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 D le, aeºle-ce/~h. 2.
vº Pawel FM 10-6s
C2

O CHANGE HEADQUARTERS
DEPARTMENTOF THE ARMY
NO. 2 Washington, D.C., 23 June 1978

AIRCRAFT REFUELING

FM 10-68, 31 December 1975, is changed as follows:

1. Remove old pages and insert new pages as indicated below.

Remove pages- Insert pages—

i through iii
2-1 through 2-5
3-3 through 3-8
4-1 and 4-2
5-1 through 5-3
6-3 and 6-4
6-7 and 6-8
7-1 through 7-6
7-9 through 7-14
7-19 and 7-20
7-23 and 7-24
8-1 and 8-2
8-13 through 8-16
9-1 and 9-2
10-5 through 10-8
11-9 through 11-14
A-3
D-1 and D-2
D-7 through D-9
Index-1 through Index-7
Figure 7-3 (back of manual)
i through iii
2-1 through 2-7
3-3 through 3-8
4-1 and 4-2
5-1 through 5-3
6-3 and 6-4
6-7 through 6-9
7-1 through 7-6.1
7-9 through 7-14.1
7-19 and 7-20
7-23 through 7-24.1
8-1 and 8-2
8-8.1
8-13 through 8-16
9-1 through 9-3
10-5 through 10-9
11-9 through 11-14
A-3
D-1 and D-2
D-7 through D-9
F-1
Index-1 through Index-7

2. New or changed material on the above pages is indicated by a star.

3. Make the following pen-and-ink changes:
On page 1-2, para 1-7a, delete last sentence.
Wherever the term “hot” refueling appears, change to “rapid” refueling.
4. File this change sheet in front of the publication for reference purposes.
By Order of the Secretary of the Army:

BERNARD W. ROGERS
General, United States Army
Chief of Staff

Official:

J. C. PENNINGTON
Brigadier General United States Army
The Adjutant General
*
f

i -: * †.
º,
--
~ * ,
* -- *

DISTRIBUTION:

Active Army and USAR: To be distributed in accordance with DA Form 12-12, Section II, Require
ments for training publications relating to all 10-series TOE (Oty rar block no. 17) and Section III,
Requirements for training publications relating to TOE 10-227; plus: DA Form 12-31, Section I,
Operator Requirements for all Fixed and Rotor Wing Aircraft (Oty rqr block no. 321).
ARWG: To be distributed in accordance with DA Form 12-31, Section I, Operator Requirements
for all Fixed and Rotor Wing Aircraft (Oty rar block no. 321).

Additional copies can be requisitioned (DA Form 17) from the US Army Adjutant General Publica
tions Center, 2800 Eastern Boulevard, Baltimore, MD 21220. -
 *FM 10-68
C2

This manual contains copyrighted material.

This manual contains copyrighted material provided by the National Fire Protection Association
(NFPA). In so far as ible for Army operations, this manual reflects NFPA requirements for safe
aircraft refueling and follows their guidance for firefighting and crash rescue training. The US Army
Quartermaster School deeply appreciates the permission £º.
by NFPA to use their materials and
is grateful for the advice and assistance they have provided in the development of this manual.

Field Manual HEADQUARTERS

- DEPARTMENT OF THE ARMY
No. 10-68 Washington, DC, 31 December 1975

- AIRCRAFT REFUELING
Paragraph Page
PART I. INTRODUCTION TO AVIATION FUELS
Chapter 1. INTRODUCTION ................................... 1-1—1-7 1-1
2. AVIATION FUELS
Section I. Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1—2-3 2-1
II. Quality Surveillance . . . . . . . . . . . . . . . . . . . . ............. 2-4–2-14 2-1–2-6
PART II. SAFETY
Chapter 3. FIRE
Foreword........................................... 3-1
Section I. Aviation Fuels: The Dangers and Control Measures..... 3-1—3-4 3-1—3-3
II. Static Electricity: The Dangers and Control Measures ... 3-5—3-16 3-3—3-7
III. Other Sources of Ignition: The Dangers and Control
Measures............ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-17–3-21 3-7, 3-8
Chapter 4. AIR TRAFFIC
Foreword. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1
4-1–4-3 4-1–4-6
5. PERSONNEL
Foreword.......................... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-1
5-1–5-5 5-1–5-3
PART III. EQUIPMENT AND OPERATIONS
Chapter 6. AIRCRAFT REFUELING EQUIPMENT
Foreword.................................... . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-1
6–1–6–4 6-1—6-8
7. REFUELING FROM REFUELING SYSTEMS
Section I. Lightweight Refueling Systems for Forward Areas
Foreword............... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-1
7-1–7-11 7-1–7-13
II. Temporary and Semipermanent Systems
Foreword. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-14.1
7-12–7–21 7-14.1–7-26
Chapter 8. REFUELING FROM TANK WEHICLES
Foreword........... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-1
Section I. Refueling Vehicles ............ . . . . . . . . . . . . . . . . . . . . . . 8-1–8-7 8-1–8-12
II. Refueling Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-8–8-13 8-12—8-17
Chapter 9. DEFUELING....................................... 9-1–9-5 9-1, 9-2
PART IV. FIREFIGHTING AND RESCUE
Foreword..................... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-1
Chapter 10. FIREFIGHTING AND RESCUEOPERATIONS
Section I. Firefighting Fundamentals....... . . . . . . . . . . . . . . . . . . . . 10-1—10-5 10-1–10–3
II. Fire and Crash Plans....... . . . . . . . . . . . . . . . . . . . . . . . . . . 10-6–10–9 10-4—10-6
III. Training.... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-10—10-14 10-6—10-8
Chapter 11. FIREFIGHTING AND RESCUETRAINING
Foreword...................... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-1
Section I. Basic Firefighting Training .......................... 11-1—11-6 11-1–11-3
II. Basic Crash Rescue Training . . . . . . . . . . . . . . . . . . . . . . . . . 11-7–11-9 11-10
III. Tactical Firefighting and Rescue Training. . . . . . . . . . . . . 11-10–11-13 11-15

|6
*This manual supersedes Chapter 15 ofTM 10-1101, 3 May 1972; and paragraph 137 of Change 1, TM
10-1101, 29 December 1972.
C2, FM 10-68

Page

Appendix A. REFERENCES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .A-1

B. MILITARY PUBLICATIONS GOVERNING THE
OPERATION OF FIXED ARMY AIRFIELDS. . . . . . . . . . . . . . . . . . . . . . . . . . . . B-1
C. FUEL CLASSIFICATION (API GRAVITY) TEST.......................... C-1
D. WATER DETECTION (AQUA-GLO) TEST ................................ D-1
E. PROCEDURES FOR TESTING RESISTANCE TO
GROUND . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E-1
F. FILLING A 500-GALLON COLLAPSIBLE DRUM
FROM AN M131A5C TANKER ................................. . F-1
Index.... - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - Index-l

ILLUSTRATIONS
page
Aircraft marshaling signals........................................................ 4-2
CCR fill port (receiver), mounted in aircraft and unmounted ..........................6-2
CCR nozzle. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-3
CCR nozzle mated to CCR fill port....... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ........6–4
CCR open-port nozzle adapter...................................................... 6-5
CCR open-port nozzle adapter mated to CCR nozzle ..................................6-6
CCR open-port nozzle adapter positioned through bypass in the CCR fill port...........6-7
FARE components packed for transport and recommended fire extinguishers...........7-1
Typical layout of FARE system ................................................... 7-5
Schematic drawing of FARE system. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-6
CCR nozzle and adapter hanging on FARE ground rod............................. 7-6.1
Suction manifold T assembly of FARE system . . . . . . . . . . . . . . . . . . . . . . .................7.7
Collapsible drum manifold assembly................................................7-8
FARE system laid out in the recommended manner ................................. 7-9
Empty 500-gallon collapsible drum ... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-12
FARE discharge hose rolled for packing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . ...............7-14
350-gpm pumping assembly....................................................... 7-15
7-11. 350-gpm filter/separator..........................................................7-16
7-12. Layout of six-nozzle temporary refueling system for OH-6, OH-58, AH-1, and UH-1
helicopters. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-18
7-13. Layouts of five-, four-, three-, and two-nozzle refueling systems OH-6, OH-58, AH-1, and
UH-1 helicopters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ........................7-19
7-14. Layout of the temporary refueling system for CH-47 helicopters...................... 7-20
7-15. Use of temporary refueling systems under various wind conditions ...................7-22
7-16. Schematic drawing of six-nozzle refueling system for OH-6, OH-58, AH-1, and UH-1
helicopters. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-27
7-17. Schematic drawing of refueling system for CH-47 helicopters ........................7-27
7-18. Drawing of six nozzle refueling system showing principal valves and fitting assemblies.7-27
7-19. Details of principal valves and fitting assemblies of temporary refueling systems ......7-27
8-1. M857 tank semitrailer fitted with kit C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8-2
8-2. M857 aircraft refueling kits. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8-4
8-3. Roadside equipment cabinet of the M131A5C tank semitrailer.........................8-5
Roadside equipment cabinet of the M131A3C tank semitrailer.........................8-6
8-5. Rear roadside equipment cabinet of the M131A4C tank semitrailer ....................8-7
Forward roadside equipment cabinet of the M131A4C tank semitrailer. . . . . . . . . . . . . . . . .8-8
8-7. Front roadside view of M49A2C tank truck showing hose and nozzle....................8-9
8-7.1. Front roadside view of M559 tank truck (GOER) ............................ 8-8.1
8-8. Tank and pump unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8-10
8-9. Markings on aircraft refuelers....................................................8-11
8-10. Positioning tank vehicle for refueling aircraft. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8-15
8-10.1. Dil nozzle. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ....................... 8-16
10-1. Crash rescue chart for OH-6. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ........................ 10–9
10-2. Crash rescue chart for OH-58. . . . . . . . . . . . . . . . . . . . . . . . . . . . . ........................ 10–9
10–3. Crash rescue chart for AH-1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .... .................... 10–9
10-4. Crash rescue chart for UH-1 ... . . . . . . . . . . . . . . . . . . . . . . . . . . ........................ 10–9
10-5. Crash rescue chart for CH-47. . . . . . . . . . . . . . . . . . . . . . . . . . . . . ........................ 10–9
11-1. T-41B (Mescalero) training aircraft. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-4
11-2. T-42A (Cochise) training aircraft. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-4
11-3. TH-55A (Osage) training aircraft. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-5
11-4. OH-6A (Cayuse) low-observation helicopter (LOH) operational aircraft. . . . . . . . . . . . . . . . 11-5
11-5. OH-58A (Kiowa) LOH operational aircraft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-6
11-6. AH-1G (Cobra or Gunship) operational aircraft. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-6
 C2, FM 10-68

Figure page

11-7. UH-1B (Iroquois or Huey) operational aircraft. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-7

11-8. UH-1H (Iroquois or Huey) operational aircraft. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-7
11-9. CH-47A/B/C (Chinook) operational aircraft. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-8
11-10. CH-54A/B (Tarhe or Flying Crane) operational aircraft. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-8
11-11. U-8 (Seminole) operational aircraft. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-9
11-12. U-21 (Ute) operational aircraft. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-9
11-13. OV-1 (Mohawk) operational aircraft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-10
11-14. MK-J5D (Martin-Baker) ejection seat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-11
11-15. Parachute harness with clip-type fasteners. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-12
11-16. Parachute harness quick-release box. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-13
D-1. Aqua-Glo series II ultraviolet detector kit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D-1
Meter assembly.................................. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D-2
D-3. Bottom view of ultraviolet lamp assembly. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D-3
D-4. Ultraviolet lamp assembly. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D-4
D-5. Rear of meter assembly when meter is detached from the ultraviolet lamp assembly..... D-5
Zeroing (recalibrating) the meter assembly. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D-6
D-7. Placing the test pad in the detector pad holder. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D-7
D-8. Doing the test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D-8
-- - - ~~
 C2, FM 10-68

CHAPTER 2
AVIATION FUELS

Section I. DESCRIPTION
* 2-1. Jet (Turbine) Fuels
Jet or turbine fuels used in turbine-engine-powered
Army aircraft have an American Petroleum
Institute (API) gravity range of 36° to 57°API and
a boiling range of approximately 100° to 600°F.
The two types of jet fuels used in Army aircraft are
JP-4 (wide-cut gasoline type) and JP-5 (kerosene
type). JP-4 is predominantly used in Army and Air
Force aircraft and JP-5 by the Navy which
includes commercial jet fuels procured locally
under federal specification. Army turbine-engine
powered aircraft based or serviced at Navy
activities are authorized to use JP-5 fuel provided
specified engine adjustments are made. The
critical characteristics of jet fuels JP-4 and JP-5
are shown in table 2-1.
# Table 2-1. Critical Characteristics and Specification
Requirements for Jet Fuels Used in Army
Aircraft (MIL-T-5624).
Characteristic Specification
Requirement
Existent Gum, mg/100 ml, max . . . . . . . . . . . . . . . . 7. . . . D381
RVP, psi, JP-4 only . . . . . . . . . . . . . . . . . . . . . . . 2.0-3.0 . . . . D323
Distillation, Residue, 9%, max. . . . . . . . . . . . . . . . . . 1.5 . . . . D86
# 2-2. Jet Fuel Additive
DOD-procured JP-4 contains the additive fuel
system icing inhibitor (FSII). As its name implies,
FSII prevents the water in fuel from freezing at
normal water-freezing temperatures. Frozen water
particles, collecting on the filter screens, can cause
fuel starvation that leads to engine failure. FSII is
critical only for turbine aircraft flying above
10,000 feet, especially in the wintertime. When
FSII is used as an additive to JP-4, the deteriora
tion limitis 0.08 percent minimum FSII by volume.
This percent of FSII lowers the freezing point of
any dissolved water in the fuel to the freezing point
of the fuel itself. If the FSII content of the fuel
decreases, the icing protection also decreases. If
JP-4 contains less than 0.08 FSII by volume, it
must be upgraded to deterioration limits as soon as
possible, either by commingling existing stocks,
by locally injecting FSII during intraterminal
Test Method transfer, or by resupply. For guidance on use of JP
ASTM
4 that contains from 0.05 to 0.08 percent FSII,
contact the US Army General Materiel and
Petroleum Activity (USAGMPA) through ap
propriate command channels.

Particulate Matter, mg/l, max. . . . . . . . . . . . . . . . . 1.0 . . . . D2276

Water Separometer Index, # 2-3. Aviation Gasoline (AVGAS)

Modified, min. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2550 Aviation gasolines are hydrocarbon mixtures with
Grade JP-4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70
Grade JP-5. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 85
API gravity range of from 63° to 75° API and
boiling points between 80° and 340°F. Aviation
FSll, 9% vol . . . . . . . . . . . . . . . . . . . . . . . . . . . . O. 10-O. 15
gasolines conforming to MIL-G-5572 are used to
Gravity, *API. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D287 power reciprocating-engine aircraft. Although
Grade JP-4 . . . . . . . . . . . . . . . . . . . . . . . . . . . 57-45 AVGAS is available in two grades, grade 100/130
Grade JP-5. . . . . . . . . . . . . . . . . . . . . . . . . . . 48-36
(green or blue) is the grade most used by the Army.
Freezing Point, *C. max. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2386 AVGAS permits high-compression, supercharged
Grade JP-4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . -58 engines to develop maximum power without
Grade JP-5. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . -46 preignition (knocking). The Army requirements
Flash Point, PC, min: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D56 or for AVGAS is decreasing and will be eliminated as
Grade JP-4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .- D3243 reciprocating-engine aircraft are phased out of the
Grade JP-5. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6O Army inventory. Detailed guidance on specifica.
tion requirements for aviation gasolines is includ
Yºr Note: Detailed specification is included in MIL-HDBK200 (latest edition) and ed in MIL-HDBK-200 (latest revision) and FM 10
FM 10-70.
70.

Section II. OUALITY SURVEILLANCE

# 2-4. Introduction
do reciprocating engines. Turbine-engine-powered
The information in this section applies to all aircraft must have high-pressure, complex meter
aviation fuels. However, turbine engines have ing equipment to meter fuel precisely over a wide
more stringent fuel-cleanliness requirements than range of operating altitude, speed, and power; dirt
2-1
 C2, FM 10-68
and water are hazards to this metering equipment.
Because turbine engines have such high fuel
consumption rates, contaminants tend to ac
cumulate in them rapidly. Fine sediment in the
fuel may block the engine fuel-supply system and
may erode critical parts in the engine and fuel
control systems. Free water (water not dissolved in
the fuel) may freeze at high altitudes and plug the
fuel screens, causing the engine to flame out and
lead to possible loss of aircraft. Because of its
potential effect on certain aircraft instruments,
salt water is particularly dangerous. For all these
reasons, the quality and cleanliness of turbine fuel
are vital to the safety of turbine-engine-powered
aircraft. Separating the contaminants out of
turbine fuel must be done on the ground, before the
fuel is pumped into the aircraft, because the filters
in turbine engines are not designed to remove
either fine sediment or excessive amounts of
sediment or water from the fuel. Separating the
contaminants out of JP-4 is complicated by the
higher viscosity and specific gravity of the fuel;
this relative thickness and heaviness of JP-4
increase the time required for contaminants to
settle out. Therefore, maintaining high standards
of quality surveillance over turbine fuel is both a
difficult job and a matter of life and death.
# 2-5. Responsibility
Any unit or organization that has military-owned
aviation fuel in its physical possession is responsi
ble for establishing and maintaining an adequate
quality surveillance program. Each person in
volved in aircraft refueling is responsible for
insuring that the fuel pumped into aircraft is
clean, bright, and on-specification and that it does
not contain any free water or sediment.
2-6. Common Contamination Hazards
and Their Effect on Aircraft
a. Sediment. Sediment from tanks, pipes, hoses,
pumps, people, and the air contaminates fuel. The
most common elements of the sediment found in
aviation fuels are bits of rust, paint, metal, rubber,
dust, and sand. Sediment is classified by particle
S126.
(1) Coarse sediment. Particles classified as
coarse are 10 microns in size or larger (25,400
microns = 1 inch). Coarse sediment settles out of
fuel easily, and it can also be removed by adequate
filtering. Particles of coarse sediment clog nozzle
screens, other fine screens throughout the aircraft
fuel system and, most dangerously, the fuel
orifices of aircraft engines. Particles of this size
also get wedged in sliding valve clearances and
valve shoulders where they cause excessive wear
in the fuel controls and fuel-metering equipment.
2-2
(2) Fine sediment. Particles classified as fine
are smaller than 10 microns in size. Removing fine
sediment by settling or filtering is effective only to
a limited degree; the particles can, however, be
centrifuged out in a rotating chamber. Fine
sediment accumulates in fuel controls and forms a
dark shellaclike surface on the sliding valves. It
can also form a sludgelike material that makes
fuel-metering equipment operate sluggishly. Par
ticles of fine sediment are not visible to the naked
eye, but they do scatter light. This light-scattering
property makes them show up as point flashes of
light or as a slight haze in the fuel.
b. Water. Either fresh or salt water may be
present in fuel and either may be present as
dissolved or free water.
# (1) Dissolved water. Dissolved water is water
that has been absorbed by the fuel. It cannot be
seen and cannot be separated out of the fuel by
either filtration or mechanical means. The danger
of dissolved water is that it settles out as free water
when the fuel is cooled to a temperature lower than
that at which the water dissolved. Such a cooling
of fuel is likely at high altitudes. Once freed, all the
dangers of free water are present.
(2) Free water. Free water can be removed from
fuel by adequate filtering. It can be seen in the fuel
as a cloud, an emulsion, droplets or, in large
amounts, as water on the bottom of a tank, sample
container, or filter/separator. Free water, either
fresh or salty, can freeze in the aircraft fuel system,
can make certain aircraft instruments malfunc
tion, and can corrode the components of the
aircraft fuel system. (Salt water is more corrosive
than fresh water.) Ice in an aircraft fuel system
can make the engines fail.
*c. Microbiological Growth. Microbiological
growth is growth of living organisms (protozoa,
fungi, or bacteria) at the interface between fuel and
water wherever there are pockets of water in fuel
tanks. If there is no water in the fuel, microbes
cannot grow. The growth is brown, black, or gray
and looks stringy or fibrous. Microbiological
growth contaminates fuel and causes problems
because the organisms hold rust and water
suspended in the fuel and act as stabilizing agents
for fuel/water emulsions. These suspensions cling
to glass and metal and can cause false fuel
quantity readings. They also make fuel controls
operate sluggishly and make fuel flow-dividers
stick. Microbiological growth in aircraft fuel is a
reliable indication that the fuel filters have failed,
that the water has not been properly stripped from
the fuel, or that the fuel storage tanks need to be
cleaned more frequently. Addition of FSII to JP-4
has helped curb microbiological growth. However,

in spite of the effectiveness of FSII, it is still vitally
necessary to remove all water from aviation fuel
and aircraft fuel systems.
d. Commingled Fuel. Commingling is mixing of
two or more products or grades of product. Since
each aircraft engine is designed to burn one
particular type and grade of fuel, the consequences
of using a mixture of different fuels can range from
small variations in engine performance to total
loss of power and engine failure. The consequences
of commingling depend on the physical properties
of the commingled fuel.
2-7. Authorized Sampling and Testing
Personnel
# a. Sampling. No person should be permitted to
draw an aviation fuel sample unless he is
thoroughly familiar with the provisions of FM 10
69 on sampling techniques and can satisfactorily
perform all required sampling as outlined in FM
10-69. The importance of good sampling techni
ques cannot be over-emphasized. If a sample
submitted for test does not truly represent the
sampled product, the value of the test is lost.
* b. Testing. All petroleum testing must be done by
qualified personnel. Only qualified personnel may
teach operators to perform API gravity and Aqua
Glo tests on fuel owned by their units. Do not let
untrained personnel conduct these tests. Trained
personnel are available to make liaison visits and
to give technical help to units they support. Units
that handle aviation fuels should take full advan
tage of this technical expertise and help.
2-8. Laboratory Testing
a. Purpose. Laboratory tests are made to insure
that the quality of fuels meets specifications, to
identify unknown products, to identify existing or
potential causes of contamination so that they can
be eliminated, to corroborate results of un
favorable field tests, and to prevent use of off
specification fuels.
* b. Frequency. Each using agency, installation,
and unit submits petroleum samples to its suppor
ting laboratory for testing by qualified
technicians. These samples are submitted in
accordance with tables II, III, IVa, and IVb of
Military Handbook 200 (latest revision) and as
follows:
(1) When requested by petroleum offices.
(2) When fuel quality is questionable and when
local classification is not possible or needs cor
roboration.
(3) When a filter/separator is first placed in
service, after the filter elements have been chang
ed, and every month thereafter.
(4) After any aircraft crash in which the
C2, FM 10-68
engine failed or engine failure is suspected.
(5) When the fuel has been in dormant storage
above ground for 30 days in climates where the
prevailing temperature is 90°F or higher.
(6) When the fuel has been in dormant storage
for 90 days where the prevailing temperature is
less than 90°F.
2-9. Preflight Sampling and Testing
There are certain minimum requirements for
testing at the unit/organization level that must be
carried out prior to refueling aircraft and prior to
aircraft flight. The scope of this testing is
restricted by the availability of testing equipment
suitable for use in field situations and by the short
time frame in which test results must be obtained.
The testing is oriented around identifying the fuel
and identifying the most common forms of
contamination of aircraft fuels, commingling,
particulate matter, and water.
a. Fuel from Fuel Source. Fuel supplies held by
the unit/organization must be tested to confirm
their identities (API gravity test) and to detect the
presence of water (Aqua-Glo).
# (1) Fuel classification (API gravity). Each
type and grade of fuel has a particular API gravity
range, so the API gravity test indicates whether a
fuel is actually that which it is supposed to be. It is
used hand in hand with visual examination (b
below) to identify the fuel. A visual check differen
tiates fuels by color—JP-4 and JP-5, clear to
amber; combat MOGAS, red; AVGAS grade
100/130, green; and AVGAS grade 100/130 low
lead, light blue. The API gravity test confirms the
color identification. This identification test is
necessary because the dyes used in fuels may lose
color with age or when subjected to heat. The API
gravity test is more a measure of the fuel's
uniformity than of its quality. Appendix C
includes the API gravity ranges of common
military fuels and the equipment, procedures, and
tables required to conduct and interpret the results
of the API gravity test.
# (2) Water detection (Aqua-Glo). The presence
of water in a fuel is tested with the
automotive/aviation fuel water detector kit, com
monly called the Aqua-Glo kit. Aviation fuels may
not be used if they contain more than 10 parts per
million (ppm) of water. The Aqua-Glo water
detection test is essentially a way of checking to
see that the filter/separator is working properly. If
a reading is below the maximum allowable
amount (10 ppm), the fuel is within the limits
prescribed by military specification. If the test
shows more than 10 ppm water in the sample, the
filter/separator has failed, there is a malfunction
in the system, or the fuel is off specification. The
2-3
C2, FM 10-68
fuel and the system or refueler pumping it should
be removed from service immediately for further
examination. The fuel must be segregated,
sampled, and the sample sent to the supporting
laboratory for the full spectrum of tests called for
by the specification. The equipment must be
inspected to see if any source of water is present.
The filter/separator must be opened and its filter
elements removed and replaced. Before the system
or refueler may be placed back in aircraft refueling
service, it must be tested again (para 2-10b) to be
sure the water content of the fuel is below the
maximum reading. Appendix D includes the
equipment and procedures required to conduct the
Aqua-Glo test.
# (3) Fibrous material. Samples of fuel that is to
be dispensed to aircraft should contain no more
than 10 fibers when a quart sample is visually
examined. When more than 10 fibers can be seen,
the filter or filter/separator elements are not
functioning properly and corrective action should
be taken.
b. Fuel in Aircraft Tanks. Fuel in the tanks of an
aircraft must be checked before flight operations
begin. Taking a preflight sample is the only way of
insuring that the fuel on board does not contain
water or other visible contaminants. The sample
must be taken after the fuel tank sumps have been
drained. Although visual checks provide
safeguards against and warnings of contamina
tion, they do not insure that the checked product
meets all requirements of its specification. When a
visual check indicates that the fuel may be
contaminated, the officer or other person in charge
must decide what is to be done; for example, he
decides whether the fuel sample should be sent to
the supporting laboratory for testing, whether the
aircraft should be defueled and its tanks cleaned,
and whether any remaining fuel in storage should
be isolated and not used until test reports are
received. Any fuel that fails a visual check should
be segregated and held until test results are
received. To visually check a fuel, draw a sample in
a clean sample bottle and look for the following:
# (1) Color. The color of an aviation fuel depends
on its type and grade. Leaded fuels must be dyed,
so AVGAS is dyed different colors for different
grades, grade 100/130 is dyed green, and grade
100/130 low lead is light blue. Jet fuels, because
they are unleaded, are not dyed, they may be any
color from water white to amber. The proper color
indicates freshness and uniformity, but not
necessarily quality. Off-color, or color of the wrong
intensity, does not necessarily mean that the fuel
is off-specification, but it does mean that you
should look for signs of contamination ((3) through
2-4
(6) below).
(2) Cleanliness and brightness. The fuel
should be clean and bright. Cleanliness and
brightness are distinct from fuel color. Clean
means without visible sediment, cloud, haze,
emulsion, or free water. Bright means having the
characteristic sparkle of clean, dry fuel in
transmitted light.
# (3) Cloud or haze. Ordinarily, a cloud or hazein
fuel indicates the presence of water, but cloudiness
can be caused either by large amounts of fine
sediment or by finely dispersed stabilized emul
sion. Cloudy fuel is not acceptable for use in
aircraft. When a clean and brightfuel cools, a light
cloud may form. Such a cloud indicates that
dissolved water has separated out (para 2-6b(1))
into a very small amount of free water. Since not
even small amounts of free water are acceptable in
aviation fuels, the fuel should be rejected. If a cloud
is present in a fuel after it has been passed through
a filter/separator system, the filter elements in the
filter/separator should be replaced and the source
tank should be stripped of both water and
emulsion. Cloudy fuel should be drained back
upstream of the filter/separator and then be
recirculated through fresh filter elements. A
precipitation cloud can be removed by a
filter/separator that is working properly.
(4) Sediment. To be visible to the naked eye as
specks, sediment particles must be larger than 40
microns in size. Any appreciable number of visible
sediment particles in a sample indicates one of
three things: the filter/separator is not working
properly, there is a source of contamination
downstream of the filter/separator, or the sample
container was not cleaned properly. Even with the
most efficient filter/separator and careful fuel
handling, occasionally there will be visible sedi
ment particles in fuel because a few are able to get
through the filter. More often, sediment will be in
the form of an extremely fine powder, rouge, or silt.
In a sample of clean fuel, no sediment should be
visible.
(5) Water. Entrained water is water that is
suspended throughout a fuel sample. It may
appear as a cloud or haze and it may settle out.
Free water may also be visible as droplets or at the
bottom of the sample container. If any free or
entrained water is present, the fuel is unaccep
table.
# (6) Fibrous material. A quart sample of
acceptable aviation fuel should not contain more
than 10 fibers (MIL-HDBK-200E, para 9.2.5.1). The
presence of more than 10 fibers per quart indicates
that the filter/separator from the servicing
vehicle is not working properly or that the filter

elements are breaking down. The fibers can be
detected visually, but a specific count can be
determined only by laboratory testing.
* 2-10. Frequency of Sampling and
Testing
# a. Fuel from Fuel Sources. The identity of
aviation fuels must be checked before the fuel is
used to refuel aircraft. The fuel in each container
must be sampled, identified by visual check of the
color, and then classified by the API gravity test
(para 2-9a(1) and app C). Aqua-Glo and millipore
tests will be run on the fuel during filling of
containers. This sampling and testing will be
performed by the supplying unit. It is essential
that fuel to be used at a forward refueling point be
sampled, tested, and classified and that fuel
containers be plainly marked before delivery to the
forward area. If the fuel for a forward point moves
through the parent unit, the parent unit must
classify it; if the fuelis delivered direct by a combat
service support unit, the delivering unit must
classify the fuel before delivering it.
* b. Fuel in a System or Refueler. The fuel in a
system (excluding the FARE system) or refueler
must be sampled and tested for water daily at the
start of aircraft refueling operations and again
whenever the filter elements of the filter/separator
on the system or refueler are changed. This test is
performed with the Aqua-Glo kit (para 2-9a(2) and
app D). The Aqua-Glo test must be made on a
moving stream of fuel. Refuelers should be tested
during the daily preoperational recirculation of
fuel. The fuel in a system must be sampled when
the pump is operating and at least one nozzle is
open; this sampling and testing should be per
formed on a FARE system by the parent unit
before the FARE is deployed to a forward area.
# c. Fuel in Aircraft Tanks. A visual check of the
fuel in aircraft tanks must be made before the first
flight of each working day. The pilot or crew chief
must draw a sample from each tank as part of the
preflight procedures. The sample must be drawn in
a clean, clear glass container. The size of the
sample may vary between V, and 1 pint, depending
on the condition of the fuel. If contamination
shows in the sample, more fuel should be drawn. If
water, sediment, or any other suspicious matter
(para 2-9b) is visible in the fuel after a quart or
more is drawn, the supervisor should be consulted
for instructions.
# d. Disposal of fuel. Fuel samples should be
disposed of in an approved fuel container. At
permanent installations, contaminated fuels that
are not suitable for use should be reported to the
local Defense Property Disposal Office for disposi
tion.
C2, FM 10-68
# 2-11. Sampling After Aircraft Mishaps
Fuel samples are taken after aircraft mishaps by
an accident investigating team appointed by the
proper authority. (See AR 385-40, para 5-10.)
Investigation of major and minor aircraft ac
cidents, incidents, and forced landings is required
as part of the aircraft accident prevention
program. When an aircraft accident occurs in
CONUS, the technical advisory visit (TAV)
representative at the responsible Petroleum Field
Office should beinformed. Combat losses (damage
or loss caused by enemy fire, sabotage, action
taken to evade enemy fire, or failure to return when
last known position was over enemy territory) are
not considered accidents. Therefore, the following
sampling requirements do not apply to incidents
classified as combat losses.
# a. Sampling from Aircraft. Samples of fuel and
lubricant should be taken from the aircraft as soon
as possible after the incident. Take the samples as
follows:
(1) Use the sampling kit built for this purpose
(para 2-12).
# (2) Draw a 4-ounce bottle of fuel from the
aircraft tank. (If the aircraft has tanks that do not
flow into each other, take a sample from each
tank.) Check the sample(s) for color, visible water,
sediment, and contaminants (para 2-9a(1)).
# (3) If the aircraft used jet fuel (clear to amber),
draw a 2-gallon sample. If the aircraft used
AVGAS (green or light blue), draw a 5-gallon
sample. Draw 1 gallon of lube oil from the crashed
aircraft.
# (4) Close all sample containers tightly and tag
each with DA Form 1804 (Petroleum Sample). Fill
in the sample tag(s) to provide complete iden
tifying information including type of product,
where the sample was taken, why the sample was
taken, name of the person who took the sample,
date the sample was taken, aircraft identification
number, and any other information pertinent to
that sample. (Additional details of sampling and
tagging procedures are found in FM 10-70.)
(5) Forward these samples, with those
specified in b below, as indicated in b(5).
b. Samples from Fuel Sources. Retrace the fuel
records of the aircraft to get the following
information so that samples can be obtained:
# (1) Record the date of the last refueling prior to
the incident, the system or number of the refueler
(tank vehicle), and the name of the unit, organiza
tion, or supplier of the last refueling service. Check
the results of the filter efficiency and Aqua-Glo
tests of the refueler. The records should be dated
within 90 days. Also check the records of the daily
filter pressure differential readings and the
2-5
C2, FM 10-68
records of the daily nozzle screen inspections.
(2) Contact the organization that provided the
last refueling and record the date that the
applicable refueler or tank or drum was filled and
the bulk storage system from which it was filled.
# (3) Contact the organization responsible for
the bulk storage system and record the date the
fuel was received into the storage system and the
supplier of the fuel. Bulk storage test results should
be checked. If the fuel in storage has not been
tested for 90 days, it should be retested. The
storage tank records should indicate daily water
bottom checks and record of test results when
products were received.
(4) Draw a sample (2 gallons of JP-4 or 5
gallons of AVGAS) from the refueler or tank or
drum that was used to refuel the aircraft and a
sample from the bulk storage system from which
the refueler, tank, or drum was filled.
# (5) Close the samples tightly, tag each with the
required information (a(4) above), and forward all
samples to the appropriate petroleum laboratory
for analysis.
2-12. Sampling Kit
In order to be ready to take fuel samples from
downed aircraft, a sampling kit should be built,
stocked, and kept available at each aircraft
refueling activity. Request initial issue and
replacements of sampling cans, sample tags, and
shipping tags, labels, and containers from your
supporting laboratory. Build a four-compartment,
reinforced plywood box with a lid; the inside
dimensions should be about 30 by 15 by 12%
inches. Equip the kit as follows:
# a. Compartment 1. In the first compartment,
store eight 1-gallon sample cans (NSN 8110-00
879-7182) (packed two to a shipping container),
sample tags, shipping tags, and labels.
* b. Compartment 2. In the second compartment,
store the vacuum pump thief (Model U Golden
Thief, manufactured by Daigger and Company,
Chicago, Illinois, or equivalent). This is a local
purchase item.
# c. Compartment 3. In the third compartment,
store two clear 4-ounce sample bottles (NSN 6640
00-405-6400) to use for checking fuel visually.
# d. Compartment 4. Build a plywood tray to fit the
fourth compartment. In the compartment itself,
store clean rags, sample stoppers, a 10-foot long /8-
inch diameter bonding cable with alligator clips
(NSN 5940-00-260-0447) and other tools such as
wrenches, screwdrivers, and a hammer. Store the
50-inch long plastic tube that is part of the vacuum
thief in the plywood tray.
# e. Lid. On the inner surface of the box lid, fix
2-6
holders for the 24-inch length of '4-inch copper or
plastic tube used with the vacuum thief and attach
a placard that gives sampling and shipping
instructions for samples taken.
+2-13. Off-Specification Products
When a petroleum product is tested, it may be
classified in one of three ways. The product may
meet the military specifications; it may meet
deterioration limits (as specified in Military
Handbook 200), or it may be off-specification.
# a. Disposal. If a petroleum product in an
overseas area does not meet the criteria establish
ed in its military specification or deterioration
limits, the supporting laboratory notifies the
activity that has the product and also notifies the
US Army General Materiel and Petroleum Activi
ty (USAGMPA), ATTN; STSGP-FT, New
Cumberland Army Depot, New Cumberland, PA
17070. A recommendation on the disposition or
reclamation of the product should be included with
the notification. The notification should be sent by
the most expeditious written means available,
such as by an immediate message. The holding
unit marks the segregated off-specification fuel
and does not use it until disposal instructions are
received from USAGMPA. USAGMPA may direct
reclamation.
* b. Reclamation. The process of reclaiming off
specification fuel, called reclamation, is a
procedure that returns the product to use in one of
two ways. It either restores the quality of con
taminated or off-specification product so that it
will meet its original specification, or it changes
the quality so that the product will meet the
specification for a lower grade of fuel. Proper
reclamation results in purifying, dehydrating,
downgrading, or blending. When USAGMPA
directs reclamation, the work is carried out by the
supporting petroleum unit which has the equip
ment necessary to carry out the disposition
instructions. Normally this work is closely super
vised by personnel of the supporting petroleum
laboratory.
+2-14. Filter/Separators
Filter/separators help to keep fuel clean and free
from water. When fuel is left in the dispensing hose
at the end of a day's operation, it should be
recirculated through the filter/separator before
operations resume. Filter/separators must qualify
under specification MIL-F-8901, latest revision,
and the capacity of the unit must suit the capacity
of the pump. The following steps must be taken to
keep filter/separators in good condition:
# a. Check the filter sumps each day and drain any
water. Catch any fuel-water mixture in a clean

glass jar and check for water. Then dispose of fuel
in an approved fuel container. Further disposition
should be in accordance with local regulations.
b. A calibration team should check the accuracy
of the pressure differential indicator or gage every
3 months.
c. Keep a daily record of pressure differential
readings. With new clean filter elements, the
pressure differential is usually 2.5 psi or less. It
should increase slowly and gradually.
# d. Inspect the elements immediately when there
is a sudden drop in the pressure differential. An
element may have ruptured. If there is no sign of a
rupture, submit a sample of fuel to the laboratory
to test for filter effectiveness.
e. Check new filter elements if there is no
increase in the pressure differential after several
months of operation. The elements may not be
properly installed, or some may be ruptured.
* f. Change the filter elements at once when the
reading on the pressure differential indicator is in
# Table 2-2. Pressure Differential Limits for Filter Elements and Go-No-Go Fuses
on Army Refueling Vehicles
Vehicle Change Go-no-go Fuses
M49A1C More than 15 psi between inlet
M49C and outlet pressure.
M49A2C More than 20 psi between inlet
and outlet pressure.
Over 15 psi between outlet and
internal pressure.
M559 No special requirement.
(GOER)
M857 Sudden drop in reading—change
at once.
25 psi or more—change at once.
M 131A5C Over 20 psi between inlet and
outlet pressure—change at
once.
Over 15 psi between first-stage
outlet and filter outlet—change
filters only.
M 131A4C No special requirement.
M 131A3C No special requirement.
SUDDEN DROP IN READING—CHANGE AT ONCE
C2, FM 10-68
the red (35 psi and up). Change them at the end of
the daily operation when the reading is in the
yellow (20-35 psi). This procedure applies only to
the 50-g pn, 100-g pm, and 350-g pm
filter/separators.
* g. Change the filter elements at least every 24
months or at the time interval specified by the
manufacturer when shown on the filter/separator
housing. Also change the elements when an
inspection or laboratory test shows they are
ruptured or improperly installed.
h. When a filter/separator is used for aviation
fuel service, you must have a sample of the product
tested every 30 days for filter/separator effec
tiveness. Send the samples to a designated
laboratory.
i. If the pressure differential exceeds the limits in
table 2-2, change the elements immediately.
# j. Mark the filter/separator housing with the
date the filter elements were first put into use or
when the filter elements were last changed.
Change Filters
15 psi or more between inlet and
outlet pressure.
20 psi between inlet and outlet
pressure.
15 psi between inlet and internal
pressure—change filters only.
20 psi or more (yellow button
pops up)—change at end of
day.
35 psi or more (red button pops
up)—change immediately.
Sudden drop in reading—change
at once.
25 psi or more—change at once.
Over 20 psi between inlet and
outlet pressure—change at
once.
Over 15 psi between inlet and
first-stage outlet—change
filters, only.
Over 15 psi between inlet and
midsection pressure—change
first-stage filters.
Replace second-stage filters only
when Teflon lining is damaged.
15 psi or more between inlet and
midsection pressure.
5 psi or more between the
midsection and outlet
pressure.
2-7

dling AVGAS and JP-4 are covered in Refueling
Operations (chap 7 and sec II of chap 8).
b. Trap the Vapors. One of the main hazards in
refueling operations is the presence of flammable
vapors which when formed into the right vapor-air
ratio, will support combustion. To control the fire
danger from these vapors, the closed-circuit
refueling system has been developed. This system
(para 6–1) prevents vapors from escaping at the
aircraft fill port, and so reduces the danger of
ignition from static electricity or engine heat. In
the closed-circuit refueling system, the fuel vapors
escape through the tank vent under the aircraft
and are dissipated by the rotor wash.
3-4. Switch Fueling
a. Definition. Switch fueling (use of an alternate
or emergency fuel) is fueling an aircraft with a fuel
that has flammability characteristics significant
ly different from those of the fuel already in the
tank. Specifically, switchfueling means using any
one of the following three types of aviation fuels
when a different one of the three is already in the
tank.
(1) Kerosene grade jet fuel. The kerosene
grades of jet fuel are classified as types A and A1.
This group includes JP-1 and JP-5. These aviation
fuels form flammable vapor-air ratios at
temperatures between 95° and 165° F.
# (2) Wide-cut jet fuel. Wide-cut jet fuel is type B.
JP-4 is a wide-cut jet fuel that forms flammable
vapor-air ratios at temperatures between —10°
and +100°F. Under no condition may JP-4 be used
in a piston-driven engine.
# (3) AVGAS, AVGAS forms flammable vapor
air ratios at temperatures between —50° and +30°
F. AVGAS may be used in switch fueling only
under emergency conditions, and then only
subject to the specific limitations in the aircraft
flight manual.
* b. Problem. The problem of switch fueling is not
that the new fuel is necessarily a more potent static
generator than the old fuel, but rather that the
atmosphere in contact with the rising fuel surface
Section II. STATIC ELECTRICITY: THE DANGERS AND CONTROL MEASURES
3-5. Static Electricity
Static electricity is the term used to mean the
electricity that is built up when an aircraft moves
along the ground or through the air. Even though
it is difficult to define static electricity exactly, we
do know how it behaves, how dangerous it is, and
what can be done to control its dangers.
3-6. Behavior of Static Electricity
Electrical charges, by their nature, seek to balance
C2, FM 10-68
may not be enriched enough to be out of the
flammable range. The flammability
characteristics of the mixed fuel will be different
from those of either of the two fuels involved. The
danger is that, if a spark should occur in the tank,
the vapor-air mixture above the fuel may be in the
flammable range so that an explosion could result.
The electrostatic potential that can cause such a
spark exists inside the tank, on the surface of the
fuel, and this static danger CANNOT BE
REMOVED by bonding the nozzle to the fill port.
Most of the recorded explosions have occurred
ywhen the people concerned believed that the
aircraft and nozzle were adequately bonded.
Because bonding the nozzle to the aircraft DOES
NOT PROTECT against a spark on the fuel
surface in the tank, other protective measures
must be taken in addition to the required bonding.
One protective measure is use of an anti-static
additive. If the alternate or emergency fuel
contains the required concentration of anti-static
additive, the additive will prevent ignition by an
electrostatic spark; however, many commercial
fuel suppliers are not equipped to inject the
additive. If an aircraft is to be switch fueled with
an alternate or emergency fuel that does not
contain anti-static additive, the following special
precaution must be observed: the rate of flow at the
nozzle should not exceed 50 percent of rated flow.
Cutting flow rate in half has two beneficial
effects—it allows more time for the static charge
on the fuel surface to dissipate (leakaway through
the tank walls), and it also reduces splashing and
misting inside the tank as the fuel is added.
Aircraft commanders must be aware that the
civilian aviation industry uses Jet A or A1
kerosene-grade jet fuels exclusively and that
addition of one of these fuels to an Army aircraft
that contains JP-4 constitutes switch fueling;
subsequent return to JP-4, after use of a kerosene
grade fuel, also constitutes switch fueling. Insure
that alternate or emergency fuels are those
prescribed in TB 55-9150-200-24.
or equalize. When the positive and negative
charges on a surface are equal, the electricity has
reached equilibrium or balance and the surface is
electrically-neutral or at rest. In order to reach
balance, unlike electrical charges (one positive
and one negative) will seek to join. This sets up a
force of attraction between them. Like charges will
push away from or repel each other because, if they
did join, the charge would be even more un
balanced. What really happens to form what we
 C2, FM 10-68
call static electricity is this: when the two unlike
materials touch or rub, electrons are exchanged or
redistributed between the two materials at the
point or surface where they touch. This exchange
of electrons causes unlike but equal charges on the
two materials and these charges attracteach other
as they seek electrical balance. It takes work
(energy) to separate the two surfaces because, to
pull them apart, you must oppose the force of
electrical attraction. Since energy is never lost, the
energy used to separate the attracting surfaces
reappears as an increase in the electrical tension
or voltage between the two surfaces. If a surface
that has such a charge is a conductor and if there is
a conductive pathway through which the charge
can move, the charge will follow the path and
“leak away” as it tries to find an unlike charge to
balance it. If the surface that has such a charge is a
nonconductor (an insulator), the charge is trapped;
that is why it is called “static,” meaning standing
still or unable to move. The same sort of trapping
of a charge happens when the charge is on a
conductor that touches only nonconductors,
because in this situation there is no path through
which the charge can leak away. Equal but unlike
static charges will stay as close as possible to each
other. If the attraction between them is strong
enough, the charge from one surface may jump the
gap to the other surface in its search for
equilibrium. This sort of impulsive discharge of
electricity is a spark, and static sparking is a
serious fire danger to refueling operations.
3-7. Induced Static Charges
DELETED.
* 3-8. The Control Measures for Static
Electricity
There are two ways to prevent static electricity
from sparking: the charges on different materials
can be equalized by connecting them with a
conductor (bonding), or a way can be provided for
the charges to dissipate harmlessly (grounding).
The Army uses both of these methods of preven
ting sparks and possible fires. Since bonding and
grounding are the principal defenses against
static sparking, they are explained in detail below
before the static dangers of specific materials are
discussed.
3-9. Bonding
Bonding is the process through which two conduc
tive objects are connected together to minimize
their potential differences. Bonding does not
dissipate the static electricity. It equalizes the
charges on two unlike objects (such as an aircraft
and a refueling nozzle) in order to preclude arcing,
in the presence of flammable vapors, as the two
objects are joined. A nozzle-aircraft bond is
required. You make this bond before you remove
the nozzle dust cap or gas tank cap so that if there
is a spark, it will occur before fuel vapor is present.
For the same reason, you do not disconnect the
nozzle bond until refueling is completed and the
gas tank cap and nozzle dust cap have been
replaced; then if a spark occurs, only insignificant
amounts of fuel vapor should be present, probably
not enough to support combustion.
* 3-10. Grounding and Ground Rods
The earth, particularly soft damp earth, can accept
electrical charges. The charges dissipate
harmlessly throughout the earth's mass, much in
the way a small amount of dye spreads out and
disappears in the mass of the ocean. To ground a
piece of equipment, then, means to provide a
conductive path into the ground, so that a static
charge will not be trapped on the surface of the
equipment where it could discharge as a spark.
This conductive path is made by connecting a
conductive cable from the piece of equipment to a
conductive metal rod that is driven far enough into
the earth to reach the level of permanent ground
moisture. The connection to the piece of equipment
involved, such as a pump, must be made to a clean,
unpainted, non-oxidized metal surface. In Arctic
regions, it is hard to get a good ground because of
frozen soil. Moisture in the soil freezes when
temperatures go below 32°F. Several ground rods
may be driven in at differentlocations to as great a
depth as possible. Another solution is to try to
locate the grounding system near a source of heat.
If there are metal buildings or underground pipes
nearby, the ground is connected to them. In some
warmer areas, rocky or sandy soil makes it
difficult to get a good ground because such soils
have a low conductivity. Chemicals are used to
condition soil and to raise its conductivity.
Magnesium sulfate (Epsom salts), copper sulfate
(blue vitriol), calcium chloride, sodium chloride
(common table salt), and potassium nitrate
(saltpeter) are used for soil conditioning. Common
table salt will probably be the easiest to get in the
field. Before the salt is used, a hole about 1 foot
deep and 3 feet across is dug. Five pounds of salt
are mixed with 5 gallons of water, and the mixture
is poured into the hole and allowed to seep in. The
ground rod and wire are installed and the soil
around the rod is kept moist.
a. Ground Rod.
(1) Description. A ground rod (electrode) is a
conductive pipe or rod made of galvanized iron,
galvanized steel, or copperweld steel. The rod
regularly used for grounding is Rod, Ground: MX
148C Line Item Number (LIN) S08698,

National/NATO Stock Number (NSN) 5975-00
224-5260. This ground rod is three-fourths inch in
diameter and 6 feet long, and it is made of
galvanized steel. It has one pointed end to be
driven into the earth and a bolt and nut at the other
end for connecting a grounding cable.
# (2) Use. The rod is driven into the earth far
enough to reach below the permanent ground
moisture level. On the apron or ramp of a fixed
airfield, the top of the rod should be level with the
surrounding surface; at other types of facilities,
the top of the rod should be either low enough or
high enough so that people will not trip over it. If
the top of the rod is level with the surrounding
surface, an area around the top of the rod must be
dished out so ground cable clips can be attached to
the rod. Tiedown bolts embedded in concrete
ramps at fixed airfields may be used as ground
connections if they meet the requirements for
ground resistance (c(1) below). If tiedown bolts are
used, the ground connections must be made to the
eye of the bolt, not to the tiedown ring.
b. Marking. A yellow circle 18 inches in
diameter, with a 2-inch black border surrounding
it, should encircle each rod that is installed in a
hard surface permanently or semipermanently.
These circles should be painted on. The words
STATIC GROUND CONNECTION and a without specific authorization, at any fixed
numeric or alphanumeric identification of the rod
should be stenciled in black on the yellow circle.
The number and spacing of fixed rods should be
determined by the requirements of the local
situation. Markings of this type are not required
for temporary ground rods.
c. Testing.
(1) Requirement. The electrical resistance of
each grounding system should be as low as
possible but not greater than 10,000 ohms. A log
must be kept for permanent or semipermanent
airfields to show the identification of each rod, the
date tested, and the reading in ohms. If the
measured resistance of a rod is greater than 10,000
ohms, the rod should immediately be marked
DEFECTIVE-DO NOT USE and it should be
removed or replaced as soon as possible. A log is
not required at temporary refueling points.
# (2) Frequency. Each ground rod must be
inspected when it is installed. Ground wires are
inspected monthly. The grounding system must be
inspected and tested annually or when there is a
possibility of mechanical damage. If any damage
is found, it must be repaired immediately.
(3) Methods. Ground rods are tested with a
multimeter (Multimeter:TS-352B/U, LIN M81372,
NSN 66.25-00-553-0142). Procedures for testing
rods are in appendix E of this manual.
C2, FM 10-68
3-11. Methods of Grounding and Bon
ding
There is no quick or easy way to test the adequacy
of a ground (the electrical resistance of the earth
surrounding the rod); the testing procedures (app
E) are complex and the equipment used in testing
is bulky and expensive. For these reasons, several
methods or levels of grounding and bonding are
required to meet the various operational needs of
the Army. The first method is the best and safest.
It is the basic standard for grounding that should
be used in preference to the other methods. The
second method is less desirable, and the third
method is least desirable. The second and third
methods should be accepted only when it is
impossible to use the standard first method.
a. Method 1. In method 1, equipmentis grounded
to a rod or rods that have measured resistances to
ground of less than 10,000 ohms. The refueling
system or vehicle and the aircraft are both
grounded to a tested ground rod. In addition, the
nozzle is bonded to the aircraft. The marking and
testing requirements outlined in paragraph 3-10
apply to method 1 ground and bonding. Use of
method 1 grounding is required unless conditions,
as described below, preclude its use. Method 1 is
the only standard of grounding acceptable,
airfield or refueling point.
b. Method 2. In some instances, equipment is not
available to test resistance to ground. In such
cases, method 2 is used. Method 2 is use of an
untested ground, a grounding system based on the
knowledge that (under normal conditions) damp
earth will accept and drain off an electrical charge.
Usually, method 2 is used only when the location,
tactical situation, or type of operation makes it
impossible to test ground rods or to mark them in
the manner appropriate for fixed rods (para 3-10b).
In method 2, equipmentis grounded to a rod or rods
that are driven a specified depth into the ground,
depending on the type of soil (table 3-2) at the site.
The depth to which the rods must be driven is
determined by the normal depth of permanent
ground moisture in the various types of soils. The
refueler and the aircraft are grounded and the
nozzle is bonded to the aircraft. The commander of
the operating unit (for example, the company
commander) must authorize use of method 2.
Table 3-2. Required Depths for Ground Rods
Type of soil Depth of ground rod
Coarse-ground, cohesionless sands and gravels.............. 6 feet
Inorganic clay, claying gravels, gravel-sand-clay, claying sands,
sandy clay, gravelly clay, and silty clay.................. 4 feet
Silty gravel, gravel-sand-silt, silty sand, sandsilt, peat,
muck, and swamp soil.................................. 3 feet
3-5
 C2, FM 10-68
c. Method 3. In situations where the climate,
terrain, or tactical condition makes it impractical
to secure a satisfactory ground, the requirement to
ground the aircraft and the fuel dispenser (system
or refueler) may be waived; however, the require
ment to bond the fuel dispenser to the aircraft
MAY NOT BE WAIVED UNDER ANY CIR
CUMSTANCES. Method 3 is reliance on bonding
alone. In method 3, a bond is made between the
aircraft and the refueling system or refueler and
between the nozzle and the aircraft. When method
3 must be used, no object that has a different
electrical potential (any object that is NOT part of
the bonded system) should be allowed to come into
contact with the bonded equipment when a
flammable vapor-air mixture may be present. A
contact between such an unbonded object and the
system could produce a spark that could set off an
explosion or fire. Use of method 3 procedure must
be authorized by the commander of the aviation
unit one organizational level above the operating
unit, for example, by the battalion commander.
3-12. Sparks From Fuel
a. How the Charge Forms. AVGAS and JP-4
build charges because of friction between fuel
molecules and the molecules of trace elements or
impurities (para 3-1e). The charge builds when the
fuel rubs against unlike materials, as it does when
it flows through pumps, filters, pipe, and hose.
When fuel flows through certain types of clay
filters and microfilters, its charge may increase by
10 to 200 percent. If you stir, shake, pour, or splash
fuel, its charge increases. When the fill port of a
fuel tank is at the top of the tank, the fuel pours and
splashes as it is pumped in, and the falling stream
stirs up the fuel already in the tank. If the tank is
conductive, the charge will leak off the fuel
surfaces that touch the tank, but the charge on the
top surface of the fuel will stay in place for a few
minutes because it does not touch a conductor.
b. Control Measures. Ground the fuel pump and
filter/separator of a refueling system and ground
the tank truck when refueling from a vehicle. The
time that it takes the fuel to flow from the
filter, separator to the nozzle should be enough to
let the fuel “relax” (allowing the charge it took on
in filtering to leak off into the grounded system).
Ground the nozzle when you're using the closed
circuit refueling system (para 6–1) and always
bond the nozzle to the aircraft. When you start
refueling, pump slowly to reduce the turbulence in
the tank. If the aircraft fuel tank is conductive,
most of the fuel charge will leak away quickly to
the aircraft frame and then through the ground
cable and rod into the earth.
3-6
# 3-12.1. Sparks in New and Repaired
Fuel Tanks
# a. How the Charge Forms. When a new aircraft
or a recently repaired fuel tank is filled for the first
time, the enriched atmosphere in the tank may
cause an explosion or fire. When JP-4 enters the
tank, the mix of fuel and air passes within
explosion limits. The flowing fuel generates static
electricity and may create enough energy to ignite
the air-fuel mixture.
* b. Control Measures. Be sure that you follow the
proper bonding procedures (para 3-12b). Pump the
fuel very slowly. If the slow flow rate is too
restrictive, have the maintenance shop fill the fuel
tank with nitrogen gas. The gas will displace the
oxygen, and you may fill the tank at normal flow
rates.
3-13. Sparks From Aircraft
a. How the Charge Forms. An aircraft parked
with its engine off can develop a static charge
because air moves over its metal surfaces (friction
between unlike materials). If the air is full of dust,
water, snow, or ice crystals, more charge is built
up. When the aircraft engine is running, air is
forced over the fuselage faster so the friction and
charge buildup increase. In flight, the aircraft
develops still more charge because of its speed, and
it may also develop an induced charge if it flies
near charged clouds. When an aircraft taxis on the
ground, it develops a charge the same way that
wheeled vehicles do (para 3-14a), except that the
charge may be greater because of the larger
surfaces of an aircraft and because an aircraft
moves faster than a vehicle.
b. Control Measures. Ground the aircraft by
connecting a cable from an unpainted metal
surface of the aircraft, other than the propeller or
the radio antenna, to a ground rod. This connec
tion provides a way for the static electricity to flow
into the ground. In addition, make a bond between
the nozzle and the aircraft to equalize their
electrical potentials.
3-14. Sparks From Vehicles
a. How the Charge Builds. A charge on a vehicle
comes from two sources: one source is movement
(unlike materials rubbing), and the other is the
charge that spreads to the vehicles as its fuel or
cargo tanks are filled. The first type of charge
forms as air moves over the vehicle and as its tires
turn against the road surface. (When tires are dry,
they trap the charge, but if the tires and road are
wet, the charge will leak away through the water
at the tire-road contact.) The motion charge
spreads out over the whole vehicle. Usually there is
not much fire danger from such a charge unless the

vehicle runs at high speed over dry pavement (for
example, as a fixed-wing aircraft does when it
lands). The fueling type of charge is a more serious
spark danger to refueling operations. When the
fuel and cargo tanks of a vehicle (including an
aircraft) are filled, the charge on the fuel leaks to
and through the tank walls (para 3-12a) and
spreads over the vehicle. The amount of charge
that spreads to the vehicle body depends on the
static-generating qualities of the fuel, the rate of
flow, and the total amount of fuel pumped into the
tank or tanks.
b. Control Measures. Keep vehicles other than
tank vehicles out of the refueling area, and ground
refueling vehicles. Each Army vehicle used to
refuel aircraft (tank trucks, tank semitrailers, and
truck-mounted tank and pump units) is equipped
with a Y cable for grounding the truck and the
aircraft. This cable is permanently attached to the
vehicle. To ground the vehicle, reel out the cable
and attach the cable clip to a ground rod. If there is
a spark, it will occur between the clip and the rod
where it is well away from the fuel and fuel vapors
in the tank vehicle.
3-15. Sparks From Personnel and
Clothing
a. How the Charge Forms. The human body
conducts electricity. In a very dry atmosphere, a
person can build and hold a charge of several
thousand volts when walking overrugs or working
in certain manufacturing operations. Although a
charge of this strength is unusual, the body does
build up a charge during normal movement and
work. Often the clothes and shoes of workers are
moist enough to drain off the static electricity as
fast as it is generated; the moisture provides a path
for the charge to follow. Outer clothing, especially
if it is made of wool or synthetic fiber, builds a
charge not only by absorbing part of the body
charge but also by rubbing against the body and
underwear. When the charged clothes are moved
away from the body or taken off, the electrical
tension or voltage increases to the dangerous
point. If the clothes are wet with fuel, the danger is
even more serious. Fuel-soaked clothes have been
know to burst into flames as they were removed.
Section III. OTHER SOURCES OF IGNITION: THE DANGERS AND CONTROL MEASURES
3-17. Operating Engines
a. The Dangers. Operating aircraft, vehicle, and
equipment engines generate heat by burning fuel and
generate static electricity because of friction between
their moving parts. The engine heat of an idling
aircraft turbine engine is in the autoignition range of
JP-4 (para 3-1d). Poorly maintained vehicle engines
C2, FM 10-68
Sparks can also be generated by worn footwear.
Soles so worn that nails are exposed present a
serious danger since fuel spills in refueling areas
are common and fuel vapors near the ground
ignite easily. Paragraph 5-3f addresses correct
footwear. •
b. Control Measures. Before opening an aircraft
fuel port or doing anything else that would let fuel
vapors escape into the air, bond yourself to the
container by taking hold of it. If it is an aircraft or
piece of metal equipment, take hold of a bare metal
part with both hands for a few seconds. Although
this bonding will not completely discharge your
static electricity, it will equalize the charge on your
body with the charge on the piece of equipment. Do
not remove any piece of clothing while you are
within 50 feet of a refueling operation or in an area
where a flammable vapor-air mixture may exist.
Do not enter a flammable atmosphere right after
you have removed a garment, and wait at least 10
minutes before you carry the garmentinto such an
atmosphere. If fuel gets on your clothes, leave the
refueling area as soon as refueling is completed
and wet the clothes with water before you take
them off. If there is not enough water at the site to
wet the clothes thoroughly, ground yourself to a
piece of grounded equipment by taking hold of it
with both hands before you take off the fuel-soaked
clothes. A skin irritation from fuel is not fatal; the
fire that may follow a static discharge from your
clothes may be. (Use of clothing and other
procedures for protecting personnel are described
in chapter 5 of this manual.)
3-16. Danger From Lightning
a. The Danger. Lightning is a massive discharge
of the static electricity that builds up in highly
electrified storm clouds. In addition to the ignition
danger presented by the lightning stroke itself,
lightning nearby may suddenly release a charge
trapped on an aircraft that is insulated from the
ground. A charge thus freed may produce an arc of
sufficient strength to ignite aflammable vapor-air
mixture. These are serious dangers.
b. Control Measure. Stop refueling operations
when there are lightning discharges in the
immediate area. -
may backfire or discharge sparks.
b. Control Measures. Do not refuel an aircraft until
its engines are shut down, except as provided in
paragraph 6-3 for hot refueling. Restrict vehicle access
to the refueling area; allow only those vehicles actually
involved in servicing aircraft to come within 50 feet of
the refueling operation. Vehicles used in and around
3-7
C2, FM 10-68
refueling areas must be maintained to a high standard
of performance to prevent the fire hazards of backfires
and sparks.
3-18. Arcing of Electrical Circuits
a. The Dangers. When electricity is flowing through
a circuit, it can jump a small break or defect in the cir
cuit by arcing. An electrical arc is simply a continuous
flow of sparks between two points. The danger is the
same or greater than from a spark, because an arc
usually generates more heat than a single spark.
b. Control Measures. Do not allow any work to be
done on an aircraft's batteries while the aircraft is
being refueled. The batteries should not be raised or
lowered, and battery chargers should not be connected,
used, or disconnected during refueling. Aircraft radios
may operate to receive messages during refueling, but
radio transmission from the aircraft being refueled is
not allowed because of the danger of arcing. Do not use
flashlights within 50 feet of the refueling operation
unless the lights are of the approved explosionproof
type. Do not allow electrically powered tools to be used
in the refueling area. The electrical circuits of vehicles
used in refueling operations must be maintained in top
condition to prevent short circuits around defects.
3-19. Radar
a. The Danger. The beam of high-frequency radar
equipment can ignite a flammable vapor-air mixture
either by inducing heat in solid materials in the path of
the beam or by intensifying an existing electrical
charge or stray current to the point where it will arc or
discharge as a spark. The degree of danger depends on
the peak power output of the radar unit; therefore,
some types of radar are more dangerous than others as
sources of ignition.
b. Control Measures.
(1) Airborne weather-mapping radar. A weather
3-8
mapping radar unit mounted in an aircraft must be
shut down before and during refueling of the aircraft.
(2) Airborne surveillance radar. Airborne sur
veillance units must be shut down before the aircraft
0. -
approaches within 300 feet of a refueling or fuel
storage area.
(3) Airfield surface-detection radar. Do not fuel an
aircraft or store aviation fuel within 100 feet of the an
tenna of an airfield surface-detection radar.
(4) Airfield approach and traffic control radar. Do
not fuel an aircraft or store aviation fuel within 3%)
feet of the antenna of an airfield approach and traffic
control radar.
3-20. Open Flames
a. The Danger. The danger of any open flame is that
it will ignite fuel or a flammable vapor-air mixture.
b. Control Measures. Do not allow any open flame,
open-flame device, or lighted smoking materials within
50 feet of an aircraft refueling operation. Personnel
who refuel aircraft MAY NOT carry lighters or
matches on their persons and must not allow anyone
else to carry a lighter or matches within 50 feet of an
aircraft that is being refueled. Use of exposed-flame
heaters, welding or cutting torches, and flare pots is
forbidden within 50 feet of refueling operations.
3-21. Other Equipment
a. The Danger. Drills, buffers, grinding machines,
and similar tools are likely to throw off sparks when
used on metal. Photographic flashbulbs and electronic
flash devices may also cause sparks.
b. Control Measures. Do not allow any metalwork
ing tools to be used within 50 feet of an aircraft be ºf
refueled. Do not allow flashbulbs or electronic ſºlº
devices to be used within 10 feet of refueling equipment
or the fill port or fuel tank vents of aircraft.
 C2, FM 10-68

CHAPTER 4
AIR TRAFFIC

FOREWORD
Analysis of past aircraft refueling accidents shows that more accidents
have happened during movement of aircraft in and out of refueling points
than have occurred during the actual refueling process. The leading causes
of these accidents have been lack of air traffic control and defects in the
design of refueling points. Ways of reducing these hazards to aircraft are
presented in this chapter and in chapter 7, which covers layout of fueling
points. All equipment layouts in this manual are based on the spacing
required between aircraft for safety (para 7-4a and 7-15a).

# 4-1. Air Traffic Control (ATC)
Positive air traffic control is required for safe
refueling operations. For this reason, an air traffic
controller or some other adequately trained person
is required at each refueling point that serves more
than one aircraft. He controls and directs refueling
traffic and resupply aircraft and also provides
flight personnel with such information as wind
direction and velocity, remaining fuel supply,
enemy activity in the immediate area, hazards or
obstructions to landing, and emergency
situations.
# a. Required ATC Skill. The required ATC skill is
provided by personnel holding MOS 93H, Air
Traffic. Control (ATC) Tower Operator and
pathfinder personnel. These personnel are fully
qualified to control military air traffic at either
fixed or temporary airfields.
* b. Required ATC Equipment. At a fixed airfield,
full radio communication equipment is provided
for controlling air traffic. At a large semiperma
nent or temporary refueling point, either a radio
equipped vehicle or a temporary radio control
tower should be used whenever aircraft are being
fueled. In forward areas, personnel controlling air
traffic should have an FM radio suitable for
ground-to-air or ground-to-ground communica
tion.
# c. Provision of ATC Service. Air traffic control
and pathfinder personnel are provided in airborne
and airmobile organization TOEs. If an aviation
unit establishes and operates a refueling point, the
required air traffic controller or pathfinder is
provided by that unit. If a combat service support
(CSS) unit establishes the point, the required air
traffic controller or pathfinder is provided either
by the supported aviation unit or by the command
that tasked the CSS unit with responsibility for
establishing and operating the aircraft refueling
point.
4-2. Aircraft Marshaling Signals
Final positioning of aircraft is guided by ground
personnel. The Army uses the directional signals
agreed to by the United States in STANAG 3117,
Aircraft Marshaling Signals. These standard
NATO signals are illustrated in figure 4-1.

4-1
C2, FM 10-68

LAND. Cross and extend arms downwards in front of the TAKEOFF. Make circular motion with right hand
body. (STANAG 3117) overhead, ending in a throwing motion in direction of
takeoff.

AFFIRMATIVE, READY, or ACKNOWLEDGEMENT. NEGATIVE. Raise hand and give thumbs down signal.
Give thumbs up signal. (STANAG 3117) (STANAG 3117)

Figure 4-1. Aircraft marshaling signals.

 C2, FM 10-68

CHAPTER 5
PERSONNEL

FOREWORD
Although fire is the greatest single danger to personnel in refueling
operations, it is not the only danger. Personnel face hazards from the
aircraft, particularly in hot refueling, and from skin contact with aviation
fuels. These hazards to personnel, together with the safety measures used to
control them, are presented in this chapter.
5-1. Dangers From Aircraft could be sucked off you. Keep your shirt sleeves
# a. The Dangers. The dangers to personnel from rolled down and buttoned to protect your arms.
aircraft come from rotor blades, propellers, rotor Beware of the area behind propellers where even
and prop wash, jet engine exhaust, and live light objects can injure you because of their force.
armaments. The most serious dangers are the (4) Jet engine exhaust. Stay away from the
exhaust and exhaust vents. Remember that the
dangers of being struck by the main rotor blades
during hot refueling or by the main or tail rotor temperature of an idling turbine engine is between
470° and 500° F.
blades on approaching or leaving the aircraft. The
danger of rotor and prop wash is the danger of (5) Live armaments. Check with the (co)pilot of
the aircraft to assure that all armaments have
being struck by flying debris stirred up by the rotor
wash. Rotor wash creates a doughnut-shaped been placed on SAFE before approaching the
pattern—a rush of wind that blows downward aircraft. Aviation unit commanders, responsible
under the blades and then curves up and over to for conducting operations of aircraft that carry
suck objects into the rotor hub. Even small objects, live armaments, are also responsible for develop
such as a flight cap with wings pinned on it, can be ing and enforcing standing operating procedures
sucked into the rotor hub with such force that rotor (SOP) designed to provide for maximum safety
blades can shear off the wings and cause them to from armaments during ground operations.
become dangerous projectiles. Prop wash also can
turn loose objects into projectiles. The danger of jet 5–2. Dangers From Fuel
exhaust is its high heat which can cause burns. a. The Dangers. The main day-to-day danger of
The danger of live armaments is accidental firing. fuel to personnel, outside of the fire danger (chap
* b. Control Measures. 3), is lead poisoning from AVGAS. Lead is a deadly
(1) Rotor blades. Remember that the ends of poison that accumulates in the body, especially in
the main rotor blades droop when the engine is the liver, and can cause nerve damage and death.
idling, so there is less clearance at the ends of the Lead can be absorbed through the skin and also by
blades than at the rotor hub. KEEP YOUR HEAD the lungs in breathing the vapors of leaded fuels
I) () W N WH EN APPR () A CH ING A like AVGAS. Because the body has no way of
HELICOPTER. He especially careful if there is a eliminating lead, each exposure becomes more
rise in the ground or anything lying on the ground; serious and the effects of repeated exposures are
go around, not over, such obstructions. Approach cumulative. Another danger of fuel is dermatitis
the helicopter from the side, never from the rear. (skin irritation). Both AVGAS and JP-4 take the
(The tip of the tail rotor may be as low as 1/2 feet off natural fats and oils out of human skin and leave it
the ground, and the pilot cannot see the tail of his rough, dry, chapped, and cracked. Infections start
helicopter.) To move from one side of a helicopter to easily in the cracks in dry skin. JP-4, especially if it
the other, always go around the front, never stays on your skin any length of time (as it would if
around the rear. your clothes were fuel-soaked), can cause blisters.
(2) Propeller. Do not touch the propeller of an AVGAS and JP-4 are both painful and dangerous
aircraft. If the aircraft engine is still warm, if they get into your eyes, nasal passages, or
moving the propeller could make the engine turn mouth. They can be fatal if swallowed.
over and fire. b. Control Measures. The first thing to do is to
(3) Rotor and prop wash. Keep the refueling avoid contact with aviation fuels. If contact does
area free of trash and debris that could injure occur, you must know what first aid measures to
personnel or damage aircraft if sucked up or blown apply.
out by rotor or prop wash. Wear the clothing (1) Prevention. The best way to control the
specified in paragraph 53 and do not wear danger of skin irritation from AVGAS or JP-4 is to
anything loose, for example, a hat or scarf, that avoid contact with the fuels. There are two ways of

5-1
C2, FM 10-68
avoiding contact: first, wear the clothing specified
in paragraph 5-3; and second, handle the fuels
carefully. In open-port refueling (para 6-2), the
danger comes from overfilling the tank or losing
control of the open nozzle in a power surge caused
by the closing of another nozzle in the system.
When the tank is almost full, you should slow the
rate of flow from the nozzle and watch the tank
carefully so you won't overfill it. To keep from
losing control of the nozzle in a power surge, hold
the nozzle firmly and keep it pushed as far as it will
go into the aircraft fill port.
* (2) First aid. If you get AVGAS or JP-4 on your
skin, wash it offimmediately with soap and water.
Evenin forward areas where the water supply may
be limited you can use the water in your canteen to
wash off the fuel. If there is no water, move back to
a place where your skin can be properly treated. If
aviation fuel gets into your eyes or mouth, flush
them thoroughly and repeatedly with water (do
not swallow the water); get medical help as quickly
as possible. If you get AVGAS or JP-4 on your
clothes, remove them promptly but carefully,
following the procedures in paragraph 3-15. These
procedures are designed to protect you from the
danger of a static spark igniting your clothes as
you remove them.
5-3. Clothing
a, Uniform. To date, no regular Army uniform
(suitable for everyday field wear) has been
developed for personnel who handleaviation fuels.
Therefore, wear the standard combat uniform.
Aircrewmen should wear their nylon fire
retardant uniform but should know that it loses its
protective properties if it is saturated with a
petroleum product. Because combat uniforms and
flight suits are not impervious to petroleum, use
great care in refueling operations to avoid spilling
fuel on your clothing. If your uniform gets fuel
soaked, remove it as specified in paragraph 3-15b
and launder appropriately.
* b. Flyer's Helmet. Wear the flyer's crash helmet
(Helmet, Flyers: Crash Type, Glass Outer Shell,
OG 106 (SPH-4), Line Item Number (LIN) K34252).
This helmet is now authorized by CTA 50-900. The
helmet protects the head from flying debris, but
not from rotor blade impact. The flyer's crash
helmet has built-in ear pieces which prevent
hearing loss. The ear pieces contain receivers and
an attached microphone which make it possible to
communicate with the pilot (or copilot) in the
aircraft during refueling. The visor on the helmet,
which must be pulled down during refueling,
protects the wearer's eyes, so goggles are not
needed. Aircrew members wear their helmets
during refueling.
5-2
c. Motorcyclist's Helmet. You may still wear the
motorcyclist's crash helmet (Helmet, Crash,
Motorcyclists: Tank and Safety Football Type,
Line Item Number (LIN) 83491N). This helmet is
authorized by CTA 50-900 for ground crew
members who work in hot refueling and persons
who work at jobs where there is danger of head
injury from impact with flying debris. Aircrew
members wear their flight helmets for protection
from flying debris. These helmets do not provide
protection from rotor-blade impact. The protection
the motorcyclist’s helmet provides is not nearly as
great as the protection given by the flyer's helmet,
and the newer helmet is recommended. Air
crewmen should wear their visors down when
refueling or assisting in refueling operations.
* d. Goggles and Hearing Protection. When
wearing the motorcyclist's helmet, wear goggles
and either earplugs or earmuffs.
* (1) Goggles. Wear motorcyclist's goggles
(Goggles, Sun, Wind, and Dust: Single Aperture,
Two Plastic Lenses, LIN J71304, NSN 8465-00-161
4068, CTA 50-900). These goggles should be worn
with the motorcyclist's helmet (b above) to protect
your eyes from dust, flying debris, and petroleum
splashes.
* (2) Hearing Protection. When wearing the
motorcyclist's helmet, you need hearing protection
when working around helicopters, particularly
during hot refueling when exposure to high sound
levels is continuous and when working near or at a
CH-47 (Chinook). The Chinook has a noise level
that can permanently damage hearing on prolong
ed exposure. Wear either earplugs or earmuffs.
(Earplugs are preferred because they can be worn
with the helmet.)
* (a) Earplugs. It is not necessary to quote an
authorization document to obtain earplugs. They
are a medical supply item, issued as required and
fitted by medical personnel. The earplugs have a
separate tubular plastic case with a plastic chain
that snaps the case to a button of the uniform.
Request earplugs as follows:
Plug, Ear: Silicone Rubber, Graduated,
Sterilizable
Small Size: . . . . . . . . . NSN 6515-00-442-48.21
Regular Size: . . . . . . . NSN 6515-00-442–4818
Large Size: . . . . . . . . . NSN 6515-00-467-0092
Case, Earplug: . . . . . . NSN 6515-00-299-8287
(b) Earmuffs. Earmuffs (Aural Protector,
Sound) are authorized by CTA 50-970 for personnel
exposed to 90 decibels of sound. The standard
earmuff used by the Army, (NSN 4240-00-691
5617), is model M1200 procured under military
specification MIL-P-38268B.

e. Gloves. Wear leather gloves to protect your
hands (Gloves, Leather: Strap Closure, Cream,
M1950, LIN Jó8064, NSN 8415-00-268-7868 (size 5);
8415-00-268-7870 (size 4); 8415-00-268-7869 (size 3);
8415-00-268-7872 (size 2); or 8415-00-268-7871 (size
1)). Aircrewmen should wear their flame-retardant
flight gloves. These gloves are not impervious to
fuel, but they will give some protection to your
skin. If your gloves become saturated with fuel,
replace them. Leather gloves do not offer fire
protection and fire-retardant gloves lose that
quality if saturated with petroleum.
# f. Boots. Wear standard rubber-soled, all-leather
combat boots. Combat boots are not impervious to
splashed fuel, oil, or other flammable liquids and
can become fuel saturated. If your boots are
saturated, replace them. The soles of these boots
will not spark on a hard surface and will prevent
slipping on oily surfaces. Do not have metal heel or
toe taps or cleats put on the boots. Any metal on the
soles of boots could cause a spark against a hard
surface on the ground. Remember that the fuel
tanks of helicopters are vented under the body of
the aircraft and that fuel vapors are heavier than
air, so a spark at ground level is serious.
5–4. Wear of Clothing and Personal
Items
Wear your shirt sleeves rolled down and buttoned
and keep your shirttail tucked in. Do not wear or
carry loose items of clothing. Don't carry anything
in your shirt pockets because, when you bend over,
items may fall out of them and cause sparks or
drop into the fuel tank. Do not wear jewelry (such
as a loose identification braclet) that might spark
against metal surfaces.
C2, FM 10-63
5-5. Signs
a. No Smoking. Post NO SMOKING signs 50
feet from the refueling area to warn personnel that
they may not bring lighted smoking materials or
items that can be lit (lighters or matches) into the
area.
b. Passenger Marshaling Area. If there is no
terminal building, clearly mark a passenger
marshaling area at least 50 feet away from any
refueling area and at least 50 feet away from the
fuel supply storage area. See that personnel, other
than members of the aircraft crew, deplane and go
to the terminal or passenger marshaling area
before refueling starts. Passengers may not return
to the aircraft until refueling is completed.
c. Restricted Area. At a semipermanent or
temporary refueling point where vehicles, repair
tools, or activities could pose a spark danger, post
RESTRICTED AREA signs to keep unauthorized
personnel and vehicles at least 50 feet away from
any refueling area.
d. Emergency Shutoff. In any fixed or semiper
manent refueling system that provides for
emergency shutoff of the fuel system, each cutoff
point should be clearly marked EMERGENCY
SHUTOFF. The signs should include instructions
so that anyone can shut off the system in an
emergency.
e. Alarm. Points at which an alarm can be given
(phones, sirens, or other method of alarm) should
be clearly marked ALARM. If instructions are
needed, they should be included on the sign so that
anyone can give the alarm in an emergency.
5-3
(ſ

# (2) CCR nozzle. The CCR nozzle (fig6-2) mates
the fuel supply line to the CCR fill port on the
aircraft (fig 6-3). When the nozzle dry-break
coupling is coupled onto the port's receiving
nipple, it locks the two parts together mechanical
ly. The two parts stay latched together until they
are opened by a pull on the latch releaselanyard. A
valve in the CCR nozzle keeps the nozzle closed so
that fuel can't flow unless the nozzle is mated to
the port, even if the flow control handle is
accidentally moved into FLOW position. The same
valve will shut off the flow of fuel if, for some
reason, the nozzle is unlatched from the fill port
before the flow control handle is moved to NO
CONTROL HANDLE LATCH
(HIDDEN BY HANDLE)
2-IN FEMALE COUPLING
/ WITH ALLIGATOR CLIP AND PLUG
*~
Figure 6-2. CCR nozzle.
C2, FM 10-68
FLOW position. The CCR nozzle can be operated
at flow rates up to 150 gallons perminute (gpm). Its
pressure regulator limits the pressure, at the point
of connection to the fill port, to 15 pounds per
square inch (psi). The nozzle has a strainer
assembly, with a 100-mesh wire-cloth strainer, s, *
between the nozzle inlet and the nozzle coupling
These inlet assemblies unscrew so that the
strainer can be taken out to be cleaned. The nozzle
has a grounding cable and a bonding wire that has
a bond plug and an alligator clip. In larger fueling
operations when more than one product is used,
the nozzle should be marked with the product
being dispensed.
—NOZZLE CAP (IN PLACE
BONDING WIRE
6-3
C2, FM 10-68
* -
- CCR RECEIVER
-
_*\g BONDING wit
-
Figure 6-3. CCR nozzle mated to CCR fill port.
(3) Open-port nozzle adapter. The CCR nozzle
adapter is not used in closed-circuit refueling. It
adapts the CCR nozzle to make it possible to
service an aircraft not equipped with the CCR fill
port or to service vehicles. The open-port nozzle
adapter (fig 6-4) is much like the conventional
nozzle used to refuel vehicles. It locks into the
discharge end of the CCR nozzle (fig 6-5) so the
CCR system can be used to fuel aircraft with
conventional fill ports. A squeeze-type trigger grip
opens and shuts the flow control valve of the open
port nozzle, but the flow control valve of the CCR
nozzle must be open before fuel can flow into the
open-port nozzle. The adapter, like any conven
tional nozzle, must not be modified with a device
6-4
RECEIVER PLUG
GROUNDING CABLE
.
º
that locks the trigger open; if such a device has
been added, it must be removed. The nozzle
adapter must be held and operated by hand during
refueling. The open-port nozzle adapter has its
own dust cap and a bonding wire equipped with a
bond plug and an alligator clip. The nozzle adapter
can be used if, in unusual circumstances, it is
necessary to bypass the CCR system. (If a CCR
receiver malfunctions, the CCR nozzle will not
mate to it properly and it will not be possible to
pump fuel through the CCR system.) In such cases,
the adapter can be mated to the CCR nozzle and
used to pump fuel through the bypass in the
receiver (fig 6-6).

OPEN-PORT NOZZLE ADAPTER
Figure 6-6. CCR open-port nozzle adapter positioned through bypass in the CCR fill port.
b. Use of Equipment. Use of closed-circuit
equipment is especially desirable when aircraft
are being serviced by the hot refueling method. Hot
refueling is used to reduce the ground time needed
to refuel aircraft, particularly helicopters used in
support of combat operations. (Ground time
includes the time required to shut the engine(s)
down, refuel, and restart the engine(s), and liftoff.)
Reducing ground time accomplishes two things:
first, it reduces the amount of time that the aircraft
is a stationary target for enemy guns and, second,
it cuts to a minimum the time that ground forces
are without air support. However, in spite of its
major advantage in a tactical situation, hot
refueling is less safe than refueling with the
engine(s) shut down and therefore closed-circuit
equipmentis preferred because of its built-in safety
features. Closed-circuit refueling prevents spills,
prevents fuel vapors from escaping at the aircraft
fill port, and prevents dirt, water, and other
contaminants from entering the aircraft fuel
supply during refueling. These factors contribute
to safe ground operations by reducing fire hazards
and contribute to safe flight operations by protec
ting the quality of the fuel used.
C2, FM 10-68
/
-
CCR RECEIVER
6–2. Open-Port Refueling
Open-port refueling is refueling by inserting an
automotive-type nozzle into a fill port of larger
diameter. Most of the Army's fueling nozzles are
designed for open-port refueling and must be used
until enough FARE systems are deployed to make
open-port aircraft refueling an obsolete practice.
Because the port is larger than the nozzle, fuel
vapors can escape through the fill port during
open-port refueling operations. Airborne dust and
dirt, as well as rain, snow, and ice can get into the
fill port during refueling, thus lowering the quality
of the fuel in the tanks and endangering the
aircraft. Spills from overflowing tanks are possi
ble in open-portrefueling. Spills can also be caused
by the sudden power surge that comes when
pumping from another nozzle in the system is
completed, throwing the whole “push” of the pump
to the operating nozzle. Because of these dangers,
hot refueling by the open-port method is restricted
to combat or vital training or testing use (para 6
3a).
a. Open-Port Nozzles. The Army has standard 1
inch, 1%-inch (fig 8-3), and 2%-inch (fig 8-5)
automotive-type nozzles that are used in aircraft
6-7
 C2, FM 10-68
refueling. The standard Army overwing nozzle (fig
8-2) is an open-port nozzle. It is equipped with a
ring-shaped bumper that prevents it from going
too far into a fill port mounted in the wing of a
fixed-wing aircraft, but this bumper can be
removed so that the nozzle can be used like an
automotive nozzle to refuel an aircraft equipped
with a fill port on the side of the fuselage. The CCR
nozzle adapter also is used as an open-port nozzle.
Although all these nozzles except the CCR adapter
are shown as equipment of refueling vehicles in
chapter 8, any one of them could be used with hose,
filter/separator, pumping assembly, and a fuel
source connected together as a small temporary
aircraft refueling system.
b. Use of Open-Port Nozzles. No Army open-port
nºzzle may be equipped to stay open automatical
ly. Nozzles of the open-port type must be held open
by hand throughout use. If any automatic device
has been added to the nozzle to hold it open, the
device must be removed; if notches have been
made to hold it open, they must be filed off. No
exceptions to this rule are allowed in aircraft
refueling.
# 6-3. Refueling Policy
Except as indicated in a and b below, an aircraft
MAY NOT be refueled with its engine(s) operating.
The aircraft engine(s) must be shut down before
refueling begins and must not be restarted until
refueling has been completed. The exceptions are
as follows:
a. Closed-Circuit Hot Refueling. All Army first
line aircraft may be refueled with engine(s)
running provided that closed-circuit equipment is
used.
b. Open-Port Hot Refueling. In combat
operations, the open-port method of hot refueling
may be used for helicopters when, in the judgment
of the aviation commander, the requirements of
the tactical mission and the benefits of reducing
ground time outweigh the inherent risks of this
method of refueling. In noncombat situations,
helicopters may be refueled by this method only
when there are compelling reasons to do so. For
example, aviation commanders may decide that
hot refueling must be done for purposes of
training, or for field testing or combat testing for
development. When the FARE system is used for
hot refueling in a training situation, a firewall
should be built around 500-gallon drums whenever
it is possible.
# 6-4. Aircraft Refueling Hose
For safety reasons, hose used for aircraft refueling
operations must be in good condition. It must pass
periodic hydrostatic tests. (A hydrostatic test is a
6-8
test of the ability of a hose to resist the pressure of a
liquid exerted uniformly throughout the length of
the hose.) Good portions of hose in usable lengths
should be salvaged and recoupled, when possible.
Recoupling means removing and replacing the
metal couplings on hose to correct a defect in the
hose by cutting out the defective portion and then
replacing the coupling or to correct a defect in the
coupling itself. Keep records of all hydrostatic
tests you perform and provide copies to the using
units if you perform the test for them.
# a. Test Requirements. Hydrostatic test re
quirements vary with the type and condition of the
hose. If you have a new hose, test it at the
operating pressure of the system or vehicle in
which it is used before you put the hose into
operation. If you have recoupled hose (hose that
has been repaired), test it at 1% times its design
pressure before you put it into operation. To do
this, send the hose to a maintenance facility that
has the equipment to perform the hydrostatic test.
Don't use recoupled hose for any type of petroleum
operation unless it has been tested in this way.
Test in-storage hose for tears, cuts, gouges, soft
spots, and tightness. Test in-service hose at least
monthly at the operating pressure of the system or
vehicle in which it is used. Inspect the in-service
hose for tears, cuts, gouges, soft spots, and
tightness. If you see any of these deficiencies,
replace the hose at once.
* b. Test Procedures. To perform these hydrostatic
test procedures, some specialized equipment is
necessary. This specialized equipment is usually
found at maintenance facilities. The maintenance
facility can perform the test procedures when the
hose is uncoupled from the vehicle. Operators are
not expected to follow these hydrostatic test
procedures in a tactical or field situation.
(1)The liquid you use for the test must not hurt
the hose or contaminate aviation fuel when you
return the hose to service. Therefore, use a liquid
such as water, mineral spirits, Stoddard solvent, or
a kerosene-type aviation fuel. Don't use JP-4 or
blends of kerosene and gasoline. Whatever liquid
you use, handle it according to applicable handl
ing procedures.
(2) Connect one end of the hose to a cap
equipped with an air bleeder valve and the other
end to a pump that can produce enough pressure
for the test. Lay out the hose in a straight line and
remove all kinks and twists. Make sure all
connections are tight.
(3) Open the air bleeder valve and pump liquid
into the hose while you hold the capped end up.
Close the bleeder valve when the hose is full of
(
liquid and all air is removed. The air is removed

when a solid stream of liquid comes out of the
bleeder valve.
(4) Raise the pressure in the hose to the
required level and maintain it for at least 1 minute.
Check the hose for leaks. If you see a coupling leak
at a place other than the hose coupling juncture,
release the pressure in the hose and tighten the
coupling. Then bring the pressure back up to the
required level and hold it again for at least 1
minute. Replace or repair the hose if you see any
leaks, bulges, or distortions in it.
c. Salvage and Recoupling. Hose that has been
removed from service, either because it failed
C2, FM 10-68
hydrostatic testing or is damaged, may be repaired
and returned to use after testing. If part of the hose
is in good condition and is of sufficient length to
make it usable, cut off the damaged or weak part
and replace the coupling. Be sure that all the bad
portion is removed, including any part that shows
signs of carcass saturation. If the hose leaks at the
hose-coupling juncture, cut off at least that portion
that was inserted into the coupling. Test the
recoupled hose as indicated in a and b. Lengths of
suction hose that are in good condition but that are
too short to justify recoupling may be saved and
prepared for use in defueling (chap 9).
 C2, FM 10-68

CHAPTER 7
REFUELING FROM REFUELING SYSTEMS

Section I. LIGHTWEIGHT REFUELING SYSTEMS FOR FORWARD AREAS

FOREWORD
Unit-level refueling operations in theaters of operations are carried out by
individual aviation units in most cases. A lightweight, air-transportable,
refueling system is used at unit level. At present, the system that has been
developed and that is authorized to most units that have the mission of
refueling aircraft in forward areas is the FARE system. This system can be
set up within minutes of delivery to a site—15 minutes by skilled personnel.
The discussion in this section is limited to the FARE system because it is the
only lightweight system currently deployed.

7-1. Use 7-2. Equipment

The FARE system is designed for refueling
helicopters in forward areas. It is light and can be
flown to the point of use by helicopter or fixed-wing
aircraft. The bulk fuel for the system is usually
flown to the site in 500-gallon collapsible drums by
a CH-47 (Chinook) helicopter.
a. FARE System. The FARE system (NSN 4930
00-133-3041) is made up of a pumping assembly, a
filter/separator, hoses, nozzles, grounding equip
ment, and valves and fittings. The components of
the system, packed for transport, and the fire
extinguishers that should be used with the system

PUMP ASSEMBLY 100 GPM DISCHARGE HOSE AND FITTINGS MODULES FILTER/SEPARATOR 100 GPM

SUCTION HOSE AND FITTINGS MODULES

Figure 7-1. FARE components packed for transport and recommended fire extinguishers.

7-1
C2, FM 10-68

(e below) are shown in figure 7-1.
(1) Pumping assembly. The pumping
assembly includes a 100-gpm centrifugal pump
and a 2-cylinder, 4-cycle, 3-horsepower gasoline
engine that powers the pump. The pump inlet
connection is a 2-inch female fitting and the outlet
is a 2-inch male fitting. The inlet port has a dust
plug and the outlet has a dust cap. The priming
port is on top of the pump casing. The assembly
has an 8-foot ground cable to connect it to a
grounding rod. The pump-engine assembly and
the engine fuel tank are all housed in a tubular
aluminum frame.
# (2) Filter/ separator. The 100-g pm
filter/separator is an aluminum tank with a
removable cover. Its female inlet has a dust plug
and the male outlet has a dust cap. Five filter
elements, each in a canister, are set in a mounting
plate near the bottom of the tank. The
filter/separator has an air vent valve, a pressure
differential indicator, a water sight glass, and a
water drain valve that is turned by hand. A float
ball in the sight glass shows how much water is in
the tank; the ball sinks through the fuel but floats
on water. It is equipped with a pressure differential
indicator that tells when to change the filter
elements. When the reading is in the green (0-20
psi), the elements are clean; when the reading is in
the yellow (20-35 psi), the elements should be
changed at the end of the day's operations; when
the reading is in the red (35 psi or above), the
elements should be changed immediately. The
flow rate of the filter/separator is 100 gpm and its
top working pressure is 75 psi. The filter/separator
is mounted in a frame of tubular aluminum. An 8
foot ground cable is attached to the frame.
# (3) Discharge hose and fittings. The FARE
system has two sets of discharge hoses, fittings,
and nozzles. Each set is mounted in a tubular
aluminum frame. The equipment of the two sets
includes—
(a) Four 50-foot lengths of 2-inch discharge
hose.
(b) Two 2-inch male couplings.
(c) Two 2-inch butterfly valve assemblies.
(d) Two 2-inch elbow coupler valves.
(e) One T-fitting assembly.
(f) One Y-fitting.
(g) One 2-inch male to 4-inch female coupl
ling.
(h) One 2-inch male to 3-inch female coupl
ling.
(i) Two closed-circuit nozzle assemblies
(para 6-1a(2)) each with an open-port nozzle
adapter (para 6-1a(3)).
(j) Male-to-male adapter (NSN 4730-00-887
3824).
(k) Water detector kit adapter.
(4) Suction hose and fittings. Two canvas
carrying cases hold the suction hoses and their
fittings. The equipment of these two sets
includes—
(a) Twelve 5-foot lengths of 2-inch suction
hose.
(b) Four 5-foot by %-inch grounding rods,
each with nozzle hanger and striker.
b. Other Required Items. Other items of equip
ment required to conduct aircraft refueling
operations with a FARE system are fire ex
tinguishers and a fuel source.
(1) Fire extinguishers. Provision of the fire
extinguishers necessary for safe operations is a
command responsibility. The extinguishers are
not components of the FARE system. Three fire
extinguishers are required for each FARE system
used in aircraft refueling—one to be within reach
of the pump operator and one for use at each
nozzle. The recommended fire extinguisher is the
22-pound Halon 1211 (NSN 4210-01-003-7709).
Other extinguishers acceptable for use are listed
under item 19 of table 7-1. These and additional
types of fire extinguishers are discussed in
paragraph 10-3.

* Table 7-1. Components Required for Various Temporary Refueling Systems

Item Description National/NATO OH-6, OH-58, AH-1, UH-1 Ch-47
No. Stock Number Quan Reg per - Noz Syst
6 5 4 3 2 Noz

1 Tee, 4” x 4” x 4" 4730-00-840-5346 8 7 6 5 4 6

2 Coupling, male,4", flanged 4730-00-840-5347 9 8 7 6 5 7
3 Coupling, female, 4" flanged 4730-00-840-5348 9 8 7 6 5 7
4 Valve, gate, 4”, flanged 4820-00-986-7760 10 9 8 7 6 8
5 Cap, dust, 4” 4730-00-640-6156 9 8 7 6 5 7
6 Plug, dust, 4” 4730-00-640-6188 9 8 7 6 5 7
7 Cap, dust, 3” 4730-00-649-9097 6 5 4 3 2 4
8 Reducer, 4" female to 4730-00-075-2423 6 5 4 3 2 4
3” male, flanged
9 Hose assembly, 2" I.D., 4720-00-083-0050 6 5 4 3 2 4
discharge, 25 ft long

72
 C2, FM 10-68

Table 7-1. Components Required for Various Temporary Refueling Systems—Continued

Item Description National/NATO OH-6, OH-58, AH-1, UH-1 CH-47
No. Stock Number Quan Reg per - Noz Syst
6 5 4 3 2 Noz

10 Hose assembly, 3” I.D., 4720-00-083-0048 6 5 4 3 2 4

discharge,50 ft long
11 Hose assembly, 4" I.D., 4720-00-088-0046 11 9 1. 5 8 7
discharge, 50 ft long
12 Hose assembly, 4" I.D., 4720-00-083-0047 1 1 1 1 1 1
discharge, 25 ft long
13 Hose assembly, 4” I.D., 4720-00-088-0044 10 10 10 10 10 10
suction, 12 ft long
¥ 14 Closed-circuit nozzle, 2” I.D., 4930-00-117-4726 6 5 4 8 2 4
female coupling and strainer
assembly
(Closed-circuit nozzle NSN
4930-00-204-9452. When
strainer assembly is good
and nozzle is defective, order
this nozzle and place strainer
assembly in it.)
14a Adapter assembly, gravity fill 4930-00-516-0839 6 5 4 3 2 4
15 Reducer, 3" female to 2" 4730-00-951-3294 6 5 4 3 2 4
male, flanged
16 Filter/Separator, 350-gpm, liquid 43.30-00-177-8485 1 1 1 1 1 1
fuel, 150-psi, 4” inlet, 4” outlet
17 Pumping assembly, 350-gpm liquid 4320-00-195-4914 1 1 1 1 1 1
fuel, gasoline-engine-driven,
trailer-mounted, 4”, 275-ft head
18 Tank, fabric, collapsible, 5430-00-268–8187 AS REQUIRED
3,000-gal capacity
or

19 Tank, fabric, collapsible, 5430-00-641-8552 AS REQUIRED

10,000-gal capacity
Fire extinguisher, Halon 4210-01-003-7709 7 6 5 4 3 5
1211,22 lb
or

Fire extinguisher, dry powder 4210-00-257-5343 7 6 5 4 3 5

(Purple K),20 lb
or

Fire extinguisher, CO2, 15 lb 4210-00-202-7858 7 6 5 4 3 5

(2) Fuel source. No fuel source is provided as a
component of the FARE system. Generally 500
gallon collapsible drums are used because they can
be airlifted, full, to the FARE point but the FARE
can be adapted to use other larger fuel reservoirs
(para 7-6e(2)). Collapsible drums and tanks are
issued separately. The number of drums or tanks,
as well as the type of fuel to be used, is determined
by the number and type of aircraft the FARE point
is to support.
7-3. Location
a. Selecting the Site. The S3 of the aviation
battalion or the operations officer of the aviation
company plans the unit operations. As part of
these plans, he chooses the general area for a
refueling point and specifies the amount and type
of refueling support that will be needed. The
specific site is selected either by the company
operations officer or by a pathfinder or pathfinder
team. If the operations officer selects the site, he
goes out and checks the area. He chooses a site that
has enough open ground for the aircraft to land
and lift off safely and that is flat or has only a
slight slope. He tells the personnel who are to set
up the system where and when to establish the
refueling point, how much of what type of fuel to
take, and the type of setup required. If a pathfinder
selects the specific site, he enters the general area
on foot or by vehicle, aircraft, or parachute to
survey the possibilities. He has sufficient training
to select a site that meets the aviation re
quirements. He radios coordinates of the site to the
units that will establish and use the site.
b. Selecting a Location on the Site. If a
pathfinder has selected the site, he selects the
specific location for the refueling system.
Otherwise, operating personnel choose the specific

7-3
C2, FM 10-68
location at the site that is best for laying out the
equipment.
7-4. Site Layout
When you are planning the layout of a FARE
system, you must plan around these five factors:
a. Spacing Between Aircraft. Usually you will be
refueling OH-6, OH-58, AH-1, or UH-1 helicopters
at a forward refueling point. You should have 100
feet of space between these aircraft (rotor center to
rotor center) (fig 7-2) and not less than 80 feet. In an
emergency, you might have to refuel a CH-47, or
CH-54; you can do it with the same layout (inset,
fig 7-2) but only if no other helicopter is at the site.
* b. Wind Direction. Lay out the FARE system so
that the helicopters can land, refuel, and take off
into a head, left, or right quartering wind (insets,
fig 7-2). If it is impossible to lay out the system this
way, lay it out so the aircraft will land, refuel, and
take off crosswind. Avoid laying out the system so
that helicopters will have to land or take off
downwind. Such a maneuver is very dangerous
because it is difficult to control a helicopter when
its tail is to the wind on landing or takeoff.
c. Vapor Collection. If you have laid out the site
at right angles to the wind for helicopter landing
and takeoff, the wind will carry the fuel vapors
away from the site. This is the best layout.
Remember that fuel vapors are heavier than air
and they will pool in a valley or hollow. So if the
site slopes, lay out the equipment on the higher
ground.
d. Drainage. Do not lay out the equipment in a
place where a spill will drain into a stream or river.
A spill could contaminate the water and create an
unsuspected fire hazard downstream of the site.
Choose a part of the site that is firm enough to
support the weight of the aircraft and the fuel
drums.
e. Camouflage. Camouflage is your only protec
tion at a FARE pointin a combat zone and you will
have to depend on site features because airlifting
in camouflage materials is not practical. When
possible, put the pump, filter/separator, and fuel
drums in woods or brush, along a hedgerow, or in
positions where natural shadows will disguise the
shadow patterns of the equipment. It may be
possible to conceal most of the hose in woods, with
the nozzles hung on hangers at the edge of the tree
line. Deep grass can be bent over the hoses to help
conceal them. When spray paint is available, use
earth and grass tones to dull and conceal
couplings and fittings. If necessary, use heaped
dirt or large rocks to break up the characteristic
straight shadows of the suction hoses. Remember
that shadow patterns change during a day; move
your equipment, if necessary, to use these chang
7-4
ing patterns.
7-5. Site Preparation
Clear away loose sticks, stones, and any other
debris that could be sucked up and thrown out by
the rotor wash. Clear the immediate refueling
area, paths of approach, and hover lanes. To
prevent fires, clear dry grass, leaves, and brush
away from a level spot where the pumping
assembly will be placed. In unusual cases,
engineer personnel may have to prepare a FARE
site. This can happen if the site has to be bulldozed
on a mountain or if the site is sandy desert that
would have to be treated with dust suppressant
before helicopters could use it safely. In such cases,
the company or battalion operations officer
arranges for the site preparation, in advance, with
the engineers.
# 7-6. Equipment Layout
Lay out the FARE system in the way thatis bestin
your specific situation, using all or only part of the
hose provided. You can tailor the layout to avoid
obstacles, to take advantage of terrain features, to
achieve maximum dispersion, or to operate within
a restricted amount of space. The only mandatory
feature of FARE layout is the required spacing
between aircraft (para 7-4a above, 7-6d below, and
para 7-15a). The layout directions in this
paragraph are for use of all hose lengths and the
illustrations in this manual show the FARE
system laid out with all component hose.
Regardless of the layout that fits your situation,
follow one basic rule when you are laying out your
equipment: never take a dust cap or plug off an
opening until you are ready to couple in the next
piece of equipment. Follow the same rule, in
reverse, when you are uncoupling: uncouple, drain,
cap immediately. Couple removed caps and plugs
together to keep them clean. You must keep dirt out
of the system. Remember, the lives of the aircrews
and the troops they are supporting depend on the
quality of the fuel you pump into the aircraft.
a. Position Pump and Filter/Separator. Place
the pumping assembly on the level spot that you
have cleared for it, with the inlet port facing the
place where you plan to have the collapsible
drums. (In this system, all inlet ports are female
and all outlet ports are male.) Connect the female
end of a 5-foot length of suction hose to the pump
outlet, connect another length of suction hose to
the first, and connect the male end of the second
hose length to the inlet port of the filter/separator.
b. Ground Pump and Filter/Separator. Drive
one of the ground rods into the ground between the
pump and the filter/separator. (For the depth
required to insure a proper ground, see paragraph
C2, FM 10-68

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C2, FM 10-68
3-11 and table 3-2). Attach the pump ground cable
clip and the filter/separator ground cable clip to
this ground rod.
c. Assemble Discharge Hose. You can assemble
the discharge hose in several different ways, but
any arrangement must provide for enough dis
tance between helicopters. A typical layout is
shown in figure 7-2. A schematic drawing of this
layout is provided in figure 7-3. To assemble the
hose for this layout, connect the female coupling at
the end of a 5-foot length of suction hose to the
outlet port of the filter/separator and the male end
to the female inlet of the Y fitting. Connect two 50
foot lengths of discharge hose to one outlet of the Y
and two 50-foot lengths to the other Y outlet.
KEY
Jim WATER DETECTOR KIT ADAPTER
Hołº CCR NOIZLE WITH ADAPTER
e GROUND ROD
Y FIRE EXTINGUISHER
mºs 2-INCH MALE-TO-MALE FITTING
Zł Elbow coupling witH WAIVE
G) 50-FTSECTION 2-INCH DISCHARGE HOSE
(i) 5-FTSECTION 2-INCHSUCTION HOSE
IEE FITTING –
HOSE REELS
WEIGHTED DOWN
CANWAS CONTAINERS
-
ADDITIONAL
DRUM(S)
HHH C
* Figure 7.3. Schematic drawing of FARE system.
# d. Assemble Dispensing Points. When the
discharge hose is laid out, walk down it about 10
feet toward the Y. Drive a ground rod into the
ground (for depth of proper ground, see paragraph
3-11 and table 3-2). Go back to the end of the hose,
attach the CCR nozzle to the end of the hose, carry
the nozzle back to the ground rod, and hang the
nozzle on the nozzle hanger (fig 7-4). Attach the
clamp of the nozzle ground cable to the ground rod.
If you expect to refuel aircraft that aren't equipped
for closed-circuit refueling, hang the open-port
nozzle adapter on the nozzle hanger too, so it will
be handy when you need it. Loop the last 10 feet of
hose back on itself as shown in figures 7-2 and 7-3;
no hose should lie beyond the nozzle hanger. Pace
WYE FITTING
100-GPM FILTER/SEPARATOR
100-GPM PUMP ASSEMBLY
(3) (3) (3) (3) (3)
s—,
~y
BUTTERFLY
500-GALLON COLLAPSIBLE DRUMS
 C2, FM 10-68

off the distance from the ground rod to a point 10

CCR NOZZLE feet from the outer end of the second 50-foothose on
the other arm of the Y. If it is less than 100 feet,
move the hose farther away. When you have the
points at least 100 feet apart, set up the other
dispensing point the same way.
e. Connect to Supply Source. The FARE system
can be connected to different types of supply
sources and in different ways.
(1) Two 500-gallon collapsible drums. To lay
out the system as shown in figures 7-2 and 7-3:
-
º (a) Couple the male end of a 5-foot length of
-

º suction hose to the inlet port of the pump.

ºGROUNDING CABLE intº (b) Couple the T to the female end of the
º/º
ºº-
suction hose that runs to the pump.
(c) Couple a butterfly valve to each inlet of
the T (fig 7-5). The arrows on the valves should
point the way the fuel flows (toward the pump).
The butterfly valves are used to shut off flow from
one or both drums, to switch from one to the other,
or to shut down the system. A butterfly valve is
open when its handle is parallel to the center line of
the valve (2, fig 7-5) and closed when its handle is
crosswise to the center line (6).

º º ºs |
º
Figure 7-4. CCR nozzle and adapter hanging on FARE
ground rod.
 C2, FM 10-68

* -
- ------
º
- -
--- --- º -- -
º-ºº: º º º
º
A. Aircraft approaching FARE point.
B. Aircraft being refueled at FARE point.
Figure 7-7. FARE system laid out in the recommended manner.

(2) Other supply sources. If you are hooking
the FARE system to a bulk fuel supply, such as a
3,000- or 10,000-gallon collapsible tank, put a
butterfly valve in at the connection to the suction
line and use the 2- to 4-inch coupling adapter. The
valve will control the flow of fuel to the FARE
system.
f. Position Fire Extinguishers. Place one fire
extinguisher at the pump and one by each
combination ground rod/nozzle hanger.
7-7. Preparing for Operations
a. Personnel Requirements. There should be at
least three men, in addition to the air traffic
controller or pathfinder, present during FARE
refueling point operations—one to tend the pump
and one to tend each of the two nozzles. (A member
of the crew of the aircraft being refueled can man
the nozzle fire extinguisher.) However, aircraft
crew members must be properly trained and
capable of handling the refueling of their own
aircraft if the need arises. At least two of the
personnel should hold MOS 76W.
b. Before Operations. Before you start up the
system, fill the pump engine gas tank with motor
gasoline (MOGAS) or run a supply line from a
MOGAS can, drum, or 500-gallon tank to the fuel
selector valve on the pump frame. Check the oil
level in the pump engine crankcase. Then start up
the system (c or d below). (If no aircraft are
expected until a prearranged time, turn the system
off after initial start up and checking.)

7-9
C2, FM 10-68
c. Gravity Prime. If the pump inlet is lower than
the fuel level in the source, gravity flow will prime
the pump and may fill the filter/separator.
(1) Pump. To prime the pump by gravity flow,
one man should tend the filter/separator while
another tends the valves and pump. First open the
filter/separator air vent and close the water drain
valve. Open the outlet valve of the fuel drum you
plan to use first and open the butterfly valve at the
T that allows flow from that drum. When air is
forced out of the filter/separator air vent, you
know the pump is filling. When you can see fuel in
the sight glass of the filter/separator, the pump
case is full. Close the filter/separator air vent as
soon as you see fuel in the sight glass.
(2) Filter/separator. If the fuel level in the
source is above the filter/separator, the
filter/separator will fill by gravity flow. When the
filter/separator is full, you are ready to start
operating.
(3) Pump fill offilter/separator. If gravity flow
primes the pump but doesn’t fill the
filter/separator, you will have to start the pump.
Turn the pump engine on to idle speed. Close the
filter/separator air vent as soon as fuel shows in
the sight glass, and let the pump fill the
filter/separator. Check the pressure differential
indicator of the filter/separator to assure that the
filter elements are clean.
d. Priming the Pump. If the pump is above the
fuel level in the source, you may have to prime the
pump. Always prime with the same type of fuel you
are going to pump. Take a clean can, unlatch the
double-male fitting at the tank elbow, open the
tank elbow valve, and draw about 2 gallons of fuel
from the tank. Close the valve and recouple the
double-male fitting. Take the priming plug off the
top of the pump, fill the pump case, and replace the
priming plug. Open the filter/separator air vent
and make sure the water drain valve is closed.
Open the valves between the tank and the pump
and start the pump engine.
(1) Engine speeds for priming. Once the pump
has been filled, its top suction lift is 18 feet. The
engine speed you should use depends on how far
you have to lift the fuel:
(a) 2 feet or less. Run the pump engine at idle
speed.
(b) 2 to 5 feet. Run the pump engine above
idle but below full-throttle speed.
(c) 5 feet or more. Run the pump engine at
full throttle.
(2) Engine speed cutback. When the pump
obtains a full prime, pumping from the fuel supply,
(e below), you will hear the pump engine slow
down. When you hear this, cut back the speed of
7-10
the engine so the filter/separator can fill slowly.
The sudden power surge, caused by the pump
reaching full flow while the engine is still running
(
above idle speed, can damage the filter/separator.
If the red indicator on the filter/separator pressure
gage pops up while you're starting the system,
push it down to reset it as soon as the system is
ready to operate.
e. Full Prime. The pump should obtain a
complete prime (maximum suction lift) in about 4
minutes. Iffull flow isn't reached in 5 minutes, stop
the pump and find out what the problem is. Do not
run the pump more than 5 minutes without flow;
the pump will overheat and the heat will damage
the pump shaft seal. Here are the things you
should check first, because they are the five most
likely reasons why the pump has not obtained a
complete prime:
(1) Are all valves open between the fuel source
and the pump?
(2) Is air leaking into the system at a coupling
or a primary plug?
(3) Is there sufficient fuel in the pump?
(4) Is there damage inside the pump?
(5) Is the suction lift too great?
f. Hose Inspection. Inspect all hose daily before
use, as follows: Yl
(1) Check the outside cover of the hose. If any
part of a hose length shows signs of blistering,
(
saturation, or nicks and cuts that expose a
significant amount of reinforcing material,
remove that length of hose from service. Hose
should not be removed from service if nicks and
cuts penetrate only the outer surface, unless the
rubber in the immediate area of the nick or cut is
loose. Usable parts of the hose should be salvaged
and recoupled (para 6-4c). If you remove a length of
discharge hose, remember that you MUST change
the layout to allow enough space between aircraft
(para 7-4a).
(2) Check the couplings. Look for coupling
slippage (the hose beginning to work loose from
the coupling). Coupling slippage usually shows
first as a misalinement of the hose and the
coupling or as a scored or freshly exposed part of
the hose where the slippage has occurred. Look for
signs of leakage at the coupling. If a coupling is
slipping or leaking, remove that length of hose
from service. Salvage and recouple ((1) above).
(3) Check the hose close to the couplings
(within 12 inches) with particular care because
most hose failures occur in these areas. Check all
the way around the hose, pressing lightly and
feeling for soft spots. If you find weak or soft spots,
remove the hose from service. Salvage and recou
ple.

(4) Test the hose at normal operating pressure
by running the pump with the nozzles closed. Look
for abnormal twisting or ballooning. Twisting and
ballooning indicate that the hose carcass is
weakening, so remove the hose from service.
Salvage and recouple.
(5) Remove the nozzle screens and check their
contents for particles of hose lining. Particles of
rubber left in new hose from the manufacturing
process may appear during the first week of use. If
such particles appear more than twice during the
first week or appear thereafter, remove the length
of hose from service because it is deteriorating.
Also check the screens for dirt and for other
particles that may indicate that the
filter/separator has failed. Report any such
indications to your supervisor. Clean and replace
the nozzle screens.
g. Sampling. As soon as the system is full of fuel,
draw a sample from each nozzle. Check the
samples visually for sediment and water con
tamination. If dirt is visible in the samples, it may
indicate that you got dirt in the couplings while
you were laying out the system; flush the fuel in the
discharge lines out into a 55-gallon drum. When
you go to the refueling point, you will have to carry
an extra drum to contain this fuel. After flushing
the lines, take another sample from each nozzle. If
the fuel does not pass the second check, DO NOT
USE IT. Notify your supervisor immediately.
7-8. Sequence of Operations
The FARE system should be primed and ready for
operations as soon as it is laid out and the fuel has
been sampled. The pump should be started and be
idling before the first aircraft arrives. The se
quence of actions in refueling is vital to the safety
of the operation. DO THESE THINGS IN THE
ORDER SHOWN BELOW.
a. Aircraft Lands. The air traffic controller or
pathfinder directs the approaching aircraft and
tells the pilot where to land. If necessary, guide the
aircraft into final position, using the hand signals
shown in figure 4-1. Check to see that armaments
aboard the aircraft have been set on SAFE.
b. Deplane Crew and Passengers. Only the
(co)pilot may remain in the aircraft during
refueling. (In most small helicopters, the fill portis
on the right and the pilot's exitis to the right, so an
accident at the nozzle could block the pilot's escape
route. The copilot's exit is to the left; therefore he
usually mans the aircraft during refueling. In the
OH-58, these exits are reversed, so the pilot usually
remains aboard.) Passengers should go to the
passenger marshaling area. If required,
crewmembers should assist with the refueling,
either by manning the fire extinguisher or by
C2, FM 10-68
tending the fuel nozzle.
c. Position Fire Extinguisher. Carry the fire
extinguisher from its position by the ground rod to
the side of the aircraft by the fill port.
d. Radio Off. All radios must be turned off for
refueling except for the radio used to monitor air
traffic control. The pilot must not transmit while
actual refueling is taking place. -
e. Ground and Bond the Nozzle to the Aircraft.
Either insert the nozzle bond plug into the bond
plug receiver on the aircraft or attach the alligator
clip to a bare metal part of the aircraft. Usually the
clip is attached to the skid structure of helicopters;
it should never be attached to the radio antenna or
to a propeller. (When the CCR nozzle is used, it is
grounded to the ground rod; connecting the
bonding wire grounds the aircraft as well as
bonding the nozzle to the aircraft.)
f. Remove Dust Caps. After bonding the nozzle,
remove the dust cap from the nozzle and then
remove the plug or cap from the aircraft fill port.
Never put a dust cap on the ground. You will get
dirt and dust in the fuel system.
g. Refuel. During refueling, the pump operator
has one set of duties and the nozzle operator has
others.
(1) Pump operator. Watch the refueling opera
tion. When aircraft are being refueled, run the
pump engine at full throttle; when flow stops at
both nozzles, cut the speed back to idle. If other
aircraft are waiting for fuel or are in sight, let the
engine idle; if not, shut down the engine. (The
pump engine can idle for a long time without
damage, but idling unnecessarily cuts down on the
serviceable life of both the pump and the engine.)
Watch the 500-gallon drum that you're drawing
fuel from, so you’ll know when it's getting low and
when you’ll have to change drums (o below).
(2) Nozzle operator.
(a) Closed-circuit refueling. Insert the CCR
nozzle into the receiver (fill port) mounted on the
aircraft. If the CCR nozzle and port will not mate,
the first thing to look for is dirt in the fill port. Wipe
out the port with a clean rag, wipe off the nozzle,
and lock the parts together. Pull back on the
control handle latch and then push the flow
control handle up and toward the aircraft into
FLOW position. If you are going to fill the tank
completely, watch the back of the nozzle; when
flow stops automatically, a red indicator will pop
out at the back of the nozzle. If you are not going to
completely fill the tank, watch for the (co)pilot to
signal when to stop flow. When you get the signal
from the (co)pilot or the red indicator pops out, pull
the flow control handle back toward the hose, into
NO-FLOW position.
7-11
C2, FM 10-68
(b) Open-port refueling. Take the dust caps
off the front of the CCR nozzle and the back of the
open-port nozzle adapter; lock the adapter into the
CCR nozzle before bonding the nozzle to the
aircraft and removing the nozzle dust cap and the
fill port cap or plug. Pullback on the control handle
latch, put the nozzle adapter deep into the fill port,
push the CCR nozzle flow control handle up
toward the plane into FLOW position, and slowly
squeeze the trigger of the open-port nozzle to let
flow start. Watch the (co)pilot for a signal if you are
not going to fill the tank completely; watch the fill
port if you are going to fill the tank. When the tank
gets close to full, let up on the trigger and finish
filling slowly. Release the trigger and pull the CCR
nozzle flow control handle back to the NO-FLOW
position (back toward the hose). Drain remaining
fuel out of the nozzle before taking it out of the fill
port.
h. Replace Caps and Plugs. Replace the cap or
plug of the aircraft fill port and then recap the
nozzle.
# i. Undo Nozzle Bond. Unplug the nozzle bonding
plug or release the alligator clip. Carry the nozzle
back to its hanger; do not lay it on the ground or
drag it across the ground.
j. Replace Fire Extinguisher. Carry the fire
extinguisher back to its position by the ground rod.
k. Radio On. The (co)pilot should check in by
radio with his controlling unit to let them know he
is back on the air.
l. Crew and Passengers Board. The members of
the aircrew and passengers reboard the aircraft.
m. Aircraft Lifts Off. On direction from the air
traffic controller, the aircraft lifts off.
n. Pump Off. If no other aircraft are in sight or
expected shortly, turn off the pump. Although the
pump can idle for long periods, such unnecessary
idling cuts down on its serviceable life.
o. Changing Fuel Drums. If 500-gallon drums
are used as the fuel source, you will have to change
drums frequently. If you use the suction manifold
properly, you can keep up a continuous flow of fuel
while you change drums. It is hard for even an
experienced man to tell when a 500-gallon collapsi
ble drum is empty because the drum is a closed,
unvented container. When the drum you're using
begins to draw together and has sharp folds (fig 7
8), open the elbow valve to the other full container.
The pump engine speed will increase and it will
vibrate when the flow from the first drum gets low.
When this occurs, open the butterfly valve to the
full drum. When the pump starts to draw fuel from
the full drum and is pumping at full capacity, the
engine speed will return to normal and vibration
will stop. Close the elbow valve to the empty drum.
7-12
Figure 7-8. Empty 500-gallon collapsible drum.
Allow enough time for the system to fill with fuel
from the fresh drum. If the fuel was not tested
(para 2-9) before delivery forward, take a sample
from each nozzle for inspection. If the fuel passes
visual inspection, continue operations; if it fails
the visual check, radio for instructions. DO NOT
USE FUEL THAT HAS NOT PASSED INSPEC
TION. After doing the visual check, unlatch and
remove the elbow valve coupler from the empty
drum. Get one of the other men to help you fold up
and move the empty drum and roll a full one into
place. Latch the suction manifold to the fresh
drum by coupling the elbow valve coupler to the
drum adapter.
7-9. Emergency Fire and Rescue
Procedures
The following general procedures are guides to
what you should do in a fire or crash emergency at
a FARE point. The best preparation for an
emergency is the firefighting and crash-rescue
training that all refueling personnel should have
received (sec III of chap 10, and chap 11).
a. Ground Crew. In case offire or a crash or other
accident that could lead to fire, the ground crew
should—
(1) Stop the flow of fuel. Close the nozzles, stop
the pump, or close the valves to the drums and, if
possible, close and uncouple the elbow valve
coupler from each drum. The single greatest
danger at the site is the possibility of the drums
catching fire.
(2) Free the aircraft. If possible, separate any
aircraft being refueled from the fuel lines. Dis
connect the nozzles and bonding wires so that the
aircraft can lift off and get out of the danger area if
necessary.
(3) Give the alarm. Call to anyone who has not
already seen and reacted to the emergency, or use
(J
the appropriate hand signal (fig 4-1) to alert the
(co)pilot of an aircraft that has its engines

running. The air traffic controller should direct
approaching aircraft away from the danger and, if
necessary, direct aircraft on the ground to lift off.
(4) Attempt rescue and contain fire. If the
emergency is a crash or if the fire involves an
aircraft, the most immediate need is to get
everyone out of the aircraft. Attempt rescue
immediately, using firefighting equipment as
necessary to approach the aircraft and to provide a
fire-free escape route for aircrew members. After
all personnel are out of the aircraft, fight the fire.
Attempt to isolate and control it. Do not attempt to
fight a fire that immediately threatens a fuel drum;
clear the area as quickly as possible.
* b. Aircrew of Burning Aircraft. The (co)pilot, in
the aircraft, should have the aircraft fire ex
tinguisher at hand during refueling operations to
use if he needs it to escape. A member of the air or
ground crew should be manning the fire ex
tinguisher, and the crew chief may be monitoring
the refueling operation and be on the intercom to
the (co)pilot. In case of fire that involves or
threatens the aircraft, the (co)pilot should shut
down the engines and get out of the aircraft as
quickly as possible. (No one else should be in the
aircraft during refueling but in a crash the full
crew would be aboard.) The person manning the
fire extinguisher should use it immediately, first to
assure the (co)pilot an escape route and, second, to
extinguish or isolate the fire. At a FARE point the
air traffic controller or pathfinder usually mans
the pump fire extinguisher; depending on the
amount of air traffic either he or the pump operator
should assist in the rescue and firefighting, using
the pump extinguisher. As soon as the emergency
is over, the air traffic controller should notify the
parent unit of the FARE-point operation.
c. Aircrews of Other Aircraft. The ground crew
shuts off the flow of fuel and disconnects the
hoselines and bonding and grounding cables from
all aircraft. The (co)pilot of an aircraft that is not
involved in the fire or emergency should bring his
engine(s) up to operating rpm’s as quickly as
possible. He should lift off and move away from
the danger, either at the direction of the air traffic
controller (in situations where more than one
aircraft is at the refueling point) or independently
(in situations where his is the only aircraft).
Aircrew members should remain on the ground to
assist with rescue and firefighting efforts, using
equipment available at the site. If the emergency is
a crash, other aircraft should prepare to liftoff and
then follow the instructions of the air traffic
controller.
7-10. Followup Actions
a. Close the Refueling Point. The extent to which
C2, FM 10-68
the refueling point must be closed depends on the
nature and type offire or accident and the extent of
the damage. At a FARE point, a fire or crash may
force complete closing. If equipment is damaged or
destroyed in the accident, it may be possible to
reopen when the equipment is replaced; but in a
forward zone, the tactical situation may change
enough to require that the refueling point be
moved to a different location before the damaged
point can be rehabilitated. In a forward area of a
combat zone, crash wreckage is not guarded or
investigated if these procedures would involverisk
to the lives of the guards or investigators.
b. Assess Damage. As soon as possible after the
refueling point is completely or partially closed,
assess the extent of damage and report to your
parent organization and the organization(s) that
the point supported. Then, in the light of the
damage report, the commanders can decide the
best way of providing substitute support for
aircraft depending on the point.
c. Sample Fuel. Under no conditions should
aviation fuel that has been contaminated by fire
extinguishing agents or dirt be used until it has
been sampled and tested by a laboratory.
Whenever possible, fuel left in the aircraft tanks
after a crash and fuel from the last refueling point
used by the aircraft before the crash must be
sampled and tested to determine whether the fuel
was the cause of the crash (para 2-11).
d. Replace Fire Extinguishers. All extinguishers
exhausted in fighting the fire must be recharged or
replaced immediately. The used extinguishers
should be taken to the nearest engineer unit for
recharge or replacement on a direct exchange
basis.
e. Abandon the Site. At a FARE refueling point
where spilled fuel impregnates the earth, it is
impractical to try to clean the area; the site should
be abandoned because of the fire danger and the
health hazard created by the vapors.
f. Update the Fire Plan. After each fire, crash,
accident, or near accident, the cause should be
identified if possible and contributing factors
should be analyzed. The unit fire plan (and crash
plan, if applicable) should be reviewed and
updated by the lessons learned. In addition, the
accident should be used as an example for
discussion of fire and rescue safety and tactics in
the training program (sec III of chap 10, and chap
11).
7-11. Disassembling and Moving the
System
a. Drain the System. The fuel must be drained
from the FARE system before the components can
7-13

º: -
be moved safely. At least two men are needed to do
this. Proceed as follows:
(1) Shut down the pump engine.
(2) Close the elbow coupling(s) to the drum(s).
(3) Place a suitable container under the
connection at the outlet of the filter/separator.
Disconnect the outlet coupling and put the end of
the discharge hose into the container.
# (4) Disconnect and cap the suction hose that is
attached to the filter/separator inlet. Plug and cap
the filter/separator inlet and outlet and be sure the
air vent and drain valve are closed. Do not drain
filter 'separator unless absolutely necessary or
current regulations require draining.
(5) Start at one nozzle. Lift the nozzle and
nozzle end of the hose and disconnect the nozzle.
7-14
Plug the nozzleinlet and set it aside. While another
man holds the open end of the hose up, walk the
fuel in the hose back toward the Y (lift the hose as
you walk, or lay it over your shoulder, to force the
fuel to drain out into the container). When you
reach the Y, lift the Y. Holding the Yup, disconnect
the drained hose. Cap the Youtlet. Go back out the
same leg of the hoseline and disconnect the
coupling between the two 50-foot lengths. Roll one
length of hose while another man rolls the other.
To roll the hose, cap the male (outer) end and use
the capped end as a reel to roll the hose on (fig 7-9).
When the hose length is rolled, plug the female
end.
(6) Repeat (5) above, working from the other
nozzle back to the Y.
(7) Lift the Y to drain remaining fuel from it
and from the 5-foot length of suction hose into the
container. Disconnect and plug the Y inlet, and
cap and plug the length of suction hose.
(8) Move the container of drained fuel over to
the pump. Drain the pump casing and the
remaining lengths of suction hose into the con
tainer. Cap and plug the pump inlet and outlet.
Close the container of drained fuel. (This fuel may
not be used to fuel aircraft until it has been
sampled, tested, and found to be on specification.)
b. Stow Components. Stow each component in
the space provided for it in a frame or canvas
container. Place the nozzle and pump fire ex
tinguishers with the packaged components of the
system. Remove the ground rods and stow them in
the suction-hose containers.
c. Move the System. The system components,
collapsible drum(s), and fire extinguishers may be
moved to the next site either by helicopter or by
cargo vehicle.
 C2, FM 10-68

Section II. TEMPORARY AND SEMIPERMANENT SYSTEMS

FOREWORD
When demand for refueling service at a specific location exceeds the
capabilities of a lightweight FARE system or when there are not enough
FARE systems to meet the demand, construction of a temporary or
semipermanent system is justified. Such a system is assembled from
components used in the fuel system supply point (FM 10-69). A system of this
type has greater tank capacity, pump capacity, and flow rates than a FARE
system, and these factors may justify establishing the system on the basis of
economy. A temporary system takes hours instead of minutes to set up and
uses large equipment, so it is not as mobile as a FARE system; it covers a
larger area, so it is more difficult to camouflage and more vulnerable to
enemy attack. Light construction equipment may be needed to level landing
pads or prepare the berms around collapsible tanks. Because all these
characteristics make the system unsuitable for forward areas, a system of
the type described in this section is not normally established ahead of the
division rear area. Use of such a system forward of the brigade rear area is
not recommended.

7-12. Use number of aircraft to be serviced at the point. The

A temporary refueling system is used to refuel
aircraft in the field, usually in a rear area. The
length of time that a temporary refueling point is
used depends on the tactical situation. The point
may be used for a few days, a few months, or even
for years. It may be that the refueling point is
temporary only in the sense that it is not a
permanent airfield with a built-in, underground
refueling system.
7-13. Equipment
Standard petroleum-handling equipment, the
components of the fuel system supply point and
the CCR nozzle with open-port adapter (para 6-1a),
is used to assemble a temporary refueling system.
The amount of equipment required depends on the
planned use of the system, that is, the type and
basic types of equipment needed to set up a
temporary system to refuel aircraft are as follows:
a. Fuel Reservoir. Ordinarily, a 3,000- or 10,000
gallon collapsible tank is used to provide bulk fuel
storage because either of these tanks can be moved
to a field site easily. One or more of these tanks
may be used, as needed to meet the required
operating capability of the system.
* b. Pumping Assembly. The 350-gpm pumping
assembly (fig 7-10) is used for temporary refueling
systems. It can be moved to the site by helicopter,
fixed-wing cargo aircraft, truck, or trailer.
Although the assembly is trailer mounted and it
may be towed short distances by a 4-ton truck to
position the assembly for operation, it should not
be towed across country or in convoy moves.

7-14.1

* (2) CH-47. Establish a separate refueling point
for CH-47 helicopters if you must provide refueling
service for them. There are two main reasons for
this: first, you must allow enough space between a
CH-47 and any other helicopter so that the rotor
wash from the CH-47 will not turn the other
helicopter over; second, you fuel a CH-47 from both
sides, so a separate refueling system lets you refuel
from both sides at the same time and decreases
ground time because it increases flow rates. The
recommended layout for a CH-47 refueling point is
shown in figure 7-14. You may lay out the CH-47
point at a separate site or on the same site as the
refueling point for the smaller helicopters. If you
lay out both points on one site, allow 200 feet
between the last nozzle of one system and the first
nozzle of the other, as indicated in the inset of
figure 7-14. For CH-47's to land side by side, the
rotor-hub to rotor-hub spacing is as follows:
recommended, 120 feet; minimum, 100 feet. When
landing nose to tail, the recommended distance is
160 feet and the minimum is 140 feet. The
Figure 7-13. Layouts of five-, four-, three-, and two-nozzle refueling systems OH-6, OH-58, AH-1, and UH-1 helicopters.
Located in back of the manual,
C2, FM 10-68
recommended layout provides adequate spacing
for CH-47's regardless of the direction of landing.
If in an emergency or unusual situation you have
to refuel a CH-47 at a point laid out for the smaller
helicopters (fig 7-12 or 7-13), have the CH-47 land
some distance away from the refueling system and
taxiin. (The principal danger of overturning small
helicopters is from the rotor wash created when
large helicopters hover, land, or lift off.) Have the
CH-47 taxi to the end nozzle (nozzle A) and do not
allow any other helicopters to use or approach the
adjoining nozzle until the CH-47 leaves. When
refueling is complete, have the CH-47 taxi away
from the refueling system and lift off from a
designated point some distance away from the
system. If a CH-47 is refueled at a two-nozzle point,
have it land between the two nozzles and do not
allow other aircraft to land at the point until the
CH-47 has cleared the area.
Note. The CH-54 (Flying Crane) poses the same rotor-wash
problems to small helicopters as the CH-47 does. The D-1 nozzle
is used for the CH-54 (para 8-2a).
7-19
§ i
I
C->

º
O
eX
OY

50'
200'
F-

50'

LEGEND
CH-47
0H-6.
AH-1,
OH-58.
UH-1
and
-
50'
++,
NOIIlf
CCR
–200

©
GY.ROUND
ROD
XEXIINGUISHER
FIRE
W
FILTER/SEPARATOR
|T
GPM
350
O

25'
ŁIfsetting
two
up
systems
refueling
site,
One
on
(minimum,
feet
200
allow
140
the
between
feet)
PUMP
ASSEMBLY
GPM
350
eX
of
nozzle
closest
point
CH-47
the
and
T
helicopters.
smaller
for
12'
24'
10,000-GAL
COLLAPSIBLE
IANK
3,000-GAL
TANK
COLLAPSIBLE
14'
22'

14'
22'

Figure
of
Layout
7-14.
temporary
the
system
refueling
helicopters.
CH-47
for

*—

c. Vapor Collection. Another advantage of
a crosswind layout is that the wind will carry fuel
vapors away from, rather than across, the refuel
ing point. Because fuel vapors are heavier than air,
they flow downhill; for this reason, lay the
refueling point out on the higher portion of a
sloped site and not in a hollow or valley.
d. Drainage. Position the refueling point on a
part of the site that is sufficiently firm and well
drained to support the weight of the helicopters
and refueling equipment.
e. Camouflage. The extent and type of
camouflage required depend on the tactical situa
tion. If camouflage is intended primarily to
disguise the refueling point from enemy aircraft,
your main concern should be the equipment
shadow patterns and the straight lines of the hose
manifolds. When possible, position the fuel reser
voirs, pump assembly, and filter/separator in
woods or in a tree line or hedgerow where the
natural shadows disguise the characteristic
shapes and shadows of the equipment. Use
§ camouflage nets propped on branches to distort
shape and to conceal the tanks, pump, and
filter/separator, but remember that you must peg
down nets and other loose camouflage materials
securely. (The rotor wash of large helicopters can
suck up even steel planking that has been pegged
down.) Use natural terrain contours and vegeta
tion to help break up the straight lines of the hoses.
You can use camouflage nets to cover parts of the
hoselines that are not close to the nozzle/landing
areas, but the nets must be pegged down securely
so they won't be torn loose by rotor wash. A simple
method of breaking up the straight lines of hoses is
to cut branches, stick them into the earth under the
hose that is not close to the nozzles, and weight
them down with the hose. Where grass or other
vegetation is deep, bend it over the hoseline to
conceal the hose from aerial observation.
f. Passenger Area. In laying out the site, set
aside and mark off space for a passenger marshal
ing area. Be sure the passenger area is at least 50
feet from the storage tanks and pump and also at
least 50 feet from the nearest nozzle.
# 7-16. Site Preparation
How much site preparation you will need to do at a
temporary refueling point depends on the planned
use of the facility. You may do no more than simply
clear loose sticks, stones, and brush from the
approach and departure paths and landing areas
and clear dry grass, leaves, and trash from around
the pump site, or you may have to call in an
engineer unit to do large-scale site preparation.
The commander who determines that the refueling
point should be established decides how much
C2, FM 10-68
preparation is needed. If engineer support is
required for ground leveling, dust-suppression
treatment, berm and revetment construction,
other preparation work, the same commander
requests the support. The tactical situation,
particularly as it relates to air superiority and the
vulnerability of the site, is of primary concern in
determining the type and extent of preparation
required at the site.
7-17. Equipment Layout
The components required to assemble temporary
refueling systems for OH-6, OH-58, AH-1, UH-1,
and CH-47 helicopters are listed in table 7-1.
Assemblies of these components are shown in
figures 7-16 through 7-19 at the back of this
manual. Table 7-1 is designed to be used with these
foldout figures. The item numbers used in the table
are also used to identify the items in all related
drawings, that is, item 11 in table 7-1 is also
marked item 11 in each drawing of temporary
refueling systems. The foldout figures provide the
guidance necessary to lay out the equipment
systems. Figure 7-16 is a schematic drawing of the
refueling system assembly for a six-nozzle system
designed to service OH-6, OH-58, AH-1, and UH-1
helicopters. Figure 7-17 is a schematic drawing of
the recommended refueling system for CH-47
helicopters. Figure 7-18 is a drawing of the six
nozzle system that focuses on the principal valves
and fitting assemblies of the system. These same
assemblies are components of the CH-47 system;
the CH-47 system varies from the other system in
that hose sections are arranged differently to
provide increased distance between CH-47's. The
final drawing of the series, figure 7-19, shows
details of assemblies A, B, C, and D, the main
valve and fitting assemblies of all recommended
temporary refueling system equipment layouts.
Note. All final lengths of discharge hose in temporary
systems should be positioned as shown for the hose at the
extreme right of each drawing of the system (the other hoses are
shown pulled out full length for refueling). The last 10 feet of
dispensing hose should be looped back on itself so the nozzle
can hang on the nozzle hanger that is attached to the ground
rod. No hose should be lying forward of the ground rod when an
aircraft lands at the nozzle.
a. Grounding Equipment. In a temporary
refueling system, ground the pump, the
filter/separator, and each nozzle. For guidance on
ground rods and grounding procedures, see
paragraph 3-11 and table 3-2.
* b. Positioning Collapsible Tanks. Prepare
positions for 3,000-, 10,000-, or 50,000-gallon
collapsible tanks. Clear and grade an area for each
tank. The grade of the area should not be steep
because filled collapsible tanks tend to creep or roll
on a hillside. However, a slight slope toward the
7-23
C2, FM 10-68
manifold end of the tank (not more than 6 inches
per 20 feet for rectangular tanks or 3 inches per 20
feet for square tanks) helps drain the tank when it
must be moved. A firewall, or berm, must be built
around each tank. The firewall must be large
enough to hold 1% times the fuel in the tank. Before
the walls are built, lay a drainpipe (sections of 4
inch suction hose will suffice) and close the end of
the drainpipe with a valve. Build up the berm over
the drain pipe and then make sure the pipe is not
blocked or closed. The valve should be kept closed
to hold the fuel in the berm in case of a leak or tank
rupture, but may be opened when it is necessary to
drain off rainwater. If drainage is a problem in the
area, you can dig out a position for each tank. This
will also capture the fuel in case the tankruptures.
If an engineer unit builds the firewalls for you, give
them the following dimensions:
(1) 3,000-gallon collapsible tank. Build the
firewall for each 3,000-gallon tank 3 feet high and
18 inches wide at the top. The inside dimensions of
the firewall should be 15 feet 6 inches by 15 feet 6
inches. Maintain a distance of 3 feet from the edge
of the tank to the base of the firewall.
(2) 10,000-gallon collapsible tank. Build a
firewall around each 10,000-gallon tank that is 3
feet high and 18 inches wide at the top. Make the
inside dimensions of the firewall 26 feet by 26 feet.
Maintain a distance of 3 feet from the edge of the
tank to the edge of the firewall.
(3) 50,000-gallon collapsible tank. Build the
firewall for the 50,000-gallon tank 4 feet high and
18 inches wide at the top. The inside dimensions of
the firewall should be 73 feet long and 33 feet wide.
Maintain a distance of 4 feet from the edge of the
tank to the base of the firewall.
c. Positioning Fire Extinguishers. Position a fire
extinguisher at each refueling point and at the
pump assembly. Place the fire extinguishers as
indicated in figures 7-16 and 7-17 at the back of the
manual. Twenty-pound CO2 or equivalent capaci
ty dry chemical fire extinguishers are recommend
ed.
7-18. Preparing for Operations
Daily, or before operations, the fuel storage tanks,
hoses, nozzles, pumps, filter/separators, bonding
and grounding equipment, and fire extinguishers
must be checked as follows:
a. Storage Tanks. Check the fuel storage tanks
for leaks and for amount and type of fuel remain
1ng.
b. Hoses. Inspect all hose daily before use, as
follows:
(1) Extend all hose completely and check the
outside cover of the hose. If any part of a hose
length shows signs of blistering, saturation, or
7-24
nicks and cuts that expose a significant amount of
reinforcing material, remove that length of hose
from service. Hose should not be removed from (
service if nicks and cuts penetrate only the outer
surface, unless the rubber in the immediate area of
the nick or cut is loose. Usable parts of the hose
should be salvaged and recoupled (para 6-4c).
(2) Check the couplings. Look for coupling
slippage (the hose beginning to work loose from
the coupling). Coupling slippage usually shows
first as a misalinement of the hose and the
coupling or as a scored or freshly exposed part of
the hose where the slippage has occurred. Look for
signs of leakage at the coupling. If a coupling is
slipping or leaking, remove that length of hose
from service. Salvage and recouple ((1) above).
(3) Check the hose close to the couplings
(within 12 inches) with particular care because
most hose failures occur in these areas. Check all
the way around the hose, pressing lightly and
feeling for soft spots. If you find weak or soft spots,
remove the hose from service. Salvage and recou
ple.
(4) Test the hose at normal operating pressure
by running the pump with the nozzles closed. Look
for abnormal twisting or ballooning. Twisting and
ballooning indicate that the hose carcass is
weakening, so remove the hose from service.
Salvage and recouple.
(5) Remove the nozzle screens and check their
contents for particles of hose lining. Particles of
rubber left in new hose from the manufacturing
process may appear during the first week of use. If
such particles appear more than twice during the
first week, or appear thereafter, remove the length
of hose from service because it is deteriorating.
Also check the screens for dirt and for other
particles that may indicate that the
filter/separator has failed or that moving parts
are wearing down. Report any such indications.
Clean and replace the nozzle screens.
c. Nozzles. Check the nozzles for dirt. Wipe out
the nozzle opening with a clean cloth.
d. Pump. Check the pump for leaks. Check the
pump engine for oil leaks and oil level.
e. Filter/separator. Check the pressure differen
tial indicator of the filter/separator and replace
filter elements if necessary. Drain accumulated
water from the filter/separator.
f. Bonding and Grounding Equipment. See that
all required bonding and grounding equipment is
on hand and in its proper place. Be sure the pump,
filter/separator, and CCR nozzles are properly
grounded. Check the condition of the grounding
cables and their clips and check the nozzle
bonding wires and their plugs and clips. (A broken

wire or cable cannot carry electricity away safely.)
Check any semipermanently installed ground
rods; if any one of them has been damaged
mechanically, test it for resistance to ground (para
3-10c).
g. Fire Extinguishers. Check the fire ex
tinguishers and other items of fire and rescue
equipment to make sure they are in operating
condition and positioned properly for operations.
Be sure any required seals or pins are in place and
that stored-pressure extinguishers show accep
table pressure readings. If you have fire or rescue
vehicles, make all required preoperational checks
on the vehicles and their equipment.
h. Fuel Samples. As soon as the system is full of
fuel and ready to operate each day, draw a sample
from each nozzle. (Remember that in addition to
checking the fuel before using the system, you
must also check the fuel each time the supply
source (tank) is changed and after filter elements
C2, FM 10-68
are replaced.) Check the samples as indicated in
paragraph 2-9a. At a newly established point if
there is sediment in the samples, flush the fuel in
the lines into a suitable container and draw fresh
samples. (In setting up a refueling point, unless
you are very careful, you may get dirt in the
couplings as you assemble the system.) IF THE
FUEL DOES NOT PASS INSPECTION AND
TEST, DO NOT USE IT. Isolate it, resample it,
send the sample to your supporting laboratory,
and await the laboratory's instructions on disposi
tion.
i. Safety Requirements. Before refueling
operations start, be sure all safety precautions
have been taken. Be sure the danger-control
measures of chapter 3 are in force, for example,
that no unnecessary vehicles or pieces of electrical
equipment are within 50 feet of a nozzle. Have
landing lights in place, if appropriate (chap 4). See
that members of the ground crew have,
7-24.1
 C2, FM 10-68

CHAPTER 8
REFUELING FROM TANK VEHICLES

FOREWORD
Normally, tank vehicles are used to refuel aircraft on a flight line. This does
not mean that tank vehicles are used to refuel fixed-wing aircraft
exclusively; in fact, the CH-54 large cargo helicopter is almost always
refueled by a tank vehicle. It does mean that the justification for use of
refuelers is their mobility, so they should be used when it is more practical to
take the fuel to the aircraft than it is to bring the aircraft to the fuels. Only in
unusual circumstances (para 6-3) would a tank vehicle be used in hot
refueling because of the dangers inherent in such an operation. In such a
case, the operating procedures described in paragraph 7-19 should be
followed to supplement the procedures indicated in section II of this chapter.

Section I. REFUELING VEHICLES

# 8-1. Aircraft Refuelers 5,000-gallon tank semitrailer. It is intended to

All aviation fuel must pass through
filter/separator before it is loaded into a refueler
(tank truck, tank semitrailer, or truck with a tank
and pump unit), and it must be filtered again
before it is pumped into an aircraft. Refuelers that
have filter/separators are identified by a Cin their
model numbers, for example, M49C or M131A5C.
(This does not apply to the M857 tank semitrailer
or the M559 tank truck (GOER) or the tank and
pump unit.) Any of the refuelers described in this
section can be converted to CCR by substituting
the CCR nozzle for the standard open-port nozzle.
Tank vehicles that have more than one fuel
compartment must carry only one grade or type of
fuel when used as aircraft refuelers.
8-2. Fuel-Servicing Tank Semitrailers
a. M857. The M857 (fig 8-1) is a multi-purpose
a replace the M131 series of semitrailers. The
semitrailer has hose troughs rather than tubes,
and one hose (designed for high-speed loading and
unloading) is attached to a swing joint for ease and
speed of operation. The hose reels rewind elec
trically. Power for the pumps is provided by an air
cooled diesel engine. The pump is a self-priming,
centrifugal pump. The M857 is capable of carrying
a full 5,000-gallon load across country as well as
over roads. It can be adapted for specific uses as
either a transporter or refueler by adding various
bolt-on kits, as follows:
(1) Kit 1, automatic bottom loading. Kit 1
includes the valves that provide for bottom
loading from an outside source at up to 800 gpm,
and for automatic shutoff when the desired level of
fuel is reached. When only kit 1 is used, discharge
is by gravity.

8-1
C2, FM 10-68

A. Roadside view
B. Curbside view

Figure 8.1. M857 tank semitrailer fitted with kit C.

(2) Kit 2, bulk delivery system. Kit 1 is a
component of kit 2. Kit 2 includes a 4-cylinder
diesel engine with a variable-speed governor and a
self-priming centrifugal pump assembly. The low
pressure pump has minimum delivery rate of 600
gpm and a self-load capability of up to 400 gpm.
(3) Kit 3, filter separator. Kit 3 includes kits l
and 2, and consists of a 300 gpm filter/separator.
(4) Kit 4, vapor recovery. Kits 1 and 2 are
components of kit 4. Kit 4 includes the devices and
tubes needed to recover fuel vapors. It is required
when the M857 is used to haul MOGAS or AVGAS
in certain designated ecological control areas in
CONUS. In those areas, the components of kit 4
are attached over the top vent of the semitrailer to
catch the fuel vapors that escape during bottom
loading and to force them back into the fuel-supply
SOur Ce.
(5) Kit A, automotive dispensing. Kits 1, 2, and
3 are components of kit A. Kit A includes
conventional 14-inch nozzles, two 50-foot reels of
14-inch hose, and the meters and controls required
to refuel two land vehicles at the same time with
either MOGAS or diesel fuel dispensed at up to 60
gpm through both nozzles.
(6) Kit B, open-port aircraft refueling. Kits 1, 2,
and 3 are components of kit B. Kit B (A, fig 8-2)
includes two standard Army overwing nozzles
(open-port aircraft refueling nozzles), one CCR
nozzle, a defueling tube, two 50-foot lengths of 1%.
inch reinforced hose on static reels, and the meters
and controls required to dispense AVGAS or JP-4
from both nozzles simultaneously at up to 100 gpm
per nozzle.
(7) Kit C, closed-circuit aircraft refueling. Kits 1,
2, and 3 are components of kit C. However, when kit 2 is

8-2

|O
Figure 8-7.1. Front roadside view of M559 tank truck (GOER).
# 8-3.1. M559 Tank Truck (GOER)
a. Use. The M559 tank truck, also called the
GOER (fig 8-7.1), is used to refuel aircraft, to
transport bulk fuels, and to service combat
vehicles. It can move over rough terrain where
other vehicles cannot operate.
b. Description. The M559 tank truck has a
stainless steel 2,500-gallon tank. The fuel system
of the truck includes a pump, a filter/separator,
and fuel-handling controls. This system, with the
exception of the top half of the filter/separator, is
in an equipment cabinet which is at the rear of the
fuel tank. The 300-gpm pump, used to transfer fuel,
is started by a control lever on the left of the
C2, FM 10-68
driver's seat. The speed of the pump is regulated by
a governor controlled by a lever to the right of the
driver's seat. The GOER has three hose reel
assemblies. One hose reel assembly is in the left
rear storage cabinet and one is in the right rear
storage cabinet. Each hose reel assembly has a 50
gpm capacity with a 25-foot section of 1%-inch
discharge hose, a 1/2-inch nozzle, a hose reel, and a
rewind mechanism. The third hose reel assembly
is in the center rear storage cabinet and has a 100
gpm capacity. It also has a 25-foot section of 2-inch
discharge hose, a 1%-inch nozzle, a hose reel, and a
rewind mechanism.
8-8.1
~ ~ ~~~~=— — —

8-9. Preoperational Checks
There are two types of preoperational checks on
refueling vehicles. One type is the preoperational
check on the vehicle as a vehicle, for example,
checking the inflation of the tires or the water level
in the radiator; checks of this type are outlined in
the TM for the vehicle. The other type of
preoperational check is the type presented here.
These preoperational checks relate directly to use
of the vehicle for refueling aircraft.
a. Daily. Each day, before operations, the driver
of the tank truck should check the condition of the
truck's electrical system; this system is especially
important since defective wiring can cause sparks
(para 3-18). In addition, before refueling an
aircraft—
(1) Ground the refueler to a ground rod. Then,
with the help of an assistant, assemble the hose to
recirculate the fuel that was in the fueling hose
overnight. Start the pump engine and pump (or the
truck engine and pump) and recirculate the fuel.
Recirculating the fuel accomplishes two things:
passing the fuel through the filter/separator
removes any water that has settled out overnight,
and the process allows you to check the pressure
differential of the filter/separator. The refueler
must be grounded while fuel is being recirculated
because of the static charge that builds on aviation
fuel in motion (para 3-12).
(2) Check and record the pressure differential
of the filter/separator. Check the oil level in the
pump engine (or truck engine, if it powers the
pump). Check the engine for oil leaks and check the
exhaust pipe and spark arrester for cracks and
leaks.
(3) Check the tanks, pipes, pump,
filter/separator, meter, hose reels, and valves for
leaks.
(4) Inspect all hose daily before use, as follows:
(a) Extend all hose completely and check the
outside cover of the hose. If any part of a hose
length shows signs of blistering, saturation, or
nicks and cuts that expose a significant amount of
reinforcing material, remove that length of hose
from service. Hose should not be removed from
service if nicks and cuts penetrate only the outer
surface, unless the rubber in the immediate area of
the nick or cut is loose. Usable parts of the hose
should be salvaged and recoupled (para 6-4c).
(b) Check the couplings. Look for coupling
slippage (the hose beginning to work loose from
the coupling). Coupling slippage usually shows
first as a misalinement of the hose and the
coupling or as a scored or freshly exposed part of
the hose where the slippage has occurred. Look for
signs of leakage at the coupling. If a coupling is
C2, FM 10-68
slipping or leaking, remove that length of hose
from service. Salvage and recouple ((1) above).
(c) Check the hose close to the couplings
(within 12 inches) with particular care because
most hose failures occur in these areas. Check all
the way around the hose, pressing lightly and
feeling for soft spots. If you find weak or soft spots,
remove the hose from service. Salvage and recou
ple.
(d) Test the hose at normal operating
pressure by running the pump with the nozzles
closed. Look for abnormal twisting or ballooning.
Twisting and ballooning indicate that the hose
carcass is weakening, so remove the hose from
service. Salvage and recouple.
Yºr (e) Remove the nozzle screens and check
their contents for particles of hose lining. Particles
of rubber left in new hose from the manufacturing
process may appear during the first week of use. If
such particles appear more than twice during the
first week or appear thereafter, remove the length
of hose from service because it is deteriorating.
Also check the screens for dirt and for other
particles that may indicate that the
filter/separator has failed or that moving parts
are wearing down. Report any such indications.
Clean and replace the nozzle screens. Hand
tighten only.
(5) Check the nozzle bonding cable, bond plug,
and alligator clip. This cable, plug, and clip must
be in good condition, or they will not make the
positive bond required to prevent a spark.
(6) Check the grounding cable and its clips for
defects. This cable and its clips must be in good
condition, or they will not make a safe ground to
carry the static charge off the truck and aircraft.
Be sure the refueler is carrying a ground rod (para
3-11).
(7) Check to see that the fire extinguisher, dust
plugs, and dust caps are all in place.
(8) After recirculating the fuel and making the
other checks indicated above, draw a sample of
fuel from the fuel probe coupling. Test the fuel as
indicated in paragraph 2-9a. If the fuel does not
pass the tests, notify the person in charge. Isolate
the fuel, resample it, send the sample to your
supporting laboratory, and await the laboratory's
instructions on disposition of the suspect fuel.
(9) Be sure the canvas cab-cover is in place
over the refueler cab. The cab must be covered
during refueling operations.
* b. Quarterly. Once a quarter, before operations,
check the fueling system of the tank vehicle as
follows:
(1) Remove the pump strainer and line
strainers and check them for dirt. Then clean and
8-13
C2, FM 10-68
replace them.
(2) Check and clean the meter screens.
(3) Perform the maintenance check im
mediately whenever a nozzle strainer or a lab
report on a fuel sample indicates contamination,
or whenever filter/separator elements are in
spected or changed.
8-10. Operating Personnel
Refueling from a tank vehicle requires at least two
people. If only the vehicle operator and his
assistant are present, the operator should attend
the pump and his assistant should handle the
nozzle; a fire extinguisher should be placed within
reach of each man. Where possible, the aircraft
crew chief should be present to oversee the entire
operation, and another member of the aircraft or
ground crew should man the fire extinguisher at
the nozzle.
8-11. Sequence of Operations
After the aircraft parks and its engine or engines
are shut down, the rotor blades are secured, and
armaments are set on SAFE, the sequence of the
refueling operation can start. (If you must hot
refuel from the refueler, supplement the procedures
given below with those in paragraph 7-19.) DO
THESE THINGS IN THE ORDER SHOWN
HERE.
a. Check the Aircraft. Check the interior of the
aircraft. NO ONE SHOULD BE ABOARD DUR
ING REFUELING unless the (co)pilot must be on
board to monitor the quantity of fuel to be loaded.
When the D-1 nozzle is used, the only way of
knowing when to stop flow is for the (co)pilot to
watch the fuel gages in the aircraft. (Aircraft tanks
are frequently loaded less than full; the amount of
fuel desired depends on the mission and the weight
of the passengers, armaments, or cargo the
aircraft must carry.) You must find out, before
starting the refueling sequence, whether or not
there is a person in the aircraft. Check with the
(co)pilot to assure that all armaments are set on
SAFE.
b. Drive the Refueler into Position. Drive the
tank vehicle into position in front of the aircraft.
Use the sort of approach route shown in A, figure 8
10. Do not drive the refueler directly at the aircraft
because brake failure could cause a serious acci
dent.
(1) Minimum distances. Keep a distance of at
least 10 feet between the refueler and the aircraft.
There must be at least 10 feet between the refueler
and rotor blades of a helicopter. Keep a distance of
at least 20 feet between the exhaust pipe of the
pump engine (or truck engine) and the aircraft fill
port and tank vent (B).
8-14
(2) Refueler path. Park the refueler so that it
has a clear and open path to drive away from the
aircraft in an emergency. Do not detach a tank
semitrailer from its tractor when refueling an
aircraft; the tractor must be ready to pull the trailer
away from the aircraft if the need arises.
(3) Ground guides. If you can drive the refueler
into position without backing, do so. If you must
back toward the aircraft, bring the truck to a full
stop when you are 20 to 25 feet away from the
aircraft or its rotor blades. Have another person
act as a ground guide and follow his signals to
guide your final backing approach until he stops
you at the proper distance from the aircraft and its
fill port and vent (C).
# (4) Park. Stop the refueler's engine (unless it
powers the pump) and set the brake. Chock the
tires of the refueler and of the aircraft if ap
propriate.
c. Check the Fuel. Check the fuel in the tank to
make sure it is the right type for the aircraft. Check
the sight glass of the filter/separator to make sure
all water has been drained out.
d. Position Fire Extinguishers. Place the truck
fire extinguisher by the pump. Place a fire
extinguisher provided at the refueling point by the
aircraft fill port. Have members of the ground crew
or the air crew man these two fire extinguishers. If
there are no people available to man the fire
extinguishers, place the extinguishers near the
pump and nozzle operators, but position them so
that they will not be in the operators' way and
where they are not likely to be engulfed if a fire
should start at either the pump or the nozzle.
e. Ground the Refueler. Unreel the ground cable
and attach its ground-rod clip to the nearest
ground rod. If you are refueling where no ground
rod is installed, drive the refueler's ground rod into
the earth to the required depth (table 3-2) and
attach the clip to the rod.
f. Ground the Aircraft. After grounding the
truck, ground the aircraft by attaching one end of a
ground cable to the ground rod (either the rod that
grounds the refueler or a separate ground rod) and
the other end to a bare metal part of the aircraft.
Use the axle of the landing gear or some other
unpainted metal part, but do not clip the ground
cable to the propeller or the radio antenna.
Attaching this clip grounds the aircraft and bonds
the refueler to the aircraft. If the refueler does not
have a Y-cable that will ground both the refueler
and the aircraft to one ground rod, a separate
ground cable is required to ground the aircraft. A
wire, such as building wire (type TW, number 14
AWG or larger, solid copper) or any other solid
copper wire, size number 14 or larger, may be used.
 C2, FM 10-68

ROIARY WING FIXED WING

ENGINE(S) OFF ROIOR BLADES IIED DOWN ENGINE(S) OFF

| \\
A. APPROACH ROUTE

T 10

B. REQUIRED SPACING
T FULL SIOP
20' IO 25'
| FROM AIRCRAFI FULL SIOP

| 20' IO 25
FROM AIRCRAFI
L
|
--—- |
|
|
i GROUND GUIDE

- --

20'

O GROUND GUIDE

C. APPROACH WHEN BACKING IS NECESSARY

Figure 8-10. Positioning tank vehicle for refueling aircraft.

8-15
C2, FM 10-68

g. Bond the Nozzle to the Aircraft. Bond the

HANDGRIP HANDLES
nozzle to the aircraft before you take the dust cap
off the nozzle and the cap off the fill port. If the
aircraft has a receiver for the bond plug, use the
plug; if not, clip the alligator clip to a bare metal
part of the aircraft.
h. Open Fill Port. Open the aircraft fill port and
remove the nozzle dust cap. If you are using an
open-port nozzle or the CCR nozzle adapter, put the
nozzle well down into the port. Do not open the
nozzle until it is inside the fill port. If you are using
the CCR nozzle, mate the nozzle into the fill port. If
LATCH
they will not latch together, look for dirt in the fill
HANDLE
port or on the nozzle. Wipe the fill port out and
clean the nozzle, then mate the two together.
i. Refuel.
(1) CCR. Pull back on the control handle latch
and then push the flow control handle up toward
the aircraft, into FLOW position. If you are to fill
the tank completely, watch the back of the nozzle;
a red indicator will pop up at the back of the nozzle
when the tank is full and flow shuts off
automatically. If you are to fill the tank only
partially, watch for the (co)pilot to signal you to
stop the flow. Pull the flow control handle back
toward the hose to move it into NO FLOW position.
Unlatch the nozzle and replace the nozzle dustcap. Figure 8-10.1. D-1 nozzle.
(2) Open port. Open the nozzle slowly to reduce
splashing and to reduce the turbulence of the fuel
already in the tank. DO NOT LEAVE THE parallel to the hoseline, to allow fuel to flow. (The
NOZZLE AT ANY TIME DURING THE latch handle will not turn to OPEN position unless
REFUELING OPERATION. Do not block or the nozzle is locked to the receiver. If it will not
wedge the nozzle lever open. If the nozzle handle turn, release the nozzle by turning the handgrip
has been notched, remove the notches so the nozzle handles counterclockwise and start over.) Start
cannot stay open unless someone is holding it flow by squeezing the deadman control. Stop flow
open. Stop fueling if there is any sign of danger (a by releasing pressure on the deadman control
fire, crash, or any other dangerous incident in the when the (co)pilot signals you. Turn the latch
area). Slow the flow of fuel as the tank nears the fill handle clockwise, across the hoseline, and turn the
level. Top off the tank slowly so that fuel will not handgrip handles counterclockwise to release the
overflow. Stop the flow completely before taking nozzle from the receiver. (The handgrip handles
the nozzle out of the fill port. will not turn back to release the nozzle unless the
# (3) D-1. Mate the D-1 (center-point) nozzle to latch handle has been turned back to NO FLOW
the receiver mounted on the aircraft by gripping position.)
the two handgrip handles and turning them * j, Close the Fill Port. Replace the cap on the fill
clockwise to lock the nozzle to the receiver (fig 8 port and then replace the nozzle dust cap before
10.1). Turn the latch handle counterclockwise, you disconnect the nozzle bond.

8-16

CHAPTER 9
DEFUELING
9-1. Introduction
The fuel must be removed from the aircraft's fuel
tank when maintenance work is to be done on the
fuel system, when the fuel-level gages are to be
checked or calibrated, when the weight and
balance of the aircraft are to be computed, and
when work on the aircraft requires use of electrical
equipment or any other equipment that might
generate heat or sparks. The tanks must also be
defueled if the aircraft is to be shipped or stored.
Defueling is more dangerous than fueling because,
even though relatively small amounts of fuel are
involved, the procedure is more difficult and
drainage provisions are usually inconvenient. All
safety precautions must be observed. The general
rules of defueling are that it must be done outdoors
without damaging the aircraft or its fuel system,
without fuel waste, and without safety violations.
9-2. Defueling Methods
Aircraft tanks may be defueled by power or by
gravity. For speed and efficiency, power should be
used to remove most of the fuel and only final
draining should be done by gravity.
a. Power Defueling. The bulk of the fuel in the
aircraft tanks should be removed by suction. A
pump/engine assembly or the pump of a refueler
provides the power. The aircraft can be defueled
either with a defueling tube or by using a piece of
suction hose. A defueling tube is fitted onto suction
hose, the tube is inserted into the tank, and most of
the fuel is pumped out. The other satisfactory
method involves use of a salvaged piece of 1- or 1%-
inch suction hose. If a length of 1- or 1%-inch
suction hose has been damaged, the coupling at
the damaged end may be cut off and the remaining
portion used as a defueling tube. The end of the
hose to be inserted into the tank should be cut at an
angle so the reinforcing wire is cut only once. This
will prevent the cut end from restricting flow. The
cut end of the reinforcing wire should be rounded to
keep it from damaging the neoprene fuel tank.
b. Gravity Defueling. Gravity defueling is the
process of draining the tanks by opening the drain
valves or petcocks of the aircraft fuel system. It is a
slow and dangerous process. Some suitable con
tainer must be placed under the valve to catch the
fuel. Except in an emergency, this method should
be used only to complete the draining of the
aircraft fuel system after the bulk of the fuel has
been removed by a pump.
C2, FM 10-68
9-3. Defueling Procedures
a. General Safety Precautions.
(1) Aircraft defueling must be done outdoors,
except as provided in paragraph 9-4 below.
* (2) The aircraft fuel tank openings must be at
least 50 feet from any hangar or building and the
proper minimum distance from radar equipment
(para 3-19).
# (3) No aircraft, vehicle, piece of electrical
equipment, open flame device, or any other spark
generator (chap 3) must be allowed to operate
within 50 feet of the aircraft.
(4) No smoking is allowed within 50 feet of the
aircraft.
(5) The aircraft engines and radios must be
shut down.
* (6) Because of the danger, only those personnel
actually required to conduct the defueling opera
tion and man the fire equipment must be allowed
within 50 feet of the aircraft.
(7) All defueling operations must be stopped if
there is an electrical storm in the immediate area
or if there is a fire, fuel spill, crash, or accident at
the refueling point or airfield.
* (8) A firetruck must stand by, with its hose
deployed, during the entire defueling operation. If
no firetruck is available, firefighters must be
notified when and where the defueling will take
place and the amount of fuel involved. The trained
firefighters must stand by with fire extinguishers.
b. Defueling Into a Tank Vehicle.
(1) Drive the tank vehicle into position as
indicated in paragraph 8-11b, but park it as far
from the aircraft as the length of its hose will
permit. Park the tank vehicle so that there is a
clear and open route to drive away from the
aircraft in an emergency.
(2) Ground the tank vehicle by connecting the
ground cable to a ground rod. If there is no ground
rod in place at the site, drive the vehicle's ground
rod to the depth specified in table 3-2.
(3) Ground the aircraft by connecting the clip
at the end of the other arm of a Y cable, or by
connecting a separate ground cable (para 8-11ſ), to
an unpainted metal surface of the aircraft other
than the radio antenna or propeller.
(4) Bond the defueling tube or length of suction
hose to the aircraft with a bonding plug or
alligator clip.
(5) Remove the cap from the aircraft fuel port,
if appropriate, or slide the shield off the open-port
adapter opening of the CCR receiver.
9-1
C2, FM 10-68
(6) Insert the defueling tube or length of
suction hose into the tank.
(7) Start the pump, and pump the fuel out. As
soon as the flow stops, shut down the pump.
(8) Remove the defueling tube or length of
suction hose from the tank and close the tank.
(9) Undo the bond and reel up the hose.
(10) Undo the ground connection to the
aircraft, then the ground connection between the
tank vehicle and the ground rod, and reel up the
grounding cable.
(11) Drive the tank vehicle away.
(12) Dispose of the fuel as indicated in
paragraph 9-5 below.
c. Gravity Defueling. Gravity draining is a
dangerous procedure. The fuel builds considerable
static charge as it falls into a container, and it
splashes and agitates the fuel already in the
container (chap 3, sec II). The person who opens
the aircraft fuel system drain valves or petcocks is
likely to get his arm and sleeve wet with fuel. Fuel
soaked clothing should be removed with care,
observing all safety precautions specified in
paragraph 3-15b, and fuel should be washed off the
skin with soap and water. A firetruck, or personnel
with fire extinguishers if no firetruck is available,
must stand by during the entire operation. Proceed
as follows:
(1) Ground the aircraft to a ground rod by
connecting a cable to an unpainted surface of the
aircraft other than the radio antenna or propeller,
and to a ground rod driven to the proper depth
(table 3-2).
(2) Ground the container into which the fuel is
to be drained by attaching the alligator clip at one
end of the cable to the container and the other end
to the ground rod.
(3) Open the valves or petcocks and drain the
remaining fuel from the aircraft fuel system.
(4) After draining is complete, undo the ground
to the aircraft and then undo the ground to the
container of fuel.
(5) Dispose of the drained fuel as specified in
paragraph 9-5 below.
9-4. Defueling Indoors
When an aircraft is scheduled for maintenance,
serious consideration should be given to the
possibility that the fuel system may have to be
drained. Whenever possible, the aircraft should be
defueled outdoors before it is moved into a hangar
or maintenance tent. However occasionally, dur
ing routine maintenance disassembly, an unex
pected condition is discovered that makes defuel
ing necessary. If the aircraft is either in a jig or on
jacks when the discovery is made, moving it
9-2
outdoors is probably impossible. In such a situa
tion, the responsible commander must be notified
immediately and all alternatives to indoor defuel
ing should be considered. If indoor defueling is the
only course of action possible, proceed as follows:
a. Preparing to Defuel.
(1) Move all aircraft that can be moved out of
the hangar and at least 50 feet away from it.
(2) Open the main doors of the hangar and
close any office or shop doors that open into the
hangar. (Opening the main doors provides max
imum ventilation as well as allowing the force of
an explosion to dissipate.)
# (3) Turn off all engines, electrical equipment,
or other possible spark sources within 50 feet. Do
not start or continue the operation if there is an
electrical storm in the immediate area or if there is
a fuel spill, crash, fire, or any other emergency at
the airfield.
(4) If possible, have a firetruck stand by with
its hoses deployed. If there is no firetruck, station
trained firefighters nearby with fire extinguishers
ready.
(5) Clear the area, for at least 50 feet, of
personnel and equipment that are not required for
defueling.
b. Defueling. In a hangar, the water piping or a
buried grid usually provides the ground connec
tion. In a tent, use a ground rod.
(1) If the aircraft is to be defueled into a tank
vehicle, follow the procedures in paragraph 9-3b
above.
(2) If the aircraft is to be defueled into a
container, follow the procedures in paragraph 9-3c
above.
9-5. Disposition of Drained Fuel
a. Fuel Drained After Mishaps or for Suspect
Quality. When an aircraft has crashed, made a
forced landing, or when the quality of its fuel is
questionable, the fuel drained from it must be
stored, sampled, and tested before it may be used,
downgraded, or disposed of. Segregate the fuel by
grade and mark it. When there is enough of a grade
collected to justify sampling and testing, when a
container is full, or when AVGAS has been
collected for 6 months or JP-4 for 12 months, draw
a sample and send it to your supporting petroleum
laboratory. Mark the batch from which the sample
is taken to identify it with the sample, and seal or
label the container so that no further drained fuel
will be added to it. The laboratory will test the fuel
and send back guidance for use or disposal. If the
fuel is off specification, the laboratory will notify
you and will also forward a report to the US Army
General Materiel and Petroleum Activity
(USAGMPA). USAGMPA will provide you with

instructions for use or disposal of off-specification
products.
O b. Fuel Drained for Other Reasons. When an
aircraft is defueled for maintenance, weight
C2, FM 10-68
balance, shipping, or storage, the fuel may be
returned to a fuel storage system or refueler
provided that it is passed through a
filter/separator as it is drained from the aircraft.
9-3

reaction.
* 10-7. Fire plans for Fixed Airfields
Note. Although these fire plans are for fixed airfields, they
are the model for fire plans at temporary refueling points.
Planning for emergencies is essential. A detailed
fire plan should be prepared at each fixed airfield
or refueling point. At an airfield which is authoriz
ed a fire department, the fire chief prepares the
plan. The fire plan should include specific local
information in the following areas and whatever
other local information or procedures the fire chief,
rescue chief, and safety officer deem necessary.
Copies of the fire plan should be distributed to all
personnel and agencies concerned, both military
and civilian.
# a. Location System. A system for locating a fire
or accident site should be established so that fire,
rescue, and medical personnel and equipment can
reach the site as quickly as possible. Use of a grid
map is the simplest and fastest way of locating the
site. Such a grid map usually shows the area
within a 15-nautical mile radius of the center of the
airfield. The operations officer, tower airfield fire
and rescue stations, other fire stations in the area,
medical support facilities, military police, local
telephone exchanges, and other related personnel
and agencies should have copies of this map. A
copy should be in each fire, rescue, and emergency
vehicle.
b. Access System. Roads that provide quick
access to various areas of the airfield should be
clearly marked on the grid map. These access
roads should be usable in all weather by the
heaviest piece of equipment needed at the scene of
the fire or accident. If the airfield is fenced, fire and
rescue chiefs should coordinate with security
personnel to determine whether gates with
breakable locks or sections of knockdown fence
should be used to provide access to emergency
vehicles from supporting military or civilian fire
and rescue groups.
c. Personnel and Equipment. The fire plan
should include details of the response expected
from personnel and equipment. Each vehicle that
must respond to an emergency should be listed,
with the equipment to be aboard at all times and
the personnel required. Auxiliary equipment that
may be required, such as extra water trucks,
should be included along with the method to be
used to call for such vehicles.
d. Local Support. If an Army airfield without a
fire department is located on or near a military
installation, fire-protection support is usually
provided by the post engineer of that installation.
If an airfield without a fire department is located
within a municipality, a fire-protection district, or
C2, FM 10-68
other governmental subdivision that is responsi
ble for fire protection, the airfield should be
provided service without charge. Where the
airfield has a fire department, the airfield com
mander is encouraged to negotiate a mutual aid
agreement with local civilian fire and rescue
activities, acting for the Secretary of the Army
under the provisions of 69 Statute 66 (42 United
States Code 1856). For details of arrangements of
these types, see AR 420-90.
e. Medical Support. Medical support should be
planned for and outlined in the fire plan. Medical
support plans should include provisions for
notifying medical authorities, and providing for
first aid, transportation of casualties either by
ambulance or helicopter, and hospitalization. The
plans may include either military or civilian
medical services or both, as appropriate and
available. Responsibility for establishing a tem
porary morgue should be assigned to medical
authorities or persons familiar with the legal
aspects of identification of casualties.
f. Heavy Equipment. The fire plan should list the
heavy equipment, such as cranes, jacks, forklift
trucks, generators, heavy cables, and winch
equipped vehicles, available for use in a fire, crash,
or other emergency and provisions for calling such
equipment to the site.
g. Communications. The fire plan should include
arrangements for alarm and emergency com
munication by phone, two-way radio, or other
method. Plans should be included for alerting all
emergency personnel and other concerned
authorities. Arrangements should be made for
intercommunication among authorities during the
fire or emergency.
h. Standbys. The fire plan should specify
procedures for anticipated accidents and standby
alerts (AR 95-26). It should outline procedures for
the tower to use in relaying information to the fire
and emergency rescue chiefs and for remaining in
continuous contact with them if an aircraft reports
any abnormal condition before landing. The
following basic information is needed in a standby
alert: type of aircraft; nature of the emergency;
amount and type of fuel aboard; number and
nature of injuries among personnel aboard;
runway or landing pad to be used; and the nature
and location of any armaments or dangerous
cargo aboard. The detailed procedures for a
precautionary standby should be included. Fire
equipment should always be called for in a
standby, because any aircraft accident may
develop into a fire.
i. Directory. In addition to specific plans for the
above items, the fire plan should list the names,
10-5
C2, FM 10-68
phone numbers, and locations of the following
agencies or persons and any other related per
sonnel or organization specified by the fire, rescue,
and safety officers.
(1) Supporting fire departments.
(2) Supporting rescue or emergency services.
(3) Medical personnel and facilities.
(4) Airfield officials.
(5) Military police.
(6) Chaplains or clergy.
(7) Other military or governmental agencies
concerned.
10-8. Fire Plans for Temporary Refuel
ing Points
The scope of the fire plan developed for a
temporary refueling point depends on the location
and situation of the temporary point. At a
semipermanent point in a secure area, the fire plan
may include most of the features of the plan for a
fixed airfield; at a FARE point in the forward area,
the fire plan may be little more than a statement of
responsibilities for manning fire extinguishers
and methods of providing for first aid and
evacuation of casualties. One difference between
the fire plans of large semipermanent points and
small points that are moved frequently relates to
fire at the fuel source. Large points use 3,000- or
10,000-gallon collapsible tanks, each surrounded
by a dike or berm (para 7-17b) that can contain a
fire or spill. Hand fire extinguishers do not have
the capacity to put out a fire of this size, even
though the fire is physically contained. However,
if the refueling point has a foam truck or if there is
nearby support capable of fighting a tank fire,
procedures for such an emergency should be
included in the fire plan. The fuel reservoir at a
FARE point is the 500-gallon collapsible drum. If
the 500-gallon drum ruptures or is punctured, it
tends to burst and spray fuel over a large area.
Section III. TRAINING
10-10. Need for Training
Since the effectiveness of firefighting and rescue
work depends to such an extent on speed, the
importance of thorough and continuous training
cannot be overemphasized. Two simple facts make
this point cléâr. The charge of many fire ex
tinguishers, including the one carried aboard
Army helicopters, lasts for 8 seconds. In 8 seconds,
fire can spread more than 93 feet on AVGAS or JP
4. Think what this means in terms of both
firefighting and rescue. Eight seconds is not
enough time to learn how to react, only enough
time to act on what has already been thoroughly
learned and practiced. The safety of both human
10-6
There is no effective way to contain a fire over such
an area with the equipment available at a FARE
point, so the fire plan for a FARE point should be
directed toward controlling fires at the nozzles or
at the pump.
10–9. Crash Plans
Fire plans and crash plans are verv similar
because fire equipment and personnel are always
involved in crash plans. The principal difference
has to do with crash investigation. In a crash plan,
a crash investigation board is established and
provisions are made for photographing and
guarding the crash wreckage until the investiga
tion can be completed.
a. Fixed Airfields. For fixed airfields that are
authorized fire and crash rescue departments, AR
95-5 provides a completed guide for developing an
airfield crash plan, including primary and secon
dary station crash alarm systems, preaccident
planning, development of grid maps, and
guidelines for safeguarding wreckage. AR 95-26
provides procedures for responding to crash
emergencies both on and off the airfield. This
regulation specifies the responses required from
fire and rescue crews, medical personnel and
ambulance crews, the fire chief, the provost
marshal or police, the installation fire marshal,
the officer in charge of aircraft maintenance,
photographers, chaplains, the security officer, and
aeromedical evacuation personnel.
b. Temporary and For: "ard Refueling Points. At
temporary and forward refueling points that do
not have engineer fire and rescue departments, the
commanding officer and safety ºfficer should
develop and distribute a crash plan. The plan
should be based on the guidance in AR 95-5 and 95.
26 but must be tailored to fit the physical
circumstances and tactical situation of the tem
porary refueling point.
life and valuable nº opertv do nonds on the quality
and quantity of training that has been given to the
personnel who are on the site of a fire or accident
when it happens.
10-11. Effects of Training
Four principal factors make continuous training
effective. Two relate to learned skills—speed of
reaction and teamwork. The other two relate to the
effectiveness of training in overcoming psy
chological factors—fear of approaching a
petroleum fire and carelessness caused by routine
performance of hazardous duties.
a. Speed of Reaction. Continuous practice
increases the speed with which personnel react to

an emergency. Therefore, training teaches the
student not only how to react, but drills him in
reaction skills so he is prepared to act both
properly and immediately.
b. Teamwork. Successful firefighting and rescue
work depend on teamwork, and training prepares
a man to function as part of a team. At fixed
airfields, firefighters and rescue workers are
formed into teams that must act as single units in
emergencies. Each member must know his own
function and those of the other members so that all
personnel can work together in a consolidated
action. Even at the smallest FARE point, there
must be teamwork between the person at the pump
and the person at the nozzle to shut off the flow of
fuel and fight a fire. Often one of these men is a
member of the aircrew while the other is a member
of the ground crew; it is essential that they have
similar training and that each is familiar with the
other's equipment.
c. Fear. A reaction of fear, or rather of awe, is
normal when a person faces a petroleum fire for
the first time. The volume of smoke, the spec
tacular nature of the fire, and the intensity of heat
that are produced by burning AVGAS or JP-4, or
produced by a fire that involves an aircraft, are so
great that even experienced firefighters may
hesitate to approach with small fire extinguishers
or when water supplies are limited. Only realistic
training can overcome this natural reaction. Tests
have shown that SMALL AMOUNTS OF THE
RIGHT EXTINGUISHING AGENTS, APPLIED
QUICKLY AND CORRECTLY, CAN CONTROL
FUEL FIRES. Therefore, realistic training
provides the opportunity to build not only skill but
also reasonable confidence in the possibility of
Success.
d. Carelessness. Routine may be one of the most
serious dangers to personnel who work in aircraft
refueling. When a person works in an area of
potential danger day in and day out, he becomes
accustomed to the hazards and tends to relax and
get careless. Training is effective against this
human trait in two different ways. First, con
tinuous training makes the proper reaction to a fire
or emergency habitual and instantaneous. Se
cond, each periodic exposure to a fuel fire reminds
personnel of the hazards they face and tends to
make them more careful in their regular
petroleum-handling duties.
10-12. Firefighting and Rescue Per
sonnel -
The primary requirement for firefighters and
rescue personnel is that they be fully trained and
qualified. Because military personnel rotate fre
quently, it is difficult to keep a team of fully trained
C2, FM 10-68
personnel. This problem makes continuous train
ing necessary to provide qualified replacement
personnel.
a. Desired Characteristics. Certain personal
characteristics are importantin assessing a man's
potential for success in firefighting and rescue
work. These characteristics should be considered
when assigning men to fulltime work in these
fields or when assigning them to firefighting
teams or to airfield service sections where they
may be called on to fight fires or rescue personnel.
The following are desirable characteristics:
(1) Physical fitness.
(2) Mental and emotional stamina.
(3) Resoluteness.
(4) Initiative.
(5) Ability to assess an emergency situation
intelligently.
(6) Ability to act immediately and decisively.
b. Supervision. Ideally, firefighters and rescue
personnel should be able to act promptly and
intelligently without detailed supervision. When
the personnel available do not show the required
initiative or the capability to act quickly and with
resolution, the quality of the supervisory per
sonnel becomes crucial to success. The supervisors
must exercise leadership and must, above all, be
fully qualified in all aspects of petroleum and
aircraft firefighting and rescue.
c. Assignment. Personnel who have not com
pleted basic fire and rescue training, either as
given by the fire chief or by the unit training
officer, should not be assigned responsible
positions on fire or rescue teams. They may assist
in the less hazardous aspects of fire and rescue
work, but the supervisor must see that they do
nothing that would jeopardize their own lives or
the lives of fellow team members or accident
victims. Only fully trained personnel should be
assigned to drive firetrucks or man rescue aircraft
and ground ambulances.
10-13. Establishing a Training Program
a. Responsibility. On an Armywide basis,
firefighting and rescue and training for these
duties are engineer responsibilities. On a fixed
airfield where there is a fire department, the fire
chief or marshal is responsible for training both
regular and auxiliary firefighters and rescue
crews. However, where there is no fire department
or nearby engineer activity, or when the nearest
engineer activity is not staffed to provide training,
the unit commander must see that adequate
training is provided. He usually delegates authori
ty to plan and carry out the training to the unit or
organization training officer. This officer should
work closely with the nearest fire chief and with
10-7
C2, FM 10-68
the unit safety officer.
b. Training Plan. The training plan is an outline
or master plan that provides for continuous
training for all levels of personnel; for evaluation
of the scope, depth, and effectiveness of the
training program; and for the content of the
training course. A guide to the subject matter and
practical experiences that should be covered in the
course is provided in chapter 11 of this manual.
c. Participation. It is desirable that all flight and
ground personnel involved with aircraft refueling
receive training in firefighting and rescue work.
Command personnel should also be familiar with
the fire hazards of aircraft refueling, firefighting
and rescue equipment, and fire and crash plans.
Supervisory personnel should be trained in the
more technical aspects of fire safety (chap 3) so
that they will fully understand the reasons behind
fire and safety procedures.
d. Schedule. Army aircraft must be refueled
under a variety of conditions. Servicing may take
place at fixed airfields in peacetime or at FARE
points in combat conditions. Training programs
and training frequency must be adapted to serve
these widely varying circumstances. The follow
ing suggestions for training frequency are intend
ed only as a guide for the personnel who are
responsible for training programs.
(1) Weekly. Regular classes should be held
weekly. These classes should include a small
amount of theory, actual operation of equipment
including periodic use on test fires, basic rescue
procedures, and mobile equipment dry runs
(drills). Occasionally, dry runs should be held at
night, in fog, and in other conditions of low
visibility. Personnel should frequently be tested on
their ability to produce a certain item of emergency
equipment within a set amount of time. Ability to
locate and deliver required equipment immediate
ly is vital in a fire or crash situation.
(2) Monthly. Hot drills, actual use of all
firefighting and rescue equipment, should be held
monthly. These drills should emphasize speed of
reaction and teamwork in use of the equipment.
Various test conditions should be established for
these drills to give practice in approaching fires
and crash scenes of various types, at various
locations, under various wind and weather con
ditions.
(3) Quarterly. Quarterly large-scale drills
should be held with supporting agencies—fire,
emergency, and medical groups, military and
civilian—to test the overall coordination required
to fight major fires or react to major emergencies.
e. Motivation. The officer in charge of the
training program is responsible for keeping the
10-8
motivation of the students high and for main
taining their interest. In the tactical phase of
training (for example, section III of chapter 11),
interest is high because every fire and crash
situation is different; endless variations of
situations can be used as tactical problems both
for working out theoretical solutions and for dry
and hot runs. The more routine aspects of training,
such as equipment care and maintenance, are less
interesting; yet every person must assure himself
that his equipment works properly each duty day.
Actual use of assigned equipment on test fires is
effective in keeping motivation high in these more
routine aspects of the training program.
10-14. Training Program Content
a. Fixed Airfields. The minimum content of the
training program developed by a fire chief, at a
fixed airfield that has a fire department, is
specified in AR 95-26. Requirements for training
areas and procedures for alerts that occur during
training periods are also provided in this regula
tion. The training program must include the
following subjects:
(1) Fire and rescue organization.
(2) Procedures for mobilizing to meet an
emergency.
(3) Principles of fire, fire control, and fire
extinguishers, particularly as these principles
apply to aviation fuels, armaments and ex
plosives, and nuclear materials.
(4) Operation and organizational
maintenance of firetrucks, associated fire and
rescue equipment, and rescue aircraft.
(5) Aircraft identification and familiarization.
(6) Basic rescue and first aid procedures.
(7) Actual practice on fires in simulated
accidents.
(8) Review and discussion of operations in past
accidents.
(9) Radio and voice communication operations
and procedures.
b. Temporary or Forward Refueling Points. For
units that operate temporary or forward refueling
points, the training program must be established
by the commander and carried out by the training
officer. Certain of the subjects that are specified
and suitable for training at fixed airfields may no
longer be appropriate. For this reason, fire and
rescue organization, operation and maintenance
of large mobile firefighting equipment, and radio
communication, do not appear in the firefighting
and rescue training program in chapter 11. These,
and any other subjects that are appropriate to the
specific local situation, should be added to the
locally devised training program when they are
needed. The officer who must plan and carry out
 C2, FM 10-68

the training program should use all guidance and guidance of any nearby engineer and medical
available, including AR 95-5, AR 95-26, TM 5-315, personnel, and all available Department of the
the program suggestions in chapter 11, the advice Army and command training aids.

Figure 10-1. Crash rescue chart for OH-6.

(Located in back of manual)

Figure 10-2. Crash rescue chart for OH-58.

(Located in back of manual)

Figure 10.3. Crash rescue chart for AH-1.

(Located in back of manual)

Figure 10.4. Crash rescue chart for UH-1.

(Located in back of manual)
|.
Figure 10.5. Crash rescue chart for CH-47.
(Located in back of manual)

10–9
 C2, FM 10-68

- --"
CREW: 2 º - - - º-
– PASSENGERS 4 - | -

- - - - L*

_-

PASSENGERS:
TROOP SEATING: 10
NORMAL SEATING: 6

Figure 11-12. U-21 (Ute) operational aircraft.

11-9
C2, FM 10-68
CREW: 2
Figure 11-13. OV-1 (Mohawk) operational aircraft.
Section II. BASIC CRASH RESCUE TRAINING
11-7. Introduction
Planning, training, and immediate positive action
can save lives in aircraft crashes or fires. No one
should assume that an aircraft accident has been
fatal to members of the aircrew. Fire is often a
delayed result of a crash impact and, if the
firefighting response is immediate, personnel in
the aircraft may be rescued. Regardless of the
extent of the fire and limited firefighting capabili
ty, firefighting and rescue operations should start
immediately with the aim of rescuing personnel.
Basic rescue training should be concerned with
two problems: how to approach and get into the
aircraft, and how to get personnel out of the
aircraft.
1 1-8. Approach and Entry
# a. Theory.
(1) Nature of the hazards. Teach the students
about the principal hazards they will face—the
armaments and fuels and other combustibles
aboard the aircraft. Crash rescue charts, prepared
by the US Army Agency for Aviation Safety, are
included at the back of this manual as foldout
figures 10-1 through 10-5. Teach the students how
the armaments aboard react to fire (para 10-6a).
(2) Approach. The route of approach to the
aircraft is determined by the position of personnel
in the aircraft, the position of armaments aboard,
and the location offire and the wind direction if the
aircraft is afire. Using the crash rescue charts,
11-10
work out with the students the best method of
approach to each type of aircraft in different fire
and crash situations.
(3) Entry. Using the crash rescue charts, teach
the students where the exits are and where
personnel may be located in each type of aircraft.
For detailed information on entrances and exits
from Army aircraft, see TM 5-315.
b. Practice. There is no substitute for study of the
actual aircraft that are likely to use the refueling
point. Use every opportunity to have students
approach the aircraft, identify the armaments,
identify likely locations of personnel aboard, and
actually open exits. Familiarize them with every
opening device both inside and outside the
aircraft. Have the students work the openings
until they know them well enough to operate
effectively even in darkness, smoke, or other
conditions of low visibility.
11-9. Evacuation
Train the students, by use of hypothetical
situations, to determine whether the hazards of a
situation are so great that personnel should be
evacuated from the aircraft instantly or whether
the fire should be fought first until help arrives to
assist in rescue. Sometimes wreckage or twisted
controls make it difficult or impossible to rescue
personnel without help. Extreme care should be
used in moving injured personnel (para 11-5).
Train the students to release air crewmen from

safety belts and shoulder harnesses and from
parachutes and ejection seats if appropriate. (At
semipermanent airfields, personnel should be
familiar with features of fixed-wing as well as
rotary-wing aircraft and may need to know
pertinent facts about aircraft of other Armed
Forces. At forward refueling points, training
should emphasize helicopters.)
MANUAL OVERRIDE HANDLE
Figure 11-14. MK-J5D (Martin-Baker) ejection seat.
* b. Parachutes. The two basic types of parachutes
used in Army fixed-wing aircraft are the back type
C2, FM 10-68
# a. MK-J5D Ejector Seat. To release a person from
the MK-J5D (Martin-Baker) ejector seatin the OH
1 (Mohawk) plane, use the manual override handle
(fig 11-14). Squeeze the trigger and hand grip and
pull the handle up and aft (toward the rear of the
plane). This frees the pilot or passenger from the
seat. See paragraph 2-4a in TM 55-1680-308-24 for
more detailed information.
and the attachable chest type. The parachute
harness may have either three clip-type fasteners
11-11
C2, FM 10-68

(fig 11-15) or one quick-release box (fig 11-16). The release any parachute harness equipment they are
parachute harness may also have one or two likely to encounter on the job. Whenever possible,
parachute canopy releases. Train the students to have them release a person in an actual aircraft.

W T-PARACHUIE CANOPYSTRAPS

CHESISTRAPS

BACKSTRAPS

CLIPTYPE FASTENER

Figure 11-15. Parachute harness with clip-type fasteners.

11-12
 C2, FM 10-68

3. PUSH PLAIE 10 RELEASE HARNESS

Figure 11-16. Parachute harness quick-release box.

11-13
C2, FM 10-68
c. Ejection Seats. If the students work with or
around aircraft that have ejection seats, train
them on aircraft so equipped. Serious accidents
have resulted when untrained personnel have
tried to rescue persons from ejection seats and
have released the seat by mistake.
d. Removing Injured. There is no substitute for
actual experience in this phase of training. If you
have an aircraft seat to use in training, have one of
the students act as an unconscious victim (limp
dead weight) and have the other students practice
releasing and removing him from the seat. If
11-14
+10.
possible, have a first aid instructor present to
teach the students the least damaging way of
moving the victim. Teach the students that it is
11
always easiest to remove a person through the
normal route in and out of the aircraft; only if the
door or canopy is jammed and impossible to open 12
should rescuers try to enter and remove victims by
another route. Whenever possible, practice with a
real aircraft to give the students a chance to
become familiar with the little space and limited
approach and exit possibilities.
 C2, FM 10-68

# 10. Training Circular

TC 11-6 Grounding Techniques.
|) 11. Handbook
MIL-HDBK-200D Quality Surveillance Handbook for Fuels and Lubricants (Oversea Areas).
12. Miscellaneous Publications
USAF TO 00-105E-9 Aircraft Emergency Rescue Information.
ASCC AIR STD 44/31 Tactical Refueling of Helicopters.
NATO STANAG 3117 Aircraft Marshalling Signals.
NATO STANAG 3628 Helicopter Tactical Refueling.
Publications of the National Fire Protection Association (NFPA)
470 Atlantic Avenue
Boston, MA 02210
NFPA 10 Portable Fire Extinguishers.
NFPA 11 Foam Extinguishing Systems.
NFPA 11B Synthetic Foam and Combined Agent Systems.
NFPA 12B Halogenated Fire Extinguishing Agent Systems — Halon 1211.
NFPA 30 Flammable and Combustible Liquids Code.
NFPA 77 Static Electricity.
NFPA 321 Basic Classification of Flammable and Combustible Liquids.
NFPA 385 Tank Vehicles for Flammable and Combustible Liquids.
NFPA 402 S.O.P. Aircraft Rescue and Fire Fighting.
NFPA 403 Air Rescue and Fire Fighting Services at Airports.
NFPA 406M Aircraft Rescue and Fire Fighting Using Conventional Fire Apparatus.
NFPA 407 Aircraft Fuel Servicing.
NFPA 408 Aircraft Hand Fire Extinguishers.
NFPA 410C Aircraft Fuel System Maintenance Operations.
NFPA 414 Aircraft Rescue and Fire Fighting Vehicles.
NFPA 415 Aircraft Fueling Ramp Drainage.
NFPA 418 Roof-Top Heliport Construction and Protection.
NFPA 422M Aircraft Fire Investigators Manual.

A-3
 C2, FM 10-68

APPENDIX D
WATER DETECTION (AOUA-GLO). TEST

* D-1. Equipment Required specifications can be changed to incorporate the

To test aviation fuels for water, you need the Aqua fuel probe and sampling coupler downstream of
Glo series II ultraviolet detector kit (Detector Kit, the filter/separator in all fuel systems and
Water, Automotive/Aviation Fuel, NSN 6640-00 refuelers used to service aircraft, the probe should
244-9478) (fig D-1), paper towels or blotters, and a be requested separately and the probe and coupler
fuel probe (NSN 4930-01-017-3638) attached to the inserted. YOU MUST PROTECT THE COUPLER
sampling coupler (fig D-1) that is mounted in the because if it is broken off there will be a hole in the
line of fuel flow downstream from the fuel line that will COMPLETELY SHUTDOWN
filter/separator. Until appropriate equipment AIRCRAFT REFUELING OPERATIONS.

CARRYING
CASE

º -

-------

METER
PLASTIC ASSEMBLY
BOTTLE

2.

BATTERY
CHARGER

SAMPLING
COUPLER
zº Nº

IOGGLE
WALWE

RECHARGEABLE
BATTERY -
Figure D-1. Aqual-Glo series II ultraviolet detector kut.
 C2, FM 10-68

INSTRUCTIONS
| ARIER FLOWING MEASURED v Olu At Of FUEL THROUGH
w AutºR DELECTOR PAD REM. Ovt. Ex-CEss FLEL BY PRE-SING
FIRMLY BELºw EEN PAPER LOw ELS 2 OR - IIMEs

2 Place Est PAD in window. Prºss swºº Gº But on CN

NSIRUMENT PACK AND AD 115 livir. Unwill nºt tº READ 5
tº C,

3 READ w AIER CONTENT wºn tº E 11 vº ºf a CROS 5 is I ºf

* CAL READING is lºw PPM (P -- Peº wºn tº 5 A.M. P. Lt.
v C LUNAE 15 500 NALL 1111 tºº

A MULTIPLY SCALL NUMBER 9 tº 5 iſ ºn Napºlº v. Olu ºf 15 OO Mall

- SEE INSTRUCTION BO Cº. Ricº ºr Dr. C. Dr. D 1 ºn paps

( S) º
-

METER BATTERY
(COWERED)

Figure D-2. Meter assembly.

D-2. Preparing to Test
Step 1. Put a fully charged battery into the meter
assembly (fig D-2). A fully charged battery will
operate the ultraviolet lamp for about 1 hour, the
time it takes to do about 30 tests.
Step 2. Turn the ultraviolet lamp assembly
upside down and open the test pad slot (fig D-3).
Using the tweezers, take the recalibration stan
dard pad (stored with the tweezers and test pads in
the divider pocket of the kit) and put it, COLORED
SIDE IN toward the lamp, in the test pad slot. DO
NOT TOUCH THE PAD WITH YOUR FINGERS;
ALWAYS HANDLE IT WITH THE TWEEZERS.
Turn the assembly right side up.

`. ~

DETECTOR
PAD HOLDER
Figure D-7. Placing the test pad in the detector pad holder.
pad in the holder. DO NOT TOUCH THE PAD
WITH YOUR FINGERS; ALWAYS USE THE
TWEEZERS. The pad can absorb moisture from
the air and from your skin and your test results
may be false.
Step 4. Couple the detector pad holder assembly
back to the sampling coupler, with the toggle valve
closed, and put the end of the plastic tubing into
the neck of the plastic sample bottle (fig D-1).
Step 5. Open the toggle valve and let 500
milliliters (ml) of fuel flow into the sample bottle.
C2, FM 10-68
PAD
TWEEZERS ſ.
Close the valve.
Step 6. Uncouple the detector pad holder
assembly from the sampling coupler and unscrew
the detector pad holder. Slip one prong of the
tweezers into the notch in the pad holder (fig D-7)
and lift the test pad out.
Step 7. Press the wet test pad between dry paper
towels or blotters to remove excess fuel. Press
down on the pad firmly, move the pad with the
tweezers to a dry place on the towel or blotter, and
press again. Do this several times.
D-7
 C2. FM 10-68
LAMP
SWITCH
Figure D-8. Doing the test.
* D-4, Testing Procedures
Step 1. Using the tweezers, lift the damp test pad
off the towel or blotter and put it in the test pad slot
in the bottom of the ultraviolet lamp assembly (fig
D-4), YELLOW SIDE IN facing the ultraviolet
lamp.
Step 2. Turn the lamp on (step 2, para D-2).
Step 3. Push in on the hooded button of the meter
assembly with your left hand (fig D-8). Watch the
meter scale and move the lever of the ultraviolet
lamp assembly with your right hand until the
meter pointer points to zero.
Step 4. The meter pointer should stabilize in
about 1 minute. As soon as the meter pointer
- -
ULTRAVIOLET
LAMP ASSEMBLY
H00DED
- BUTION
settles to zero, release pressure on the hooded
button and shut off the lamp switch.
# Step 5. Take your reading from the scale behind
the lever, at the point where the leveris. With a 500
ml sample, this scale reads directly into parts per
million of water in the fuel. If your reading is below
10 ppm, you havefinished the test and the fuel may
be used. If your reading is 10 ppm, or if the lever is
at 10 and the meter pointer will not point to zero, go
on with the following steps.
Step 6. Repeat steps 1 through 4 of the sampling
procedures (para D-3).
Step 7. Open the toggle valve and let 100 ml of
fuel flow into the sample bottle. Close the valve.

Step 8. Repeat step 7 of the sampling procedures
and steps 1 through 4 of the test procedures.
Step 9. Take your reading from the scale behind
the lever, at the point where the lever is. Multiply
that reading by 5 to find the parts per million of
water in the sample. For example, if the scale
reading is 3, there are 15 ppm water in the fuel.
(The maximum reading you can get with the Aqua
Glo is 60, 5 times 12, in a 100 ml sample. A 100 ml
sample is the smallest that will give accurate test
results.)
* Step 10. IF THE FUEL ON RETEST SHOWS
MORE THAN 10 PPM WATER, TAKE THE
FUEL AND THE FUEL SYSTEM OR
REFUELER OUT OF SERVICE IMMEDIATE
LY AND FOLLOW THE DIRECTIONS IN
PARAGRAPH 2-9a(2) FOR INSPECTION AND
TESTING OF THE FUEL AND THE EQUIP.
MENT.
C2, FM 10-68
D-5. Maintaining the Kit and Battery
Step 1. Keep the kit and its components clean.
Store the components in the kit and replace
components promptly when necessary.
Step 2. Recharge the battery after each hour of
use. Recharging the battery takes about 16 hours.
The battery charger uses 110-120-volt alternating
current. With proper adaptation, military
generators can provide this type of current. Do not
leave the battery in the charger for more than 2
weeks; permanent damage may result.
Step 3. Replace the meter battery when
necessary with any Army 9-volt dry cell transistor
battery. If necessary for your operations, keep two
batteries in service so one will be ready to use while
the other is being charged.
O

* APPENDIX F
FILLING A 500-GALLON COLLAPSIBLE DRUM FROM
AN M131 A5C TANKER
F-1. General
You can fill drums from a tanker without using the
pressure control valve. You must use the pressure
control valve if the drums are to be transported by
Air Force aircraft, but this is unlikely in the
division. Both sets of instructions are given below.
F-2. Without Using a Pressure Control
Valve
a. Place empty drums in position for helicopter
pickup.
b. Move a container such as a cut-off 55-gallon
drum to the drum you are going to fill first.
c. Pull the tanker to within 50 feet of the drums.
d. Ground the tanker.
e. Put a fire extinguisher within reach of the
tanker's control panel.
f. Unreel the 1%-inch hose and unscrew nozzle.
(The hose outlet without the nozzle has a 1%-inch
threaded male coupling.)
g. Screw an adapter that is 1%-inch threaded
female on one end and 1%-inch quick-couple male
on the other (NSN 4730-00-948-1718) into the end of
the hose.
h. Couple the male quick-couple end of the
adapter to the elbow that comes with the drum.
i. Uncouple the elbow from the drum and hang it
over the edge of the container. Be sure the elbow
valve is closed.
j. Turn on the tanker pump and adjust the flow to
about 50 gpm.
k. Holding the elbow over the container, open the
elbow valve enough to let all air in the hose escape.
C2, FM 10-68
As soon as fuel flows through, close the valve.
l. Couple the elbow to the drum and open the
elbow valve all the way.
m. When the drum is full, it will be round and
firm. Close the elbow valve and disconnect the
elbow from the drum. Move to the next drum and
repeat steps l and m until all drums are filled.
F-3. Using a Pressure Control Valve
a. Follow steps a through g in the instructions
for filling without the pressure control valve.
b. Couple the male quick-couple end of the
adapter to the inlet of the pressure control valve.
c. Couple the outlet end of the 1%-inch pressure
control-valve hose or its 5-foot hose to the drum
elbow.
d. Uncouple the elbow from the drum and hang it
over the edge of the container. Be sure the elbow
valve is closed.
e. Holding the elbow over the container, open the
valve enough to let air out. Push the FILL button
on the pressure control valve. As soon as the air is
pushed out and the fuel flows, close the elbow
valve.
f. Couple the elbow to the drum and open the
elbow valve.
g. Push the FILL button on the pressure control
valve.
h. Fill the drum. The pressure control valve will
shut off the flow when the drum is full. Close the
elbow valve, disconnect the elbow, move to the
next drum, and repeat steps f, g, and h.
F-1
 C2, FM 10-68
INDEX

Paragraph
AH-1 helicopter
Spacing of at FARE site.............................................................................. 7-4a
Spacing of at temporary refueling site.............................................................. 7-15a(1)
Aircraft
Fires and crashes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-11
Identification. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-6
Marshaling hand signals........................................................................... 1-5, 4-2
Orientation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-4a
Air traffic control (ATC). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1
API gravity test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-9a(1), 2-10a, app C
Aqua Glo test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-9a(2), 2-10b, app D 2-3, 2-5, D-1
Armaments, hazards
In crash rescue work..... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-8a(1) 11-10
In firefighting. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-6a 10-4
Aviation gasoline (AVGAS)................................................................................. 2-3 2-1

Bonding as defense against static sparking.................................................................. 8-9 3-4

Boots, wearing of... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-3ſ 5-3

CH-47 helicopter
Emergency servicing at FARE site................................................ - - - - - - - - - - - - - - - - - - - - 7-4a 7-4
Spacing for, at temporary refueling site............................................................ 7-15a(2)
CH-54 helicopter, emergency servicing at FARE site........................................ - - - - - - - - - 7-4a
- - - - - - -

Camouflage. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-6
of a FARE point. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-3b, 7-4e
of refuelers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-6
of temporary refueling point......................................................................... 7-15e
Carbon dioxide fire extinguisher........................................................................ 10-3a(3)
Classification of fuel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-9a(1), 2-10a, app C
Closed-circuit refueling (CCR).............................................................................. 6-1
Definition of... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-7a
Equipment. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-la, b
Fill port. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-la(1)
Nozzle. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-la(2)
Nozzle adapter, open-port........................................................................... 6-la(3)
Clothing, personnel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-3
Correct removal. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-15
Commingled fuels. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2-60
Contamination hazards of fuels............................................................................. 2-6
Crash plans. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
10–9
For fixed airfields. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-9a
For temporary and forward area refueling points...................................................... 10-9b
Countersurveillance......................................................... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-6

Defueling. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-1–9-5
Gravity. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-25
Indoors. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-4
Into a tank vehicle................................... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-3b
Methods. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-2
Power. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-2a
Procedures. . . . . . . . . . . . . . . . . ........................................................................... 9-3
Disassembling and moving FARE system................................................................... 7–11
Discharge hose and fittings, FARE...................................................................... 7-2a(3)
Assembly. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-6C
Dispensing point, FARE, assembly......................................................................... 7-6al
Disposal of off-specification fuel......................................................................... 2-13a
Drainage
At FARE site. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-4d 7-4
At temporary refueling site.......................................................................... 7-15C/ 7-2
Drained fuel, disposition of................................................................................. 9-5 9-2
Earmuffs, wearing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-3d(2) 5-2
Barplugs, wearing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ................................................. 5-3d(2) 5-2
Electrical circuits, arcing, as source of ignition.............................................................. 3-18 3-8
Electricity, static. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-5–3-16 3-3—3-7
Engines, operating, as a source of ignition.................................................................. 3-17 3-7

Index-1
 C2, FM 10-68
Paragraph Page
Equipment layout
FARE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-6 7-4
Temporary refueling point............................................................................ 7-17 7-23
Equipment
Closed-circuit refueling. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ........................................... 6-1 6-1
Firefighting, use and care of.......................................................................... 11-3 11-1
Grounding, at temporary refueling point.............................................................. 7-170 7-23
Other, as source of ignition. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-21 3-8
Open-port. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-2 6-7

Fill port, definition. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ........................... 1-7C 1-2

Filter separator, care of . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-14 2-6
Filter/separator, FARE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-2a(2) 7-2
Grounding. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-65 7-4
Layout. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-6a 7-4
Priming. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-7c.(2) 7-10
Pump fill. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-7c(3) 7-10
Filter/separator, temporary refueling point, inspection . . . . . . . . . . . . . . . . . . ................................... 7-186. 7-24
Fire and rescue procedures
At FARE point. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-9 7-12
At refueler. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-12 8-17
At temporary refueling point.......................................................................... 7-20 7-26
Fire extinguishers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10–3 10-2
Carbon dioxide. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-3a(3) 10-2
Foam. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-3a(4), 11-3b(4) 10-2, 11-2
FARE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-2b(1) 7-2
Halon 1211. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-3a(1), 11-3b(1) 10-2, 11-1
Purple K. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-3a(2), 11-3b(2) 10-2, 11-1
Required locations (minimum)........................................................................ 10-3b 10-3
Types of . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-3a 10-2
Use and care. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-3 11-1
Water types of . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-3b(5) 11-2
re extinguishers, placement
At FARE point. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-2b(1) 7-2
At temporary refueling point. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-17C 7-24
e extinguishers, inspection of, at temporary
efueling point. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-18g 7-24.1
es
Grass and brush. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-13 11-15
Petroleum. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-12 11-15
efighting
Rescue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-1—10-14 10-1—10-8
Principles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-2 10-1
fighting and rescue personnel......................................................................... 10-12 10-7
Assignment. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-12c 10-7
Characteristics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-12a 10-7
Program of training. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-13, 10-14 10-7, 10-8
Supervision. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-12b 10-7
and crash plans. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-6–10–9 10-4—10-6
lans
or fixed airfields. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-7, 10-5
r temporary refueling points. . . . . . . . . . . . * - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 10-8 10-6
classes
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-1a 10-1
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-1b 10-1
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-1C 10-1
d instruction. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-5 11-3
open, as a source of ignition....................................................................... 3-20 3-8
re extinguisher................................................................................ 10-3a(4) 10-2
p actions
FARE point. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-10 7-13
emporary refueling point.......................................................................... 7-21 7–26
efueler. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-13 8-17
ee Forward area refueling equipment system (FARE)
area refueling equipment system (FARE)
re operations. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-7b 7-9
ition. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-7b 1-1

Index-2
 C2, FM 10-68
Paragraph Page

Forward area refueling equipment system (FARE)—Continued

Equipment. . . . . . . . .................................. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-2 7-1
Equipment layout. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-6 7-4
Gravity prime. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-7c 7-10
Operating personnel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-7a 7-9
Operation of, preparing........................ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.7 7-9
Use. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-1 7-1
Fuel
Aqua Glo test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-9a(2) 2-3
API gravity range. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-9a(1), app C 2-3, C-1
Autoignition temperature................................ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1d 3-1
Behavior, after ignition................ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-2 - 3-2
Classification. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-9a(1), 2-10a, app C 2-3, 2-5, C-1
Cleanliness and brightness.............. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-9b(2) 2-4
Cloudiness or haziness.............................................................................. 2-9b(3) 2-4
Color. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-9b(1) º 2-4
Control of, in firefighting........... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-2a 10-1
Detection of water in ................................................................. 2-9a(2), 2-10a, app D 2-3, 2-5, D-1
Disposal of off-specification.......................................................................... 2-13a 2-6
Drained, disposition of after defueling.................................................................. 9-5 9-2
Electrostatic susceptibility............................................................................ 3-le 3-2
Fibrous material. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-9b(6) 2-4
Fire hazards. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-2 3-2
Flammability limits. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1b 3-1
Flashpoint. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1a 3-1
Jet (turbine). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1 2-1
Reclamation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-13b 2-6
Reducing fire hazard. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-3 3-2
Sparks from. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-12 3-6
Spills. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-4 10-3
Testing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-8–2-11 2-3–2-5
Vapor pressure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1c 3-1
Fueling, switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-4 3-3
Fuel system icing inhibitor (FSII)........................................................................... 2-2 2-1
Gloves, wearing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-3e 5-3
Goggles, wearing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-3d 5-2
Grass and brush fires.................................................................................... 11-13 11-15
Gravity defueling. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-28, 9-3c 9-1, 9-2
Grounding and bonding of equipment, inspection of
at temporary refueling point............................................................................ 7-18ſ 7-24
Grounding as defense against static sparking.............................................................. 3-10 3-4
Grounding and bonding, methods........................................................................... 3-11 3-5
Method 1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-11a 3-5
Method 2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-11b 3-5
Method 3. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-11c 3-5
Ground rod
Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-10a(1) 3-4
Marking location. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-10b 3-5
Methods of using..................................................................................... 3-11 3-5
Proper depth. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-11 3-5
Testing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-10c, app E 3-5, E-1
Use. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-10a(2) 3-5

Halon 1211 fire extinguisher................................................................... 7-2b(1), 10-3a(1) 7-2, 10-2

Heat, control of, in firefighting........................................................................... 10-2c 10-2
Helmet, flyer's . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-3b 5-2
Motorcyclist's . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-3c 5-2
Hose refueling. . . . . . . . . . . . . . . . . . . . . . . . . . . . ................................................................. 6-4 6-8
Hydrostatic testing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .................................................... 6–4a, b 6-8
Salvage and recoupling. . . . . . . . . . . . . . . . . . . . . . . . ........................................................ 6-4C 6-9
Hoses, inspection of, at temporary refueling point......................................................... 7-18b 7-24
Hose, suction, and fitting, FARE. ....................................................................... 7-2a(4) 7-2
Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ...................................... 7.7f 7-10
Hot refueling. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ............................................................ 6-1b 6-7
Definition. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ............................................................ 1-7d 1-1
Policy. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .................................................................... 6–3 6-8
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Hydrostatic test
Procedures. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6–4b 6-8
Requirements. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6–4a 6-8

Indentification, aircraft. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ............................................ 11-6 11-3

International agreements................................................................................... 1-5 1-1

Jet (turbine) fuel............. ". . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1

Kit, sampling. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-12 2-6

Laboratory testing of fuels. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-8

Landing aids. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-3
At forward area refueling point....................................................................... 4-3b
At semipermanent refueling point..................................................................... 4-3a
Layout, FARE equipment........ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .............. 7-6
Lighting as a landing aid
At forward area refueling point....................................................................... 4-3b
At semipermanent refueling point. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-3a
Lightning, danger. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-16
Location of FARE system. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-3

Marking
of Forward area refueling point....................................................................... 4-3b
of Semipermanent refueling point..................................................................... 4-3a
of Vehicles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-5
Microbiological growth in fuels............................................................................ 2-6c
Moving FARE system. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-11
Nozzle
Definition. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-Ro 1-2
Inspection of at temporary refueling point............................................................ .1 7e 7-2

OH-6 helicopter -

Spacing for, at FARE site. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-4a 7-4

Spacing for, at temporary refueling site............................................................ 7-15a(1) 7-17
OH-58 helicopter
Spacing for, at FARE site. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-4a 7-4
Spacing for, at temporary refueling site............................................................ 7-15a(1) 7.17
Open-port refueling. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-2
Definition. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-7f 1-2
Nozzles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-2a, b 6-7, 6-8
Operations
Daily, at temporary refueling point.................................................................... 7-18 7-24
Sequence, at FARE point.............................................................................. 7-8 7-11
Sequence, at temporary refueling point................................................................ 7-19 7-25
Sequence of, from refueler............................................................................ 8-11 8-14
Orientation
Aircraft. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-4a 1-1
Vehicle. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-4b 1-1
xygen, control of, in firefighting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ........................ 10-2b 10-1
arks, vehicle. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-7 8-12
ssenger marshaling area................................................................................ 5-5b 5-3
At temporary refueling site. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-15f 7-23
thfinder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4–1, 7-3 4-1, 7-3
rsonnel
Authorized to sample and test fuels..................................................................... 2-7
Boots. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-3f
Clothing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . - - - - - - - - - - - - - - - - - - - - - - - - - - - 5-3
Dangers to, from aircraft. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-1
Dangers to, from fuel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-2
Firefighting and rescue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-12 10-7
loves. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-3e
oggles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-3d(1)
aring protection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-3d(2)
lmet. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . - - - - - - - - - - - - - - - - - - 5-3b, c
- - - - - - - - - - - - - - - - - - - - - -

moval of clothing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-15

iform. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-3a, 5-4 5-2, 5-3
um fires.................................. - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 11-12 11-15
ire and crash. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10–6–10–9 10-4–10-6
efueling. . . . . . . . . . . . . . . . . . . . . . . . . . … 6-3 6-8

Index-4
 C2, FM 10-68
Paragraph Page
Power defueling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 2a 9-1
Pump, inspection, at temporary refueling point. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-18th 7-24
Pumping assembly, FARE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-2a 7-1
Full prime. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-7e 7.1()

Gravity prime. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-7c(1) 7-10

Layout. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-6a 7-4
Priming. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-71 7-1()
Purple Kfire extinguisher. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-3a(2) 10-2

Quality surveillance. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-4-2-13 2-1–2-6

Need for. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-4 2-1

Responsibility for. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-5 2-2

Radar as a source of ignition. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-19 3-8

Reclamation of off-specification fuel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-13b 2-6
Recoupling hose. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6–4c 6-9
Definition. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6–4 6-8
Refuelers
Aircraft. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-1 8-1
Camouflage. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-6 8-12
Definition. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-7g 1-2
Markings. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-5 8-10
Personnel operating. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8–10 8-14

Preoperational checks. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-9 8-13

Refueling
Aircraft at FARE point. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-8g 7-11
Aircraft at temporary refueling point. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-19t 7-25
Closed-circuit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-1 6-1
Equipment. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-1—6-4 6-1–6-8
Hose and fittings. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-2a(3) 7-2
Hot. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-1b, 6-3a, b 6-7, 6-8, 6-8
Open-port. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-2 6-7
Point, definition. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.7h 1-2
Policy. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6–3 6-8
Systems. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-1–7-21 7-1–7-26
Refueling from. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-1 li 8-16

O Tank and pump unit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-4

Tank semitrailer. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-2
8-9
8-1
Tank truck. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 83, 83.1 8-8, 8-8.1
Training of drivers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-8 8-12
Refueling systems(s)
Definition. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-7t 1-2
FARE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-1–7-11 7-1–7-13
Temporary and semipermanent.................................................................. 7-12–7–21 7-1 4–7–26
Rescuing personnel trapped in aircraft............................................................... 10-6b, 11-9 10-4, 11-10
Hazards. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-8 11-10
esistance to ground. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-10c, app E 3-5, E-1
od, ground (See Ground rod)
afety requirements, before operations, at temporary refueling point. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-18. 7-24.1
alvaging hose. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-4C 6-9
ampling kit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-12 2-6
ampling of fuels (See Testing of fuels)
amples, fuel, drawing of daily, at temporary refueling point. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-18h 7-24.1
diment. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-6a, 2-9b(4) 2-2, 2-4
mitrailer, tank. . . . . . . . . . . ............................................................................... 8-2 8-1
M131A90... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-2C
M131A40. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-2C
M131A5C.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ....................................................... 8-2b
M*7. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-2a
ns, safety................................. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ............. 5-5
preparation
FARP, . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-5 7-4
Temporary refueling point............................................................................ 7-16 7-2
layout, FARE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ...................... 7–4 7-4
ing between aircraft
At FARE location.................................................. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7–4a 7-4
At temporary refueling point......................................................................... 7-15a 7.17

******
 C2, FM 10-68
Paragraph

Sparks
From aircraft. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-13
From fuel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-12
From personnel and clothing.......................................................................... 3-15
From vehicles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-14
O
Sparks from aircraft. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-13
Controlling. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-13b
Forming. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-13a
Sparks from fuel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-12
Controlling. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-12b
Forming. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-12a
Sparks from personnel and clothing........................................................................ 3-15
Controlling. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-15b
Forming. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-15a
Sparks from vehicles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-14
Controlling. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-14b
Forming. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-14a
Sparks in new and repaired fuel tanks....................................................... . . . . . . . 3-12.1
Controlling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-12.1b
Forming . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-12. 1 a
Static electricity. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-5–3-16
Behavior. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-6
Control measures against.............................................................................. 3-8
Danger. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-8
Definition. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-5
Supply sources, FARE, connecting to....................................................................... 7-6e
Switch fueling. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-4
Tactical firefighting and rescue training............................................................ 11-10–11-13 11-15
Tank and pump unit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ............................................ 8-4 8-9
Tanks, collapsible
Positioning at temporary refueling point ................. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-17b 7-23
Filling 500-gallon . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . app F F-1
Tanks, storage, inspection of, at temporary refueling point................................................. 7-180 7-24

Temporary and semipermanent refueling systems..................................................... 7-12–7–21 7-14.1–7-26

Equipment. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-13 7-14
Filter'separator. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-13C 7-15
Fuel reservoir. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-13a 7-14.1
Location. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-14 7-16
Other components................................................. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-13al 7-16
Pumping assembly... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-13b 7-14.1
Site layout. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-15 7-16
Use. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-12 7-14.1
rms, use. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-7 1-1
rain, familiarity with, in firefighting................................................................... 11-4 11-3
sting of fuel
After aircraft mishaps.................................................... . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-11 2-5
For presence of water.... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-9a(2), 2-10a, app D 2-3, 2-5, D-1
Frequency. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-10 2-5
From fuel source. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-9a, 2-10a, 2-11b 2-3, 2-5
In aircraft tanks. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-9b, 2-10c, 2-11a 2-4, 2-5
In the laboratory. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-8
Personnel involved. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-7
Preflight. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-9
To classify it. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-9a(2), 2-10a, app D
ting resistance to ground............................................................................. app E
ory instruction, firefighting............................................................................ 11-2
ining
Basic crash rescue..................................... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-7–11-13 11-10–11-15
Basic firefighting. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-1—11-6 11-1–11-3
Effects of, in firefighting and rescue work............................................................. 10-11 10-6
In firefighting and rescue work........................................................... 10-10, 11-1–11-13 10-6, 11-1–11-15
Program for firefighting and rescue personnel................................................... 10-13, 10-14 10-7, 10-8
Refueler drivers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-8 8-12
Tactical firefighting and rescue................................................................ 11-10–11-13 11-15
k, tank, M49A2C. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-3 8-8
k, tank, M559 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-3.1 8-8.1

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Spacing for, at FARE site............................................................................. 7-4a 7-4
Spacing for, at temporary refueling site........ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-15a(1) 7.17
Uniform, personnel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. ...... . . . . . 5-3 5-2
Correct removal. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-15 3-7

Vapor collection
At FARE site. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-4C 7-4
At temporary refueling site..... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . - - - - - - - - - - - - - - - - - 7-15C
- - - - - - - - - - - - - - - - - - - - 7-23
Vapors, fuel, trapping. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-3b 3-3
Vehicle parks... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-7 8-12
Layout. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-7a 8-12
Tactical and other concerns. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . - - - - - - 8.7b- - - - - 8-12
Visual check of fuel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29b. 2-4

Water
As contaminant of fuel............................................ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2–6b 2-2
Detection test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-9a(2), 2-10b, app D 2-3, 2-5, D-1
Wind direction -

At FARE site. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-4b 7-4

At temporary refueling site.................................................. . . . . . . . . . . . . . . . . . . . . . . . 7-15b 7-21

v. U.S. GOVERNMENT PRINTING OFFICE. 1978–735-082/ 226

Index-7
 DEPOSIT
Aug 08 1918
SHAPPED