Standard

SAE ARP5789A

Published

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Abstract

This document contains general criteria for the planning, design, and construction of military and commercial ground based aviation fueling facilities that receive, store, distribute, and dispense liquid aviation turbine fuels at airports to both fixed and rotary wing aircraft. Purpose The purpose of this document is to provide a description of practices that are commonly recognized throughout the industry as proving beneficial in the planning, design, and construction of aviation fuel systems at airports. Field of Application This document is intended for use with airport facilities that handle common aviation turbine fuels including Jet A, Jet A-1, F-24, Jet B, JP-5, and JP-8. It is not intended for: a. Portable or temporary systems such as military tactical systems b. Mobile equipment such as hydrant carts or tank trucks c. Retail or consumer aviation fueling facilities d. Any facility with gasoline whether aviation or motor vehicle type e. Military aircraft facilities with special or uncommon fuels such as JP-4, JP-7, JP-10, and JPTS Selecting Design Engineers, Project Managers, and Contractors The selection process should include qualification criteria that include, at a minimum, the following: a. Firms should have experience in fuel facilities equal to the current project in value and complexity. b. Firms should have experience in the same types of facilities being designed and constructed. c. The project personnel assigned to the project should be the individuals with the actual experience described above. d. Other unique experience factors as determined by the Owner. Limitations This document is not mandatory and does not replace regulatory requirements. It is meant to be complementary to other approved codes and regulations applicable to fuel system planning, design, and construction, whether statutory or in general use. It does, however, identify practices that are commonly recognized throughout the industry as proving beneficial in use within the aviation fueling industry. This document is intended to apply to new facilities and retrofitting existing facilities. This document presents a basic outline of the essential elements of an aircraft fuel handling system. It will not give complete details of any systems or equipment. This document is not intended to suggest or treat any property, equipment, or technology in a preferential manner. Numerical setpoints given in this document are typical and are presented for demonstration purposes only. They are not prescriptive. The actual setpoints shall be prescribed by the Engineer. Military Fueling Systems Purpose built military aircraft fueling systems differ from commercial systems even though military aircraft will use a commercial system when necessary. Military systems typically follow standard designs. Major factors which cause the differences between military and commercial systems include: Additives and Filtration Military fuels always contain additives. Jet A, JP-5, and JP-8 fuel are usually received at the military installation with an additive package consisting of fuel system icing inhibitor (FSII) and a corrosion inhibitor/lubricity improver (CI). JP-8 also includes a static dissipater additive (SDA). In some systems, the fuel arrives as un-additized Jet-A or Jet A-1 and is additized at the site either during or after it is received. Jet-A plus additives is F-24. Receipt filtration is normally by filter/separators conforming to EI SPEC 1581. A variety of receipt pre-filtration options are available depending on contaminants such as water or particulate that may be in the fuel. Clay filtration is not used because it strips the fuel of the additives. Fuel Thermal Stability Fuel thermal stability is critical to military aircraft since they use fuel as a coolant and heat sink for avionics, air conditioning, and other functions that may drive the fuel temperature to the point that it begins to break down. Since fuel received may be at the minimum allowable thermal stability, military systems are designed to prevent further degradation. Military systems use coatings, plating, aluminum, and stainless steel to minimize contact with ferrous materials from receipt to issue. Low Daily Throughput with High Peak Demand Requirements Military systems are typically designed for a maximum flow rate of 2400 to 3000 gpm (151 to 189 L/s). Normally, this rate is experienced during military peak demand operations. During normal operations, flow rates may be much lower causing conflicts between the need to maintain a minimum velocity of 7 ft/s (2.1 m/s) while preventing pressure surges during high flow rates. To minimize surges, systems are designed in a loop that circulates fuel from the storage tank through the loop and back to the storage tank. By controlling pumps, a minimum amount of fuel is returned to the tanks. All systems require a surge analysis and on occasion surge arrestors. Where higher flow rates are required, multiple systems are installed. Defuel Capability To maximize the cargo carrying capacity of military aircraft, fuel is often removed so more cargo can be added. Additionally, fuel must be removed for certain maintenance functions to be performed. Defueling at commercial facilities can be into a fuels maintenance dock or into a truck. At many military facilities, due to the large fuel loads in certain military aircraft, hydrant fueling systems are designed to both fuel and defuel aircraft through the hydrant. Normally this requires a diaphragm operated hydrant control valve in the pit that is larger than the valves used in commercial systems and requires a larger hydrant pit. Standardization Military systems are designed for minimum maintenance due to manning limitations and are standardized to minimize the learning curve for replacement technicians and augmentees deployed during contingencies. Tank Fire Protection Because of the high cost of maintaining Aqueous Film Forming Foam (AFFF) fire protection systems over the life of a tank, and because AFFF product release is generally treated as hazardous, military fire experts have stopped requiring such systems for fire protection except where directed otherwise by the Owner or Authority Having Jurisdiction. Instead they require a honeycomb type floating pan that limits fire exposure to the rim area. The internal pans are equipped with rim seals to also minimize vapor loss and preclude debris from entering the fuel.

Document information

  • Standard from SAE_AC
  • Published:
  • Version: 0
  • Document type: IS