TO 00-25-172.pdf

TO 00-25-172

TECHNICAL MANUAL

GROUND SERVICING OF AIRCRAFT

AND

STATIC GROUNDING/BONDING

DISTRIBUTION STATEMENT A - Approved for public release; distribution is unlimited (WR-ALC/PA Public Affairs Certification Number 04-10-70).

Other requests for this document shall be referred to 584 CBSS/GBHDE, Robins AFB, GA 31098. Questions concerning technical content shall be referred to 579 CBSS/GBLCA.

Published Under Authority of the Secretary of the Air Force

15 JULY 2002 CHANGE 13 - 15 MAY 2008

BASIC AND ALL CHANGES HAVE BEEN MERGED

TO MAKE THIS A COMPLETE PUBLICATION

NOTE: The portion of the text affected by the changes is indicated by a vertical line in the margins of the page. Changes to illustrations are indicated by miniature pointing hands. Changes to wiring diagrams are indicated by miniature point-ing hands or by shaded areas. A vertical line running the length of a figure in the outer margin of the page indicates that the figure is being added.

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 DESTROY SUPERSEDED PAGES.LIST OF EFFECTIVE PAGES

Page No.

Dates of issue for original and changed pages are:

A Change 1 Original . . . . . . . . . . . . . 0 . . . . . . . . . . . . . 15 July 2002 Change. . . . . . . . . . . . . . 1 . . . . . . . . 15 November 2002 Change. . . . . . . . . . . . . . 2 . . . . . . . . . . . . . 1 April 2003 Change. . . . . . . . . . . . . . 3 . . . . . . . . . . . . . .9 May 2003 Change. . . . . . . . . . . . . . 4 . . . . . . . . . . . . .23 June 2003 Change. . . . . . . . . . . . . . 5 . . . . . . . . . . 21 October 2003

Change. . . . . . . . . . . . . . 7 . . . . . . . . .1 September 2006 Change. . . . . . . . . . . . . . 8 . . . . . . . . 15 December 2006 Change. . . . . . . . . . . . . . 9 . . . . . . . . . . 9 February 2007 Change. . . . . . . . . . . . . . 10 . . . . . . . . . . . . .1 May 2007 Change. . . . . . . . . . . . . . 11 . . . . . . . . . . . . 26 July 2007 Change. . . . . . . . . . . . . . 12 . . . . . . . . 21 February 2008 *Change No.

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TOTAL NUMBER OF PAGES IN THIS PUBLICATION IS 82, CONSISTING OF THE FOLLOWING:

Change. . . . . . . . . . . . . . 6 . . . . . . . . . . . . .17 June 2005 Change. . . . . . . . . . . . . . 13 . . . . . . . . . . . .15 May 2008 Title A i - ii iii iv v vi Blank 1-1 - 1-4 2-1 2-2 2-3 2-4 2-5 2-6 Blank 3-1 3-2 - 3-3 3-4 3-5 3-6 - 3-14 4-1 4-2 - 4-3 4-4 4-5 - 4-6 4-7 4-8 - 4-11 4-12 4-13 4-14 4-14.1 4-14.2 Blank 4-15 4-16 4-17 - 4-19 4-20 4-21 - 4-22 5-1 - 5-2 5-2.1 Added 5-2.2 Blank 5-3 5-4 5-5 5-6 - 5-7

5-8 5-9 5-10 6-1 - 6-4 6-4.1 Added 6-4.2 Blank 6-5 6-6 - 6-7 6-8 6-9 - 6-11 6-12 *Zero in this column indicates an original page.

USAF3

TABLE OF CONTENTS

Chapter Page Chapter Page LIST OF ILLUSTRATIONS....................................... iii

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

SAFETY SUMMARY...................................................v

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

1.1 Purpose.................................................... 1-1

1.2 Scope....................................................... 1-1

1.3 Responsibilities ....................................... 1-1

1.4 Definitions............................................... 1-1

1.4.1 Aircraft Fuel Servicing............................ 1-1

1.4.2 Aircraft Servicing Supervisor ................. 1-1

1.4.3 Bonding................................................... 1-1

1.4.4 Cathodic Protection................................. 1-1

1.4.5 Chief Servicing Supervisor (CSS)

(Chapter 5) .......................................... 1-1

1.4.6 Concurrent Servicing (Commercial, Contract, Cargo, Passenger Aircraft)............................................... 1-1

1.4.7 Concurrent Servicing Area...................... 1-1

1.4.8 Concurrent Servicing Operations

(CSO) Supporting Combat Sortie Generation (CSG) ............................... 1-1

1.4.9 Concurrent Servicing Supervisor (CSS)

Combat Sortie Generation (CSG) ....... 1-2

1.4.10 Deadman Control .................................... 1-2

1.4.11 Defueling................................................. 1-2

1.4.12 Flashpoint................................................ 1-2

1.4.13 Fuel Servicing Hose ................................ 1-2

1.4.14 Fuel Servicing Safety Zone (FSSZ) ........ 1-2

1.4.15 Fuel Servicing Vehicle............................ 1-2

1.4.16 Fuel Spill ................................................. 1-2

1.4.17 Flow Through Revetment (FTR) ............ 1-3

1.4.18 Grounding (Electrostatic)........................ 1-3

1.4.19 Hose Cart (MH-2 Series) ........................ 1-3

1.4.20 Hot Pad Refueling Supervisor................. 1-3

1.4.21 Hot Refueling/Defueling......................... 1-3

1.4.22 Hot Refueling/Defueling Area ................ 1-3

1.4.23 Hydrant Hose Truck................................ 1-3

1.4.24 Hydrant Operator .................................... 1-3

1.4.25 Hydrant Outlet......................................... 1-3

1.4.26 Intrinsically Safe Radio........................... 1-3

1.4.27 Lateral Control Pit................................... 1-3

1.4.28 Lateral Control Pit Switch....................... 1-3

1.4.29 Lateral Control Pit Emergency

Switch ................................................. 1-3

1.4.30 Liquid Oxygen (LOX) Servicing

Safety Zone ......................................... 1-3

1.4.31 Pantograph .............................................. 1-3

1.4.32 Ramp Grounds ........................................ 1-3

1.4.33 Rapid Defueling ...................................... 1-3

1.4.34 Refueling................................................. 1-3

1.4.35 Remote Control Fuel Switch................... 1-3

1.4.36 Servicing Crew Member ......................... 1-3

1.4.37 Combat Sortie Generation....................... 1-4

1.4.38 Shelters.................................................... 1-4

1.4.39 Supervisory Contractor

Representative (SCR).......................... 1-4

1.4.40 Support Equipment (SE) ......................... 1-4

1.4.41 Switch Loading ....................................... 1-4

1.4.42 Transferring of Fuel ................................ 1-4

1.5 Reporting of Hazards .............................. 1-4

1.6 Recoverable Products.............................. 1-4

1.7 Fuel or Oil Spills ..................................... 1-4

2 ELECTROSTATIC HAZARDS AND STATIC

GROUNDING AND BONDING....................... 2-1

2.1 Introduction............................................. 2-1

2.2 Electrostatic Charges............................... 2-1

2.3 Stray Currents ......................................... 2-1

2.4 Combustion ............................................. 2-1

2.5 Electrostatic Charging of Personnel........ 2-1

2.6 Tank Filling............................................. 2-1

2.7 Lightning................................................. 2-2

2.8 Other Sources of Static Electricity.......... 2-2

2.9 Grounding and Bonding Policy............... 2-2

2.10 Grounding ............................................... 2-3

2.11 Aircraft Installed Electrical Receptacles

for Grounding and Bonding ................ 2-3

2.12 Grounding/Bonding Hardware................ 2-4

2.13 Personnel Grounding/Bonding................ 2-5

2.13.1 CWDE Resistance Tests. ........................ 2-5

2.13.2 Servicing Fuel with Personnel Armor

((Flak Vest) or Individual Body Armor (IBA)) ...................................... 2-5 Change 12 i

TABLE OF CONTENTS - Continued

Chapter Page Chapter Page

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

3.1 Housekeeping...........................................3-1

3.2 Aircraft Fluids and Fuels .........................3-1

3.3 Refueling..................................................3-1

3.4 Hot Surfaces.............................................3-1

3.5 Servicing Supervisor................................3-1

3.6 Fuel Servicing Safety Zone (FSSZ).........3-2

3.7 The Aircraft Being Serviced ....................3-2

3.8 Adjacent Aircraft .....................................3-3

3.9 Servicing Constraints ...............................3-3

3.10 Servicing Vehicles and

Support Equipment (SE)......................3-7

3.11 Fire Protection..........................................3-7

3.12 Distance Criteria ....................................3-14

4 FLIGHTLINE SERVICING OPERATIONS.............4-1

4.1 Powered Support Equipment (SE) ...........4-1

4.1.1 Positioning and Operation of

Support Equipment ..............................4-1

4.1.2 Driving and Parking Fuel/Water

Servicing Vehicle/Equipment ..............4-1

4.2 Aircraft Refueling ....................................4-2

4.3 Multiple Source Refueling.......................4-6

4.3.1 R-11 Fuel Tank Trucks ............................4-6

4.3.2 Multiple Refueling Trucks Locations ......4-6

4.3.3 Multiple Source Refueling

Authorization .......................................4-6

4.4 Aircraft Defueling....................................4-6

4.5 APU/GTC Use During

Refueling and Defueling......................4-7

4.6 Initial Filling Operations of Aircraft

with Foam Filled Fuel Tanks ...............4-7

4.7 Filling Fuel Servicing Vehicles From

Hydrant Systems ..................................4-8

4.8 Servicing In Aircraft Alert, Hardened/

Protective Aircraft Shelters (HAS/PAS), or Flow Through Revetments (FTR)................................4-8

4.9 Unique Requirements When

Servicing in Hardened/Protective Aircraft Shelters (HAS/PAS)...............4-9

4.10 Four Basic Types of HAS/PAS are

Shown in Figure 4-1 ............................4-9

4.11 Aircraft Fuel Servicing In Type

A/F 37T10/11 Hush Houses (Enclosed Aircraft/Engine Noise Suppressor Systems) ..........................4-11

4.12 Fuel Servicing Explosives

Loaded Aircraft..................................4-11

4.13 Fuel System Maintenance Facilities ......4-12

4.14 Fuel Servicing In Hangars and

Other Facilities...................................4-12

4.15 Oxygen Servicing ..................................4-13

4.16 Gaseous Oxygen Servicing .................4-14.1

4.17 Liquid Oxygen Servicing.......................4-15

4.18 Liquid Oxygen Servicing in

Aircraft Shelters/FTR ........................4-16

4.19 Nitrogen Servicing .................................4-17

4.20 Gaseous Nitrogen Servicing ..................4-17

4.21 Liquid Nitrogen Servicing .....................4-17

4.22 Hydrazine Servicing ..............................4-18

4.23 Hydrazine Protective Clothing

and Equipment ...................................4-19

4.24 Hydrazine Handling Procedures for

F-16 and U-2 Aircraft Inflight Emergencies.......................................4-19

4.25 Transient F-16 Bases/U-2

Enroute Support .................................4-19

4.26 Hydraulic and Oil Servicing ..................4-20

4.27 Drum and Container Servicing ..............4-20

4.28 Water, Water-Alcohol, and

Environmental Fluid Servicing..........4-20

4.29 Aircraft De-Icing....................................4-21

4.30 Aircraft Tire Servicing...........................4-21

5 CONCURRENT SERVICING OPERATIONS.........5-1

5.1 Concurrent Servicing of Aircraft .............5-1

5.2 Personnel Requirements for

Fuel Servicing ......................................5-1

5.3 Responsibilities of CSS ...........................5-1

5.4 Responsibilities of Other Personnel

Participating in Concurrent Servicing Operations............................5-3

5.5 Responsibilities of Supervisory

Contractor Representative (SCR) ........5-4

5.6 Cargo/baggage Handling

Operations............................................5-5 ii Change 12

TABLE OF CONTENTS - Continued

Chapter Page Chapter Page

5.7 Maintenance Restrictions During

Concurrent Servicing Operations........ 5-5

5.8 Fire Protection Requirements.................. 5-6

5.9 Equipment Requirements ........................ 5-6

6 SPECIALIZED AIRCRAFT FUELING

OPERATIONS ................................................... 6-1

6.1 Introduction............................................. 6-1

6.2 Concurrent Servicing Operations

(CSO) Supporting Combat Sortie Generation (CSG) for A-10, F-15, F-16 and F-22 Aircraft ........................ 6-1

6.2.1 CSO Requirements.................................. 6-1

6.2.2 CSOs Not Requiring a Concurrent

Servicing Supervisor (CSS) ................ 6-2

6.3 Concurrent Servicing

Supervisor (CSS) ................................ 6-2

6.3.1 CSO Accomplishment............................. 6-2

6.4 Hot Refueling (Fueling With

Engines Running)................................ 6-2

6.5 Hot Refueling Requirements................... 6-3

6.6 Minimum Ground Crew.......................... 6-3

6.6.1 For Flow Through Revetment

(FTRs) ................................................. 6-3

6.7 Hot Pad Refueling Supervisor................. 6-3

6.8 Hot Refueling Equipment

Operator (REO)................................... 6-3

6.9 Hot Refueling Sequence.......................... 6-4

6.10 Emergency Procedures............................ 6-4

6.11 Aircraft To Aircraft Refueling

(Hot or Cold)....................................... 6-7

6.12 Hot (Engines Running) ........................... 6-8

6.13 MAJCOM Directives .............................. 6-8

6.14 Fuels Servicing Using the Aerial Bulk

Fuels Delivery System (ABFDS) With Alternate Capability Equipment (ACE) ............................. 6-10

6.15 MAJCOM Directives Procedure........... 6-10

6.16 Rapid/Wet Wing/Hot Defueling ........... 6-11

6.16.1 Rapid Defueling .................................... 6-11

6.16.2 Wet Wing Defueling ............................. 6-11

6.16.3 Hot Defueling........................................ 6-11

6.17 Forward Area Refueling Point (FARP)

Operations ......................................... 6-12

LIST OF ILLUSTRATIONS

Number Title Page Number Title Page

3-1 Bomber Refueling Safety Zone Example ............. 3-4 3-2 Fighter Refueling Safety Zone Example............... 3-5

4-1 Hardened/Protective Aircraft Shelter Examples............................................ 4-10

4-2 Aircraft Tire Servicing ........................................ 4-22 Change 7 iii

LIST OF TABLES

Number Title Page Number Title Page 3-1 Fire Protection Equipment Requirements ..............3-9 3-2 Distance Criteria Between Parking Areas and/or Fueling Operations (Distance in Feet) ............................................3-14

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

4-2 Specifically Approved Hangars and Other Facilities................................................4-13

5-1 Concurrent Servicing .............................................5-9 6-1 Hot Refueling System Safety

Engineering Analyses .......................................6-5 6-2 Aircraft to Aircraft Refueling System

Safety Engineering Analyses ............................6-9 6-3 ABFDS with ACE Refueling System

Safety Engineering Analyses ..........................6-10 6-4 Wet Wing Defueling System Safety

Engineering Analyses .....................................6-12 iv Change 12 v/(vi blank)

SAFETY SUMMARY

1. GENERAL SAFETY INSTRUCTIONS.

This manual describes physical and chemical processes which may cause injury or death to personnel or damage to equipment if not properly followed. This safety summary includes general safety precautions and instructions that must be understood and applied during operation and maintenance to ensure personnel safety and protection of equipment. Prior to performing a 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 high-light operating or maintenance procedures, practices, condi-tions or statements which are considered essential to protection of personnel (WARNING) or equipment (CAUTION). WARN- INGS and CAUTIONS immediately precede the step or proce-dure to which they apply. WARNINGS and CAUTIONS consist of four parts: heading (WARNING or CAUTION), a statement of the hazard, minimum precautions, and possible result if disregarded. NOTES are used in this manual to high-light operating or maintenance procedures, practices, condi-tions or statements which are not essential to protection of personnel or equipment. NOTES may precede or follow the step or procedure, depending upon the information to be high-lighted. The headings used and their definitions are as follows.

Operating procedures or practices which, if not cor-rectly followed, could result in personnel injury or loss of life.

Operating procedures or practices which, if not strict-ly observed, could result in damage to or destruction of equipment.

NOTE

Operating procedures or conditions which are essen-tial to highlight.

3. REPORTING OF HAZARDS.

Any potential hazard shall be reported to supervision. Exam-ples 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.

4. RECOVERABLE PRODUCTS.

Recoverable products resulting from ground handling and ser-vicing of aircraft will be handled in accordance with federal, state, and local pollution control laws. Refer to AFI 23-502, Recoverable and Unusable Liquid Petroleum Products, and TO 42B-1-23, Management of Recoverable and Waste Liquid Petroleum Products. Fuel or oil spills will be reported to the base fire department and the civil engineering pollution control response team as required by local directives.

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 equip-ment, and the personnel interfaces. An SSEA is used to estab-lish the degree of risk involved in a new procedure. Any change to the approved hot refueling or concurrent servicing listed in this technical order, or the addition of new procedures, require HQ AFMC/SES approval. Refer to AFI 91-202 or con-tact HQ AFMC/SES for an explanation of policies, responsi-bilities, authority, and administrative steps necessary to request an SSEA.

CHAPTER 1

INTRODUCTION

1.1 PURPOSE.

This technical order 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. Addition-ally, this technical order provides information on the nature of, and methods to minimize electrical hazards associated with servicing operations.

1.2 SCOPE.

This technical order applies to all USAF aircraft ground ser-vicing 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 ser-vicing of air launched missiles and stores. Where procedures in this technical order conflict with Mission/Design/Series (MDS) specific technical order procedures, the MDS specific technical order shall take precedence. Technical order changes are submitted in accordance with TO 00-5-1.

1.3 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, proficient in accomplishing servicing operations and exercise safe practices during ground servicing operations.

1.4 DEFINITIONS.

The following definitions apply in regards to the text of this technical order.

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

• Should - Indicates a preferred method of accomplish-ment.

• May - Indicates an acceptable or suggested means of accomplishment.

1.4.1 Aircraft Fuel Servicing. The movement of fuel to or

from an external source to or from an aircraft, including 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.

1.4.2 Aircraft Servicing Supervisor. The person responsi-

ble 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 MAJCOM or local maintenance/training directives.

1.4.3 Bonding. Electrically connecting two or more compo-

nents of a system to equalize voltage potential.

1.4.4 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.

1.4.5 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 directives.

1.4.6 Concurrent Servicing (Commercial, Contract, Cargo, Passenger Aircraft). The simultaneous servicing of fuel or oxygen with either passengers on board or the perfor-mance of minor maintenance, fleet servicing, or baggage or cargo loading/unloading.

1.4.7 Concurrent Servicing Area. The area within an

imaginary circle around the aircraft that includes the fuel ser-vicing safety zones and extends at least 10 feet outboard of the aircraft wingtips, tail, and nose.

1.4.8 Concurrent Servicing Operations (CSO) Support-

ing Combat Sortie Generation (CSG). The simultaneous fueling, 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.

1.4.8.1 CSOs Requiring a Concurrent Servicing Super-

visor (CSS). The key function requiring the CSS is refuel-ing/defueling. When no refuel/defuel operations are taking place concurrent with any other maintenance/munitions tasks, a CSS is not required.

1.4.8.1.1 Simultaneous fuel servicing with aircraft -6 and

-6WC inspections.

1.4.8.1.2 Simultaneous fuel servicing with munitions/ammu-

nition loading/unloading.

Change 7 1-1

1.4.8.1.3 Simultaneous fuel servicing with aircraft reconfigu-ration.

1.4.8.1.4 Simultaneous fuel servicing and other aircraft ser-vicing such as oil, nitrogen, and hydraulic fluid.

1.4.8.1.5 Simultaneous fuel servicing with loading/unloading

of munitions/ammunition, aircraft reconfiguration, aircraft -6 TO inspections, and other aircraft servicing such as oil, nitro-gen, and hydraulic fluild.

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 load-ing/unloading and fuel servicing operation.

1.4.8.2 CSOs Not Requiring a Concurrent Servicing

Supervisor (CSS).

1.4.8.2.1 Any or all simultaneous munitions/ammunition

loading/unloading with aircraft -6 and -6WC TO inspections, aircraft reconfiguration, and other aircraft servicing such as oil, nitrogen, and hydraulic fluid. (When no refuel/defuel oper-ations 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 con-cerning the aircraft during loading and unloading op-erations. See AFI 21-101, Chapter 4 for detailed responsibilities.

1.4.9 Concurrent Servicing Supervisor (CSS) Combat

Sortie Generation (CSG). (Chapter 6). The on-site supervi-sor responsible for all aspects of fuel servicing, munitions/ ammunition loading/unloading, aircraft reconfiguration, air-craft -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 concurrent with any other maintenance/munitions tasks, a CSS is not required. The individual shall receive training on safety requirements and potential hazards of concurrent servicing operations and be certified as required by AFI 21-101, MAJ- COM, and local maintenance/training directives.

1.4.10 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.

1.4.11 Defueling. The movement of fuel from an aircraft to

an external source.

1.4.12 Flashpoint. The lowest temperature at which vapors

arising from fuel will ignite (momentarily flash) on applica-tion of a flame or spark.

1.4.13 Fuel Servicing Hose.

1.4.13.1 Soft (Collapsible). Rubber hose conforming to

MIL-H-26521, flexible, capable of being completely flattened and coiled for ease of storage and handling.

1.4.13.2 Semi-hard (Noncollapsible). Rubber hose con-

forming to MIL-H-6615 and MIL-H-370, braided, loomed, or plied reinforcement, not capable of being coiled easily.

1.4.13.3 Hard (Noncollapsible). Rubber hose conforming

to MIL-H-27516 and MIL-H-26894, braided, loomed, or plied reinforcement with a steel spiral wire wound between rein-forcing members.

1.4.14 Fuel Servicing Safety Zone (FSSZ). The area

within 50 feet of a pressurized fuel carrying servicing compo-nent, 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.

1.4.15 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.

1.4.16 Fuel Spill. Dripping, splashing or overflow of fuel.

The fuel spill classifications are:

1.4.16.1 Class I spills involve an area less than two feet in any plane dimension (direction). Using agency fireguards, determine if these spills create a fire hazard to the aircraft or equipment. Generally, these spills need only be monitored until the aircraft is dispatched.

1.4.16.2 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 fire-guards, and immediately notify the fire protection organization and the base agency responsible for cleanup of hazardous spills.

1.4.16.3 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 fire-guards, and immediately notify the fire protection organization and the base agency responsible for cleanup of hazardous 1-2 Change 7 spills. These conditions shall be considered a ramp mishap (accident or incident). The senior fire official will respond with the personnel, vehicle(s) and equipment necessary to con-trol and contain the hazardous condition until the local/base agency responsible for cleanup can properly dispose of the hazardous material(s).

1.4.17 Flow Through Revetment (FTR). An open ramp

parking area with protective earth filled steel walls several feet thick designed to protect the aircraft.

1.4.18 Grounding (Electrostatic). A path or means to

remove any electrostatic charge buildup on a conductive object by connecting that conductive object to earth.

1.4.19 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 air-craft requiring simultaneous servicing into both wings.

1.4.20 Hot Pad Refueling Supervisor. A person (five-

level or higher) with overall supervisory responsibility for simultaneous hot refueling operations.

1.4.21 Hot Refueling/Defueling. The transfer of fuel into

or out of the fuel tanks of an aircraft with one or more aircraft engine operating.

1.4.22 Hot Refueling/Defueling Area. The area within 50

feet of a hot refueling/defueling operation. Refer to Table 3-2 for specific requirements.

1.4.23 Hydrant Hose Truck. A self-propelled aircraft fuel

servicing unit capable of dispensing up to 1200 GPM, equipped with inlet and discharge hoses, meter, filter/separa-tor, various pressure and flow control valves, and safety devices. Hydrant Hose Trucks (HHT) are also known as Hydrant Servicing Vehicles (HSV).

1.4.24 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.

Operates hydrant hose truck, hose cart, or pantograph. The Type IV operator is positioned at the control pit, maintains visual contact with all crew members, monitors pressure gauges and the meter in the hydrant pit. In an emergency or upon signal from the aircraft refueling or pad-refueling super-visor, they activate the emergency electrical shutdown switch and the fire suppression system.

1.4.25 Hydrant Outlet. A fueling valve located on the park-

ing ramp where the fuel hose or hose cart is connected.

1.4.26 Intrinsically Safe Radio. A radio incapable of caus-

ing ignition of a mixture of flammable or combustible material in the air in its most easily ignitable concentration. This radio is suitable for use in Class I, Division 1 (Zone 1), Group D hazardous areas in which fuel vapors exist. The radio must contain a label reflecting compliance with NFPA 70 for use in Class I, Division 1 (Zone 1) locations. Radios built according to Military Standard 810 meet the intrinsic safe requirements of NFPA 70.

1.4.27 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.

1.4.28 Lateral Control Pit Switch. An on/off explosion

proof switch, usually located at the hydrant control pit.

1.4.29 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.

1.4.30 Liquid Oxygen (LOX) Servicing Safety Zone. The

area within 20 feet of pressurized LOX servicing equipment, servicing hose, aircraft servicing connection point or vents.

1.4.31 Pantograph. A fuel servicing system consisting of

multiple rigid sections of tubing interconnected by articulating and swivel couplings with fuel flow controlled by a deadman switch.

1.4.32 Ramp Grounds. Ground rods used on ramps or

aprons for protection against stray electrical currents, electri-cal faults, lightning, and static electricity.

1.4.33 Rapid Defueling. A means to rapidly off load fuel

from aircraft either by operating an outboard engine or exter-nal hydraulic test stand to power on-board refueling pumps.

1.4.34 Refueling. The movement of fuel from an external

source to an aircraft.

1.4.35 Remote Control Fuel Switch. A portable pushbut-

ton on/off explosion-proof switch attached to the hydrant out-let by an insulated, flexible control cable and used to start and stop fuel flow. This may also be a magnetic switch with a lanyard.

1.4.36 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 C-9 medical evaluation aircraft only, the Chief Servicing Supervisor (CSS) can also function as the Refueling Panel Operator (RPO) and the Single Point Recep-tacle Monitor (SPRM). In this case, a person in AFSC Change 7 1-3 f a t g w C a u o u s s t c t

A t r f s s e h e d g

T d T

NOXX or X8AOO can perform duties as a safety observer in ront of the C-9 aircraft but must be on intercom with the CSS nd the aircrew.

.4.37 Combat Sortie Generation. Combat sortie genera-ion is a process by which mission capable fighter aircraft are enerated in a minimum amount of time, during peacetime or artime, through separate 2AXXX and 2WXXX tasks or by oncurrent Servicing Operations (CSO). Combat sortie gener-tion may include fueling, munitions/ammunition loading/ nloading, aircraft reconfiguration, -6 TO inspections, and ther servicing requirements.

.4.38 Shelters.

.4.38.1 Aircraft Alert Shelter. A covered unhardened/ nprotected structure with or without doors from which a mis-ion ready aircraft can be launched. Aircraft are expected to tart engine within the shelter and taxi out of the shelter under heir own power. Some shelters are designed to allow the air-raft to taxi in as well. Some shelters provide protection from he elements, others are complete hangars.

.4.38.2 Hardened Aircraft Shelters (HAS)/Protective ircraft Shelters (PAS). Refer to Figure 4-1.

.4.38.2.1 First Generation Shelters. These shelters have wo manually operated, vertically hinged, prow-shaped, ecessed, metal aircraft entry doors. Usable floor space is 48 eet by 75 feet.

.4.38.2.2 Modified First Generation Shelters. These helters have one electrically operated, side opening, roller upported, prow-shaped, externally mounted, metal aircraft ntry door. Usable floor space is 48 feet by 100 feet.

.4.38.2.3 Second Generation Shelters. These shelters ave two electrically operated, side opening, roller supported, xternally mounted, reinforced concrete panel aircraft entry oors. Usable floor space is 82 feet by 124 feet.

.4.38.2.4 Third Generation Shelters. Same as second eneration except usable floor space is 71 feet by 120 feet.

.4.38.2.5 Protective Aircraft Canopy Shelters (PACS).

hese “carport type” shelters have fabric-covered canopies esigned to protect personnel and aircraft from the elements.

hey do not have doors or walls.

1.4.39 Supervisory Contractor Representative (SCR).

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

1.4.40 Support Equipment (SE). All equipment required

on the ground to make a weapon system, command and con-trol system, subsystem, or end item of equipment operational in its intended environment.

1.4.41 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.

1.4.42 Transferring of Fuel. The movement of fuel within

the aircraft internal fuel system. This term also applies to bulk movement of fuel.

1.5 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

1.6 RECOVERABLE PRODUCTS.

Recoverable products resulting from ground handling and ser-vicing of aircraft/equipment will be handled in accordance with federal, state, and local environmental directives or laws.

Refer to AFI 23-502, Recoverable and Unusable Liquid Petro-leum Products, and TO 42B-1-23, Management of Recover-able and Waste Liquid Petroleum Products.

1.7 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 required by local directives. Implement spill control proce-dures in accordance with local directives.

-4 Change 7

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 cre-ated by electrostatic energy. Grounding is the process of con-necting 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 igni-tion 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 currents. 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 -10ºF and above, and aviation gasoline at -50ºF 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 levels associ-ated with electrostatic discharges may be sufficient to ignite fuel vapors.

2.5 ELECTROSTATIC CHARGING OF PERSONNEL.

The normal activity of personnel involved in refueling opera-tions can generate static electricity charges on their clothing.

Humidity greatly affects the static electricity characteristics of clothing materials. The lower the humidity, the higher the electrostatic hazard. Under low humidity conditions, almost all Air Force issued garments can produce a static charge of suffi-cient 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 addi-tion, antistatic finishes are not as effective in low humidity conditions or at low temperatures. Moisture increases the elec-trical conductivity of clothing and this is why high humidity conditions minimize static build-up problems. Body perspira-tion 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 composi-tion soles are relatively poor conductors but most have suffi-ciently 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, personnel should touch a grounding/bonding point with their bare hand. Personnel wearing Chemical Warfare Defense Ensembles (CWDEs) do not need to remove any clothing to dissipate static buildup. They can adequately ground or bond themselves directly through the CWDE boot or glove. Cloth-ing 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 con-nector pins or jacks because they might be directly connected to sensitive electronic components. Any connector or jack caps/covers should be installed whenever the LRUs are dis-connected from the aircraft. Once the LRUs are in the avionics shop for repairs, standard safeguards as outlined in MDS spe-cific technical orders and TO 00-25-234 will suffice to prevent electrostatic damage. When handling munitions or explosive devices, avoid touching bare electrical primers, exposed pro-pellants, 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, Change 7 2-1 fittings, or foreign material. If the fuel vapor-air mixture above the liquid surface is in the explosive range, such a spark will provide ignition with disastrous results. Objects in a fuel tank will collect a charge from the fuels and become similar to an electrical 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 presence of such objects. The Air Force now incorporates a conductivity additive to decrease the relaxation time of elec-trostatic 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 sug-gested 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 anti-static additives with at least 50 Conductivity Units

(CU).

Nozzle/Hose/ Gallons/Minute Pipe Diameter

0.75 inches 32

1.50 inches 125

2.00 inches 191

3.00 inches 260

4.00 inches 385

5.00 inches 542

6.00 inches 693

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 per-sonnel 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 (approximately 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 servic-ing 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 techni-cal orders. Aircraft will be bonded to fuel servicing equipment at all times during fuel servicing operations. Hydrant fuel ser-vicing vehicles and hosecarts will also be bonded to the hydrant system in addition to bonding to the aircraft. (This hydrant-servicing vehicle or hosecart bonding requirement applies only when the aircraft is not grounded.)

Aircraft/equipment must be grounded and/or bonded prior to connecting the single point nozzle to the air-craft; however, the hydrant coupler will be connected to the hydrant outlet prior to bonding the hydrant-servicing vehicle to the aircraft.

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

NOTE

• If the bonding wire becomes disconnected, recon-nect it immediately. The sequence makes no differ-ence.

• Bonding is not required for all-metal pantograph, as long as there is a continuous metal structure from the fuel servicing equipment to the aircraft.

a. Grounding of aircraft or supporting servicing equipment during either fuel servicing, Liquid Nitrogen (LIN) ser-vicing, or Gaseous Nitrogen (N2) servicing is not required. Recent electrostatic studies have demonstrated that grounding aircraft or supporting servicing equip-ment for these situations is unnecessary. Unless required by specific MDS technical orders, grounding is not required for aircraft except when aircraft are:

2-2 Change 12

(1) Undergoing munitions loading/unloading operations.

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

(3) Connected to a hangar electrical power source. (This requirement does not apply to portable ground power units, including MD/4MO mobile electric power units, inside hangars.) Locations with low humidity may want to ground an aircraft one time after land-ing to dissipate any static charges generated on the aircraft while flying through dust or precipitation.

This will be accomplished by momentarily connect-ing a cable from an earth ground to any unpainted metallic aircraft surface.

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 accumulate while fuel is flowing during fuel servic-ing 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 over-wing 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.

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.) is not authorized, 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. Conver-sion jumpers will be made from only the parts listed below and assembled as follows: connect an electri-cal ground wire rope (cable), 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 conti-nuity check to make sure conversion jumper is elec-trically interconnected throughout assembly.

(2) A multiple receptacle junction box may be con-structed to reduce the number of grounding/bonding cables around a work site. The multiple receptacle junction boxes must be built from a high quality con-ductive material. The receptacles installed in the junction box must be female extension jacks, NSN 5935-00-432-9340. All multiple receptacle 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 junc-tion box and the installed female extension jacks shall not exceed 10 ohms.

2.10 GROUNDING.

The proper 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.

2.11 AIRCRAFT INSTALLED ELECTRICAL RECEPTA-

CLES FOR GROUNDING AND BONDING.

Aircraft system managers, in coordination with lead com-mands, shall ensure applicable aircraft technical orders include a requirement to inspect aircraft electrical receptacles during or at appropriate maintenance interval or after receptacle maintenance. 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 follow-ing 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 indi-cates the contact spring is not maintaining a proper con-nection 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 No. MS3493, NSN 5935-00-572-5174, will be inserted into the recepta-cle jack assembly. Check to ensure it is firmly seated. Electrical resistance measured between the plug and cleaned aircraft skin must be one ohm or Change 10 2-3 less, but not zero. The aircraft technical order is applicable if it specifies a value less than one ohm. A clamp, part No. M83413/7-1, may be substituted for the steel plug on aircraft not equipped with the jack assembly, part No. MS90298, when attached to des-ignated grounding lugs on an unpainted part of the aircraft landing gear.

(3) A firm pull will be required to withdraw the plug from the receptacle.