Fuels

You are the Fuels apprentice. Aviation cannot fly without you, and a single mistake on your part — wrong grade, contaminated product, missed water-check — can down an aircraft or kill a crew. Nobody lets you forget either of those things.

You arrived at Sheppard AFB through the 82nd Training Wing 2F0X1 tech school and now you are on the flightline learning fuel operations from the bottom: servicing aircraft from R-11 Hydrant Dispensers and R-12 Refueling Trucks, running pre-operational checks on fuel servicing vehicles, performing fuel quality surveillance (clear-and-bright sampling, water detection tests, density checks), and keeping the fuel storage tanks, hydrant pits, and above-ground storage systems inside the standards set by TO 37-1-1. You are burning through the CDCs for the 2F051 upgrade, you are working the CFETP task list under your trainer's eye, and every senior Fuels troop you encounter will test whether you actually understand WHY each step in the operating procedure exists — because the USAF has grounded aircraft and lost engines over contaminated fuel, and the flightline remembers those incidents longer than the airmen who caused them.

• 01Perform a fuel quality surveillance check — clear-and-bright visual test, water-detector paste / Aqua-Glo test, density check — to the standards in TO 37-1-1 and AFI 23-201. Flag and quarantine any suspect product before it touches an aircraft.
• 02Operate the R-11 and R-12 fuel servicing vehicles through the full pre-operational checklist and the servicing sequence: ground the aircraft, connect the bonding cable, verify fuel grade and quantity, service to the -06 tech order quantity, disconnect in reverse sequence.
• 03Execute a hot pit refueling evolution — aircraft engines running, aircrew on board — to the NAVAIR 00-80T-113 / host-unit SOP standard: ground, bond, service, disconnect, clear the pad. One broken step stops the sortie and may stop your career.
• 04Run a product receipt: verify the tanker bill of lading, take and test a representative fuel sample IAW TO 37-1-1 before accepting product into base storage. Wrong-grade acceptance has been the cause of Class A mishaps.
• 05Conduct vehicle operator maintenance — pre-op checks, fluid levels, tire inflation, deadlined-deficiency write-up — and complete the AFTO Form 781H (vehicle inspection/maintenance record) before you roll to the line.
• 06Identify the four common military jet fuels (JP-8, JP-5, JP-4, Jet A) by appearance, smell, and density range, and know which aircraft on your flightline takes which grade — a misfueling is a potential Class A mishap under AFI 91-203.

• —TO 37-1-1 — General Operations and Inspection of Aerospace Vehicle Fuel Storage and Delivery Systems. This is the bible. Every operating procedure, sample frequency, and quality test standard flows from it.
• —AFI 23-201 — Fuels Management. The governance document for the entire USAF fuels enterprise: receipt, storage, issue, quality, training, and accountability.
• —CFETP 2F0X1 — Career Field Education and Training Plan. Your trainer signs off each task line; the 2F051 upgrade CDCs are assessed against it.
• —AFI 91-203 — Air Force Consolidated Occupational Safety Instruction (fuels-relevant chapters on flammable/combustible liquid handling, PPE, hot pit operations, and spill response).
• —ASTM D1655 — Standard Specification for Aviation Turbine Fuels (the commercial/joint spec JP-8 and Jet A both reference; know the water and particulate limits it sets).
• —DAFMAN 36-2905 — Department of the Air Force Physical Fitness Program. The fuels flight ramp is not an air-conditioned office; PT standards and heat-stress awareness are both load-bearing here.

• —CDC volumes for 2F051 upgrade complete on the AETC timeline — the section trainer and the flight NCOIC both track the suspense.
• —5-skill level (2F051) upgrade signed off on schedule — CFETP task list closed, supervisor and certifier signatures in place.
• —Fuel quality surveillance logs current: no missed sampling windows, no unresolved product discrepancies, no contaminated product released to aircraft on your watch.
• —PT test passing under current DAFMAN 36-2905 — ramp work in full PPE in a Texas or Okinawa summer is not the place to find out you are behind on cardio.
• —Vehicle operator qualification maintained — AF Form 2293 (Motor Vehicle Operator's Identification Card) current for every piece of equipment you drive to the line.

• —Skipping the bonding cable before connecting the fuel hose. Static discharge ignites fuel vapor. TO 37-1-1 spells the sequence out — there is no "I forgot" defense in the post-mishap investigation.
• —Accepting a product receipt without sampling and testing first. The bill of lading says JP-8; the sample will tell you whether it actually is. Two aircraft have been force-landed in USAF history after misfueled wrong-grade acceptance — do the test.
• —Logging a fuel quality check you did not perform, or estimating a measurement instead of taking it. The log is a legal record; a falsified entry under AFI 23-201 is an integrity violation, not an administrative error.
• —Driving a fuel truck with an unresolved deadlined deficiency because "it only affects the meter, not the pump." The meter discrepancy becomes a fuel accountability shortfall and an inventory investigation.
• —Removing PPE (fuel-resistant gloves, splash goggles, static-dissipative footwear) mid-task because it is hot and cumbersome. AFI 91-203 exists for the day the coupling leaks at pressure.

The good A1C Fuels troop is the apprentice the SSgt sends to pre-op the R-11 alone because the pre-op comes back with every discrepancy found and documented, the quality log is current, and the aircraft was not standing by waiting. By month twelve the CDC volumes are done, the CFETP tasks are closing on schedule, and the section trainer is the one making the BTZ case.

You are the journeyman. The 5-skill upgrade is done, you own a line task or a storage function without a trainer riding you, and your SSgt is starting to write you into the bullets that decide whether you pin SSgt on the next WAPS cycle.

You are working independently on the flight line and in the storage area — servicing aircraft, running quality surveillance on storage tanks and hydrant systems, maintaining fuels-related infrastructure to TO 37-1-1, and starting to manage the section's daily fuel accountability log. You train the new A1C the way you were trained six months ago, you sign off apprentice-level CFETP tasks when your SSgt delegates, and you pick up the additional duties that land on SrAs: training monitor, vehicle control officer assistant, unit safety representative support, ALS prep. You are studying for the SSgt WAPS cycle — the Promotion Fitness Examination and the 2F0X1 Specialty Knowledge Test — and watching the ALS slate, because ALS in residence is the checkpoint before you pin SSgt.

• 01Operate the full vehicle and system suite independently — R-11, R-12, R-9 (as applicable to your unit), cryogenic servicing, hydrant pit servicing — without supervisory presence on the pad.
• 02Run daily and weekly fuel quality surveillance to the TO 37-1-1 schedule: storage tank samples, hydrant system samples, water detection, microbiological testing where required, and the product release authorization when the checks are clean.
• 03Manage a fuel accountability segment — issues log, receipts log, inventory balance — under the section NCOIC guidance and to the AFI 23-201 accountability standard.
• 04Train an A1C through the apprentice-level CFETP tasks: demonstrate the step, supervise the execution, sign the task line — and document the training in the unit training records.
• 05Respond to a spill or fuel release under the unit spill response plan and AFI 91-203: stop the flow, contain the spill, notify the section NCOIC and the bioenvironmental engineer, complete the hazmat documentation.
• 06Study for the WAPS bench — pull the current AFPC promotion message, identify the 2F0X1 SKT study references on e-Publishing, and build a 90-day study plan that covers both the SKT breadth and the PFE core.

• —TO 37-1-1 — General Operations and Inspection of Aerospace Vehicle Fuel Storage and Delivery Systems. The system-specific TOs (TO 37-11-series) for your vehicles and equipment.
• —AFI 23-201 — Fuels Management. The accountability and quality governance you are now running segments of.
• —CFETP 2F0X1 — you now sign apprentice-level tasks when delegated; the 2F071 upgrade CDCs are the next horizon.
• —DAFMAN 36-2406 — Officer and Enlisted Evaluation Systems (EPB / Stratification inputs: the bullets your SSgt uses are the ones you draft, measurable and impact-focused).
• —DAFI 36-2502 — Enlisted Promotions (WAPS mechanics, the SKT / PFE split, eligibility windows — pull the current AFPC promotion message, not last cycle's).
• —AFI 91-203 — Consolidated Occupational Safety Instruction, fuels chapters. Spill response, PPE requirements, and flammable-liquid handling standards.

• —5-skill level (2F051) upgrade complete; CFETP journeyman tasks current and auditable.
• —ALS slot held and graduated — ALS in residence is the prerequisite for SSgt; do not let the class date pass.
• —No fuel quality surveillance gaps on your watch: every TO 37-1-1 required sample taken, logged, and dispositioned on time.
• —Vehicle operator qualification current for every platform you drive to the line; AF Form 2293 endorsed by the vehicle control officer.
• —WAPS testing window met — PFE and 2F0X1 SKT, first attempt. The SrA who waits for a second look falls behind the peer group on sequence numbers.

• —Releasing product from storage before all required quality checks are complete because "the sortie is launching in thirty minutes." The aircraft can wait. Product released without a clean check is a potential Class A mishap — TO 37-1-1 and AFI 23-201 do not bend for the flying schedule.
• —Letting a hydrant pit or storage tank sample go past the required interval because the log looked "close enough." The contaminated product that causes the engine failure was in a system someone stopped sampling.
• —Skipping the self-input for the EPB / Stratification and letting the SSgt reconstruct bullets from memory. The bullets nobody can defend at the WAPS cycle are the ones the journeyman did not write.
• —Treating the 2F0X1 SKT as a study problem to start at the 60-day window. The breadth of the SKT — vehicle operations, quality surveillance, storage systems, safety, accountability — rewards the Airman who starts at 90 days.
• —Mixing PPE off between the vehicle and the aircraft pad because "it's just a short walk." Fuel vapor does not observe the 30-foot buffer you invented.

The good SrA 2F0X1 is the journeyman the SSgt drops on the hot pad for the day surge without a second thought — the aircraft are serviced on time, the quality logs are current, the A1C on the same shift is being trained, and the SKT flashcards are open in the truck cab between sorties. ALS is done or on the calendar; the WAPS first attempt is the one that pins the stripe.

You are the Fuels section NCO. The stripe is on, ALS is behind you, and the flight NCOIC now expects you to own a shift — personnel accountability, quality surveillance schedule, vehicle readiness, fuel accountability log — and produce defensible EPB inputs for the SrAs under you.

You run a shift or a sub-section: maybe the storage team, maybe the forward area refueling point (FARP) team, maybe the hot-pit section on a busy flightline. You supervise 3-6 Airmen, you sign CFETP line items at the journeyman level when delegated, and you are the shift's voice in the section safety debrief and the daily fuels accountability reconciliation. You write the EPB / Stratification inputs that the SrAs read and the flight NCOIC defends at the squadron roll-up. You are working the 7-skill upgrade (2F071) — the CDC volumes are heavier, the CFETP line items include Fuels Management (not just operations) — and you are studying for the TSgt WAPS cycle simultaneously. The safety culture is yours to own: a shift leader who is casual about grounding, bonding, or PPE compliance sets the tone the A1Cs internalize and carry to the next unit.

• 01Run a shift to the flight-line operations standard — aircraft servicing tempo, vehicle pre-op accountability, quality surveillance schedule, no fuel release holds attributable to a missed log entry.
• 02Write defensible EPB / Stratification inputs under DAFMAN 36-2406 — measurable bullets, action / result / impact, no recycled journeyman-tier filler.
• 03Conduct a spill response as the on-scene shift NCO: stop the release, contain and recover, notify the section NCOIC and the base civil engineer / bioenvironmental engineer, complete the hazmat documentation to AFI 91-203 standards.
• 04Run a FARP or austere-environment fuel operation if your assignment or deployment demands it — hand-pump systems, bladder storage, fuel quality surveillance without the fixed-infrastructure equipment.
• 05Build and execute the shift training plan against the CFETP; sign journeyman-level line items; bring the A1C upgrade record current before the unit training manager asks.
• 06Enforce PPE compliance, bonding/grounding sequence discipline, and fuel handling procedures as non-negotiable standards — not suggestions — on every servicing and storage evolution on your shift.

• —TO 37-1-1 — you are now responsible for ensuring your entire shift executes to it, not just yourself.
• —AFI 23-201 — Fuels Management, the full document. At the craftsman level you own section accountability, quality program, and monthly inventory reconciliation.
• —CFETP 2F0X1 — you sign at the journeyman level; the 2F071 upgrade (craftsman CDCs) is in motion against the CFETP timeline.
• —AFI 91-203 — Consolidated Occupational Safety Instruction. You are the shift safety voice now — every spill response, PPE deficiency, and near-miss debrief flows through you.
• —DAFMAN 36-2406 — Officer and Enlisted Evaluation Systems (you write EPB / Stratification inputs for your SrAs).
• —DAFI 36-2502 — Enlisted Promotions (TSgt WAPS mechanics; pull the current AFPC promotion message and the SKT study reference list from e-Publishing).

• —ALS graduate; 7-skill level (2F071) CDCs in progress against the CFETP timeline.
• —NCOA packet built — required before you pin TSgt; the slot is competitive, do not wait to be told when to start.
• —Shift fuel accountability log reconciling daily with the section NCOIC — no unexplained discrepancies left open past 24 hours per AFI 23-201.
• —Zero safety violations attributable to your shift during your tenure as shift NCO. One bonding-sequence skip that results in a static ignition event and your career in Fuels is done.
• —TSgt WAPS taken inside the window — PFE and 2F0X1 SKT, current AFPC promotion message followed exactly.

• —Signing off CFETP tasks your Airmen have not actually demonstrated to standard because you are behind on the suspense. The unit training manager pulls the records; the task sign-off is a legal certification.
• —Letting the daily fuel accountability reconciliation slip because "we'll catch it at the monthly." The discrepancy that festers for 30 days is the one that becomes a report of survey and a financial liability.
• —Running a spill response without notifying the bioenvironmental engineer and the base civil engineer. AFI 91-203 is explicit; unreported releases are environmental violations, not just maintenance issues.
• —Ignoring a PPE compliance problem because "it's just the one guy." The one guy sets the shift norm; the norm is what the safety survey finds.
• —Treating the NCOA / WAPS / 7-skill upgrade as three problems to solve in sequence. The SSgt who waits to start NCOA prep until the CDCs are done misses the TSgt cycle.

The good SSgt 2F0X1 is the shift NCO the flight NCOIC trusts to run the hot-pit pad on a maximum-sortie day without a check-in call — the aircraft are serviced, the quality logs are current, the SrAs are being trained, and nobody deviated from the bonding sequence under time pressure. NCOA packet is in; the TSgt WAPS first attempt is the one that pins the stripe.

You are the Fuels flight NCOIC or the section NCOIC for storage, quality, or flight-line ops. The squadron commander looks at the fuels accountability slide and then looks at you — you own the numbers, the compliance posture, and the NCO bench underneath.

You are the NCOIC of a Fuels flight section — flight line, storage, quality, or FARP — or you are the senior NCO running day-to-day flight operations while the Fuels Officer / Fuels Officer Flight Commander handles the external-facing mission. You supervise 6-15 Airmen across SrAs and SSgts, you write 2-3 EPB / Stratification reports per cycle that decide whether your SSgts pin TSgt, and you sit in the squadron staff meeting as the flight's operational voice. You own the section's compliance posture against AFI 23-201 and TO 37-1-1: the monthly inventory reconciliation, the quality surveillance program, the vehicle fleet readiness, the environmental compliance coordination with bioenvironmental and civil engineer. You are building the SNCOA packet, you are the senior NCO who runs wing-level fuels exercises and contingency planning, and the career-broadening conversations (instructor at Sheppard, AFRC FAM, joint fuel billet, MAJCOM staff) are on the table.

• 01Own the section's AFI 23-201 and TO 37-1-1 compliance posture — monthly inventory, quality surveillance program, environmental reporting, vehicle fleet — and defend it at the squadron weekly without needing to call the SSgt first.
• 02Write 2-3 EPB / Stratification reports per cycle under DAFMAN 36-2406 that the Fuels Officer and the squadron commander can defend at the roll-up — your SSgts get selected because your bullets are measurable.
• 03Run a wing-level fuels contingency or exercise: FARP deployment, bare-base fuel receipt, tactical vehicle staging — and debrief the Fuels Officer on lessons learned with enough specificity to fix the SOP.
• 04Mentor the shift NCOs on WAPS — PFE and 2F0X1 SKT mechanics, current AFPC promotion message timelines, study methodology — and be honest about what the sequence number board looks like for TSgt and MSgt.
• 05Translate a fuel accountability discrepancy, a failed quality surveillance result, or a vehicle deadline into language the Fuels Officer and the SQ/CC can brief to the wing without rewording.
• 06Run a Joint Inspection / MAJCOM Staff Assistance Visit (SAV) / environmental compliance inspection prep cycle for the section: records audit, quality program currency, storage permits, spill prevention countermeasures and control plan (SPCC).

• —TO 37-1-1 — at the NCOIC level you are responsible for the section's compliance, not just your own execution.
• —AFI 23-201 — Fuels Management, full document including the accountability, quality, and environmental compliance chapters.
• —CFETP 2F0X1 — you sign at the craftsman level and run the section training review.
• —DAFMAN 36-2406 — Officer and Enlisted Evaluation Systems (2-3 EPB / Stratification per cycle; verify current revision on e-Publishing).
• —DAFI 36-2502 — Enlisted Promotions (MSgt board mechanics; at TSgt the WAPS SKT drops — you are competing on the Evaluation-only board structure; pull the current AFPC promotion message to confirm).
• —EPA 40 CFR Part 112 (SPCC regulations) as implemented at the installation through the civil engineer and bioenvironmental engineer — you sign the NCOIC section of the base SPCC plan.

• —NCOA graduate; SNCOA packet built (resident vs correspondence eligibility per MyFSS / e-Publishing).
• —7-skill level (2F071) complete; section CFETP currency defensible at the Functional Manager review.
• —AFI 23-201 monthly inventory reconciled on time with zero unresolved discrepancies carried past the wing suspense.
• —Quality surveillance program current per TO 37-1-1 schedule — no overdue samples, no product released on a gap.
• —Zero MAJCOM SAV / Joint Inspection / IG findings attributable to your section during your NCOIC tenure.

• —Hiding a fuel accountability discrepancy from the Fuels Officer to "resolve it before the monthly." An unexplained loss inside an accountability period is a report of survey; the investigation starts from the day it happened, not the day you disclosed it.
• —Letting the strongest SSgt carry the section's quality surveillance documentation because she is fast with the logs. The day she PCSes, the surveillance gaps surface at the SAV and your name is on the program.
• —Building EPB / Stratification reports without measurable input from the SSgts you rate. The senior rater downgrades quietly and your bench does not pin TSgt.
• —Treating the SNCOA / career-broadening / WAPS conversations as separate-times problems. The TSgts who run them in parallel pin MSgt on the first or second look; the ones who serialize fall behind.
• —Approving a fuel release that lacks a complete quality surveillance record because the flying schedule is urgent. The aircraft does not launch on your authority — it launches on a clean quality record. Period.

The good TSgt 2F0X1 is the section NCOIC the Fuels Officer names in the brief as "the section is clean" and the wing inspector points to when another section asks how to run a quality program. The inventory reconciles monthly without drama, the MAJCOM SAV finds nothing, the WAPS bench is hitting on first attempts, and the SNCOA packet is in motion. The Functional Manager has him on the short list for a broadening billet — Sheppard instructor, MAJCOM staff, AFRC FAM — before the MSgt cycle opens.

You are the Fuels Manager or the Flight Superintendent. The Fuels Officer signs the reports — but the squadron commander, the wing commander, and the MAJCOM fuels inspector know that the NCO running the accountability and the quality program is you.

You are the MSgt Fuels Manager or the Fuels Flight Superintendent at a flying wing — or you are sitting a broadening assignment (Fuels functional at MAJCOM, instructor at Sheppard/82 TRW, AFRC FAM, joint logistics billet, staff position at DLA Energy). In the manager seat you own the fuels accountability program across the entire installation: receipts, storage, issues, inventory, environmental compliance, SPCC plan coordination with civil engineer, and the quality surveillance program from the underground storage tanks to the wingtip. You run 15-40 Airmen and NCOs across the flight line, storage, and quality sections. You write four to five EPB / Stratification reports per cycle. You sit in the wing logistics council and the environmental compliance coordination as the fuels voice. You mentor at least one TSgt per year toward SNCOA and the SMSgt board, and you are honest about the career cost of staying line-only versus broadening.

• 01Run the installation fuels accountability program to AFI 23-201 and TO 37-1-1: receipts, bulk storage, flight-line issue, monthly inventory reconciliation, and the DLA Energy interface — your numbers are the ones the wing CC briefs to the NAF.
• 02Defend the fuels environmental compliance posture at the installation level: SPCC plan currency, underground storage tank compliance, spill reporting to civil engineer and bioenvironmental engineer, EPA 40 CFR 112 coordination.
• 03Mentor a TSgt through SNCOA, the SMSgt board, and a broadening assignment — and give the honest analysis of what each path costs and what it builds.
• 04Run a wing-level fuels contingency exercise or bare-base deployment planning cycle and debrief the Fuels Officer and the wing logistics officer with specificity — system gaps, vehicle readiness, quality surveillance support requirements.
• 05Write four to five EPB / Stratification reports per cycle that the Fuels Officer and the SQ/CC can defend at the wing roll-up — measurable, unit-impact-driven, no senior-NCO filler.
• 06Brief the wing commander / wing logistics officer on the fuels program posture in language that holds up at the NAF / MAJCOM inspection without the Fuels Officer translating.

• —AFI 23-201 — Fuels Management, full document. You own execution at the installation scope — every chapter is yours.
• —TO 37-1-1 — General Operations and Inspection of Aerospace Vehicle Fuel Storage and Delivery Systems. The technical authority your quality program is audited against.
• —AFI 91-203 — Consolidated Occupational Safety Instruction, fuels chapters. You are the installation's senior NCO voice on fuels safety at the MSgt level.
• —EPA 40 CFR Part 112 — SPCC regulations as implemented through the base SPCC plan co-signed by the fuels function.
• —DAFMAN 36-2406 — Officer and Enlisted Evaluation Systems (four to five EPBs per cycle; verify current revision on e-Publishing).
• —DAFI 36-2502 — Enlisted Promotions (SMSgt board mechanics — no WAPS at MSgt; the board reads the package and the Functional Manager nomination).

• —SNCOA graduate (resident or correspondence — verify current Senior NCO PME requirements on MyFSS / e-Publishing).
• —CCAF AAS in Logistics / Transportation or allied technical specialty complete; bachelor's in motion if SMSgt / CMSgt-track.
• —Installation fuels accountability program defensible at the MAJCOM annual inspection and the DLA Energy audit — no unresolved discrepancies, no SPCC findings attributable to your tenure.
• —EPB / Stratification slate producing TSgt selectees at or above the squadron average.
• —Career-broadening assignment completed or on the slate — the SMSgt board reads broadening. A line-only MSgt career is a ceiling.

• —Hiding a fuel accountability discrepancy from the Fuels Officer or the logistics officer to resolve it before the DLA audit. The audit starts from the transaction date; the cover obscures the root cause and doubles the liability.
• —Letting the strongest TSgt carry the quality surveillance and environmental documentation while you focus on the SMSgt package. The day that TSgt PCSes, the program gaps surface at the MAJCOM inspection and your name is on the program.
• —Treating the career-broadening conversation as transactional with your TSgts. The MSgts you mentor become the SMSgt Fuels bench for the AFSC over the next decade — mentor honestly or the bench is thin when the MAJCOM looks.
• —Going to the wing logistics officer with a fuel accountability problem before you have a resolution path. Your job is to bring the problem and the fix simultaneously — the wing CC does not want to own your troubleshooting.
• —Allowing a fuels vehicle to operate with a deferred maintenance discrepancy because the flying schedule is compressed. A deadlined vehicle on a compressed sortie day is a delay; a failed vehicle releasing JP-8 on the pad is a mishap.

The good MSgt 2F0X1 Fuels Manager is the NCO the Fuels Officer and the wing logistics officer both name when the MAJCOM inspector asks who runs the program. The accounting is clean, the SPCC plan is current, the SAV findings are zero, and the TSgt bench is pinning on first or second looks. SNCOA is done, the AAS is on the wall, and a broadening assignment is either complete or on the slate. The Functional Manager has the SMSgt board case half-built two cycles before the package suspense.

You are the Fuels Superintendent, the MAJCOM Fuels Functional, or the AFSC CMSgt. The wing CC and the NAF logistics directorate name you in the fuels compliance slide — and the AFPC Fuels Functional Manager reads your name in the SMSgt and CMSgt board memos.

As a SMSgt you are the superintendent of a Fuels flight at a major flying wing or the senior enlisted leader of a MAJCOM fuels staff function. As a CMSgt you are the AFSC Functional Manager, a NAF or MAJCOM senior enlisted logistics advisor, or a joint energy/logistics senior NCO billet at DLA Energy or a combatant command. You set the standard for the 2F0X1 enlisted workforce across accessions, training, retention, broadening pipeline, and the SMSgt / CMSgt slate. You represent the fuels career field in the wing and MAJCOM logistics council. You own the senior endorsement on CMSgt board packages that determine who leads the AFSC for the next decade. You sit in the environmental compliance strategy conversation alongside O-5s, O-6s, and the wing CC. And you are planning the post-AF transition 24-36 months out — the bachelor's or master's in logistics or environmental management, the DLA Energy GS pathway, the civilian aviation fueling industry (into-plane operations, airport fuel farm management), or the defense contractor track.

• 01Run a squadron or MAJCOM superintendent's portfolio — climate, retention, training pipeline, EPB / Stratification slate, AFSC functional input to AFPC on accessions and reclass, career-broadening pipeline.
• 02Brief the wing CC / MAJCOM / NAF on fuels program posture and enlisted readiness in language that holds at the next echelon without translation.
• 03Write SMSgt and CMSgt board endorsements that the selection board can defend at AFPC — measurable, unit-impact-driven, honest about the candidate's ceiling and ceiling-breakers.
• 04Translate DLA Energy policy changes, environmental regulatory updates (EPA/state), and AFI 23-201 revision impacts into enlisted execution and training program changes at the unit level.
• 05Mentor the MSgt and SMSgt bench honestly: career-broadening sequence, CCAF / bachelor's timing, CMSgt board posture, post-AF transition runway.
• 06Run a casualty notification or a mishap family support role with the dignity and composure the family deserves — at this rank you are the face the wing presents.

• —AFI 23-201 — Fuels Management. At the superintendent / Functional Manager level you own the AFSC's input to revisions.
• —TO 37-1-1 — you provide the senior NCO audit voice on revision inputs and field-execution gaps.
• —AFI 91-203 — Consolidated Occupational Safety Instruction, fuels chapters. The AFSC safety record is yours at the CMSgt level.
• —DAFMAN 36-2406 — Officer and Enlisted Evaluation Systems (you write SMSgt / CMSgt-level endorsements; verify current revision on e-Publishing).
• —DAFI 36-2502 — Enlisted Promotions (SMSgt / CMSgt board mechanics; Functional Manager nomination input carries real weight at selection).
• —AFPC Fuels Functional Manager guidance; DLA Energy policy issuances; Chief Leadership Course reading list for CMSgt selectees; EPA 40 CFR 112 and applicable state environmental regulations.

• —Chief Leadership Course completion for CMSgt selectees before pin-on; SNCOA completed at the appropriate earlier point.
• —CCAF AAS or technical degree complete; bachelor's complete or in finishing kick; master's in motion if the post-uniform path is federal civil service, DLA Energy, or executive leadership.
• —Zero MAJCOM / DLA Energy audit findings attributable to your AFSC leadership during your superintendent tenure.
• —SMSgt and CMSgt board slate producing Fuels functional leaders at the AFSC level — not just strong line NCOs.
• —Zero senior-NCO-level integrity, environmental compliance, financial, or OPSEC incidents. One ends the career permanently — and at this level it ends it in a press release.

• —Pretending to be the current technical authority on a TO 37-1-1 procedure you have not executed in three years. The SMSgt / CMSgt who fakes technical depth in front of a MSgt who has been on the line last month loses the room permanently.
• —Letting the AFSC environmental compliance posture drift because the MAJCOM staff has a process team. You are the senior enlisted voice on that process team — the drift is on your watch.
• —Treating SMSgt / CMSgt board endorsement work as an administrative task. The packages you sign determine whether the AFSC has credible senior leaders in the next decade or a bench that was built by autopilot.
• —Confusing seniority with current authority. Hire, promote, and mentor MSgts and SMSgts who are technically sharper than you on the current platform — that is the senior NCO's job at this rank.
• —Going public with disagreement over a Fuels Officer's or wing CC's policy call on fuel operations or environmental compliance. Take it to the office. Walk out aligned. The CMSgt who breaks that rule once is the CMSgt who does not get the next assignment.

The good SMSgt / CMSgt 2F0X1 is the senior enlisted voice the wing CC and the MAJCOM logistics director name without hesitation when the DLA audit team calls. The AFSC accountability program is clean, the environmental compliance cycle is current, the SMSgt bench is pinning on first looks, and the post-AF transition is already running — the degree is done or finishing, the civilian-side runway is mapped (DLA Energy, into-plane operations, airport fuel farm management), and the AFPC Functional Manager has the next CMSgt board case half-built before the package suspense lands.