TO 00-25-172 - Robins Air Force Base
TO 00-25-172 - Robins Air Force Base
TO 00-25-172 - Robins Air Force Base
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<strong>TO</strong> <strong>00</strong>-<strong>25</strong>-<strong>172</strong><br />
the ramp, the refueler may be moved from one aircraft<br />
to another without the use of a spotter as long as the<br />
clearance markings are visible to the refueler operator.<br />
c. Do not drive or operate servicing vehicles in the servicing<br />
area if a fuel spill has occurred or if fuel is<br />
leaking from the aircraft. Do not use servicing vehicles,<br />
which have electrical system malfunctions.<br />
d. Chocks may be constructed according to MIL-PRF-<br />
32058 or Commercial Item Description A-A-52475A<br />
(Chock, Wheel) or can be locally manufactured. Locally<br />
manufactured chocks can be made of wood per<br />
AF drawing 42D6594 and painted yellow. The drawing<br />
is available from local AF Engineering and Technical<br />
Service (AFETS) representative, Joint Engineering<br />
Data Management Information and Control System<br />
(JEDMICS), or from HQ AFMC/SES.<br />
For single axle vehicles, 14 inches long, 3-1/2 inches<br />
high, and with a 5-1/2 inch base.<br />
For tandem axle vehicles, 20 inches long, 5-1/2<br />
inches high, and with a 7-1/2 inch base.<br />
e. Fuel, oil, and water servicing vehicles need not be<br />
grounded. However, they must be chocked when the<br />
driver’s seat is vacated.<br />
4.2 AIRCRAFT REFUELING.<br />
Fire and explosion hazards are always present during aircraft<br />
fuel servicing operations. Use of vehicle and equipment operational<br />
checklists is mandatory.<br />
NOTE<br />
• Refer to Table 3-1 for all fire protection equipment<br />
requirements.<br />
• Do not position vehicles with the front of the<br />
vehicle facing toward any portion of the aircraft<br />
except for ARFF vehicles located in their<br />
designated standby position. A clear path shall<br />
be maintained at all times to permit rapid<br />
evacuation of servicing vehicles and personnel<br />
in the event of an emergency. Do not park in<br />
the front or rear of ARFF standby vehicles.<br />
a. Ensure required fire protection is in place.<br />
b. Unless specifically exempted elsewhere in this <strong>TO</strong>,<br />
personnel not required to service the aircraft shall leave<br />
the fuel servicing safety zone. The APU/GTC will not<br />
be used during fueling operations on aircraft not specifically<br />
listed in Paragraph 4.5.<br />
c. Except when the equipment uses Power Takeoff (P<strong>TO</strong>)<br />
to drive the pump (HSV and HHT are exempt), turn<br />
off the ignition switch after the servicing vehicle or<br />
equipment is parked, brakes set, and before wheels are<br />
chocked. The fuel servicing operator is now prepared<br />
to assist in the aircraft fuel servicing operation.<br />
For over the wing/open port fuel servicing, always<br />
bond the nozzle to the aircraft before the fill cap is<br />
removed. This connection shall remain in place<br />
until after the tank cap is replaced. Failure to perform<br />
this procedure can cause a static spark at a<br />
tank fill opening.<br />
d. Bond the fuel servicing vehicle and equipment to the<br />
aircraft.<br />
• With the SPR nozzle crank handle in the closed<br />
position, check the strainer coupling quick disconnect<br />
device for positive locking if equipped.<br />
• Prior to pressurizing the hose, be sure the nozzle<br />
is securely locked to the aircraft by attempting<br />
to remove the nozzle with the nozzle crank<br />
handle in the open position. Any nozzle that<br />
can be disconnected from the SPR with the<br />
nozzle crank handle in the open position is defective<br />
and must be removed from service immediately.<br />
On aircraft with Refueling Teams,<br />
the team member connecting the refueling receptacle<br />
will be responsible for testing the<br />
strainer quick disconnect locking device for<br />
positive engagement and assuring the refueling<br />
nozzle is securely locked.<br />
e. For single point servicing, the fuel servicing supervisor<br />
will ensure the SPR nozzle is properly connected<br />
to the aircraft-refueling receptacle. For C-5 aircraft, the<br />
refueling equipment operator may perform these operations,<br />
to include monitoring the single point<br />
nozzle(s) during the fuel servicing, with installation<br />
commander approval. The 45-degree D-1 nozzle is acceptable<br />
for most SPR fuel servicing operations, especially<br />
for fuselage servicing. The straight throat D-2<br />
nozzle is only for underwing fuel servicing applications<br />
and must not be used otherwise unless deemed<br />
mission essential. Mission essential determination shall<br />
be documented on the control log in the fuels automated<br />
system by the on-duty fuels controller. Inappropriate<br />
utilization of the single point nozzles can and<br />
has caused undue stress damage to aircraft single point<br />
receptacles, fuel spills, broken nozzles and components,<br />
and other safety related problems. The C-135<br />
and F-15 series aircraft have angled SPRs, so they can<br />
be refueled/defueled with either the D-1 or D-2 nozzles.<br />
However, the straight throat D-2 nozzle is preferred<br />
4-2
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