1、m 3515789 0223678 975 m f+a+ 1s TM 5-848-2 I TECHNICAL MANUAL HANDLING OF AIRCRAFT AND AUTOMOTIVE FUELS HEADQUARTERS, DEPARTMENT OF THE ARMY JANUARY 1984 Provided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-TECHNICAL MANUAL = 3515789 0223699 801 = *TM 5-0
2、40-2 HEADQUARTERS DEPARTMENT OF THE ARMY WASHINGTON. DC. 1 Junuary 1984 No . 5-848-2 CHAPTER 1 . 2 . 3 . 4 . APPENDIX . HANDLING OF AIRCRAFT AND AUTOMOTIVE FUELS Paragraph Page GENERAL Purpose 1-1 Uniformity of design 1-2 Standard drawings and technical specifications . 1-3 Coordination with design
3、of other facilities . 1-4 FUEL CHARACTE RISTICS Classes . 2-1 Flammability . 2-2 Liquid expansion . 2-3 Liquid weight 2-4 Viscosity . 2-5 Susceptibility to contamination 2-6 Harmful effects on materials 2-7 Harmful effects on personnel 2-8 GENERAL CONSIDERATIONS Fire and explosion protection . 3-1 P
4、recautions against contamination of fuels . 3-2 Product storage tanks 3-3 3-4 Piping systems . 3-5 Pipeline equipment . 3-6 Truck fill stands 3-7 Valve and equipment pits . 3-8 Electrical facilities . 3-9 Operations communications . 3-10 Cathodic protection . 3-11 Spur tracks 3-12 Roads . 3-13 Fenci
5、ng 3-14 Data for the information of the using agency . 3-15 STORAGE AND DISTRIBUTION General 4-1 Aboveground tank farms 4-2 Underground tank farms 4-3 Underground operating storage . 4-4 4-5 Facilities for receiving products from cross-country pipelines . 4-6 Facilities for receiving fuels from barg
6、es and marine tankers . 4-7 4-8 Facilities for dispensing fuels at truck fill stands . 4-9 Facilities for dispensing fuels at the tank car loading racks . 4-10 Facilities for dispensing fuels to barges or marine tankers 4-11 Facilities for handling vapor emissions . 4-12 SPECIALIZED DISPENSING SYSTE
7、MS General 5-1 Water-alcohol systems 5-2 Truck fill systems 5-3 Vehicular engine fuel systems . 5-4 Electric power plant diesel fuel storage 5-5 DATA FOR PIPING SYSTEMS Flow of liquids in pipes . 6-1 Friction factor . 6-2 Friction losses in pipes . 6-3 Velocity head 6-4 Static head . 6-5 Net positiv
8、e suction head . 6-6 Horsepower required of pump motor 6-7 Pump houses and filterseparator buildings Facilities for receiving products from tank cars and tank trucks . Facilities for distribution to hydrant type aircraft refueling systems . 1-1 1-1 1-1 1-1 2-1 2-2 2-5 2-5 2-6 2-6 2-13 2-13 3-1 3-1 3
9、-2 3-3 3-4 3-7 3-7 3-8 3-8 3-12 3-12 3-12 3-12 3-13 3-13 4-1 4-1 4-2 4-2 4-2 4-3 4-4 4-5 4-5 4-5 4-6 4-6 5-1 5-1 5-1 5-1 5-1 6-1 6-1 6-1 6-4 6-4 6-4 6-7 REFERENCES A-i *This manual supersedes TM 5.848.2. 29 June 1970 . 3963 i Provided by IHSNot for ResaleNo reproduction or networking permitted witho
10、ut license from IHS-,-,-H 3535789 0223700 353 TM 5-848-2 LIST OF FIGURES FIGURE 2-1. Variation of vapor pressure with temperature for different fuels. 2-2. Variation of specify gravity with temperature. 2-3. Viscosity-temperature relation for several fuels. 6-1. Reynolds number chart. 6-2. Friction
11、factor chart. 63. Pipe flow chart. LIST OF TABLES TABLE 2-1. Automotive and aircraft fuel specification. 2-2. API degree-specific gravity relation. 2-3. Equivalents of absolute viscosity. 2-4. Equivalents of kinematic viscosity. 2-5. Viscosity conversion table. 4-1. Spacing between aboveground verti
12、cal fuel tanks. 6-1. Typical friction losses for standard weight carbon steel welding fittings in equivalent lineal feet of pipe. 6-2. Typical friction losses for carbon steel lubricated plug valves in equivalent lineal feet of pipe. 6-3. Effects of altitude on atmospheric pressure, barometer readin
13、g, and head of water. Provided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-3535789 0223701 29T TM 5-848-2 CHAPTER 1 GENERAL 1-1. Purpose. This manual is a general guide for the design of fa- cilities for receiving, sorting, distributing, and dispensing fu
14、els for aircraft and vehicles. The man- ual provides criteria for economical, durable, effi- cient, and dependable fuel handing systems. Where special conditions and problems are not covered in this manual, acceptable industry standards will be followed if applicable to the case. Modifications or ad
15、ditions to existing systems solely for the purpose of meeting criteria in this manual are not author- ized. The criteria herein are not retroactively mandatory. 1-2. Uniformity of design. To maintain a uniformity of design, the instructions in this manual will be adhered to whenever practicable. 1-3
16、. Standard drawings and technical specif cations. Standard drawings and technical specifications ap- plicable to the design of fuel facilities presented in this manual are available. The standard drawings will be used in the development of the design for facilities covered in this manual. The standa
17、rd drawings and technical specifications must be modified to comply with the Clean Air Act of 1977, subsequent laws and regulations, and all State and local environmental codes and restrictions. Appro- priate modifications to the standard drawings and technical specifications will be made to reflect
18、 com- pliance. Deviations from established criteria and standards may be necessary in special cases be- cause of local conditions and requirements. In all such cases, the revised design, with justifications, will be presented to HQDA(DAEN-ECE-E) for approval. In the absence of specific instructions
19、for special conditions, problems, or details, established commercial practices will be followed insofar as these practices are compatible with military re- quirements. (See appendix for references.) 1-4. Coordination with design of other facilities. Designs for fuel-handling facilities will be coord
20、i- nated with designs of docks, railroads, roadways, airfield pavement, utilities, and other related in- stallations. Whenever design and construction schedules permit, portions of the fuel-handling sys- tem that are to extend under new railroads, road- ways, or airfield pavement will be programmed
21、for installation in advance of, or concurrent with, the covering surface facilities. Extension of electrical power supply, water service, and other utilities and construction of railroad spur tracks and road- ways to, and within, the fuel-handling facility will be included in projects for such facil
22、ities whenever practicable. 3962 Provided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-3515789 0223702 126 TM 5-848-2 CHAPTER 2 i a FUEL CHARACTERISTICS 0 2-1. Classes. Except for methyl alcohol, the products to be han- dled at facilities covered by this m
23、anual are all classed as liquid hydrocarbons. Characteristics of these products, such as flammability, reactions to change in temperature, weight, viscosity, suscepti- bility to contamination, and effects upon contact with materials and personnel, each require under- standing if serious design defic
24、iencies are to be avoided. Specifications covering fuels handled are summarized in table 2-1. Table 2-1. Automotive and Aircraft Fuel Specifications Government Spec if icat ions Usage Remarks ASTM Standards . Motor gasoline MIL-G-3056 M39 Low to high volatility ?lasses . A, B, C, D, E Low to high an
25、tiknock performance 1, 2, 3, 4, 5, 6 e W-F-800 DF-A. For arctic use DF-1 . For winter use DF-2 . For regular use Diesel fuel MIL-F-16884 Marine diesel fuel D975 , Most volatile for engines requirin Lower volatility for industrial and heavy mobile For low and medium speed engines frequent speed and l
26、oad changes . 1D service 2D 4D . MILS-5572 80187 Numbers are knock rating Aviation 100/130 First number for lean mixtures ga so 1 ine Il 5 I145 Second number for rich mixture D9 10 MIL-T-5624 JP-4 Wide boiling range JP-5 Lesser boiling range. Similar to A except with spec operational characteristics
27、 Av ia t ion turbine fuel MIL-T-38219 MIL-T-83133 MIL-T-25524 JP-7. . Low volatility JP-8 Kerosene grade Thermally stable D1655 . A . B al low temperature . Al Methylalcohol D1152 U. S. Army Corps of Engineers a Table 2-1. Automotive and aircraj fuel specifications. 2-1 3966 Provided by IHSNot for R
28、esaleNo reproduction or networking permitted without license from IHS-,-,-35L5789 0223703 Ob2 2-2. Flammability. Although liquid hydrocarbons or alcohols do not burn or explode while in a liquid state, they are classed as flammable liquids by fire protection standards because they emit vapors at fav
29、oring tempertures, forming a highly flammable and ex- plosive mixture when combined with air in the proper proportions. The sudden combustion when flammable mixtures are ignited within an enclosed space or container will create destructive pres- sures. The vapors from these products are heaQier than
30、 air and tend to collect at the floor level of pump rooms and pits, or to flow along ground sur- faces to low areas, unless dispersed by natural or mechanically produced air movement. The volatili- ty, flash point, flammability, and ignition tempera- ture of fuels are guides to their relative flamma
31、bility or explosiveness. a. Volatility. The tendency of a liquid to vapor- ize is known as volatility. The degree of volatility depends upon the fuels vapor pressure and its dis- tillation range, Vapor pressure is the pressure gen- erated by the fuel to certain temperatures. Vapor pressure is referr
32、ed to in specifications for fuels as the pressure in pounds per square inch (psig) at 100F when tested by the Reid Method (Method No. .1201.6 of Federal Standard No. 791). Since the vapor pressure of a product increases as the tem- perature of the fuel increases, fuels that release lit- tle or no va
33、pors at moderate temperatures can be- come highly volatile when exposed to high ambient temperatures; for instance, when spilled on hot surfaces such as fuel truck exhaust pipes. Figure 2-1 shows the variation of vapor pressure with temperature for different fuels. The distillation range of a fuel i
34、s defined by the temperature at which a liquid actively starts to vaporize (boiling point) and the temperature at which the fuel has entirely vaporized (end point). (i) Gasolines. Automotive gasolines have low initial boiling points, about 100“F, and relatively high Reid vapor pressures, ranging fro
35、m an allowa- ble maximum of 8 psig for average temperature grade to as high as 14 psig for cold temperature grades. The initial boiling point for aviation gaso- line is about 10“ to 15F higher, and Reid vapor pressure is limited by specifications to a maximum of 7 psig. Consequently, these fuels rel
36、ease large quantities of vapors, sufficient to form an ignitible mixture at temperatures as low as minus 40F. Al- though the flash point of gasolines is very low, the high volatility makes these fuels relatively safe to handle in storage tanks, since at sea level pressure and at temperatures above 2
37、0“F, the vapor-air mixtures in stationary gasoline tanks will be too rich to ignite. The only fire hazard point will be ig- 2 -2 - 3967 nition at the vent outlet where the mixture be- comes diluted with outside air. At sea level pres- sure, and at temperatures between plus 20“ and minus 40“F, a flam
38、mable mixture is present within the tank. However, a flammable mixture must al- ways be assumed in the vicinity of leaking tanks or piping systems, or where spillage has occurred. Since the vapors from 1 gallon of gasoline will occu- py between 20 and 25 cubic feet at atmospheric pressure, it is imp
39、ortant to store these products in closed containers in order to prevent the discharge of these vapors to the atmosphere. Vapors must be discharged to the atmosphere at outlet locations where the vapors will be dispersed before they can contact any potential source of ignition. (2) Kerosene, and kero
40、sene-type jet engine fuels. Kerosene and the three jet aircraft engine fuels (Grade JP-1, JP-5, and JP-7) are low volatil- ity fuels and have high flash points of approximate- ly 150“F, llO“F, 140“F, and 150F, respectively. At normal temperatures and atmospheric pressures, the vapor-and-air mixtures
41、 above the liquid in closed tanks are too lean to support combustion. At high altitudes and high temperatures, a flammable mixture may form. These liquids can ignite if spilled and spread thin on pavement or earth, or if heated sufficiently by an outside source. JP-7 is highly refined, colorless (so
42、-called white), and thermally stable to withstand high temperatures in jet engine fuel systems at flight speed. For JP-7, special materials will be required. The designer should consult the JP-7 manufacturer for guidance on which materials should be used. (3) Gasoline-type jet engine fuel. The diffi
43、cul- ty of producing JP-1 in sufficient quantities, and its poor starting qualities, brought on the develop- ment and, for a time, wide use of JP-3, which was a blend of gasoline, kerosene, and light distillates. (JP-2 was never produced in commercial quanti- ties.) The requirements for safe handlin
44、g of this grade are quite comparable to those for gasoline, since the predominant hydrocarbons in JP-3 are those in gasoline. These hydrocarbons improved the starting quality, but the Reid vapor pressure of 6 pounds per square inch permitted made this fuel unsuitable for high altitudes. Further rese
45、arch produced JP-4 fuel for use in most military aircraft, (4) JP-4 jet engine fuel. JP-4 is also a blend of gasoline, kerosene, and light distillates, but Mili- tary Specification MIL-T-5624 limitation to 2 to 3 psig Reid vapor pressure reduced the volatility to an acceptable range for high rate-of
46、-climb and high altitude aircraft operation. But the reduction in volatility substantially increases the hazards of fire or explosion. The gasoline hydrocarbons in JP-4 Provided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-m 3515789 0223704 TT9 m 3968 SV N
47、I OS/81 3jnSS3tJd OdVA 3fltll IL O w a 3 I- a a W a a w I- 2 o F M w * O w G O u x + 10 3 .3 2 -3 Provided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-TM 5-848-2 cause an extremely low flash point of approximate- ly minus 20F. Because of JP-4s low volatil
48、ity, the vapor-air mixtures of such fuel in stationary tanks may not be too rich to ignite at sea level pressure when temperatures are between minus 35“ and 80F. Where flammable mixtures occur, any igni- tion at vent outlets can enter the tank, causing violent combustion. No ignition source will be
49、permitted in the vicinity of vent outlets nor filler openings of tank cars or tank trucks. The flamma- ble vapor-air mixtures of JP-4 can be ignited by static electricity generated by fuel flow in pipes. This occurs when fuel is being delivered into a tank by the electric charges moving from the fuel to- ward the walls, bottom and liquid-air surface of the tank. Where there is complete continuity be- tween the roof structure, the
