TO 00-25-172 - Robins Air Force Base

TO 00-25-172
craft -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 Concurrent Servicing
Supervisor (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,
aircraft reconfiguration, and other aircraft servicing such as
oil, nitrogen, and hydraulic fluid. (When no refuel/defuel operations
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, Chapter 4 for detailed
responsibilities.
1.2.9 Concurrent Servicing Supervisor (CSS) Combat
Sortie Generation (CSG) (Chapter 6). The on-site supervisor
responsible for all aspects of fuel servicing, munitions/
ammunition 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 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, MAJCOM, and local maintenance/
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.
1.2.11 Defueling. Defueling is the movement of fuel from
an aircraft fuel tank to any external, approved container or
system through the SPR receptacle 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, Page 2-8, Paragraph 2.7.9, 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 application
of a flame or spark.
1.2.13 Fuel Servicing Hose.
1.2.13.1 Soft (Collapsible). Rubber hose conforming to
MIL-DTL-26521K, flexible, capable of being completely
flattened and coiled for ease of storage and handling.
1.2.13.2 Semi-hard (Noncollapsible). Rubber hose conforming
to MIL-DTL-6615G and MIL-PRF-370J, braided,
loomed, or plied reinforcement, not capable of being coiled
easily.
1.2.13.3 Hard (Noncollapsible). Rubber hose conforming
to MIL-DTL-27516F and MIL-DTL-26894D, 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,
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.
1.2.16.2 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
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