a. AFPET Operations Directorate provides planning, policy, and procedures regarding all Air Force petroleum operations. Within the AFPET Operations Directorate is the AFPET Current Operations Division and can be reached at (392) 767–8705 or e-mail [email protected].

b. AFPET Technical Assistance Division is responsible for the quality control of Air Force petroleum products worldwide. The Technical Assistance Division is available to assist Fuels Management Flight (FMF) personnel worldwide in identifying and correcting quality problems. Submit requests for AFPET Technical Assistance Division site visit through the squadron commander (or equivalent) to AFPET/PTOC via email at [email protected]. For Air National Guard (ANG) units, requests for assistance will be coordinated through the NGB/A4RMF staff.

c. AFPET Product Support Directorate operates Aerospace Fuels Laboratories worldwide, and is also responsible for military jet fuel specifications, additives used in those specifications, cryogenic, and packaged product quality. Requests for assistance with specifications or cryogenic or packaged product quality will be submitted to [email protected]. Requests for laboratory assistance will be submitted to [email protected]. Requests for assistance will be submitted to [email protected]. For ANG units, requests for assistance will be coordinated through the NGB/A4RMF staff.

a. Defense Logistics Agency (DLA) Energy Quality Assurance Representatives (QAR) and Quality Assurance Surveillance monitor fuel quality during production, storage, testing, loading, and shipping. Quality surveillance of US Government owned petroleum products is the responsibility of Defense Logistics Agency (DLA) Energy or the military service owning or operating the terminal. The authorized government representative identified on the shipping document and applicable military service control point must be contacted when irregularities or discrepancies arise during receipt of fuels.

b. DLA Energy assumes primary responsibility of quality assurance and/or surveillance upstream of Air Force locations where they have contract oversight. Product procured under a DLA contract undergoes a strict regimen of sampling and testing IAW MIL-STD-3004-1, Quality Assurance for Bulk Fuels, Lubricants, and related Products and/or EI 1530, Quality assurance requirements for the manufacture, storage and distribution of aviation fuel to airports.

a. Fuels Management Team (FMT), Responsible Officers (RO) and/or Terminal Managers (TM) are responsible for the quality of all Defense Wide Working Capitol Fund (DWWCF) fuel through to the point of sale. RO/TM shall support all CONUS and host nation environmental compliance requirements for sampling.

b. FMTs shall contact the AFPET Technical Assistance Division and the local DLA Energy QAR for approval before rejecting a receipt before/or during offloading. This provision applies to product receipt and existing inventory that does not meet quality requirements or is suspected of being contaminated (See SCAF para 3.16.b). A DD Form 3075 shall be submitted to the AFPET Technical Assistance Division for approval and subsequent coordination with DLA Energy for jet fuel. For ground fuel receipts complete/submit an SF Form 368, Product Quality Deficiency Report.

c. Air Force locations responsible for the quality of DWWCF fuel (via RO/TM appointment) do so in collaboration with AFPET and this Technical Order.

d. Receipt and suitability for use limits for specific fuel types are shown in Table 4-1, Table 4-2, Table 6-1, Table 7-1 and Table 8-1.

e. Quality surveillance of petroleum products in organizational support tanks is the responsibility of the organizational tank custodian.

f. Approval for use of an aviation fuel not meeting specification limits, or limits within this TO must be granted by the specific weapon system Program Office and/or the Original Equipment Manufacturer (OEM). The approval process shall be accomplished in accordance with (IAW) TO 00-25-107. FMT shall notify aircraft maintenance unit(s) (AMU) of product quality status and provide any AFPET Area lab reports prompting the maintenance assistance request action by the AMU. AFPET Technical Assistance Division will collaborate with the effected SPO on corrective/remediation actions being taken to bring product back to on-specification.

g. In any event where the fuel quality is questionable or suspected of contamination, the base is directed to notify the AFPET Technical Assistance Division. Coordination with AFPET will assist in determining a quality hold and sampling plan.

a. JP-5 (NATO F-44) this fuel is procured to MIL-DTL5624 and is the standard US Navy turbine engine fuel. The requirements applicable when used to purge aircraft are found in TO 1-1-3.

b. JP-4 (NATO F-40) this fuel is procured to MIL-DTL5624 and is a highly-flammable fuel containing gasoline and kerosene fractions. This grade is maintained by select bases to aid in cold weather starting.

c. TS-1/TC-1 is a fuel produced to GOST 10227 supplied in the Commonwealth of Independent States (CIS) and locations in southwest Asia. This fuel must include the standard U.S. military additive package; including Fuel System Icing Inhibitor (FSII), Static Dissipator Additive (SDA), and Corrosion Inhibitor/Lubricity Improver (CI/ LI). Use of Russian additive package is not authorized without approval from the weapon system Program/ Single Manager.

d. Thermally Stable Jet Fuel (JPTS) is a kerosene based hydrocarbon fuel. Due to the high thermal stability requirements and specialized additive package, JPTS is used in limited quantities, and for special applications. This product is procured under the MIL-DTL-25524 specification.

e. Jet A-1 is a commercial fuel procured to the ASTM D1655 or DEFENSE STANDARD (DEF STAN) 91-091 (NATO F-35) specification, and may contain SDA. When product contains all military additives (FSII, SDA, CI/LI) it may be referred to as JP-8. However, Area Lab samples are submitted and tested to ASTM D1655 or DEF STAN 91-091 with military additives, not JP-8.

f. Jet A is a commercial fuel procured to the ASTM D1655 specification. Jet A may contain SDA, FSII, or CI/LI.

g. Jet A (NATO F-24) is a commercial fuel procured to the ASTM D1655 specification with FSII, SDA, and CI/LI. F-24 is the primary fuel used in USAF turbine engines at most CONUS locations.

h. JP-8 (NATO F-34) this fuel is procured to MIL-DTL83133 specification. This fuel is similar to commercial Jet A-1 with the addition of Corrosion Inhibitor/Lubricity Improver (CI/LI), Fuel System Icing Inhibitor (FSII), and Static Dissipator Additive (SDA).

a. Fuel System Icing Inhibitor (FSII) conforming to MILDTL-85470 is added to aviation turbine fuels to lower the freezing point of small quantities of free water in fuel. This has no effect on the actual freezing point of fuel. FSII is identified as Diethylene Glycol Monomethyl Ether (Di-EGME).

b. Corrosion Inhibitor/Lubricity Improver (CI/LI) conforming to MIL-PRF-25017 is added to aviation turbine engine fuels to prevent corrosion of steel surfaces. CI/LI also provides lubricity to the fuel pumps and fuel controls.

c. Static Dissipator Additive (SDA) in fuel enhances safety during handling and flight. Electrostatic relaxation times are decreased by increasing the conductivity of the fuel. Stadis 450 and AvGaurd SDA are the only approved conductivity additives.

a. Strainers are metal screens installed at selective points in base receiving and dispensing systems for the removal of large solid contaminants. The most common types are basket strainers and cone strainers. Strainers with various size openings are used as required in TO 37A-1-101 and UFC 3-460-03. Mesh size refers to the number of openings per linear inch, i.e., 100-mesh screen has 100 openings per linear inch or 10,000 openings per square inch. An opening this size is equivalent to a particle size of 150 microns.

b. A properly designed and installed strainer directs all flow through the screen. The proper size basket or cone strainer must have the seating surfaces sealed to prevent fuel from bypassing. A bypassed or broken screen or strainer must be replaced.

b. Draining vertical and horizontal filters and filter separator sumps under pressure is necessary to ensure removal of all water and contaminants.

(a) Check PRT for sufficient ullage.

(b) Ensure that PRT pump control switch is placed in the OFF position so that it does NOT automatically pump back tank contents.

(c) Drain each filter separator to be used daily under pressure for a minimum of 30 seconds into the PRT.

(d) Water must be removed from PRT prior to returning contents back to operating tank.

(e) Transfer water-free fuel to system operating tanks, do not bypass the receipt separator.

(f) Perform Product Saver tank operations (if equipped) or other tank sump water removal system after PRT operations. A minimum of a one-hour settling time should be observed if mission workload permits to allow water to settle in the tank sump prior to checking or removal.

(g) Return all valves and switches to their normal operating positions.

(3) An excessive increase in differential pressure over a short time or after little fuel throughput indicates a system malfunction or product contamination. Determine the cause and take corrective action.

a. Facilities shall be designed, configured, and constructed IAW guidance in Unified Facilities Criteria (UFC) 3-460-01, and the appropriate Unified Facilities Guide Specifications (UFGS).

b. To preserve fuel quality, metals and metal alloys that have a negative impact on thermal stability shall not be used.

c. JPTS tanks shall have a full interior epoxy polyamide coating or equivalent coating system per the UFGS for tank interior/exterior coatings. Tank interior coatings must be intact with no evidence of peeling, cracking, blistering, or delamination.

d. Water bottoms shall not be maintained in tanks for gauging purposes. Tanks should have a water draw-off capable of removing accumulated water from the tank sump to the maximum extent possible. Erroneous water readings may occur if the Automatic tank gauge (ATG) water probe, or manual tank gauging access is not located at the lowest point of the tank. Determine the level of water in storage tanks by using installed ATG equipment or by gauge and plumb bob. Use water-indication paste meeting the performance characteristics of MILPRF-83779 Water Indicating Paste. Two NSNs apply for MIL-PRF-83779, 6850-00-001-4193 (jar) and 6850-00-001-4194 (tube). There are no available water indicating paste compatible with ethanol based products. Water-indicating paste will separate during storage or periods of non-use. Keep water-indicating paste well mixed during use. The jar is recommended in lieu of the tube to enhance mixing.

e. For locations WITH operational ATG and Water Probe installed in the sump, product recovery/saver operations shall be performed weekly or more often when there is an indication of water in the sumps.

f. For locations WITHOUT an operational ATG or a water probe installed in the sump the following must be adhered to:

g. Provisions must be available for displacing the marine loading/unloading line to a tank other than the JPTS tanks. JPTS receiving and issue lines must be dedicated.

h. Sampling connection points shall be provided to allow line samples to be taken under flow conditions during loading/unloading of marine or other transportation conveyances.

a. A rapid rise in differential pressure may indicate the need to inspect and clean the tank. If this occurs, contact Water and Fuel Systems Maintenance (WFSM) and draw a bottom sample and assess for particulate matter. Contact AFPET Technical Assistance Division if the sample fails.

b. Change of product does not necessarily require tank cleaning. Contact the AFPET Technical Assistance Division for guidance/instructions.

c. All storage tanks shall be programmed for Side Stream Filtration system, ATG and Water Probe installation during the out-of-service American Petroleum Institute (API) 653 tank inspection.

b. When the 8-hour settling time requirement cannot be met following a DLA/commercial receipt, the following guidance shall be implemented for Bulk Storage/Operating and Hydrant Tanks:

(a) Tank product saver tank operations shall be performed prior to receipt, after receipt and prior to issue.

(b) The first filter separator the unsettled fuel passes through shall be tested for visual assessment, water, and particulate content upstream (record ppm, Particulate Matter results) and downstream (10 ppm, Particulate Matter results Color max = 4. Particle max = Acceptable) after line displacement.

(c) A failure of any test requires an immediate retest and notification to the AFPET Technical Assistance Division.

c. Settling time for ground fuel tanks greater than 84,000 gallons is 1 hour per foot of fuel received. If less than one foot is received, a minimum 1 hour settling time is required after receipt. For tanks less than 84,000 gallons, a minimum of 30 minutes settling time is required after receipt. Observe a longer settling time when mission requirements allow.

a. Chemical contamination results from mixing two different types of hydrocarbon fuels or mixing other chemicals with fuel. Both the chemical and physical properties of fuel are affected. Laboratory testing can usually detect this contamination. Chemical contamination is prevented by isolating different products in separate handling systems, positive physical separation between systems, strict adherence to established operating procedures, and the alertness of operating personnel. Carelessness is the major cause of this type contamination.

b. Microbial contamination results from growth of bacteria and/or fungi in water deposits within fuel systems. Growth of these microorganisms has a consistency of slime or mayonnaise at the fuel/water interface. This contamination can plug aircraft filters, cause quantity probe malfunctions, and corrode integral fuel tanks. While fuel system icing inhibitor acts as a biostat, microbial contamination is most effectively controlled by keeping water out of the fuel system.

c. Material contamination consists of water, sediment, and other materials described herein. Precautions must be taken to prevent introduction and subsequent issue of material contaminants, particularly whenever repairs are made to fuel system. Remove particles, shavings, welding rods, mud packs, and other debris introduced during repairs to systems.

a. Dissolved water is in solution with fuel and is always present to some extent. The amount of dissolved water that can be in fuel depends upon the temperature of the fuel and its chemical composition. The aromatic compounds in fuels are chiefly responsible for the amount of water a fuel can dissolve. The quantity of dissolved water in fuel is small and is measured in parts per million. Dissolved water cannot be removed by equipment in the fuel handling system. Water can precipitate or drop out of fuel when the fuel cools.

b. Entrained water is free water suspended, in fuel as extremely small droplets. Small amounts are not usually visible to the naked eye, but larger amounts create a milky haze or cloud in fuel. Water can become entrained in fuel by condensation of atmospheric moisture in the vapor/air mixture in a tank when the ambient temperature drops. Free water can be emulsified with fuel by mechanical action, such as passing through pumps. Most entrained water will settle out of fuel provided there are no excessive surfactant contaminants present, which will hold water in suspension. Entrained water is removed by the coalescing action of filter separators.

c. Free water is not dissolved in the fuel. The term free water is usually used to indicate water which settled out of fuel or which coalesced into large droplets for removal from the system.

a. Sediment appears as dust, powder, grains, flakes, and stains. Sources of sediment are storage tanks, metal vessels, filter or filter separator elements, valves, pumps, meters, pipelines, hose gaskets, diaphragms, and seals. Rust is the most common solid contaminant. Extremely small particles, measured by the micron scale, can cause damage to fixed facility and aircraft fuel systems and associated components. Fine particles are difficult to detect without the sampling and testing prescribed by this publication.

b. Valves shall meet UFC 3-460-03 requirements. Valves used in sampling lines will not contain stem packing materials such as graphite.

b. For conversions to and from AVGAS follow Chapter 7.

c. Locations that require R-11(s) for ground fuel servicing shall send all documentation listed in DAFI 23-201 to AFPET Current Operations for approval.

a. Validate fuel grade/additives with maintenance personnel. Ensure aircraft sumps have been drained, and visual samples pass with clear and bright results. Confirm product to be defueled is not suspected of being contaminated with engine oil, hydraulic fluid or coolant fluids. Refuel/defuel equipment is only capable of removing particulate matter and water from the fuel stream. Refueling unit operators are responsible for ensuring the single point nozzle/ball-valve strainer is in the correct position according to fuel flow direction.

b. When Suspected Contaminated Aircraft Fuels (SCAF), or when quality is questionable, is requested to be defueled into fuels handling equipment (FHE), the FMT should relay to the AMU the proper processes and risks associated with SCAF going into FHE. SCAF defuel operations force FMTs to place FHE into Quality Control hold status pending area laboratory analysis, limiting available assets to support the mission. To help alleviate disputes, it is recommended that the local FMT and AMU units collaborate to establish a local written agreement between the activities.

(a) FHE filter plugging & disarming/reduced water shedding performance of coalescers, which would require steam cleaning of tank/filter separator/piping to remove contaminant. Additionally, filter separator elements would require replacing.

(b) Excessive deposits/gums left on aircraft engine components

(c) Reduced clearance and/or fouling of small moving aircraft engine parts/systems (e.g., aircraft injection/pumping systems, nozzles, etc.)

(a) Utilization of collection vessels/containers (bowsers and/or 55gl drums) other than FHE.

(b) If collection vessels/containers other than FHE are not feasible, FMT should request a joint examination (AMU & FMT) of the aircraft sump samples to validate severity. If sump samples reveal a suspected contamination event and if mission impact permits, FMT should request fuel load remain on-board and offer assistance with drawing samples to be submitted to an AFPET laboratory for analytical analysis. Recommend overnighting/expediting sample shipment.

(c) If it is determined the fuel must be immediately defueled due to aircraft maintenance/mission support requirements and FHE is necessary; FMT should provide AMU leadership the following:

(d) Prior to submitting a sample to an AFPET Lab, the FMT must contact the AFPET Technical Assistance Division ensuring coordination is established for shipping and testing priorities.

Defueled aviation fuel shall be placed in a holding tank or left in the defuel unit if the product is suspected of being contaminated with something other than particulate or water. The tank or defuel unit must be placed on quality control (QC) hold pending Area Lab test results and disposition instructions. Submit a sample to the applicable Area Lab IAW Table 5-1 and Table 5-2 of this TO. Follow TO 42B-1-23 if product is unsuitable for use and must be disposed of.

Product issued from one-time defuel operation elevates flight safety concerns and increases the risk of contaminating multiple aircraft. This operation shall only be used as a last resort and will be locally coordinated through and approved by the affected AMU that is assuming the risk.

c. Dedicated refueling units are authorized to be used for one-time defuels. The only approved definition of a One-time defuel is: a single refueling unit performing a single defuel operation on one aircraft. If two or more defuel operations are conducted in a row, the refueling unit becomes a dedicated defuel unit and must be sampled IAW Table 4-1 of this TO. One-time defuels should be used as a last option for aircraft or to support emergency situations.

d. Dedicated defueling units being converted to refuel status shall be sampled IAW Table 4-1 prior to aircraft servicing. All installations are authorized a dedicated defueling unit per vehicle validation.

e. Due to variances in chemical properties and additive packages, defuel quantities shall not exceed 10% of the return tank inventory. If operations permit, return to the tank with the largest inventory.

f. Dedicated JPTS defuel units shall be used for all JPTS defuel operations (ONE-TIME DEFUELS ARE NOT AUTHORIZED); therefore, defueled JPTS shall not be issued to aircraft under any circumstances and shall be returned to bulk inventory. Laboratory testing must be accomplished prior to returning product to bulk inventory IAW Table 4-2.

a. When space limitations and/or cost considerations warrant an alternative to filtered pantographs, bases will request consideration to use electronic sensor technology that comply with EI 1598, ²Design, functional requirements and laboratory testing protocols for electronic sensors to monitor free water and/or particulate matter in aviation fuel² and EI 1570, ²Handbook on Electronic Sensors For The Detection of Particulate Matter and/or Free Water During Aircraft Refueling.² These documents discuss both particulate matter and water detection warning and automatic shutdown of the refueling operation.

b. To be considered suitable for installation on USAF fuel systems, electronic sensors must meet the following minimum performance criteria: equipment designed to detect both particulate matter and free water simultaneously shall be capable of consistently detecting 10 parts per million (ppm) by volume, and more, of free water and consistently detecting particulate matter at 0.5 mg/L and above.

c. Before electronic sensors can be approved for use, each refueling location (issue point) must be analyzed by AFPET for the following:

d. Electronic sensors are a viable alternative if analysis indicates a low risk of possible contamination at the skin of the aircraft. Electronic sensors are not a viable option if analysis indicates high-speed flushing operations cannot be accomplished.

e. See UFC 3-460-01, Petroleum Fuel Facilities, for new system design and filtration requirements.

a. Replace filter/coalescer cartridges when the differential pressure exceeds the maximum psi level with the filter separator operating at the rated flow. Because systems are often operated at lower flow rates with a corresponding lower differential pressure, it is important to know the pressure differential characteristics at lower rates for a set of filter/coalescer cartridges. If, for example, a 600 gpm filter separator shows a differential of 12 psi at 300 gpm and the flow rate increased to 600 gpm, the differential pressure would be about 24 psi, considerably above the recommended pressure drop for changing elements. Refer to Figure 3-1.

b. It is common practice to operate multiple pumps and filter separators on Type III constant pressure hydrant systems simultaneously to a common discharge manifold. Under these conditions, if only two 600 gpm pumps are operating, the 1,200 gpm flow can be routed through four 600 gpm filter separators. To accurately determine the DP for each 600 gpm vessel, it is necessary to isolate each filter separator and manually operate one pump to that vessel.

c. Base Fuels Laboratory personnel or other qualified personnel designated by their Individual Training Plan (ITP) within the Training Business Area (TBA) shall record the DP reading. The frequency is established in Table 4-1, Table 4-2, Table 7-1 and 8-1 and is the same as sampling downstream of filter separators for particulate matter. The vessel differential pressure and flow rate observed will be recorded on the AFTO Form 422.

a. Composite Sample a single sample consisting of representative samples from more than one storage container.

b. All-Level Sample obtained by submerging a closed sampler to a point near the draw-off level, opening and raising the sampler at a rate which will ensure the sampler is nearly full when emerging from the liquid.

c. Top Sample from 6 inches below the surface of the tank contents.

d. Upper Sample from the middle of the upper third of the tank contents.

e. Middle Sample from the middle of the tank contents.

f. Lower Sample from the middle of the lower third of the tank contents.

g. Bottom Sample from the lowest point of the tank contents.

i. Tube or Thief Sample obtained as a core sample or spot sample from a specific point in a container. An all-level sample from a drum can be taken with these samplers.

j. Drain Sample taken from a drain line. Drain and bottom samples are usually taken to check for water, sludge, or scale. A drain sample may be the same as a bottom sample, as in a tank car.

k. All samples taken from filter separators will be taken from the downstream side unless otherwise noted.

l. Refueling Unit Sampling Routine sampling of refueling units may be performed from the Cambox location. All re-samples or samples taken while investigating high particulates and/or contamination of any kind shall be taken from the single point nozzle as fuel is being recirculated through the bottom loader.

a. In order to take a truly representative sample, equipment cleanliness is extremely important. Glassware shall be clean and spot free, sample cans appropriately flushed, as well as lint-free materials or soft paper towels.

b. Do not sample or gauge storage tanks during filling operations or within 30 minutes after product receipt to allow static charges to dissipate.

c. The preferred method for sampling an underground tank is an in-line sample between the pump and filter separator during flow. Do not take samples through the storage tank clean-out line.

d. Drums may only be sampled using a drum thief or hose. For additional information on sampling, refer to Chapter 8 of API Manual of Petroleum Measurement Standards (MPMS).

e. Only sample containers used for shipment to an AFPET area lab for specification testing (Receipt Quality Surveillance/Aircraft Servicing Quality Surveillance) or new first-time use containers shall be flushed three times with 10 to 20% of the product being sampled. For each flush, the container shall be closed and shaken for 10 seconds and product replaced for the next flush. Place the flushed fuel into a suitable container for return to inventory. Exceptions to this requirement applies to limited quantity samples, such as aircraft crash/incident samples or sump drain samples. Sample containers (one gallon: metal epoxy lined cans or PVC Coated Safety Bottles) consistently utilized for Gravimetric Determination are considered clean after the 4-time petroleum ether rinse which occurs during previous gravimetric analysis.

f. When sampling mobile equipment with an in-line sampler, the mobile equipment must be bonded through the sampler to the 1 gallon recovery can. See Paragraph C.2 for instructions on how this can be accomplished.

g. After all turbine fuel filter element changes, rotate a minimum of 2,000 gallons of fuel through the filter separator and sample the filter separator IAW Table 4-1 or Table 4-2.

h. Obtain the minimum sample quantity required for all tests. Samples taken for visual analysis will be one quart. All samples shall be tested within the duty hours of the day the sample was taken.

i. Each time a sample fails, a resample shall be taken immediately and another analysis performed.

j. Fuels laboratories will use a bondable steel funnel when transferring fuel as specified by this TO. Stainless steel is preferred.

k. Obtain samples for particulate matter using the flush setting on the in-line sampler or a straight hose. Where it is difficult to use the in-line sampler, a wire-shielded sample extension hose, NSN 4720-01-230-8529, may be used. The use of a Teflon or Tygon hose equipped with a male fitting and a 10 25 gauge steel or iron internal bond wire may also be used. This wire must be soldered to the inside of the male fitting extending 6 inches beyond the end of the tubing.

l. The color and particle assessment method for particulate matter analysis may be performed as instructed in Paragraph C.2 on all samples taken downstream of the filter separator. Free water determination shall be determined by method in Paragraph C.5.

m. When a retest confirms a failure for particulate matter or free water, conduct an investigation to determine the cause. It may be necessary to sample upstream of the filter separator to locate the source of the contaminant. Contact AFPET Technical Assistance Division for additional guidance.

n. When contamination downstream of aircraft servicing filter separators exceeds 1.0 mg/L or when free water is greater than 10 ppm, the servicing equipment shall be taken out of service and investigative action performed.

o. When the term WEEKLY is used for sampling frequency, it means every seven days. The term MONTHLY means every thirty days. The sample may be taken at any time within the 24-hour clock on the due date.

p. Samples taken under flow conditions shall require a minimum of 10 psi at the sampling point to permit proper flow through the in-line sampler.

q. Flush and sample FHE prior to initial in-service use.

r. Follow guidance in TO 37A-1-101 or UFC 3-460-03 for separator cleaning and inspection procedures.

s. There are multiple factors that can lead to additized product in becoming off-spec. These factors can cause additives to fall below the minimum or rise above the maximum established limits within Table 4-1, Table 4-2, Table 7-1 or 8-1. If routine sampling indicates an additive is near the low end or high end, it may be necessary to increase sampling frequencies in order to monitor additive levels. If testing reveals a negative trend or a potential off-spec situation, contact the AFPET Technical Assistance Division for additional guidance.

a. Pipeline Receipt pipeline receipt samples are taken during receipt and represent fuel already received. Pipeline shutdowns due to product quality issues product must be coordinated with the appropriate agency to cease pumping prior to valve closure. Table 4-1 provides guidance for turbine fuel pipeline receipt and retain requirements.

b. Tank Truck (TT) /Tank Car (TC) /Bulk Fuel Container (BFC, ISO) Receipts Verify the conveyance contains the proper grade of product. When seals are required, inspect to ensure no tampering has occurred and verify the numbers against the shipping documents. For Tank Trucks (TT) or Tank Cars (TC) with a common discharge manifold, prior to receipt hose connection, draw a one-quart representative sample into a clean, clear jar IAW Table 4-1 and Table 4-2. For TT/TC without a common discharge manifold (i.e., individual compartments), samples must be taken from each compartment prior to receipt hose connection. Table 4-1 and Table 4-2 provides guidance for turbine fuel TT/TC/BFC and ISO receipt and retain requirements.

c. Tanker/Barge Receipt when tanker or barge cargos are discharged directly into Air Force storage systems, conduct inspection, sampling, and discharge IAW this TO. Product may be issued prior to receiving the results from the area laboratory provided all line samples taken during discharge are satisfactory. Table 4-1 and Table 4-2 provides guidance for turbine fuel tanker/barge receipt and retain requirements.

d. Drummed Product 55-gallon metal drums shall be checked for leaks, and those found defective should be segregated for usability determination. Drums should be stored by batch number, and issued on a first-in, first-out basis. Drums shall be placed horizontally (on sides) in rows, butt-to-butt, with bungs and vents facing outward, and positioned horizontally. Drums shall not be stacked more than three high. Drums stored outside shall be positioned and placed on dunnage with proper blocking and bracing as necessary.

a. These procedures apply to the primary and spare aircraft performing these duties. Support aircraft will be serviced the same as any other transient aircraft. All of the tests listed in MIL-STD-3004 must be performed on representative samples taken downstream of the final filtration (filter separator) from refueling equipment or hydrant operating tanks prior to issuing fuel to these aircraft.

b. Testing beyond the capability of the base laboratory should be performed at an Air Force area laboratory. The applicable laboratory shall be notified prior to sample shipment. Overnight/next-day shipment of fuel samples to the area laboratories have proven satisfactory in obtaining results expeditiously. When time does not permit next-day testing, contact the applicable DLA Energy Region Manager for assistance using a local laboratory under a DLA Energy service contract.

c. All failed samples, questions, or concerns regarding the Secure Fuel program shall be directed to AFPET Technical Assistance Division.

· Flushing the over-the-wing hose through the manhole on top of the refueling unit creates a serious safety hazard. The spraying or free falling of fuel into a tank or refueler must be avoided.

a. The following instructions are applicable to hydrostatic tested and/or newly installed discharge hoses whether newly procured or from maintenance storage. These hoses are installed downstream of the final filtration on aviation fuel facilities, vehicles, and equipment. Inlet hoses, such as those installed on hose carts and loading/ fillstand transfer hoses, are not affected. Comply with these instructions immediately after installation of the hose and prior to returning the vehicle or equipment to service. The procedures for the over-the-wing hose follows in Step b.

b. Follow the guidance in TO 37A-1-101. for over-the-wing nozzle adapter. Follow procedures below if incapable of adhering to TO 37A-1-101.