) 2-2  TO 00-25-172 If the aircraft engine is operating (e.g., hot refueling) do not place grounding/bonding wires or hardware within the engine inlet danger area. Failure to comply with this warning, could result in injury to, or death of person- nel or long term health hazards. When applicable, aircraft/equipment must be grounded and/or bonded prior to connecting the single point nozzle to the aircraft; however, the hydrant coupler will be connected to the hydrant outlet prior to bonding the hydrant servicing vehicle to the aircraft. Failure to comply could result in injury to, or death of, personnel or long term health hazards. Grounding/Bonding clamps/plugs shall not be allowed to drag across the ramp. Clamps/plugs shall be carried to reels on equipment. Failure to comply could result in damage to, or destruction of, equipment or loss of mission ef- fectiveness. NOTE If the bonding wire becomes disconnected, reconnect it immediately. The sequence makes no difference. Bonding is not required for all-metal pantograph, as long as there is a continuous metal structure from the fuel source servicing equipment (fill stand or hydrant) to the receiving aircraft or refueler/fuel truck. a. Grounding of aircraft or supporting servicing equipment during either fuel servicing, Liquid Nitrogen (LIN) servicing, or Gaseous Nitrogen (N2) servicing is not required. Electrostatic studies (1993 CRC report substantiated by AFMC/ SE) have demonstrated that grounding aircraft or supporting servicing equipment for these situations is unneces- sary. Unless required by specific MDS technical orders, grounding is not required for aircraft except for the following four operations (only one grounding wire is necessary): (1) Undergoing munitions loading/unloading operations. (i.e, loading bombs, missiles, etc., to combat aircraft store and release locations.) Aircraft grounding is not required for driving/carrying on munitions or hazardous cargo onto cargo aircraft. (2) Undergoing electrostatic painting, bead blasting or fuel system repair. (3) Connected to a hangar electrical power source or ground power unit (GPU) that does not have GFCIs (ground fault circuit interrupters). (This requirement does not apply to portable ground power units, including MD/4MO mo- bile electrical power units, inside hangars or hangar electrical powers that have GFCIs installed. Use of air- craft chassis for current return means aircraft is structurally grounded through the power source cable and power source ground. Adding aircraft ground creates a ground in two places, a ground loop, and resultant fault.) Locations with low humidity may want to ground an aircraft one time after landing to dissipate any static charges generated on the aircraft while flying through dust or precipitation. This will be accomplished by momentarily connecting a cable from an earth ground to any unpainted metallic aircraft surface. (4) Or when required by specific MDS technical data. b. Overwing (open port) fuel servicing operations require a bonding wire between the fuel source and the aircraft, and a separate bonding wire for each open port fuel nozzle. The first bonding wire equalizes static charges that accumu- late while fuel is flowing during fuel servicing operations. If the nozzle is attached to a conductive braided hose, this first bonding wire is not necessary. The second bonding wire prevents a charged fuel nozzle from creating a spark at the open fuel port when the fuel nozzle first touches the aircraft. Ladders used for overwing refueling do not require bonding to the aircraft. c. Drop, external, ferry, Benson, and weapons bay fuel tanks do not need to be grounded when stored, parked, or during other periods when in-tank work is not being accomplished. 2-3 TO 00-25-172 d. The connecting of more than one grounding/bonding cable by any means (clamp-to-clamp, clamp-to-handle, etc.) using any method (stacking, piggy-backing, nose-to-nose, etc.) should be avoided, except as specified in (1) or (2) below. (1) A conversion jumper may be constructed to provide bonding capability for over-the-wing fuel servicing nozzles when aircraft to be serviced are not equipped with electrical jack assembly receptacles. Conversion jumpers will be made from only the parts listed below and assembled as follows: connect an electrical ground wire rope (cable), National Stock Number (NSN) 4010-00-575-6234 or NSN 4010-00-286-2681, to terminals of a female extension jack, NSN 5935-00-432-9340; cut electrical ground wire rope (cable) to length required; place a red warning streamer, NSN 8345-00-673-9992, on cable and then install an electrical ground clip, NSN 5999-00-134-5844 or NSN 5999-00-204-8350 on free end of cable. Perform a continuity check to make sure conversion jumper is electri- cally interconnected throughout assembly. (2) A multiple receptacle junction box may be constructed to reduce the number of grounding/bonding cables around a work site. The multiple receptacle junction boxes must be built from a high quality conductive material. The re- ceptacles installed in the junction box must be female extension jacks, NSN 5935-00-432-9340. All multiple recep- tacle junction boxes will be given a continuity test at the time of fabrication and at any time afterwards when a lack of continuity is suspected due to damage or corrosion. Resistance between the body or frame of the junction box and the installed female extension jacks shall not exceed 10 ohms. 2.10 GROUNDING. The recommended connection sequence to ground an aircraft using a clamp-plug unit is (1) attach a grounding clamp to the earth grounding point, (2) insert the plug of the other end of the clamp-plug unit into an aircraft receptacle jack assembly or attach the clamp of the other end of the clamp-plug unit to an unpainted metal portion of the aircraft. An aircraft external tank can be used as a single grounding/bonding attachment point. 2.11 AIRCRAFT INSTALLED ELECTRICAL RECEPTACLES FOR GROUNDING AND BONDING. Aircraft system managers, in coordination with lead commands, shall ensure applicable aircraft technical orders include a re- quirement to inspect aircraft electrical receptacles during or at appropriate maintenance interval or after receptacle mainte- nance. The inspection methods and frequency will also be included in the specific aircraft technical orders. In the absence of any inspection methods listed in aircraft technical orders, receptacles will be inspected and tested in the following manner: a. Visually inspect for loosely mounted receptacles and evidence of corrosion on washers, lugs, nuts, and the aircraft skin. There shall be no free axial movement of the contact tip in the plug due to clearance between the contact (spring) tip and plug. Free axial movement indicates the contact spring is not maintaining a proper connection with the plug. b. Inspect and test for electrical resistance as follows: (1) Electrical resistance between receptacles and clean aircraft skin shall be one ohm or less on an 815AFA bridge or equivalent. (2) A stainless steel plug, Part Number (PN) MS3493, NSN 5935-00-572-5174, will be inserted into the receptacle jack assembly. Check to ensure it is firmly seated. Electrical resistance measured between the plug and cleaned air- craft skin must be one ohm or less, but not zero. The aircraft technical order is applicable if it specifies a value less than one ohm. A clamp, PN M83413/7-1, may be substituted for the steel plug on aircraft not equipped with the jack assembly, PN MS90298, when attached to designated grounding lugs on an unpainted part of the air- craft landing gear. (3) A firm pull will be required to withdraw the plug from the receptacle. Approximate pull will measure 8-14 pounds on a spring scale, NSN 6635-00-578-5286, or equivalent. A pull of less than eight pounds indicates a weak or damaged receptacle and will be replaced. A pull of over 14 pounds indicates a possible corroded receptacle which might warrant replacement. 2-4  TO 00-25-172 NOTE A locally fabricated tool assembly may be used to assist in resistance test on aircraft installed grounding/bonding receptacles. The assembly consists of a grounding/bonding plug, NSN 5935-00-572-5174, grounding/bonding cable, NSN 4010-00-286-2681, six inches in length, and a wire rope swaging sleeve, NSN 4030-00-132-9163. As- semble as follows: install one end of six-inch grounding/bonding cable into grounding/bonding plug jam nut. Using opposite end of six-inch grounding/bonding cable, form a loop ending near grounding/bonding plug jam nut. Se- cure loop by placing both ends of grounding/bonding cable in a wire rope swaging sleeve and crimp. The loop can now be used as connection point for spring scale to conduct pull resistance test. (4) Defective jack assemblies will be replaced with PN MS90298 receptacles. Latest assembly has a one-half inch curved base on contact. Outdated aircraft jack assemblies which are to be replaced are one-fourth inch across con- tact base with two solder lugs and a right angle bend near the end of contact. (5) For receptacles PN 8240704-1 a firm pull will be required to withdraw the plug from the receptacle. The approxi- mate pull force is 8±2 pounds. A pull force of less than six pounds indicates a weak or damaged receptacle. A pull force of 10 foot pounds or greater indicates a possible corroded receptacle which might warrant replacement of receptacle. c. After receptacles meet the criteria outlined in step b., continuity check will be accomplished to assure all are electrically interconnected through the aircraft airframe and/or skin. For this test, use a portable static grounding/bonding cable. Resistance of the portable grounding cable shall be balanced out prior to use. In all cases, the resistance between recep- tacles should be one ohm or less. 2.12 GROUNDING/BONDING HARDWARE. The following hardware items will be used and inspected as indicated: a. Clamp (PN M83413/7-1, NSN 5999-00-134-5844). Replace clamp if jaws are deformed, spring is weak, or other defect is evident that would prevent a good connection. The M83413/7-1 will be used unless there is insufficient space in a ground connection pit. If an M83413/7-1 will not fit, then a robust ‘alligator’ type clamp can be used. Refer to AFI 21- 101. Two Allen head screws, or equivalent, will be utilized to secure cable to grounding clip. Coat screws with seal- ant or stake screws to prevent screws from backing out. Unused screws will be removed and the holes will not be coated with sealant for easy visual inspection that the screws have been removed. b. Plug (PN M83413/4-1, NSN 5935-00-572-5174 only). Inspect the electrical ground/bond plug for corrosion, weakness, or loose nut and replace if heavily dented or deformed, particularly around the portion which connects with the air- craft grounding/bonding receptacle. c. Cable (3/32 inch, NSN 4010-00-286-2681 or NSN 1640-00-575-6234 only). Replace cable if more than one-third of the cable wires are broken. If electrical continuity is suspect, the cable will be checked and repaired if found to be bad. NOTE Deteriorated plastic coating does not affect the electrical capability of the cable. d. Clamp-Plug Unit. The primary unit used by Air Force activities consists of a clamp and plug attached to opposite ends of a sufficient length of 3/32-inch cable. The unused handle of the clamp can be equipped with a sufficient length of 3/32-inch cable terminating into a plug. A warning streamer “REMOVE BEFORE FLIGHT” will be attached to the plug end of the cable. Other clamp-plug unit configurations may be used as mission needs dictate as long as speci- fied hardware is used to construct them. The cable retainer (cap) of the two-piece plug and cap assembly design may be spot welded to prevent loosening of the cable and possible loss of continuity. e. Locally-fabricated clamp-plug units will be checked with a multimeter for continuity prior to being placed into service. The continuity check test points should be from the inside of clamp jaws to end of plug. A continuity check should be performed any time a lack of continuity is suspect due to corrosion buildup or damage. A nominal 100-foot length of 3/32-inch diameter stainless steel cable will have a maximum allowable resistance of 10 ohms. f. When grounding is required for bare base operation, grounding rod, NSN 5975-00-240-3859, will be used. 2-5 TO 00-25-172 g. Static Grounding/Bonding Reel Inspection Criteria. All installed static discharge reels shall be given a continuity test at the time of initial installation and at any time a lack of continuity is suspected due to damage or corrosion. The test will be accomplished by extending the entire length of the cable and measuring the continuity between the plug or in- side the clamp jaws to the equipment frame on which the reel is mounted. Resistance between these two points shall not exceed 10 ohms. Prior to each use, the grounding reel shall be visually inspected for security of mounting on a rigid base and evidence of any corrosion or damage. h. Locally-fabricated non-ferris metal or rubber hourglass shaped spool can be utilized to wrap clamp-plug units. See Fig- ure 2-1 for example. 2.13 PERSONNEL GROUNDING/BONDING. Personnel will use grounding or bonding techniques to dissipate or equalize static charges that have accumulated during ground servicing operations. During an aircraft fuel servicing operation, a static spark in the wrong place could ignite a fuel vapor concentration. Fortunately, normal fuel servicing operations have ignitable flammable vapor concentrations only near aircraft fuel vent outlets. These vapor concentrations generally dissipate rapidly to levels that are too lean to be ignited. An aircraft fuel system failure, however, could result in fuel spilling from vent outlets or from other locations. This in- creases possibility of an ignition from a static spark. Therefore, prior to any fuel servicing or munitions loading/unloading op- eration, personnel involved in the operation will ground or bond themselves to a suitable grounding/bonding point or to a bare (unpainted) portion of the aircraft to uninsulated portions of the aircraft grounding wires. If a spark occurs during the ini- tial grounding or bonding procedure, then atmosphere conditions are ideal for additional static charge accumulations; there- fore, under this condition, personnel will ground or bond themselves periodically. If no spark occurs during the initial ground- ing or bonding procedure (or other symptoms do not occur), then additional grounding or bonding is not necessary. All personnel will avoid grounding or bonding themselves within three feet of aircraft fuel vent outlets. In addition, personnel conducting aircraft fuel vent checks will ground or bond themselves above waist level and at least three feet from fuel vent outlet prior to checking vent. Weapons loading personnel will ground or bond themselves when entering fuel servicing safety zone and before handling electrically-primed munitions. Always avoid touching the primers of electrically-primed mu- nitions (i.e., impulse cartridges and 20 MM ammunition). Personnel entering a fuel servicing or weapons loading area should also ground or bond themselves to the closest piece of grounded or bonded aircraft or equipment. 2.13.1 Chemical Warfare Defense Ensemble (CWDE) Resistance Tests. CWDE resistance tests have shown that static charges can be effectively dissipated through CWDE gloves (preferred) which have resistances of approximately 10,000 ohms. Personnel can ground or bond themselves directly through the glove of CWDE; therefore, removal of any of the en- sembles for grounding or bonding purposes is not required. 2.13.2 Servicing Fuel with Personnel Armor ((Flak Vest) or Individual Body Armor (IBA)). When servicing aircraft with low flashpoint fuels (JP-4, Jet B, AVGAS, or MOGAS), personnel armor should not be worn while performing fuel servicing operations except in actual combat. Tests have shown that static charges cannot be effectively dissipated by normal grounding or bonding procedures. Personnel armor acts as an electrical insulator with an extremely high resistance. Personnel armor will generate and accumulate a static charge during a person’s normal movement. This accumulated charge will then be equalized on the person’s body. When normal grounding or bonding procedures are used, the charge on the person’s body will be dissipated or equalized, but the charge on the personnel armor will not. An individual wearing personnel armor will al- ways ground or bond himself when approaching an aircraft and prior to beginning work. If no spark occurs during bonding or grounding, then conditions are not present to accumulate a static charge with sufficient energy to be hazardous; therefore, normal work may begin. If a spark does occur during bonding or grounding, the individual will ground or bond frequently during all work phases. 2-6  TO 00-25-172 Figure 2-1. Ground Wire Plate Figure 2-2. Ground Wire 2-7/(2-8 blank)  TO 00-25-172 CHAPTER 3 GENERAL PROCEDURES 3.1 HOUSEKEEPING. A clean work area makes a safer, more efficient operation. High standards of cleanliness shall be maintained in the hazardous environment of aircraft ground servicing. Aircraft parking areas, servicing aprons, fuel servicing vehicles/equipment, and Support Equipment (SE) compartments and surfaces shall be kept free of debris and accumulation of oil, hydraulic flu- ids, grease, or fuel. Personnel shall not be subjected to increased risk to catch servicing fluids. If a spill occurs, it shall be con- trolled in accordance with local directives once the aircraft and surrounding area are made safe. Safe fuel servicing depends on keeping fuels in controlled areas, not allowing spillage, and in keeping all ignition sources away from designated servicing areas. 3.2 AIRCRAFT FLUIDS AND FUELS. The servicing of aircraft jet fuels, hydraulic fluids, and lubricants, presents a potential fire or explosion hazard. Flammable mixtures can be formed by the vapors from JP-4 fuel, or from a spray or mist from a pressurized leak. Flammable mix- tures can be formed by the vapors from low flash point fuels like JP-4 fuel, is greater than -10 degrees Fahrenheit (°F). The vapor concentration depends on both the fuel temperature and the ambient temperature. As the temperature increases, the va- por concentration increases. The temperature at which the concentration of vapors is sufficient to form a flammable mixture without propagating is known as the flash point temperature (-10 °F for JP-4). The term Lower Flammable or Explosive Limit (LFL or LEL) is the minimum concentration of vapor-to-air where flame will occur with an ignition source and continue to propagate. The Upper Flammable or Explosive Limit (UFL or UEL) is the maximum vapor-to-air concentration above which propagation of flame will not occur. These flammability limits (1.3 percent to 7.0 percent by volume) are established under controlled laboratory conditions and are not directly applicable to servicing of aircraft. The fuel vapors, being heavier than air, tend to cling to the ground. At some distance above the fuel surface, the mixture of fuel vapors and air is flammable. There- fore, it is necessary to treat any JP-4 fuel spill as being flammable. For comparison, JP-8 fuel has a much higher flash point and is relatively safer to use. The flash point of JP-8 is +100 °F, if the fuel temperature is less, JP-8 vapors will not be present above the surface of the fuel. Special care is still required for JP-5 and JP-8 fuels because many of the current Air Force aircraft use the fuel as a heat sink. These aircraft may have JP-5 and JP-8 fuel at 160 °F well above the flash point. Even during concurrent or hot refueling operations the temperature of the JP-5 and JP-8 may be well above the flash point and will behave just like JP-4. 3.3 REFUELING. Pressurized refueling operations present a potential hazard for pressure leaks in equipment, pipes, and hoses. These failures may cause a fine spray or mist to be present. If there is an ignition source, there could be a fire regardless of the fuel’s flash point temperature. Constant vigilance is needed to eliminate potential ignition sources from the servicing operations. A very small energy spark, for example, can ignite JP-4 fuel vapors. The energy associated with metal tools being dropped on concrete, sparks generated when grounding or bonding equipment, static electricity generated by personnel, the arcing of electrical/mechanical equipment, and sparks/hot particles from an engine exhaust will ignite JP-4 fuel vapors. The less volatile petroleum products, such as JP-5 or JP-8 fuels, hydraulic fluids, or lubricants will not normally ignite unless the fluid is in direct contact with the ignition source. However, when JP-5 and JP-8 are discharged under pressure as a mist or spray, it can ignite/flash as readily as JP-4 even when the fuel temperatures are well below their flash points. Open flames, electrical arcing, and hot surfaces are all potential ignition sources. 3.4 HOT SURFACES. During refueling operations, the most common ignition sources present are hot surfaces above 750 °F, such as hot brakes, bleed air ducts, hot engine, and APU surfaces. In many servicing operations, the hot surface may be present on the sup- port equipment. If any heated metal object glows at all (any color) then its temperature is at least 900 °F and therefore it is an ignition source. Once a fire starts, the spread is quite rapid. The flame temperature is approximately 2000 °F and is well in excess of the melting temperature of aluminum alloys (1000 °F). Therefore, it is necessary to have fire fighting equipment im- mediately available as specified in Table 3-1. 3-1 TO 00-25-172 3.5 SERVICING SUPERVISOR. Fuel and water servicing will be conducted under the direct control of the servicing supervisor. This supervisor will be com- pletely familiar with this Technical Order (TO) and the applicable aircraft -2 technical order(s). In addition, this supervisor must demonstrate a thorough knowledge of all equipment and systems involved in the servicing operations and be qualified/ certified in accordance with command directives. This supervisor will insure that all applicable safety precautions and techni- cal order requirements are taken and/or observed prior to, during, and after all servicing operations. This supervisor shall be responsible for assigning, monitoring, directing, and controlling the duties of personnel under his or her supervision as follows: a. Check the markings on the refueling equipment to verify that the correct grade of fuel is being supplied to the aircraft. b. Control the movement and correct positioning of aircraft and servicing equipment to, from, and within the servicing ar- eas. c. Verify the positioning and type of fire extinguishers. d. Evacuate non-essential personnel and equipment. e. Shut down powered SE not essential to servicing. If necessary, move SE to a point where it will not obstruct operations. f. Verify that the correct grounding/bonding sequence is accomplished. g. Establish and maintain either visual or voice contact with the control panel operator and/or servicing equipment opera- tor(s). If the aircraft is equipped with intercom communications for ground operations, it will be used to maintain, voice contact with fuel panel operator(s) at all times during servicing. NOTE For commercially contracted cargo-only aircraft where the fuel control panel/fuel system control mechanism is lo- cated on the outside of the aircraft, use of the aircraft intercom system by servicing ground crews is not required. If any personnel (flight or ground crew members) are to remain on board the aircraft during fuel servicing op- erations, then voice contact must be established and maintained between the personnel remaining on board the air- craft and the fuel control panel operator(s) at all times during the fuel servicing operation. h. For single point servicing, the fuel servicing supervisor will ensure the Single Point Receptacle (SPR) nozzle is properly connected to the aircraft fueling receptacle. NOTE Connect the SPR nozzle to the aircraft. With the SPR nozzle crank handle in the closed position, check the strainer coupling quick disconnect device for positive locking. Prior to pressurizing the hose, be sure the nozzle is se- curely locked to the aircraft by attempting to remove the nozzle with the nozzle crank handle in the open position. Any nozzle that can be disconnected from the SPR with the nozzle crank handle in the open position is defec- tive and must be removed from service immediately. If the nozzle is not worn or defective, then examine the aircraft SPR which might be worn or defective. On aircraft with Refueling Teams, the team member connecting the refuel- ing receptacle will be responsible for testing the strainer quick disconnect locking device for positive engage- ment and assuring the refueling nozzle is securely locked. i. During over the wing/open port fuel servicing, ensure the nozzle bonding wire is installed prior to opening the filler cap and that the fuel nozzle operator does not block or jam the nozzle in the open position or leave it unattended. j. Ensure communication is available through Maintenance Operation Center (MOC) and/or the Command Post to Fire Protection Agencies. k. Ensure personnel are thoroughly familiar with and qualified to perform safe servicing operations. l. Implement immediate shut down procedures if an abnormal condition (i.e., power loss or fuel gage malfunction) occurs during fuel servicing. 3-2  TO 00-25-172 3.6 FUEL SERVICING SAFETY ZONE (FSSZ). This is the area within 50 feet of a pressurized fuel carrying servicing component; i.e., servicing hose, fuel nozzle, SPR, hy- drant hose cart, ramp hydrant connection point, etc., and 25 feet around aircraft fuel vent outlets. The FSSZ applies to open ramps and to the insides of hangars and shelters that have been approved for fuel servicing operations. (Aircraft interiors are not considered part of the FSSZ unless canopies, ramps, or doors are open exposing part of the aircraft interior to a spilled or sprayed fuel hazard.) The fuel servicing safety zone is established and maintained during pressurization and move- ment of fuel. See Figure 3-1 for an example of the bomber pit refueling safety zone and Figure 3-2 for an example of the fighter refueling safety zone. During fuel movement, active ignition sources shall be removed and kept out of the fuel servic- ing safety zone. Some examples of active ignition sources are open flames, sparks from internal combustion engines, and electrical arcing. Non-servicing vehicles and AGE Equipment (with engines not running) are allowed to be parked within the Fuel Servicing Safety Zone as long as they do not prevent the emergency egress of the servicing equipment or personnel. An aircraft adjacent to a fuel servicing safety zone can have its engines running as long as the aircraft thrust is not directed at the aircraft being refueled. 3.7 THE AIRCRAFT BEING SERVICED. Non-essential aircraft electrical systems, including radar, shall not be activated on the aircraft during servicing operations un- less absolutely required for servicing. However, if required, aircrew members may operate UHF/VHF cockpit radios. The power off portion of aircrew walkaround inspections may be performed when essential to meet established operational turn- around requirements. 3-3 TO 00-25-172 Figure 3-1. Bomber Refueling Safety Zone Example 3-4  TO 00-25-172 Figure 3-2. Fighter Refueling Safety Zone Example 3-5 TO 00-25-172 3.8 ADJACENT AIRCRAFT. Aircraft parked as prescribed in AFMAN 32-1084 and which intrude into the fuel servicing safety zone shall not be: a. Involved in engine starts or engine trim operations. b. Radiating electromagnetic energy. c. Using NDI or welding equipment. d. Involved in any maintenance requiring: (1) Energizing or de-energizing external electrical circuits. (2) Disconnecting combustible fluid carrying lines, except those equipped with non-spill, quick disconnects. e. Moved under its own power. NOTE However, normal maintenance, including pre/postflight inspections involving internal aircraft electrical power, may be performed on adjacent aircraft providing there are no spilled flammable liquids. 3.9 SERVICING CONSTRAINTS. The following constraints apply during servicing operations: a. During servicing, only those personnel actually required for the operation shall remain in the fuel servicing safety zone. Aircrew on commercial contract cargo-only aircraft may remain on board the aircraft during servicing operations. Air- crews on MAF aircraft may remain on board the aircraft during servicing operations. Passengers may remain on MAF aircraft as long as the provisions of Chapter 5 are met. Personnel receiving training on specific tasks required to complete the fuel servicing operation are allowed in the FSSZ if they are under the direct control and supervision of the fuel servicing supervisor. Quality inspectors may enter the FSSZ to perform quality assurance functions. Personnel performing authorized functions on adjacent aircraft, which intrude into the FSSZ, may remain on duty with the adja- cent aircraft. The servicing supervisor will coordinate with all affected personnel so that these restrictions are observed. There shall be no smoking within 50 feet of any aircraft or servicing operation. Servicing operations shall not begin if any indication of “hot brakes” are noted. b. Aircraft radar and High Frequency (HF) radios shall not be operated in the transmit mode within 300 feet of servicing operations, unless otherwise specified in the applicable aircraft and equipment repair technical orders, or when TO 31Z- 10-4 procedures are used to ensure a safe distance. Satellite communications (SATCOM) radios may be operated in the transmit mode if the antenna beam is pointed at least ten degrees above the horizon. c. Do not start servicing operations (any movement of fuel, water, environmental fluid, oil, hydraulic fluid, oxygen, nitro- gen, or hydrazine) whenever one of the following conditions exists. If servicing operations are already in progress, terminate as soon as practical: (1) When a lightning advisory has been issued indicating an electrical storm is within five nautical miles (5.75 miles) of the servicing area. (2) Winds reach velocities hazardous to the aircraft or servicing operations. Specific high wind restrictions will be de- veloped by base-level personnel for each base supporting a flying mission. (3) Fire in the vicinity is generating hot ashes. (4) In those cases where on-scene fire protection is required, if an aircraft crash/fire occurs at the same airfield, servic- ing operations already underway will be stopped and fuel servicing equipment will be disconnected. No new ser- vicing operations will be started until the crash/fire is declared under control by the base Fire Chief or Senior Fire Officer (SFO), his designated representative, or the on-scene commander, and the required level of fire protec- tion is available to support servicing operations. 3-6  TO 00-25-172 (5) In those cases where on-scene fire protection is required, in the event of an In-Flight Emergency (IFE) or crash warning resulting in the departure of the on-scene fire vehicle, servicing operations already underway must be stopped. No new servicing operations may be started without the concurrence of the base Fire Chief, his desig- nated representative, or the on-scene commander, or until the IFE or crash warning has been cancelled. As a condition of continuance during IFEs, either an operational fixed, skid mounted, or portable Aqueous Film Forming Foam (AFFF) fire suppression system discharging through oscillating nozzles or at least one fully manned aircraft rescue and fire fighting vehicle must be positioned at the aircraft fuel servicing scene. In freezing weather, touching a metal surface with bare skin can cause the skin to stick to the cold surface, resulting in a painful injury. One way to avoid this is to touch the aircraft grounding/bonding connector with a warm metal object, such as a coin held in the bare hand. Failure to comply could result in injury to, or death of, personnel or long term health hazards. d. Personnel in the FSSZ shall not wear footwear with exposed spark-producing nails or metal plates on the walking sur- faces. Any type of clothing may be worn as outer garments when fuel servicing aircraft with high flash point fuels (JP-5, JP-8, JP-10, JET A, JET A-1, TS-1 below 82 °F, or diesel). However, when fuel servicing aircraft with low flash point fuels (JP-4, JET B, AVGAS, or MOGAS), clothing containing more than 65 percent of any combination or mixture of nylon, rayon, wool or polyester shall not be worn as outer garments. Do not put on or remove outer garments in the fuel servicing safety zone. Matches or lighters will not be handled or removed from pockets during servicing opera- tions. If flight crew members wearing Nomex and/or other authorized flight clothing are required to assist in aircraft fuel servicing operations, they will first assure that they are at the same potential as the aircraft. This is done by bare hand contact with the aircraft grounding/bonding connector, 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 requirements also apply to draining air- craft fuel sumps. e. Laptop computers (including wireless versions), portable digital assistants, tablets and e-readers (e.g. I-Pads), pagers, cell phones, stray voltage detection devices, radios, night vision goggles, flashlights (6V or less), cameras (includ- ing digital cameras), and Pelican Advanced Area Lighting Group (AALG) can be operated within the FSSZ. Camcord- ers may also be used in the FSSZ as long as the cathode ray tube viewfinder (eyepiece) is de-energized. However, no battery changes nor charging operations are allowed within the FSSZ. Only night vision goggles and intrinsically safe (Paragraph 1.2.27) devices can be operated within 10 feet of aircraft fuel vent outlets, open port refueling recep- tacles, fuel spills, or fuel trucks being filled (bottom loading or from aircraft defueling). (When fuel enters a truck from any source, the incoming fuel will force fuel vapors from the top of the tank.) All other devices e.g., cell phones, must be turned off (not placed on standby) when within this ten foot zone. EARMARK Series 4 wireless hands free com- munication systems, Trulink wireless intercom and cordless Aircraft Wireless Intercom Systems (AWIS) constructed by Communications - Applied Technology may be used anywhere within the FSSZ. Centralized Aircraft Support Systems (CASS) can remain energized in the FSSZ, but electrical switches must not be operated. 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 (temp sticks) or by infrared heat sensors. Fuel servicing shall not start un- til the brake temperature is below 750 °F, except for the A-10, C-5, C-17, C-130, E-4, F-15, and HH-60 aircraft. These aircraft are exempted because of the location, direction, and distance of the fuel vent outlets from the aircraft land- ing gear brake assemblies. The F-22 can be refueled with brake temperatures exceeding 750 °F if an adequate shield is used to keep vented fuel from reaching the left main landing gear brake assembly. g. If glowing or crackling fuel is noted when servicing aircraft, immediately cease all servicing operations. Report the in- cident to the servicing supervisor and to the fire department. After the incident is investigated, recheck grounding connections, and resume flow at a slower rate and pressure. h. Operating external power units will be parked outside the fuel servicing safety zone which is at least 50 feet from the pressurized fuel carrying servicing components and at least 25 feet from aircraft fuel vent outlets. The operating units will be positioned upwind from the fuel servicing operation when possible. 3-7 TO 00-25-172 The aircraft settles as fuel is taken on board. Ensure adequate clearance exists between the aircraft and maintenance stands or equipment positioned under any portion of the aircraft. Failure to comply could result in damage to, or destruction of, equipment or loss of mission effectiveness. NOTE Fiberglass is a non-conductive material (insulator) that does not dissipate or transfer electrostatic charges when ei- ther grounded or bonded to conductive objects. Therefore, the grounding or bonding of fiberglass ladders or work stands is not required. i. Bond conductive aircraft maintenance or work stands to the aircraft when using the stand to access the aircraft fuel ser- vicing receptacles or support the fuel hose during servicing operations. Other maintenance or work stands, not used for fuel servicing, do not require either bonding or grounding. Ladders used for overwing refueling do not require bond- ing to the aircraft. If any tank appears to fill abnormally slow or not at all, then stop all refueling immediately and investigate to deter- mine what is causing the problem. The cause could be a blocked vent line or failed refuel shutoff valve or other malfunction. Failure to comply could result in injury to, or death of, personnel or long term health hazards. j. On aircraft equipped with individual fuel tank quantity gauges, monitor each gauge during refueling operation. k. Fuel servicing hoses can be routed under aircraft, but avoid placing them near running engines and Auxiliary Power Units (APU). If possible, avoid placing hoses forward of the aircraft landing gear, in case the aircraft needs to be towed away for an emergency. For concurrent servicing operations, place hoses to minimize damage from other servicing equipment. l. Ensure that the aircraft is properly chocked. Use MIL-PRF-32058 or equivalent chocks compliant with Air Force (AF) drawing 42D6594. Chocks are mandatory purchases through the National Industries of the Blind (NIB) AbilityOne Pro- gram. They can be ordered through DLA Troop Support or directly from the producing agency at NewView, 501 North Douglas Avenue, Oklahoma City, OK 73106 or (405) 232-4644. National Stock Numbers (NSN) for the Wood and Plastic chocks are listed below. Wood Wheel chocks are made of finished, planed kiln-dried wood blocks, painted yellow on 3 sides. Each chock has a slotted end to secure chocks on each side of aircraft wheel. Cotton lanyards measure 144 inches. UOI is PR. 1730-00-294-3694 6x8x20 inches 1730-00-294-3695 4x6x14 inches 1730-00-294-3696 6x8x56 inches Plastic This lightweight synthetic hydrocarbon based wheel chock is impact absorbing with an anti-skid rubber base and a 92 inches knotted cotton rope attached through a hole in one end of the chock. The opposite end is slotted to allow two chocks to be cinched up against the front and rear surface of the wheel and knotted. Weather and abrasion-resistant, high load-bearing capacity, and resistant to aircraft fuels, oils, and lubricants. The chock shall withstand a minimum applied weight of 170 Pound-force per Square Inch (PSI), with a minimum overall weight of 3,500 pounds for at least 15 minutes. 20 inches wide. UOI is PR. 1730-01-516-4898 56 inches wide (CAGE 7E931; RNCC/RNVC 3/2; Chock, Wheel, Composite, with Lanyard, pair 56 inches, Pair, Banded, MIL-PRF-32058-1-5-A) 3-8  TO 00-25-172 1730-01-516-4899 14 inches wide (CAGE 7E931; RNCC/RNVC 3/2; Chock, Wheel, Composite, with Lanyard, pair 14 inches, Pair, Banded, MIL-PRF-32058-2-1-A. Linked to AAC-V NSN 1730-294-3695, 2122 at DLA) 1730-01-516-4900 20 inches wide (CAGE 7E931; RNCC/RNVC 3/2; Chock, Wheel, Composite, with Lanyard, pair 20 inches, Pair, Banded, MIL-PRF-32058). In the event chocks are not available through NIB, the purchaser may request a purchase exception, approval of which will not be unduly withheld. If/when a purchase exception is issued, the chocks can be manufactured on base, made of wood per AF drawing 42D6594 and painted yellow. The drawing is available from local AF Engineering and Technical Service (AFETS) representative, Joint Engineering Data Management Information and Control System (JEDMICS), or from HQ AFMC/SES. 3.10 SERVICING VEHICLES AND SUPPORT EQUIPMENT (SE). Do not service aircraft if any of the following safety discrepancies exist: a. Defective servicing hose. b. Fuel leaks. c. Defective or bare electrical wiring. d. Defective throttle or PTO Interlock System. e. Defective hand or foot brakes. f. Defective exhaust system. g. Aircraft or support equipment engine(s) is (are) overheated. h. Defective or inoperative emergency shutoff switch. i. Defective shift linkage or gear shift indicator. j. Defective tank vent valves. k. Vehicle air pressure below 90 Pound-force per Square Inch (PSI). l. Vehicle or support equipment engine backfires. m. Fuel filter pressure exceeds maximum authorized differential pressure (coalescing; 15 Pound-force per Square Inch, Gauge (PSIG), absorption of 15 PSIG). n. Defective deadman control valve. o. Defective nozzle. 3-9 TO 00-25-172 3.11 FIRE PROTECTION. DO NOT use Halon, Novec, carbon dioxide, or water (Type A, B, or C Rated) fire extinguishers on or near fires in- volving munitions, pyrotechnics, or magnesium or lithium incendiaries (flares) or lithium batteries. Halon or Novec can be used on fires involving Liquid Oxygen (LOX), but it is less effective extinguishing fires in oxygen- enriched environments; other agents, such as dry chemical, foam-water or water mist are preferred. The indi- cated restriction on water application is not intended to apply to high volume water applied from a distance or auto- matic installed systems.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 pro- tect adjacent equipment and facilities. Always ensure you have the proper fire extinguisher for the class of fire haz- ard encountered. Failure to comply could result in injury to, or death of, personnel or long term health hazards. To maximize the effectiveness of the wheeled flightline fire extinguisher, it should remain in the vertical position at all times; however, some circumstances may require it to be laid down. Laying down flightline extinguishers to prevent tipping or damage from engine exhaust may result in the extinguisher failing to discharge all of its agent. If flightline personnel are concerned that the fire extinguisher in the upright position interferes with aircraft opera- tions; lay the extinguisher down. Should the extinguisher be required to fight a fire, if possible, stand the extin- guisher upright prior to agent discharge. This will ensure that all of the agent in the extinguisher is available for dis- charge. NOTE All references to flightline fire extinguishers are for the Halon 1211 (NSN 4210-01-457-9062) Amerex Model 775 (NSN 4210-01-610-6985) 150-pound, or Novec 1230 wheeled fire extinguishers. See manufacturers instruc- tions, AFI 91-203 and TO 13F4-4-121 for inspection and operating requirements. USAFE Only: Effective in 2016, the use of Halon 1211 fire extinguishers in USAFE is prohibited for environ- mental reasons. The standard flightline fire extinguisher for Air Force bases/operations located in USAFE will be the Amerex Model 775 (NSN 4210-01-610-6985) 150-pound, Novec 1230 fire extinguisher. Follow the dis- tance and interval requirements listed in Table 3-1. Fire department standby vehicle posturing is not required when the operation involves the simulation of refuel- ing operations. The fire department standby requirements contained in this TO apply to normal day-to-day operations. Under ac- tual combat conditions, contingencies or emergencies, and MAJCOM directed and approved exercises; Con- current Servicing Operations during Combat Sortie Generation/Integrated Combat Turnarounds (ICTs) may be conducted with only one wheeled flightline fire extinguisher. 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 outside a hangar or shelter. This TO is the central reference for flightline fire extinguishers and ARFF standby requirements; see (2. SCOPE). Training assistance can be obtained from the IFC. At joint bases, the lead component references, guid- ance and available fire extinguishers will be used, (For example, the Navy uses a combination CO2/Dry Chemical unit). USAFE Only: Effective in 2016, the use of Halon 1211 fire extinguishers in USAFE is prohib- ited for environmental reasons. The standard flightline fire extinguisher for Air Force bases/operations located in USAFE will be the Amerex Model 775 (NSN 4210-01-610-6985) 150-pound, Novec 1230 fire extinguisher. Follow the distance and interval requirements listed in Table 3-1. IAW NATO STANAG 3863 the use of a 80 BC (US)/II B (EN) rated extinguisher is authorized if available at the deployed location. The minimum distribution of wheeled flightline extinguishers is indicated in Table 3-1. Fire protection is essential during aircraft servicing operations. The level of fire protection is based on the hazard involved in 3-10  TO 00-25-172 the operation being conducted in accordance with National Fire Protection Association Standard 410, Standard on Aircraft Maintenance. Personnel involved in servicing operations shall be trained in the operation of fire extinguishers and in- stalled fire suppression systems. In the event of a fire or fuel leak, servicing personnel are the first line of defense in protecting Air Force assets involved when fire department personnel are not available at the incident scene. Servicing personnel must immediately notify the fire department and use available fire extinguishers (or other available equipment) until the fire depart- ment arrives on scene. 3.11.1 Fire Extinguisher Placement. NOTE Avoid placing fire extinguishers within 25 feet of the aircraft fuel vent outlet(s) during fuel servicing operations. Refer to the aircraft specific technical order for proper placement during fuel servicing operations. The wheeled 150-pound Halon 1211 (National Stock Number (NSN) 4210-01-457-9062), Amerex Model 775 (NSN 4210-01- 610-6985) 150-pound, or Novec 1230 are the primary flightline fire extinguishers that must be used (Novec 1230 is manda- tory in USAFE). Fire extinguishers should be placed where they present optimum aircraft and personnel safety while the air- craft is parked and during taxiing operations. When required to be within 100 feet, the user will take into consideration the pilot’s view, wing tip clearance while parked, wing tip clearance during taxiing, ease of access to the most probable fire areas and the winds (upwind preferred). Fire extinguisher distances and requirements are outlined in the applicable paragraphs of this technical order and are summarized in Table 3-1. One extinguisher can be used to cover more than one aircraft as long as it is within 100 feet of each aircraft covered or as specifically directed in Table 3-1. 3.11.2 Installed Fire Protection Systems and Vehicle Standby Requirements. Certain aircraft servicing operations present increased hazards and require a greater level of fire protection awareness and standby posturing. Hot refueling and pressurized fuel servicing operations require installed fire suppression systems which control fuel spill fires and mitigated personnel and aircraft exposure by removing spilled fuel from the structure. When such systems are not available, fire pro- tection is provided by standby fire fighting vehicles and crews. Refer to the applicable information in this TO and Table 3-1 for a summary of installed fire protection system requirements and vehicle standby requirements. 3.11.3 Fire Department Standby Requirements. Table 3-1 lists various fire protection requirements for Aircraft Rescue and Fire Fighting (ARFF) vehicles. Due to a limited amount of ARFF equipment available, on occasion the Senior Fire Of- ficer (SFO) may be required to direct standby vehicles to other aircraft emergencies or position ARFF vehicles to cover mul- tiple hot refuelings. An example is when the fire department responds to an Inflight Emergency (IFE). During IFEs, ARFF ve- hicles are pre-positioned along the runway when an emergency landing is anticipated. The following fire protection policy applies during emergency situations. 3.11.3.1 Operations That May Continue. Concurrent Servicing Operations (CSO) during Combat Sortie Generation, or Integrated Combat Turnaround (ICT) may continue fuel servicing until the present CSO/ICT is compl