Precautions should be taken to ensure that
these parking area extinguishers are periodi-
cally inspected and adequately marked to
ensure high visibility (for ease of location in
the event of an emergency and to prevent
accidents during aircraft movement). Due to
the smaller size of the Halon 1211 portable-
type extinguishers, these bottles should be
secured in a permanent location to facilitate
recognition and prevent damage to the extin-
i. Ground Receptacle Testing.
Test ground recep-
tacle using the following procedures:
Using an ohmmeter, check resistance from
the receptacle to a point on the aircraft skin adjacent to
the receptacle. Contact point used must be free of paint
and corrosion and cleaned for good electrical contact. An
ordinary ohmmeter set on R x 1 scale, will read a direct
short or not more than 1 ohm.
If resistance reading exceeds requirement
of paragraph (I), receptacle must be removed and air-
craft skin around it must be cleaned of paint and corro-
sion and treated per TM 55-1500-345-23. Reinstall the
MIL-C-8349. Nut must be tight.
Recheck ohmmeter reading as in step(1). If
it does not meet requirement, repeat procedures
(4) Retouch paint as required per TM
g. Aircraft Fuel Port Testing. Test aircraft fuel port
ground using the following procedures.
Use multimeter, TS352B/U, to check the
resistance of aircraft fuel port to the skin adjacent to the
fuel port. The contact on the fuel port and aircraft skin
should be free of paint and corrosion for a good electrical
Set the multimeter on the RX1 scale. If the
measured resistance is greater than 1 OHM, the aircraft
fuel port must be removed. The aircraft skin around the
fuel port must be cleaned of paint, corrosion and then
treated in accordance with TM 55-1500-345-23. Rein-
stall fuel port in accordance with the applicable TM
55-1500-345-23 aircraft maintenance manual.
Recheck OHM reading as stated in para-
graph 3-4g(1). If it does not meet requirement, repeat
When a satisfactory measured resistance
has been reached, touch-up paint as required per TM
3-5. Aircraft Refueling.
Servicing aircraft with fuel
and defueling aircraft requires the utmost precaution due
to the highly flammable characteristics of fuel. Personnel
performing fueling and defueling operations must be
thoroughly familiar with FM 10-68, Aircraft Fueling, and
FM 10-69, Petroleum Supply Point Equipment and
Operations. Personnel must also be completely familiar
with the aircraft being serviced.
Aircraft shall have all fuel cells fully serviced
prior to being parked or stored in a hangar. All
fuel cells should be full in order to minimize
the presence of flammable vapors within fuel
cell (for safety purposes) and additionally to
minimize water condensation and subse-
quent microbiological growth which results in
contamination of the fuel.
This procedure should be adhered to at all
times; except when impending mission
requirements shall necessitate a reduced fuel
load or when an aircraft shall require mainte-
nance to the fuel system.
a. 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 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 opera-
tions. 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 possible in
open-port refueling. Spills can also be caused by the
sudden pressure surge that comes when pumping from
another nozzle in the system is completed, throwing the
whole pressure 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. Refer to FM 10-68.