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AD-767 600 REQUIREMENTS FOR EXPLOSION-PROOF ELEC- TRICAL EQUIPMENT IN AIR FORCE HANGARS Lester A. Eggleston, et al Southwest Research Institute Prepared for: Air Force Weapons Laboratory August 1973 DISTRIBUTED BY: mr\ National Technical Information Service U. S. DEPARTMENT OF COMMERCE 5285 Port Royal Road. Springfield Va. 22151

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AD-767 600

REQUIREMENTS FOR EXPLOSION-PROOF ELEC- TRICAL EQUIPMENT IN AIR FORCE HANGARS

Lester A. Eggleston, et al

Southwest Research Institute

Prepared for:

Air Force Weapons Laboratory

August 1973

DISTRIBUTED BY:

mr\ National Technical Information Service U. S. DEPARTMENT OF COMMERCE 5285 Port Royal Road. Springfield Va. 22151

·•·

THIS DOCUMENT IS BEST QUALITY AVAILABLE. THE COPY

FURNISHED TO DTIC CONTAINED

·A SIGNIFICANT NUMBER OF

PAGES WHICH DO NOT

REPRODUCE LEGIBLYo

AFWl.TR-72.135 AFWL-TR 72-135

REQUIREMENTS FOR EXPLOSION-PROOF ELECTRICAL EQUIPMENT IN

AIR FORCE HANGARS

Ustcr A. EggUston

Micha«! 0. Pish

Southwast Research Institut«

San Antonio, T«xas

V

s

TECHNICAL REPORT NO. AFWL.TR.72.135

August 1973

AIR FORCE WEAPONS LABORATORY Air Fore« Syitsms Command

j^l Kirtland Air Fercr. Sat« N«w Mvxicyo

[(•produced by

NATIONAL TECHNICAL INFORMATION SERVICE

U S Department of Commerce Spr *()field VA 22131

Approved for public release; distribution unllitiited.

D D C rjir?f^rpm nzF]

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AFWL-TR-72-135

AIR FORCE WEAPONS LABORATORY ir Force Systems Command Klrtland Air Force Base

New Mexico 87117

len US Government drawings, specifications, or other data are used for any purpose other than a definitely related Government procurement operation, the Government thereby Incurs no responsibility nor any obligation whatsoever, and the fact that the Government may have formulated, furnished, or In any way supplied the said drawings, specifications, or other data, is not to be regarded by Implication or otherwise, as In any manner licensing the holder or any other person or corporation, or conveying any rights or permission to manufacture, use, or sell any patented Invention that may In any way be related thereto.

DO NOT RETURN THIS COPY. RETAIN OR DESTROY.

UNCLASSirilD Srrunly ClmsifiratKin

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Southwest Research Institute San Antonio, Texas 78284 ib GROUP

3 REPOI» T T. TL E

REQUIREMENTS FOR EXPLOSION-PROOF ELECTRICAL EQUIPMENT IN AIR FORCE HANGARS

4 ÜESC«tPTIVE NOTES (Ty/tf ol rfport nnii in( IttstVf Omlv*)

June 1971-July 1972 9 «UTXORISI (Flttl narn», middlm Initial, ImH namm)

Lester A. Eggleston; Michael D. Pish

S REPOR T DA TE

August 1973 P2$6Ö1-71-C-Ö116

683M

2

'tt. TOTAL NO OF F'AGFS

426 I £5 7h. NO OFRFFS

8 • ■. CONTRACT OR CHANT MO

b. PROJEC T NO

»a. OHtGINATOR'S REPORT NUMBEROI

AFWL-TR-72-135

r Task No. Sd. OTHER REPORT NO(SI (Any other numbert thai may be asslDnrd (hu report)

DISTRIBUTION STATEMENT

Approved for public release; distribution unlimited.

ti SUPPLEMENTARY NOTES 12 SPONSORING MILI T AR V ACTIVITY

AFWL (DEZ) Kirtland AFB, NM 87117

11 ABSTRACT

(Distribution Limitation Statement A) The objective of this research effort was to determine if current requirements for explosion-proof equipment in USAF hangars are more stringent than necessary, and thereby result in unnecessary expense in meeting such requirements. Experiments and tests conducted, both in actual USAF hangars and in the laboratory, indicated that the vapor explosibility hazard from leaks and fuel spills is lower than generally believed. The results of this study indicate that hazardous zone defini- tions in existing codes could be relaxed without compromising safety. Vertical profile measurements of fuel spills and fuel leak vapors showed that under normal conditions of ventilation, the atmosphere in the 2-in. level was well below the lower explosive limit (LEL). Even with the extreme condition of volatile fuel spills in quiescent, confined spaces, the LEL level did not rise above 7 inches. It was concluded, therefore, that all portions of hangar spaces more than 12 in. above the floor could be considered as nonhazardous with respect to vapors from aircraft fuel spills and leaks relating to explosion-proof equipment requirements. In view of this, it further concluded that the 18-inch upper boundary in existing National Electric Code (NEC) and the Occupational Safety and Health Act (OSHA) requirements are more than adequate to ensure safety.

DD.FrM473 UNCLASSIFIED SecurttV Classi/ualinn

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Hangar fuel vapors Fuel vapor explosivity Explosion-proof electrical outlets

/ &.' laicussiEiffl Security CUnification

AFWL-TR-7Z-135

REQUIREMENTS FOR EXPLOSION-PROOF

ELECTRICAL EQUIPMENT IN AIR FORCE HANGARS

Lester A. Eggleston Michael D. P1sh

Southwest Research Institute San Antonio, Texas

TECHNIC' REPORT NO. AFWL-TR-72-135

Approved for public release; distribution unlimited.

AFWL-TR-72-135

FOREWORD

This report was prepared by the Southwest Research Institute, San Antonio, Texas, under Contract F29601-71-C-0TI6. The research was performed under Program Element 63723F, Project 683M, Task 2.

Inclusive dates of research were June 1971 through July 1972. The report was submitted 15 June 1973 by the Air Force Weapons Laboratory Project Officer, Mr. Frederick H. Peterson (DEZ).

This technical report has been reviewed and is approved.

FREDERICK H. PETERSON Project Officer

OREN G. 3TR0M Lt Colonel, USAF Chief, Aerospace Facilities Branch

WILLIAM B. LIDDICOET Colonel, USAF Chief, Civil Engineering Research

Division

\ 11

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AFWL-TR-72-135

ABSTRACT

(Distribution Limitation Statement A)

The objective of this research effort was to determine if current requirements for explosion-proof equipment in USAF hangars are more stringent than necessary, and thereby result in unnecessary expense in meeting such requirements. Experi- ments and tests conducted, both in actual USAF hangars and in the laboratory, indicated that the vapor explosibility hazard from leaks and fuel spills is lower than generally believed. The results of this study indicate that hazard- ous zone definitions in existing codes could be relaxed without compromising safety. Vertical profile measurements of fuel spills and fuel leak vapors showed that under normal conditions of ventilation, the atmosphere in the 2-in. level was usually well below the lower explosive limit (LEL). Even with the extreme condition of volatile fuel spills in quiescent, confined spaces, the LEL level did not rise above 7 inches. It was concluded, therefore, that all portions of hangar spaces more than 12 in. above the floor could be considered as nonhazardous with respect to vapors from aircraft fuel spills and leaks relating to explosion-proof equipment requirements. In view of this, it further concluded that the 18-inch upper boundary in existing National Electric Code (NEC) and the Occupational Safety and Health Act (OSHA) requirements are more than adequate to ensure safety.

iii/iv

AFWL-TR-72-135

CONTENTS

Section Paqe

I INTRODUCTION 1

II DISCUSSION OF THE PROBLEM 2

III TEST PROGRAM INSTRUMENTATION 6

Instrument Package Desiqn 6

Calibration 8

Sampling Considerations 11

IV TEST FACILITIES 12

Simulated Hangar Space 12

Selected USAF Hangars 12

V TEST PROGRAM CHRONOLOGY AND TABULATED RESULTS 18

Phase 1 18

Phase 2 18

Phase 3 18

All-Phase Work 21

Phase 4 21

Data Reduction 21

VI ANALYSIS OF RESULTS AND CONCLUSIONS 26

Discussion of the Test Results 26

Conclusions 28

Recommended Revised Text for Par 7- -10. AFM 88-15 29

APPENDIXES

I. Excerpts from AFM 88-15 and National Electrical Code 30

II. Sampling Configurations 35

III. Plots of the Test Information 44

IV. Tables of Test Results 74

AFWL-TR-72-135

CONTENTS (cont'd)

Section Page

REFERENCES 114

DISTRIBUTION 115

v1

AFWL-TR-72-135

ILLUSTRATIONS

Figure Page

1 Comparison of Hazardous Area Definitions by Article 513 of National Electrical Code and AFM 88-15 4

2 Instrument Package System Diagram 7

3 Photograph of Instrument Package 9

4 Lower Explosive Limits for Fuels and Various Saturated Hydrocarbons 10

5 Floor Plan—Simulated Hangar Space 13

6 Interior View of Simulated Hangar Space 14

7 View of Hangar 5, at Randolph Air Force Base, During Test 26 15

8 View of Randolph Air Force Base Spill Test 27 16

9 View of Hangar 4337, at Bergstrom Air Force Base, During Test 28 17

10 Vertical Profiles of Vapor Concentration, Tests 34-37 23

11 Calculated Diffusion of Benzene into Air 26

TABLES

Table Page

1 Maximum Vapor Concentrations in a 200-Sq-Ft Closed Room, Quiescent Conditions, Sampling in a Single Plane 19

2 Maximum Vapor Concentrations in a 200-Sq-Ft Closed Room, Quiescent Conditions, Sampling in Three Vertical Planes 20

3 Vertical Profiles of Maximum Vapor Concentrations in Sealed Room 22

4 Maximum Vapor Concentrations in Selected Typical USAF Hangars 24

vii

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AFWL-TR-72-135

ABBREVIATIONS

AC alternating current

ASTM American Society for Testing Materials

atm atmosphere(s)

avgas aviation gasoline

Dlv Division

LEL lower explosive limit

H/min liters per minute

MSA Mine Safety Appliances

NA nonapplicable

NEC National Electrical Code

NFPA National Fire Protection Association

O.D. outside diameter

Ref(s) reference{s)

R.H. relative humidity

sec second

UDMH unsymmetrical dimethyl hydrazine

UEL upper explosive limit

V volt

Vol% percent by volume

viii

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SECTION I

INTRODUCTION

Many informed persons have been concerned about existing codes pertaining to the explosivity of aircraft fuel vapo>3 in aircraft hangars and resultant requirements for explosion-proof electrical equipment. No data were available with which engineering judgments could be made of criteria now in force. Accordingly, the Civil Engineering Division of the Air Force Weapons Laboratory was directed early in 1971 to carry out an appropriate investigation of the basic problem. On 16 June 1971, the Air Force Weapons Laboratory negotiated a contract with the Southwest Research Institute to accomplish the required research. The Statement of Work for this specifically required the contractor to prepare and submit recommended revisions of AFM 88-15, if such were deemed necessary.

The decided approach to the problem consisted of both laboratory and field tests. Initially, spill and leakage tests would be conducted on a small scale in a simulated hangar environment. These would provide information on the effects of varying fuels, exposed surface areas, temperature, humidity, baro- metric pressure, and various typical building design features (such as pres- surizing to block vapor flow). Laboratory work was carried out in three phases. In Phase 1, sampling w?s carried out in a single geometric plane for points 18 inches apart between the vapor source and the wall of the room. Vertical incre- ments were taken at points 4 inches to 16 inches above the floor. In Phase 2, sampling was carried out at the center of the room and at points 2 feet from the walls of each corner at heights of 2, 12, 18, and 48 inches. In addition, three points were monitored at the 96-inch ceiling level. Phase 3 studied vertical profiles of vapor concentration at 2-inch intervals up to 24 inches and at 1/2-inch intervals up to 12 inches. Field work was carried out in USAF hangars at Kelly AFB, Randolph AFB, and Bergstrom AFB. The objective of this work was to secure maximum parking and maximum maintenance occupancy for worst- case conditions with fully fueled aircraft and extended closed door operations. A large-scale JP-4 spill test also was included. Sampling was generally at 2 inches above the floor.

To secure quantitative information on actual vapor concentrations arising from flammable liquid spills or leaks under various conditions, a total of 32 tests was carried out under simulated hangar conditions, together with five tests in operating USAF hangars. A total of 124,122 data points was recorded during 591 hours and 10 minutes of testing. The instrumentation consisted of a Beckman Model 400 Total Hydrocarbon Analyzer and a Honeywell 24-Point Recorder which controlled a bank of three-way solenoid valves in a continually purged and synchronized sampling system. The instrumentation was regularly calibrated against a standard methane-air mixture which had been analyzed using a Perkin- Elmer Gas Chromatrograph. Cased on data compiled by the US Bureau of Mines, the average lower explosive limit (LEL) of JP-4 and 115/145 avgas was taken at 1.25 percent by volume (12,500 ppm). This figure was then used in calculating the fuel vapor equivalent of the methane-air standard calibration gas.

SECTION II

DISCUSSION OF THE PROBLEM

An unwritten principle of industrial safely states that if a hazard is known to exist, adequate measures musi be taken to avoid loss of life or property because of it. Sound economic practice requires that any protective measures taken must be suited both to the severity of the exposure and to the likelihood of adverse consequences. Whenever data on severity and probability are not available, it is not unusual to assume the worst situation and devise countermeasures accordingly.

This practice can be justified only on the grounds that any and all expenditures fo safety are woithwhile a premise which is difficult to defend. Frequently, the costs of protection can far exceed the benefits to be realized, and unless safety requirements are based on sound infonnation, the expense may quickly reach the point of diminishing returns on the invest- ments involved and defeat its own purpose. Appreciable savings can be realized when the costs of the safety measures pro- vided are equated against the hazard probabilities.

? The use, handling, and storage of flammable liquids involves an unavoidable hazard potential. Hangars used 'or parking

and mainienance of partially or fully fueled aircraft can regularly contain areas where concentrations of fuel vapors could conceivably build up to ;he lower explosive limit (LEL). Some aircraft fuel systems have no allowance lot thermal expan- sion. A fueled aircraft moved into a warm hangar will drip fuel at the lank outlets. In such areas, any source of ignition might produce serious consequences. One obvious protective measure is tu minimize the ignition probability by using explosion-proof electrical fixtures in /.ones where vapor concentrations could present a hazard These are specified in both the National Fire Protection Associaiion (NFPA) Standards foi civil aircraft which include the National Electrical Code (NEC) and AFM 8K-I S for military hangars. The question thus arises as to which standard is most appropriate If one is just adequate, the oilier would appear to be either delicienl or excessive, depending on which is used as the reference. For both, the fuel volatilities involved are essentially the same.

The NFPA began formulating us aviation standards about ll'50 when piston aircraft dominated the scene and gasoline war, the principal luel used. Efforts to ascertain the basis used by the NFPA committee in defining the limits ot the hazardous areas have been unsuccessful As far as could be determined, however, no quantitative data on hangar conditions were then available. Harvey Hansberry (Re I I), current Vice Chairman of the Aviation Committee, states that he is unaware of any published hangar work Three reports (Rets. 2,3,4) were found which dealt with the vapor envelope at lank vents during 'Utdoor refueling. Bui since refueling in hangars is presently prohibited by NFPA Standard No. 407. ihey were inapplicable •xcept for general ml 01 mal ion. It can only be assumed that the standards represent subjective judgements on t'»? part of 'hose involved.

High-volatilitv fuels (gasoline, JP-4. and Jet B) are siill in sufficient use to warrant the applicanon ol appropriate •.tandards. With low-volaiilily fuels (Jet A, JP-5,and JP-Sl the hazard would be almost nonexistent.

Piston engines require a tailored gasoline fuel, while turbine engine fuel requirements are much less critical. JP-4 and Jet B aie kerosene-gasHme blends, while Jel A. JP-5. and JP-X .ire straight kerosenes. Since the problem is to determine what •onstitutes an appropriate standard in terms of the more hazardous fuels, the standard should be based on objective judge- ments resulting from quantitative measurements.

Both aviation gasoline (avgas) and military turbnu fuel (JP4) have flash points below 0UF. By definition, this is the lowest temperature at which, under controlled conditions, ihe vapor layer over the fuel reaches the LEL. The flash point is .ommonly dettrmined by the closed cup method ASTM Ü-S6. Since normal hangar ambient conditions are invariably well above 0oF, it can be assumed safely that at the immediate liquid surface of any fuel spill or leak and at some finite distance ibove it, an explosive concentration can exist. Whethei 01 not this would constitute a hazard depends upon many inter-

elaled variables such as

(I) the partial pressure of the volatile fuel components;

('I the volume and surface area of the exposed fuel.

(3) air currents in the vicinity of the spill which may dilute the released fuel vapor: a^d

(4) the time required fur cleanup of spills or effective dissipation of volatile fractions.

From an engineering standpoint, uny fuel spill involves a diffusion/evaporation process, and, if all the factors were known, equations could conceivably be written to characterize the phenomena. In actual practice, spills are not predictable in size and nature. Temperatures, irregular surface areas, rates of fuel release, und ventilation conditions vary so widely that about the only practical approach to hazard assessment is measurement of vapor concentrations in some worst-case situations.

All of the fuel vapors involved with the fuels mentioned are essentially butane-pentane-hexane mixtures that are several times heavier than air. It would be normal to expect the highest concentrations of flammable gases to build up at tlooi level or below it, with gradually decreasing concentrations at higher levels as the fuel vapors diffuse upwards or are diluted by air currents. This philosophy is the basis of the several electrical standards in use today which set various distances above the floor as zones in which explosion-proof equipment is mandatory. Such standards can be evaluated only from data on the hori- zontal and vertical distributions of fuel vapor and the concentrations reached at various times as the fuel evaporates and as vapors are dissipated by convection and diffusion.

There are a number of possible sources of tuel vapors in hangars. These are evaporation from the exposed surfaces of containers, accidentally spilled fuels, inadvertent losses during maintenance operations, leaks dripping onto the floor, and the displacement of vapors from aircraft tanks during thermal expansion or refueling. Once generated, the vapors could move by gravity flow or wind pressure differentials anywhere within the area of concern. Therefore, the overall protective scheme should be based on acUially measured concentrations of vapors under representative conditions and should consider the costs of providing adequate protection against adverse situations. By simulation of drips and spills in a small-scale facility under controlled conditions and tests in actual operating hangars, it should be possible to secure useful data on the magnitude of the hazard exposure.

Protection may take a number of forms, and all may supplement each other. In aircraft hangars, an obvious approach is to establish operating practices which minimize the release of vapors. NFPA Standard No. 407 on aircraft fueling, which requires tiiis to be done out-of-doors, isa step in this direction. This eliminates large-scale indoor vapor venting. The cited references 2,3,and 4 deal with vapor venting.

The requirements of the two codes of interest arc shown for an assumed hangar situation in Figure I. Article 500 of the NEC, which governs hazardous areas in general, classifies them in three ways:

• Class I flammable vapors in sufficient quantities to produce an explosible mixture

• Class II combustible dusts

• Class HI easily ignitable fibers.

It should be noted that while the mere presence of flammable vapors could categorize aircraft hangars as Class 1, the vapors must be produced in sufficient quantities to present p ppreciable hazard. Thai is. the degree of exposure factor must be represented. If the hazard is continuous, intermittent, or periodic under normal operating conditions, it is described as Class I. Division I. On the other hand, if the flammables are normally confined and the presence of vapors is the exception rather than the rule, the area is described as Class I. Division 2. and the electrical requiiements are less rigorous.

When explosion-proof equipment is necessary, it must be suited to the specific vapors (or dusts) with respect to the max- imum explosion pressures the fixture must be able to withstand and the allowable clearances which control flame stopping effectiveness. This requires a further classification by vapor properties as may he seen from reference to Table 500-2(c) of the NEC. included as Appendix 1 on page 32. Almost all flammable liquids, including petroleum fuels, fall into Class I.Group D(Div I or 2). A few compounds used in aerospace work, especially UDMH. are in Class 1, GroupC. The presence of Group ( liquids in hangars, however, is unlikely, and spills of such liquids in hangars are even less likely.

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It 1s very important that any heat-generating equipment selected for use in a hangar not produce a surface temperature high enough to cause auto-ignition of the particular fuel vapor under consideration. The revised National Electric Code states:

(a) Approval for Class and Properties. Equipment shall be approved not only for the class of location but also for the explosion properties of the specific gas, vapor, or dust that will be pres- ent. In addition, equipment shall not have exposed any surface that operates at a temperature in excess of the ignition tempera- ture of the specific gas vapor or dust.

The characteristics of various atmospheric mixtures of hazardous gases, vapors, and dusts depend on the specific hazardous material involved.

(bj Marking. Approved equipment shall be marked to show the Class, Group and operating temperature, or temperature range, based on operation in a 40oC ambient for which it is approved.

The temperature range, if provided, shall be indicated in identi- fication numbers, as shown in Table 500-2(b).

Identification numbers marked on equipment nameplates shall be in accordance with Table 500-2(b).

Excep^tcon: Eqiu,pmnt ofi tixa nonhzAt-pfwdacÄ.nQ type, inch cu, junction boxei, condvuJ: and ^ittingi, OAZ not itquAAoA to have, a maAkzd opeAcitcng trnptnatuAQ..

For purposes of testing and approval, various atmospheric mixtures (not oxygen enriched) have been grouped on the basis of their hazardous characteristics, and facilities have been made available for testing and approval of equipment for use in the atmospheric groups listed in Table 500-2(c). Since there is no consistent relationship between explosion properties and ignition tempera- ture, the two must be regarded as independent requirements.*

There are appreciable cost differences between the various Group and Divi- sion ratings, and between explosion-proof and nonexplosion-proof equipment.

Explosion-proof equipment is more expensive than nonexplosive-proof equip- ment. For any particular installation wherein operations are well established (in this case, aircraft hangars), it is logical to gather quantitative data on the actual hazard exposure under the most adverse exposure conditions, allow a reasonable margin for any unknowns, and then determine the adequacy of existing safety measures. Accordingly, this research program was designed to provide firm data which could be used by USAF engineers to evaluate the requirements for explosion-proof electrical outlets in USAF aircraft hangars. Pertinent portions of Air Force Manual (AFM) 88-15 and the National Electric Code (NEC) are presented in Appendix I for convenient reference.

*1971-72 Revised National Electric Code, paragraphs 500-2(a) and (b)

SECTION III

THST PROGRAM INSTRUMENTATION

1. INSTRUMENT PACKAGE 1)1 SIGN

The magnitude of any flammabte vapor hazard can be exposed as a percentage of the I.EL. If it is Mow the LEE, the mixture cannot be ignited. A mixture above the EEL must be considered dangerous. Even if the mixture is above the upper explosive limit (UEE). it may become diluted enough to fall within the explosible range.

There are two basic techniques for measuring vapor concentrations. One uses catalytic oxidation of the sample gas by a hot platinum filament to unbalance an electrical bridge circuit and produce a direct readout calibrated in percent of EEL. A portable instrument is available with a hand operated sample pump foi quick checking of areas for hazardou;, gases. Multi- point devices of this design are available with built-in sampling pumps for permanent installation. If lesired, special explosion- proof diffusion heads can make the measurement directly at the immediate sampling point. Without special calibration, the latter instruments cannot measure concentrations above the EEL. Common ranges available are 0 to 10 percent and 0 to 100 percent of LEE. Thus, these oxidation type devices were considered to have loo limited a range for this program (except for checking purposes) since the range to be investigated was on the ordei of 0 to 200,000 ppm.

The most versatile instrument for measuring hydrocarbon vapor concentrations is the hydrogen flame ionization meter. This instrument has been available for many years, and its accuracy and stability are well established. Since it was recognized lhat the vapor concentrations in the test program could vary from extremely low values to well above the EEL and since quantitative lesults were needed, the ion. on type meter was selected.

The mstrument used had a s; ated useful range from I ppm full-scale to 100,000 ppm full-scale (based upon methane). These values were indicative but m-i limiiing. The lowest range used during the program was 0 to 10 ppm of fuel vapor. The highest was 0 tu 2U.000 ppm of fuel vapor. Calibration to higher ranges would have been possible, but this was not necessary.

The original plan ^as to use two instruments. One was to be used to monitoi ten fixed points, while the oilier was to monitor a scanner probe moving horizontally and vertically across selected planes in the simulated hangar space. This, how- ever, would have greatly con plicated data reduction and would have been poorly suited to the required full-scale hangar tests. After further study, it was decided to use a single instrument lo monitor twenty-four fixed points placed in accor- dance with the needs of the experiment.

A 24-point Honeywell recording thermometer also was made available to the program. This was modified by the manu- facturer to:

(I) isolate the 24-poinl thermocouple selector switch from the measuring circuit and convert it lo a 120-VAC rotary selector swiich to control the sjmplirij; solenoids;

( 2) change the chart drive geat trains to print 12 points/in., regardless of time. This prevented overprinting of closely grouped data poinis;

{}) provide readily changeable drive motors to enable sampling speeds between 5 and 30 sec'point as desired, and

(4) calibrate the measuring circuits for 0 to 10 mV DC. To print out the signals from the fuel vapor measurements at each sample point

An operational schematic of the instrument package is shown as Figure 2. The rotary switch on the Honeywell drive motor controls a bank of twenty-tour 3-way solenoid valves. Normally each sample line (about 50 to 100 ft of l/4-in. O.L). polyethylene i ibing) was connected to a purge manifold, which exhausted a total of about 21 S/tnin from the system, keep- ing a continually fresh sample at the manifold. As each sample solenoid was activated in turn, the stream was switched to the sample manifold. The sample pump sent 2 to .? C'min lo a Beckman Model 400 Total Hydrocarbon Analyzer where it indi- cated the vapor content. The signal was then led to the 24-poiiii recorder through a small voltage divider box which enabled any reading lo be imiltiplied by 2 or 4 lor ciiiivemeiKc in readout. At the conclusion of the sample period, the recorder printed an idenlified data point.

The instruments, pumps, and sampling system were assembled into a standard 6-ft rack cabinet. The lower portion con- tained nine pressure tanks rated at 500 psig which could contain enough of the 40-percent hydrogen/60-percent nitrogen fuel gas mix for the Beckman Analyzer to support operation for over a week. It also contained a switch selectable tank of calibra- tion gas and a tank of nitrogen for a zero gas. The instrument package is illustrated in Figure 3.

It was constructed for complete portability and ready movement to any selected test site. Allowing time for warmup uf the instrument and running sample lines, a test could be started approximately 4 hr after arrival at the point of intended use.

2. CALIBRATION

Cahi ration of any instrument, such as the Beckman Model 400 Analyzer to read total volume of a mixture of hydro- carbon vapors, requires the determination of a typical analysis so that a reference gas can be prepared. Since the desired end product of the study was related to the LEL of aviation fuel vapors, advantage was taken ot Zabetakis' (Ref. 5) work in this area. He points out that there is some disagreement on the flammability limit of fuel blends, but suggests these values:

Fuel LEL(Vol%)

Avgas 100/130 1.3 Avgas 115/145 1.2 Jet Fuel JP4 1.3

The LtL of a fuel vapor blend is related to the LEL of its various components, and the same reference cites these figures:

Compound LEL(Vol9?)

Methane 5.0 Ethane 3.0 Propane 2.1 Butane 1.8 Pentane 1.4 Hexane 1.2 Heptane 1.05 Octane 0.')5

C ross plotting vapor LtL's with the number of carbon atoms involved (as shown in Figure 4), it may be seen that a typical aviation fuel spill would have an averaged LEL of »p^ioximately l._5 percent, corresponding to a pentane/hexane mix with a median of 5.75 carbon atoms per molecule. The vwpcr would also contain relatively small amounts of butane and heavy ends. Some slight differences could be expected between the heavy ends from avgas and those from JP-4 by reason of the higher final boiling point of JP4.

For the same volume percentage, an aviation fuel vapor would read 5.75 times higher on the analyzer than methane vapor. This fact was used in preparing the calibration gas Methane was selected as the basic component gas since it would remain in the va >or state when stored and mixed at high pressures.

The calibration sample was prepared by charging 1-1/2 atm of methane to an evacuated pressure cylinder which was then pressurized by adding 100 atm of compressed air. This was equilibrated for 4 days with a steam coil and water coil on oppo- site sides ot the cylinder to set up convection mi ing currents. The contents were then analyzed on a Perkin-Elmer Gas Chromotograph against a reference sample prepaied by injecting 10 ml of pure methane into a 1000-ml flask. Three runs on each gas, with run-to-run errors under 5 percent, showed the calibration gas contained 1.34 percent of methane.

In use, the gas was equivalent to 1.34 percent/5.75 percent or 0.233 percent of typical fuel vapor. As may be seen from Figure 2. a calibration gas cylinder was readily available at the input manifold. Before, during, and after each run; the instru- ment was set either to 10.000-ppm full-scale (2330 ppm) in calibration,or 20,000-ppni full-scale (1165 ppm)as required by the experiment.

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FIGURE 4. LOWER EXPLOSIVE LIMITS FOR FUELS AND VARIOUS SATURATED HYDROCARBONS

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3. SAMPLING CONSIDERATIONS

For acceptable results, the sampling process must not affect the conditions being observed. The sample must be promptly analyzed, and, in a multipoint system, proper separations must be maintained. These criteria received continual attention during the program.

At no times were significant volumes being used for analysis. The sample and purge pumps continually removed approxi- mately I cfm, and this was less than the air leakage in-and-out expectable in the 1600-cu ft enclosure involved. The samples were drawn parallel to the floor to avoid any effects on the vapor layer. No approach velocity could be noted above or below the sample point, and, even in the same plane, it was difficult to detect with a hot wire anemometer. Nevertheless, in the final vertical profile series when sampling at l/2-in. intervals above the floor, a special stack was constructed to insure hori- zontal low-velocity laminar sampling.

The purge pump maintained a fresh sample at the manifold at all times. Calculations indicated that the typical lags be- tween sample entry and arrival at the manifold were between 10 and 25 seconds.

For adequate separation between samples, the volume of the sample system must be minimized, and the How mus' be made high enough to completely flush out the preceding sample before a new measurement is made. The initial shakedown runs showed obvious sample overlap when running at 5 sec/point. A speed of 7.S sec/point was marginal if appreciable changes in vapor concentration occurred. Most of the work was carried out at 10 or 15 sec/point, except for the long duration runs in USAF hangars where 30 sec/point was deemed adequate. In addition, each sampling plan was based on graduated cycling from areas of high-vapor concentration to areas of low-vapor concentration and back again, avoiding abrupt changes in vapor values.

Sampling was under continual study during the program. During the latter phases, the instrument package was modi- fied to reduce the original sample manifold volume from 9 cu in. to 1.5 cu in. and to meter the sample flow rate. With these improvements, an instrument response time of 5 sec/point was anticipated. The sample system performed as expected, but the recorder bridge balance circuit could not respond fast enough to make the 5-sec cycle feasible without further modifica- tions. Excellent response was secured at 10 sec/point.

II

SECTION IV

TEST FACILITIES

The progiam required extensive testing in a simulated hangar space, a term which was not defined in the Statement of Work but was left to the interpretation of the contractor. It also specified field tests in USAF hangars selected as suitable to the purpose.

I. SIMULATED HANGAR SPACE

An aircraft hangar is essentially little more than a sizeable building designed for the storage and maintenance of aircraft. Large end doors are provided to permit passage in and out. Hangars are reasonably draft free, and. in temperate or cold climates, heaters are installed for working comfort. Aircraft shelters and nose docks meet this general description, also.

For the purposes of these tests, it was felt that as long as a semiquiescent environment could be secured, size (within reason) was not especially important. An unused concrete structure with a builtup joist roof was available which would supply a 14 X 14-ft working space and an adjoining 10 X 10-ft instrument room. This was rehabilitated for the purpose, and a floor plan is shown in Figure 5. An inside view of the experimental space is shown in Figure 6.

In order to investigate the effect of drafts coming from under a hangar door, a 4-in. plenum space was constructed across the inside east wall. This extended to within 2 in. of the floor and connected to two 18-in., low-capacity, tangential blowers set into the wall. Only one was used in testing. The second was utilized to expedite ventilation between tests. Typical velocities produced during tests are indicated in Figure II-1 of Appendix II.

A 4-in. low-power, shaded-pole fan was placed in one corner to produce floor drafts from ventilation inside the building. The velocities are noted in Figure 11-3 of Appendix II.

For the first part of tests all sample lines were supported on ringstands. A plastic-covered, wiic-grid system was then installed for mounting the polyethylene sample lines and securing better spatial distribution. Diagrams of the sample locations (Figs. II-1 through 11-9) are included in Appendix II. Portable electric unit heaters were used prior to all runs at high-ambient temperatures to achieve the desired conditions.

2. SELECTED USAF HANGARS

A survey of the San Antonio area showed numerous hangars which could be made available to the program. The requirement essentially was for one or more large hangars which, on occasion, were filled with fueled aircraft and where vapor concentration measurements could be made over a 2- or 3-day period under closed door conditions. Three hangar1- were con- sidered at Kelly AFB. four at Randolph AFB, and three at Bergstrom AFB. The final choices were Hangar 935 at Kelly AFB (Texas Air National Guard, F-100's); Hangar 5 at Randolph AFB (Air Training Command, T-38's); and Hangar 4337 at Bergstrom AFB (Tactical Air Command, RF-4's). The respective commands afforded excellent cooperation in making these hangars available and in aiding project personnel in setting up the instrument package. Randolph AFB officials were especially helpful in authorizing the desired large-scale spill lest at the conclusion of the monitoring runs. Sketches showing sample points of the hangars and their aircraft occupancy are included in Appendix II. Figure 7 is a photograph of the aircraft in Hangar S at Randolph AFB during Test 26. The aircraft shown represented maximum hangar parking occupancy. The tests at Kelly AFB and Bergstrom AFB were conducted with maximum maintenance occupancy. The spill test at Randolph AFB is illustrated in Figure 8, while the Bergstrom tests are shown in Figure 9. The number and positions of aircraft in occupancy are shown as Figures 11-6.11-7, and 11-9 of Appendix II.

12

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TEST PROGRAM CHRONOLOGY AND TABULATED RESULTS

In the absence ufany known iiiionnution on the subject, the experimental approach was almost completely empirical. The test facility attempted to simulate actual conditions in actual buildings so as to determine what could be expected in USAF hangars under spill or leakage conditions. As the data from each run were collected, they were u;ed to plan succeed- ing tests until the character of the vapor distribution pattern began to make itself evident and the relative importance of the variables could be discerned. This resulted in three separate but interrelated phases for the simulated hangars plus a fourth phase of field testing in actual hangars at USAF bases.

1. PHASE I

Tests 1 through 5 were exploratory in nature, investigating the way in which vapor from an open pan would spread along a single vertical plane at 4 to 16 in. above the floor, starting above the pan in the center and extending toward the wall. It also measured the effect of dumping fuel on the floor and introducing floor drafts. The sampling plan appears in Appen- dix II as Figure II-1. The results are summarized in Table I.

The Phase I data did not support previously held theories on vapor distribution and on the magnitude of the explosi- bility hazard. Accordingly, the recorded values were not considered acceptable until they had been checked and confirmed by an MSA Model 2A Explosibility Meter. Even though the facility provided an essentially draft-free, quiescent environment and no obvious air movements could be detecfd, it was concluded that some air currents did, in fact, exist which could dilute the vapor concentrations at tlu- immediate liquid surface or divert rich mixtures away from the sample points.

2. PHASE 2

In the light of the Phase I results, the logical step was to increase 'he spatial coverage of the sampling and investigate vapor concentrations at significant levels between floor and ceiling. A support grid of plastic-coated wire simplified location of sample points at 2, 12, 18, and 48 in. above the floor and at the 96-in. ceiling level. Five locations were checked at each level. These were 2 ft from the walls at each corner, corresponding to the hazard area definition used in AFM 88-15, and in the center of the room.

Phase 2 work included a total of twenty-two tests with an ambient temperature range of 50oF to 980F. Relative humid- ity was also recorded, but it was quickly apparent that humidity did not affect the results. Phase 2 results are summarized in Table 2.

While the Phase 2 work was in progress, it was learned (Ref. 6) that Eastman Kodak had been conducting a comparable program on various solvents, both in the laboratory and in a 20 X 40 X 15-ft plastic-covered, field facility. This work con- firmed the importance of convection mixing currents in producing low vapor concentrations and the inapplicability of diffu- sion law theories. Accordingly, even though the quiescent air conditions in the facility appeared representative of typical installation, special efforts, including the use of smoke bombs to indicate air leakage, were made to secure a tight vapor seal. Test 19 and succeeding runs were made with the better sealed facility. These were essentially a repetition of Tests 10 through 11 and 17 to check the effect of possible air cross-currents and improve the validity of the earlier data. As may be seen by comparing the data of Table 2, higher maximum values were usually observed close to the floor in the sealed chamber, indi- cating that vapor leakage in an unsealed building can be appreciable. There were no significant differences at higher levels.

After consultation with the Project Monitor, the accumulated data were made available to Eastman Kodak for analysis and a conference arranged to compare the two programs. It was found (Ref. 7) that although the experimental approaches differed appreciably, the results were generally in good agreement. The Eastman Kodak work has not been completed, and no decision has yet been reached on publication.

3. PHASE 3

As the investigation proceeded, it became increasingly apparent that vertical profile information on vapor concentra- tions would be needed. While maximum values exceeding the LEL were occasionally noted at the 2-in. level, values were never

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I ABI I 2. MAXIMUM VAPOR CON(CNTRATIONS IN 200-SÜ-l T CLOSED ROOM. QUIESCENT CONDITIONS. SAMPLING IN THREE VERTICAL PLANES

Te.t Number

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96 In. Aoo -e Floor 52Ü 455 2,700 850 800 1. 100 2,500 2,700 4» In. Atyve Floor 640 620 2,800 1.050 950 1,450 3,100 7,100 2,900 Ik In. Aoove Floor 790 t>b5 1,450 1,050 1.050 1,850 5,200 9,200 3,200 12 In. Abo..- Floor 920 750 1.700 1,000 1,050 1,900 7.U00 10,000 4,400

2 In. Above Floor IC.000» 2,8«0 10, 000-» 1.700 5.100 9,450 20, 000* 19, BOO 20, 000* Time to Rea^K Maximum (mini 10 4 14 282 60

Te.t Number

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Tell Harjtr.len IS ■» 17 18 19» 20« 21» 22* 30*

Fuel avfaa avgat JP-4 JP-4 JP-4 JF-4 JP-4 JP-4 avga. Vapor Source 4-|al »pill IO-«al .pill 4-|aI .pill 10-gal .pill 4-gal .pill 4-gal .pill 4-gal .pill 4-gal .pill 4-gal .pill »elteJ Area (>q III 98 156 98 176 98 98 98 98 96 Total Area (ft) 49 7J 49 88 49 49 49 49 48 Temperature i'FI 52 60 50 64 67 67 61 77 82 Vapor Concentration

(ppmUt: <**> In. Above Floor 2.400 1.700 1,600 1,800 2,900 1.600 4,400 1,500 1,750 48 In. Above Floor 2,600 1,600 1.500 2, 800 2,700 1,200 4,300 1,000 1,90(1 11 In. Above Floor 1.600 1, 800 1.800 2.100 6, 700 5,800 7,400 2,500 5, 65(1 1 > In. Above Floor 4,600 J, 500 1.550 1.900 10. 100 7,800 10,200 4, 100 8,700

2 In. Above Floor 20.000-t 20,000* 10.200 20.000« 20. 000* 20, 000-» 20, 000* 20,000* 20, 000* Tim- ., Reach Maximum (mm) 6 7 II 7

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(Pl-mlal l*. In. Above Floor 1,250 275 125 1.500 585 2,000 1.700 4H In. Abovt Floor 1,900 150 150 5,900 640 3.100 2,100 11 In. Abo/e Floor 1,900 450 450 7,600 675 4,100 1,075 1 t In. Above Floor 1,900 550 475 8,850 695 5,400 1,050

£ In. Above Floor 2,250 10, 150 2.750 20,000« 910 20,000* 1 J. 000 lime ♦'. Peach Maxioium (mini 31 55 68

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Note: Value« ahowfi At 10, 0004 and 10. 000+ were «lightly over range of inilrumtnt but did not warrant a change in tcale.

Val ,es are «hurt time maKlmume. Duration may be obtained from data plots or tables in Appendixes III and IV.

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20

observed at the next level, 12 in. above the floor, nor at the IK-in. level used in NEC Par. 513, nor at the 48-in. level used in AFM 88-15 to define the hazard /one. Tests 23 and 24 measured the vertical profiles for JP-4 and avgas spills at 2-in. inter- vals up to 24 in. above the floor in a sealed environment. As may be seen from the data of Table 3, the LEL could exist at 4 and 6 In. above the floor. Additionally, Tests 34 through 37 were run to examine the profile in more detail, sampling at 1/2-in. increments. Since the lowest points were close enough to the liquid surface of the spill so that surface conditions could be affected by sampling, extra care was taken through the ' se of a laminar flow, low-velocity sampling deck. The results of the Phase 3 tests are plotted in Figure 10 which shows that even when plotting short time maximums in ;i nontypical sealed environ- ment, the actual hazard zone for the most volatile fuel was less than 8 in. above the floor.

4. ALL-PHASE WORK

Repeated checks were made of the effects of movements at floor level. It had been noted in Phase I that if project per- sonnel entered the test chamber and walked across the room, the vapor concentration temporarily dropped at the 4-in. level. Tests 4b and 5 documented the air movement effect when a draft was simulated under the hangar door. The cross floor velo- city was approximately 75 ft/minute. Air movement was again investigated during Tests 30 through 33, when a 4-in. flow fan was operated for a short time during the test. The location of the fan and air velocities are shown in Figure 11-3 of Appendix II. In every case, any disturbance of the air at floor level immediately reduced the vapor concentration until the movement was stopped, at which time it gradually returned to near its previous equilibi m value.

5. PHASE 4

The required field tests in USAF hangars were planned on the basis of information from Phases 1, 2, and 3. Since the observed vapor concentrations had been so low in the small sealed test facility, it appeared that meaningful results in large open area hangars could be secured only in worst-case situations such as with tightly closed doors, maximum fueled aircraft occu- pancy, and conditions when fuel leaks or drips could occur.

Hangar doors are normally open during operations. A survey was taken, however, which revealed weekend periods for some hangars at Kelly AFB, Randolph AFB, and Bergstrom AFB during which "worst-case" tests could be run. The aircrati involved were the F-100, T-38, and RF-4. With the complete cooperation of all three Air Force Commands, weekend moni- toring tests were set up at the three bases. These were designated as Tests 24 through 28. The sampling plars are shown in Figures 11-6. il-7, and 11-9 of Appendix II, while the results are listed as Table 4.

The large-scale spill test, which was to be run if a suitable facility could be obtained, was carried out as Test 27 at Ran- dolph AFB, after conclusion of the monitoring tests. Hangar 5 was cleared of aircraft.and the doors were closed. The floor area, including two adjacent shops, was covered with sample lines as shown in Figure 11-8 of Appendix II. The door drains were sealed. With the Base Fire Department standing by to observe and monitor, a drum of JP-4 fuel was dumped on the floor. The test ran approximately 2-1/2 hr, after which the doors were opened and the floor washed down. The data for this test appear in Appendix IV as Table IV-27. Fire Department checks with a MSA Model 2A Explosibiüty Meter showed values at or above the LEL only at the immediate liquid level in a single low spot of the floor at the drain.

6. DATA REDUCTION

A total of 124,122 data points were recorded during this study covering some 600 hr of lest operation. The tabulated data for each run are included as Appendix IV. To visualize better the physical relationships, the runs in the test facility have been plotted against time for various heights above the floor and are included as Appendix III. From these curves, it may be seen that the maximum vapor concentra'ion values are of relatively short duration. Except close to the floor, the vapor explo- sibility hazard is essentially nonexistent.

No effects .ould be noted that related to barometric pressure or humidity. Theoretically, pressure or humidity would be relevant only if diffusion theory had been shown to be controlling, which was not the case.

In the same manner, the hazard differences between avgas and JP-4 fuels for spill conditions with limited amounts were not sigmficant. nor was the temperature. Avgas and JP-4 are both essentially high-volatility fuels as far as flash point is concerned. Their volatile fractions are almost the same. The primary difference beiween these fuels is the amount per gallon of each fuel that will readily evaporate in a given length of time. Differences in ambient temperature vary the thermal driving force which is measured from the below-zero ("F) flash point. At elevated temperatures, the volatile fractions of both fuels

21

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25

SECTION VI

ANALYSIS OF RESULTS AND CONCLUSIONS

I. DISCUSSION OF THE TEST RESULTS

At the outset of the program, it was expected that spills and leaks in aircraft hangars would follow a general pattern predictable from classical diffusion theory. If this were true, then for any given time after a spill, it would be possible to calculate the accumulated vapor build-up from the floor, up to any level.

An example of such a theoretical calculation for benzene is shown as Figure 11 (Ret 8). Zabetakis (Ref S) gives 1.3 per- cent and 7» percent, respectively, for the LEL and UEL values of this material. These are about the same as for aviation fuel vapors so that the chart tor such spills would be comparable.

3.0 T T T T T T

Vapor Too Lean

Sourc«: Ret 8.

Storage Time (hr|

FIGL'RI 11. CALCULATED DIFFUSION OF BENZENE INTO AIR

These calculations assumed an unlimited supply of the pure compound, an isothermal environment, and only molecular diffusion forces to accomplish the liquid-vapor-air mixing process. Such assumptions are completely unrealistic for the spill of some definite quantit) of JII aviation fuel, consisting of a blended hydrocarbon mixture in a building where floor-to-wall-to

26

ceiling temperature dilterences sei up small but appreciable convection currents. Also, if nas been believed that after any spill, the rapid flashoff ot vulatiles would create a rich vapor which would drift or be moved by convection currents, essentially undiluted, toward potential ignition points. Obviously, such a condition could be hazardous and would justify establishment ol appropriate safety standards.

None of the experimental work conducted in this program supported this rich cloud concept. They did show that under extreme spill conditions in a small confined area, the vapor concentration could gradually build up and approach the LKL in a layer as high as 7 in. above the floor. The general vertical profile of maximum observed values, irrespective of time reached, is illustrated in Figure 10. It was also noticed that for any spill in a quiescent environment where the fuel collected in small pools on a rough concrete floor, a value near the LI:L at the t/2-in. level could continue for several hours. In the laboratory facility, maximum values slightly over 20.000 ppm were recorded at the 2-in. level on numerous occasions, but these could not be produced at will. Low-velocity convection currents produced by floor-wall-ceiling temperature differences appeared to be the controlling factor. Any disturbance causing air movement, regardless of how produced, caused dissipation of rich vapors and lowering of concentrations. As previously pointed out, the effect was noticeable whenever project personnel entered the chamber causing some air movement during a run. This was documented several times.

The concentratiom observed in the confined test facility do not necessarily apply to typical USAF hangars with their large open areas where both convection currents and cross ventilation from external wind pressures can quickly sweep away and dilute fuel vapors to safe levels.

In Test 27, the open floor fuel spill at Randolph AFB, none of the readings at the 2-in. level exceeded 2660 ppm (21% of LEL), even at the edges of the spill. Scanning with an MSA Explosimeter showed readings above the LEL only at the immediate fuel surface in a low spot on the floor. The rich vapor layer, if any existed, could not be found as high as 1/2 in. off the floor. Under such conditions, it would not be logical to expect vapor travel along the floor into the adjacent hangar offices and shops, where none was detected.

A comparable effect was noted during Test 28 at Bergstrom AFB, when the area beside a 2 X 4-ff pan receiving JP-4 from a dripping RF4 fuel tank never exceeded 1000 ppm (S'/r of LEL) at the 2-in. level.

The mass of data gathered in this study indicate that the overall mechanism is one in which the generation of vapor is evaporation-rate limited. That is. it is controlled by the ambient temperature and the vapor pressures of the volatile compounds in the fuels spilled.

The vapor concentrations in the spill area are determined by an equilibrium between the quantity of vapor evolved and the rapidity with which it is swept away and diluted by air currents Classical diffusion theory, as such, does not apply under these conditions. Comparable results were obtained by Eastman Kodak in the previously cited work (Ref 7).

The data also indicate that most environmental factors have relatively little effect upon the results. Ambient temperature, barometric pressure, and relative humidity were found to be irrelevant The differences between avgas and JP4 were not appreciable. Both are high-volatility fuels and act in much the same manner. With any straight kerosene low-volatility fuel (such as JP-5. JP-8, or Jet A) the estimated hazard zone would appear to be well under the 2-in. level. A high degree of confinement and a volatile fuel can raise the hazard zone up to approximately 6 to 7 in. above the floor. Under such conditions, there is little or no justification lor some protective techniques such as vapor seal barriers or pressurizing areas to prevent inward vapor flow.

Any device to produce positive air movement at floor level will immediately reduce die vapor concentration at the floor to a low level. This was demonstrated in Test 4B and again in Tests 30 through 33. For any confined area subject to spills, the use if an exhaust fan taking suction at floor level would be a logical and effective safety measure.

The objective of this research effort was to determine the extent of hazardous concentrations of explosive vapors in aircraft hangars in order to define areas which require explosion-proof electrcal wiring and equipment. From the values shown in Figure 10 for a confined area, which is in itself an extreme situation, it can be seen that the nonhaz- ardous area for hangais could be established as beginning at 12 inches above the floor and still retain an adequate margin of safety. This conclusion is supported by the results of actual tests in USAF hangars.

27

In the absence ut measuring equipment, a strong smell of fuel vapors tends to alert personnel to the possible existence of an explosion hazard. It was noted again and again that such smells could exist at concentrations as low as SO ppm-far below the LEL. The light petroleum vapors which constitute the hazard are odorless. The residual sulfur components which can be detected by the nose are no index as to the vapor concentration and can lead to highly erroneous conclusions as to the degree of hazard.

2. CONCLUSIONS

Presented in order, the following conclusions liave been reached during the progress of the study.

(1) Any spill or leak of a flammable liquid in a hangar can represent a fire hazard consistent with the amount released. The overall vapor explosibility hazard is low. ot relatively short duration, and confined to a space only a few inches above the floor.

(2) Even with the use of the most volatile fuels and spills covering up to J8 percent of the floor area, the expected vapor concentration was below lie LtL at the 12-in. level. Thus.ordinary sized spills or leaks, reprevwting up to 25 percent or more of the floor area, do not represent a serious vapor explosibility hazard. Ordinary washdown procedures not only reduce the fuel present but supply vapor mixing and dilution as well.

(3) There appears to be little practical difference between avgas and JP-4 in their vapor hazard aspects except thai avgas has a higher volatile content. Avgas can be expected to vaporize more rapidly and reach a somewhat higher short period peak vapor concentration within the 12-in. distance.

(4) Fuel cvaporjtion rate is temperature dependent. As the ambient temperature is increased, vapor is released more rapidly, and the available volatiles are dissipated in less time. There appears to be no significant effect on vapor concentrations within normal hangar temperature ranges. Humidity and barometric pressure are insignificant factors in the evaporation process.

(5) Since normal convection cunenti in hangars already serve to dilute and dissipate vapors (keeping them below the LEL at working levels), the effect of hangar door cracks and openings is not significant, except to further improve ventilation and decrease vapor concentrations.

(6) No penei ration of vapors through closed doors or wall openings into adjoining areas was observed uuring the spill test al Randolph AFB. There was an intervening 3-in. sill between the spaces, and blocking of the high concentrations expectable along the floor could have been due either to this low barrier or to dissipation ol the vapoi by convection currents before it reached the wall.

(7) Inasmuch as no penetration ol vapors into adjacent unpressurized areas could be observed, there is no justification for pressuri/mg to block vapor flow.

(8) Experiments investigated the action of a floor level fan and showed it to be extremelj effective in lowering vapor concentrations. This is a mixing and dissipating action and does not require the vapor lo be exhausted from the building.

(')) Reviewing the provisions of Paragraphs 7 through 10 Hazardous Areas, of AFM ^8-15 in the light of the test program and the preceding conclusions. It appears thai a redefinition of the hazards is warranted.

28

1 KM OMMhNDHJ RhVISIU II X I FOR PAR 7-10, AIM 88-15

The (oilowing is recommended as a revision of AFM 88-15;

7-10. Hazardous Areas: a. Requirements. Unless otherwise autliori^ed,

wiring materials and equipment within hii/urduus areas shall conform to the requirements for the parti- cular hazard involved as specified in the National Electrical Code.

b. Hangars and Docks. (I) All spaces below grade shall be considered

to be Class I. Division I, Group D of hazardous locations.

(a) The entire area of the hangar, in- cluding any adjacent and communicating areas not suitably cut off, shall be considered to be Class I, Division 2, Group D hazardous locations up to a level 12 in. above the floor.

(b) Where docks and hangars are used for fuel system and fuel cell repairs, the above criteria are applicable provided that any other special treat- ment requirements are also met.

(c) Wiring and equipment in nonhaz- ardous areas shall meet the requirements of the National tleclrical Code.

(d) Adjacent areas cut off at floor level by a barrier not less than 3-ft high are considered non- hazardous unless the usage of the area is hazardous.

c. POL Areas. All spaces below grade shall be con- sidered Class I, Division 1. Group D hazardous areas. The following spaces shall be considered Class I, Division 2. Group D hazardous areas:

(1) Above grade pump, valve rooms, or simi- lar areas.

(2) Locations within 20 ft of tank vents. (3) Locations within tank dikes. (4) Within SO ft of tank loading or unloading

outlets. d. General. Any spaces above ground normally

considered to be Class I Division 2 may be speci- tied to fall within Division I if evidence exists that vapor concentrations exceeding the LEL regularly exist at leas! 2 inches above grade in the vicinity of electrical equipment.

2')

APPENDIX I

EXCERPTS FROM AFM 8815 AND NATIONAL ELECTRICAL CODE

Excerpts from AFM 88-15, 3 March 1970

7-10. Haiardeu* Areas: a. Requirements. Unless otherwise author-

ized, wiring materials and equipment within hazardous areas shall conform to the require- ments for the particular hazard involved as specified in the National Electrical Code.

b. Hangars and Docks: (1) The following spaces are considered

to be class 1, division 1, group C of haz- ardous locations:

(a) The main hangar or dock area in- closed by the building walls, exclusive of ad- joining rooms, and extending from the floor to the top of highest hangar door, except for the space within 2 feet of the wall above a 4-foot level. (Special situations wherein en- croachment may be acceptable due to par- ticular aircraft size or configuration will be referred to AFOCE-KC.)

(b) The space below a 4 foot level from the floor in adjacent areas not cut off from the main area by doors or walls.

fc) The space below an 18 inch level from the floor in adjacent areas cut off from the main area by doors or walls subject to fume leakage.

(2) Adjacent areas cut off from the main area by a minimum 1 foot elevation or by walls not subject to fume leakage are con- sidered nonhazardous unless the usage of the specific area itself is hazardous.

(3) AH fixed electrical equipment and wiring should be located outside the hazard- ous space, wherever possible. If, in special cases, it is necessary to encroach into the hazardous space for installation of nonex- plosion proof equipment, such equipment will be confined to the space 5 feet or more above the upper surface, or 5 feet or more horizon- tally out from the edges of the wings, fuse- lage, or any part of the aircraft which normally contains fuel tanks or vents for the largest aircraft that can be accommodated in the facility.

(4) Where docks and hangars are used for fuel system and fuel cell repair the above criteria are applicable, provided other spe- cial treatment requirements (vapor de- tection, fuel disposal, and approved exhaust air movements) are also met.

(5) Except as specifically stated above, all remaining electrical wiring and equip- ment shall meet requirements of the \ational Electrical Code.

c. POL Are«*. Electrical equipment will be explosion proof as approved for class I. group C, division 1, locations when installed under the following conditions.

(1) In helow-grade housing or pits. (2) In above-grade pump rooms, valve

rooms, and similar areas. (3) Within 20 feet of vents for under-

ground tanks. (4) Within dikes of above-ground

tanks. (5) Within 50 feet of tank loading or

unloading outlets.

d. When required for industrial areas, ex- plosion-pr,of lighting fixtures will be of in- candescent type. Fluorescent type is not per- mitted in these areas.

30

Excerpts (Vom National Electrical Code

NATIONAL ELECTRICAL CODE

ARTICLE 500 —HAZARDOUS LOCATIONS

500-1. Scop«. The provisions of Articles 500 through 50.1 apply to locations in which the authority having jurisdiction judges the appara- tus and wiring to be subject to the conditions indicated b\ the follow- ing classifications. It is intended that each room, section or area tin- eluding motor and generator rooms, and rooms lor the enclosure of control equipment) shall be considered individualh in determining its classification. Except as modified in Articles 500 through 503, all other applicable rules contained in this (ode shall apply to electrical appara- tus and «iring installed in hazardous locations for definitions of "ap- proved" and "explosion-proof" as used in these Articles, refer to Arti- cle 100; "dusi-ignition-proof' is defined m Section 502-1.

Equipment and associated wiring approved as intrinsically safe may be installed in any hazardous location for which it is approved, and the provisions of Articles 500 through 517 need not apply to such in- stallation Intrinsically sale equipment and wiring are incapable of re- leasing sufficient electrical energy under normal or abnormal conditions to cause ignition of a specific hazardous atmospheric mixture Ab- normal conditions will include accidental damage to any part of the equipment or wiring, insulation or other failure of electrical compo- nents, application of overvollage. adjustment and maintenance opera- tions, and other similar conditions.

t IT further information sec Nf;PA No. 493-1969 Standard foi Intrinsically Safe Process C ontrol Equipmcnl for use in Class I Hazardous I ücaliuns.

Ihrouph the exercise of ingenuity in the layoui of electrical installations for hazardous locations, it is frcquemly po siblc to locale much ol ihe equipment in less hazardous or in nonha/anfoi.s areas and tlms to reduce the amount of special equipment required. In some cases, hazards m.iy he reduceJ or hazardous areas limited or eliminated by adequate positive- pressure ventilation from a source of clean air in conjunction «ith effective safeguards against ventilation failure For further information see NFPA No. 4,»fi.|l»6" Standard for Purged Enclosures for f'lectrical Rquipment in Hazardous Locations. It is recommended also that Ihe authority having jutis- diction he familiar with such recorded industrial experience as »ell as with

Table 500-2(b). Identification Numbers

Ma xi mum Temp erature

Identification Degrees _C Degrees F

842

Number

450 Tl 30U 572 T2 280 536 T2A 260 500 T2B 230 446 T2C 215 419 T2D 200 392 T3 180 356 T3A 165 329 T3B 160 320 T3C 135 275 T4 120 248 T4A 100 212 T5 85 185 T6

31

txcerpts (rum Nalional Electrical Code (Cont'd)

ARTICLE 500-HAZARDOUS LOCATIONS 70289

Toble S00-2(c) Chemical» by Groups

Croup A Atmotphar«

Chtmital

aceivlene

Croup S Almotphortt

butadiene1

eihylene oxide- hydrogen manufactured gases containing more

than KUt hydrogen (by volume) propylene oxide-

Croup C Atmotphoro* acetdldehyde cyclopropane diethyl ether ethylene isoprene unsymmelcical dimethyl hydrazine

(L'DMH t. 1-dimethyl hydrazine)

Croup D Almosphoroi Chomicol

acetone acrylonitrilc ammonia' benzene butane l-butanol (butyl alcohol) 2-butanol (secondary butyl alcohol) n-butyl acetate isobutyl acetate ethane ethanol (ethyl alcohol) ethyl acetate ethylene dichloridc gasoline heptanes hexanes methane (natural g.isl methanol (methyl alcohol) 3-methyl-l-butanol (isoamyl alcohol) meth;! ethyl ketone methyl isobutyl ketone 2-methyl-l-propanol

(isobutyl alcohol I 2-methyl-2-propanol

(tertiary butyl alcohol) petroleum naphtha' octanes pentanes l-pentanol (amyl alcohol) propane l-propanol (propyl alcohol) 2-prüpanol (isopropyl alcohol) propylene Myrene toluene vinyl acetate vinyl chloride xylenes

1 Group D equipment is isolated in accordance size or larger

■Group C equipment is isolated in accordance size or larger

1 For C lassification of B9 1 Safety Code for Storage :ind Handlini; of

' A saturated hydroc.i 275 F). Also knoun h> naptha.

may be used for this atmosphere if such equipment with Section 501-5(a) by sealing all conduit 'i-inch

may be used for this atmosphere if such equipment with Section 50I-5(a) by sealing all conduit ' 2-inch

areas involving ammonia :ilniosphere refer to ANSI Mechanical Refrigeration 1971 and ANSI k6l.l Anhydrous Ammonia-1971. rbon mixture boiling in the range 20 1.15 C (htt the synonyms benzine, ligroin. petroleum e(her or

32

F.xcerpis Iroiii National Blectrical ("ode (Cont'd)

500-4 Clots I locatiom. (lass I locations are those in which flam- mable gases or wipors arc or ma> he present m ihc air In uuantities sufficient to produce explosive or i^ninhle mixtures ( lass I locations shall include the following:

fa) Clot« I, Division I. locations ill in vWiich hazardous concen- trations of flammable gases or vapors esist continuously, intermittently, or periodical!) under normal operating conditions. (2) in which haz- ardous concentrations of such gases or vapors may exist frequently he- cause of repair or maintenance operations or because of leakage, or (3) in which hrcakdown or faulty operation of equipment or proc- esses which might release hazardous concentrations of flammable gases or vapors, might also cause simultaneous failure of electrical equipment.

This classification usually includes locations where volatile flaimnable liquids or liquefied flammahle gases are transferred from one container to another, interiors of spray hooths and areas in the vicinit> of spraying and painting operations where volatile flammable solvents arc used: locations containing .pen tanks or vats of volatile flammable liquids; drying rooms or Compartments for the evaporation of flammable solvents: locations con- taining fat and oil extraction apparatus using volatile flammable solvents; portions of cleaning and dyeing plants where hazardous liquids are used; gas generator rooms and other portions of gas manufacturing plants where flam- mable gas may escape, inadequately ventilated pump rooms for flammable gas or for volatile flammable liquids, the interiors of refrigerators and freez- ers In which volatile, flammable materials are stored in open, lightly stop pared, or easily ruptured containers, and all other locations where hazard ous concentrations of flammable vapors or gases are likely to occur in the course of normal operations

(b) Closs I, Divition 2. Locations (I) in which volatile flammable liquids or flammable gases are handled, processed or used, hut in which the hazardous liquids, vapors or gases will normally K- confined within closed containers or closed systems from which they can escape only in case ol accidental rupture or breakdown of such containers or sys- tems, or in case of abnormal operation of equipment. 12) in which hazardous concentrations ol gases or vapors are normally prevented by positive mechanical \entilation, hut which might become hazardous through failure or abnormal operation of the ventilating equipment, or (3) which arc adjacent to (lass I, Division I locutions, and to which hazardous concentrations of gases or vapors might occasionally he communicated unless such communication is prevented hy adequate positive-pressure ventilation from a source of clean air. and effective safeguards against ventilation failure arc provided.

This classification usuall) includes locations where volatile flaimnahle liquids or flammable gases or vapors are used, but which, in the judgment of the authority having jurisdiction, would become hazardous only in case of an accident or of some unusual operating condition Ihc quantity of hazardous material that might escape in case of accident, the adequacy of ventilating equipment, the total area involved, and the record of the industry or business with respect to explosions or fires are all factors that should re ccive consideration in determining ttie classification and extent of each hazardous area

Piping wiihoiit valves, checks, meters and similar devices would not ordinarily be deemed to introduce a hazardous condition even though used for hazardous liquids or gases Locations used for the storage of hazardous liquids or of liquefied or compressed gases in sealed containers would not normally be considered hazardous unless subject to other hazardous con- ditions also

Elecrical conduits and their associated enclosures separated from process fluids hy a single seal or harrier shall be classed as Division 2 locations if the outside of conduit and enclosures is a nonhazardous area.

33

■ --.-r

Excerpts Irom National bleclrical Code (Cont'd)

ARTICLE 513 —AIRCRAFT HANGARS

$13-1. Oaflnitien. This occupancy shall include locations used for sloragt or servicing ol aircratt m which gasoline, |et fuels, or other volatile llarnm.ihlc liquiils, or llammahle gases, are used, hul shall not include such locations when used exclusive!) for aircraft which have- never contained such liquids or gases, or which have been drained and properls purged.

SI3-2 Hoiardeuf Area« Classification under Article 500 (o) Ans pit or depression below the level of the hangar floor shall

be considered to be a C'I:ISN I. Division I location uhich shall extend up to said floor level

(b) The enure area ot the hangar including an\ adjacent and com- municating areas not suitably cut off from the hangar shall be consid-

ered to be .i ( lasN I. Division 2 location up lo a level IS inches above the floor.

(e) The area within 5 feel horizontally from aircraft power plants, aircraft fuel tanks or aircraft structures containing fuel shall be con- sidered to be a (lass I. Division 2 hazardous location which shall ex- t .d upward Irom the floor to a level 5 feet above the upper surface of wings and ol engine enclosures.

(d) Adjacent areas in which hazardous vapors are not likely to be icleased such as stock rooms, electrical control rooms, and other simi- lar locations, should not be classed as hazardous when adequately ven- tilated and when effectively cut off from the hangar itself by walls or partitions.

513-3. Wiring and Equipment in Hazardous Areas. All fixed and port- able wiring and equipment which is or may be installed or operated within any ot the hazardous locations defined in Section 513-2 shall conform to applicable provisions of Article 501. All wiring installed in or under the hangar floor shall conform lo the requirements for Class I, Division I. When such wiring is located in vaults, pits, or ducts, ade- quate drainage shall be provided, and the uirint; s'li|l' no1 be placed within the same comparlinent with ain other service except piped com- pressed air.

Attachment plugs and receptacles in hazardous locations shall be explosion-proof or shall be so designed that they cannot be energized while the connections are being made or broken.

34

. ■•WJ.-r« ^..r«V.:V.,.V; - -,'W!-.i •.,H"..>

Vapor Outlet

Average Velocity 140 Ft/In. 1.1 Sq Ft Area

N

Notes:

APPENDIX II

SAMPLING CONFIGURATIONS

SINGLE PLANE SAMPLING

7W

18 In. Between Samples

(j)21-24 I

(?) 17-20

() 13-16

(b 9-12

5-8

1-4

a 2 00 IT

B d

x; a o u A H

u o 0) > 1)

> <

.7S

1. Sample points numbered upward from the floor 4, 8, 12, 16 in. levels.

2. For Test No. 4A, pan was upended to direct contents toward east wall.

3. For Test No. 4B, blowers were turned on. Average velocities shown refer only to this test.

FIGURE III. SAMPLIi CONMGURATION NO. I I OR TESTS I THROUGH 5

35

UVV 8W 4W

Vapor Outlet

()D ()

N

A B

^

No. 24 Outdoors

Note: Grid lines are at 4-ft intervals.

C

4S

<>

8S

12S

Point No. Location Elevation, in Point No. Location Elevation, in.

1 C 96 13 E 2

A A % 14 l> .'.

', K 96 15 c 2

4 ß 48 16 F 2

5 E 48 17 G 2

6 D 48 18 G 12

7 D 18 19 F 12

8 E 18 20 F 18

9 B 18 21 G 18

10 B 12 22 G 48

11 E 12 23 F 48

12 D 12 24 Outdoors

FIGURE 11-2. SAMPLE CONFIGURATION NO. 2 FOR TESTS 6 THROUGH 11

36

DHMNMiVliM ' HI

12W 8W 4W

Vapor Outlet

D 15

®

N

200

Ö /

\

&

100

■%■

k 65

E 15

®

C ®

G 20

4S

8S

12S

Fan--Tests 30-33 No. 24 Outdoor»

Note: 1. Sample configuration No. 3 differs from No. 2 only

in wider spacing between D-E and F-C.

2. Grid lines are at 4-ft intervals. Numbers are air velocities in ft/min with fan at 13W, 13S operating during parts of tests 30-33.

Point No. Location Elevation, in Point No. Location Elevation, in.

1 C 96 13 E 2 2 A 96 14 D 2 3 B 96 15 B 2 4 B 48 16 F 2 5 E 48 17 G 2 G D 48 18 G 12 7 D 18 19 F 12 8 E 18 20 F 18 9 B 18 21 G 18

10 B 12 22 G 48 11 E 12 23 F 48 12 D 12 24 Outside

IIGUR1 11-3. SAMPLtCONMCURATION NO. 3 I OR TESTS 12 THROUGH 22

37

Point No. Height-inches

1, 24 —r-24

2, 23

3, 22

4, 21

5, 20

6, 19

7, 18

8, 17

9, 16

10, 15

11, 14

1^. 13

22

20

18

16

14

12

10

4

2

Note;

Tests 23 and 29

All sampling at center of room (7W, 7S). For tests 23 and 29, sample points are alternated 90° apart to reduce effect of sample air currents on vapor layer buildup.

IIGURL 11-4. VERTICAL PROFILE-SAMPLt-CONFIGURATION NO. 4 FOR TEST NOS. 23 & 29

38

w

Point No. He ight (in. ) Height (in . ) Point No.

13 — - 12

11.5 — 1 12

11 — . 10.5 11.0 — I" 14

15 — • 10.0

9.5 — L io

9 — . 8.5 9.0 — i 16

17 — ■ 8.0 7.5 _J

7.0 -J

__ 8

— 18

7 -J . 6.5

19 —\ . 6.0

4.5 . 4.0

5.5 -J 5.0 1

— 6 20

5 —J 21 _J

3.5 —J 3.0 J

— 4 __ 22

3 1 23 Ü —

2.5 2.0

1.5 —1 1.0 J

— 2 _ 24

1 —1 — 0.5

J W- n

Note: Consecutive sampling points are separated 29 inches hori- zontally to minimize effects on vapor environment.

FIGURE 11-5. VERTICAL PROFILE SAMPLINGS CONFIGURATION NO. 5 FOR TESTS NOS. 34-37

39

a

i H BO u. •<

u

s i

I u.

8 O z

CO

tu oi 3 O

40

mtmrn

g

as 2 I 3 O

I i

41

^■^n^mmwa-mmjimimwmmivn.-. fmm*y>MSl^

s

42

■ ■ ! ■ i7

\

^ \ xO

b

^

n

®

s 2 i» A a. <

ec

u.

i <

O

I

u.

-n-. -n, ,====

43

APPENDIX HI

PLOTS OF THE TEST INFORMATION

ILLUSTRATIONS

Figure Run

1

Fuel

Avgas

Temp.0F

71

Condition

III1 1 gal in 6-sq ft pan

111-2 2 JP-4 73 1 gal in 6-sq ft pan III-3 3 Avgas 62 2 gal in 5-sq ft pan II1-4A 4A Avgas 64 Fuel from Test 3 spilled on floor III4B 4B Avgas 63 Continue 4A-floor fan started III-S 5 JP4 66 2 gal in 5-sq ft pan w/fan III-6 6 Avgas 71 2 gal in 5-sq ft pan III-7 7 JP4 75 2 gal in 5-sq ft pan III-8 8 Avgas 72 2 gal dripped from 5 ft III-9 9 .JP4 54 2 gal dripped from 5 ft IIMO 10 JP-4 71 4 gal dripped from 5 ft III-II 11 Avgas 79 4 gal dripped from 5 ft

111-12 12 Avgas 52 4 gal spilled on floor

111-13 13 Avgas 98 4 gal spilled on floor 111-14 14 JP-4 97 4 gal spilled on floor 111-15 15 Avgas 52 4 gal spilled on floor •

111-16 16 Avgas 60 10 gal spilled on floor 111-17 17 JP-4 SO 4 gal spilled on floor 111-18 18 JP-4 64 10 gal spilled on floor • 111-19 19 Avgas 67 4 gal spilled on floor

111-20 20 S?A 67 4 gal spilled on floor

111-21 21 JP-4 65 4 gal spilled on floor

111-22 22 JP-4 77 4 gal spilled on floor

111-23 23 JP4 62 4 gal spilled on floor (vertical profile run)

111-24 29 Avgas 69 4 gal spilled on floor (vertical profile)

111-25 30 Avgas 82 4-gal spill, w/fan

111-26 31 JP4 89 4-gal spill, w/fan

111-27 32 Avgas 90 4-gal drip, w/fan

111-28 33 JP4 85 4-gal drip, w/fan

44

I.H. Avg««

Oiii^ni «■ from . rnlrr <>( ttpill

Olii.- !•■ In.- M. In. •^ In.— — ri In. — 10 In.

■f HOOn

3 u

>

I.EI. Avail

/

£ isooo

IJJ" 1

J.Kl. Avgiii

t I '000

i s g 10000

I.El. Avga»

72 lO

r o}h

T S4

^ i^w*. \

140 IHO

Tlmr (min)

2 10 240

KIÜURE lll-l. TEST NO. 1 ONK GALLON AVGAS IN A 2' X V PAN

45

1 1 ".u JO

i l.EL It'.4 IhaUnt * frum

* i enlor n* »pill IOIOO

16 In. Jt In.

I S4 In. 8 7i In. i

■iUOO 10 In.

0 1 >

1

0 ;■> i« i.. )..

£ i'Ooo

LEI. Jl -4

u u 1

u- w I», i-r

| KOflO E

i

I 'I0<)0

ff'M""' ''ff W,

i.f:L .rp.4

E iiooo

I I I • u % - OO'I U

-L£l iEii.

110 mo 'ii' 240 Tim« (min)

FIGURE III-2. TEST NO. 2 ONE GALLON OF JP4 IN A 2' X 3' PAN

46

m

I.EI. .\M.J»

u.iMiur ^ruin

PIni :tiiii t6Ir.^-

I In,— •■'. In, —

| liOOO

i

S 10000

LEI. Avj».

g 1000

- IttOO

a I I I lUOO

LCL Av.».

no mo Tlmr (rriinl

HO

HGUREI1I-3. TESTNO. 3 TWOGALLONSAVGASIN A 2'X V PAN

47

Dtiunr« from » ent«r of ■pill

I 'In-

MÜL.

>* In, ^4 In.— — 7'In. — 90 In.

§ «000

LBL Avg»

s \i~*Jt&0flGM tg^gmt&SSfa *Ö?SS 3~T~**'UI"1 IAMJI-^.,

*=-^s5.^iK

i I.EI. Avg».

LEL AvgAi

iso iao 2io Tim« (min)

FIGURE IIUA. TEST NO. 4A-FUEL I ROM TEST 3 SPILLED ON THE FLOOR

48

LCL Aviu

cvntar of «pill Oln. -

16 In. - 16 In. • Mia. • 72 In. - «0 In. .

- 10000 t

b

I,- s c 10000

s

LCL Avgn«

Ü «000

I IS000

i ■ s j 10000

H

LCL AvfM

ü «000 li

oBsm

i «

11000

UL A»|H

f^-w *r TIT TTT -nr ■nr TW ■m Tim» (mln)

FIGURE IIMB. TEST NO. 4B-TW0 GALLONS AVCAS SPILL IN CENTER OF ROOM WITH BLOWERS ON

49

1 LCL JP-4 ■" DiiUnc« from s canUr of •ptll

10000 0 In ^^—i^—^—

16 In. 36 In. t 54 In. —

i 72 In. - 10 In.

1 !000 1 L

| > 0

^^^

& 19000

i

i nooo o

% tooo u

LEL JP.4

I.EL JP-4

i KOOO I

| ^000 u

LEL JP-4

R iio no tro m no m JOS no

Tim* (mta)

FIGURE 111-5. TEST NO. 5 TWO GALLONS JP-4 IN A 2' X 3' PAN

50

«r*«»«»«»'»'

S4n>)llr Mnllil Mi

Kl A»,..

~ - "-- - -

III. Avt"

I ' •"- T - -M -II»'

1 I. Avg»

FIGURI 111-6. TKST NO. 6 TWO GALLONS 01 AVOAS IN A 24" X 30" X 2" PAN

51

1 Kl. UM

l) —

s

UkMÜBMKKHBESi

It.l H>i

: l.l IP4

! Kl M'-

r

ysasa^

l.tl UN

i/o i^n IMP

Tim» (min)

IIGUKI 111-7 I IST NO. 7 TWO GALLONS OF JP-4 IN A 24" X 3U" X 2" HAN

52

I '"' I EI. Avgai

■S*mplr t'omt Hutittun

| I i 9 10000 ■I

I I I S ^O'to

I C |

r.i A.H.I

I

j soon

I • lsuf»n

"• ' Avg*»

I f 1 AVR»

S iiooi

«^

I * !0000 I

I u

I

I i i A.a.,.

110 no r..n. (mini

FIGURE 111-8. TEST NO. 8 TWO GALLONS OF AVGAS IN DRIP TKS!

53

J E i i

5 10000 U ?

I.II. Jl'4

I f.t. Il'4

l.EL IM4

sn

LFL IP*

2

i

Tj nrr Timr (mm)

FIGURE 111-9. TEST NO. 9 TWO GALLONS OF JP-4 IN DRIP TEST

54

> n K.tMMM.ja]iUün**M»LM»*ta

I tl JIM

nplc Pom P.,■UM

A n

j loooo

» riM

IM UM

FIGURE lll-IO. TEST NO. 10 FOUR GALLONS OF JP4 IN DRIP TEST

55

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l-IGURt 111-11. TUST NO. 11 FOUR GALLONS Ol AVGAS IN DRIPTl SI

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FIGURE 111-12. TEST NO. 12 FOUR GALLONS OI AVGAS IN A SPILL TEST

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FIGLRI III 14 TEST NO 14 FOUR GALLONS 01 JIM IN A SI'II.L 11 ST

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FIGURE 111-16. TEST NO. 16 TEN GALLONS ()l AVGAS IN A SPILL 1KST

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FIGURE IIM8. TLSTNO. 18-TEN GALLONS OF JP-4 INASPlLLTtSi

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FIGURE »I-iy. TEST NO. 19 FOUR GALLONS Ol AVGAS IN A SPILL TEST

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HGURl III 2(1. TEST NO. 20 FOUR GALLONS Ol iPA IN A SHU I TEST

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I IGURI 111-21. TEST NO. 2. FOUR GALLONS O» i?A IN A SPILL TEST

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HGUR1 111-24. TEST NO. 29-rüUR GALLONS OK AVGAS IN A SPILL TEST

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IIGURI III-2M. Tr;STNO. 33 I OUR (JA1 I ONS Ol Jl'4 IN A URIP 11 SI

73

APPENDIX IV

TABLES 01 TEST RESULTS

TABLES

lahk

IV. 1

iv-: IV.3 1V.4A IV4B IVS

IV-6 IV-7 IV.8 IN-" IV-IO IV-II

iv-i: IV-13 IV14

IV-15 IV-I 6 IV-17 IV-IM

IV-I') IV-20 IV-:I iv:: i\ :1>

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IV !5

IV U,

IV-i7

Run

1 2

3 4A 4B 5 6 7

8

10 11 i: 13 14 15 in 17 18 n 20 :i

23

24 25 26 27

28 29

30 >1 \2 33 34

35

M,

V

Fuel Temp, 0F Condition

Avgas 71

JP4 73

Avgas (,:

Avgas 64

Avgas 63

JP4 66

Avgas 71

JP4 75

Avgas 7:

JP-4 54

JP-4 71

Avgas 19

Avgas 5:

Avgas 98

JP4 <-)!

Avgas 52

Avgas 60

JP4 50

JIM 64

Avgas 67

JIM (,7

JIM 65

JP4 77

JP-4 62

JP4 45-66

JP4 47-78

JP-4 45-69

JP4 57

JIM 46-66

Avgas 6l>

Wgas s: JP-4 m Avgas 90

JP4 *<;

Avgas 75

JIM HH

Avgas HS

Avuas 76

I gal in 6-sq ll pan 1 gal in 6-sq 11 pan 2 gal in 5-sq It pan Fuel from Test 3 spilled on floor Continue 4A-flüor fan started 2 gal in 5-sq ft pan w/lan : gal in 5-sq ft pan 2 gal in 5-sq ft pan 2 gal dripped from 5 ft 2 gal dripped from 5 ft 4 gal diipped from 5 ft 4 gal dripped from 5 ft 4 gal spilled on floor 4 gal spilled on floor 4 gal spilled on floor 4 gal spilled on floor 10 gal spilled on floor 4 gal spilled on floor 10 gal spilled on floor 4 g.'l spilled on floor 4 gal spilled on floor 4 gal spilled on floor 4 gal spilled oil floor 4 gal spilled on floor

(vertical profile run) Hangar 935. Kelly AFB Hangai 935. Kelly AFB Hangar 5, Randolph AFB 55-gal spill, Randolph AFB Hangar 4337, Bergstiom AFB 4 gal spilled on floor

(vertical profile) 4-gal spill w/fan 4-gal spill w/fan 4-gal drip w/fan 4-gal dnp w/fan 4-gal spill

(vertical piotile) 4.gal spill

(vertical profile) 4-g.il spill

fvertical profile) 4-gal drip

(vertical profile)

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REFERENCES

(1) Hansberry, Harvey, Personal Communication, Appl !972.

(2) Brenneman. J J., "A Study of the Fuel Vapor Envelope at Aircraft Tank Fuel Vents during Fueling Operations," United Air Lines, December, 1963,

(3) Katan, L. L. "The Fire Hazard of Fueling Aircraft in the Open." Fire Research Technical Paper, Joint Fire Research Organization, Boreham Woods, England, I9SI.

(4) Department of Trade and Industry, "The Fueling of Land Planes and Helicopters," CAP 74, HM Stationary Office, 1969.

(5) Zabetakis. Michael C, "Flammability Characteristics of Combustible Gases and Vapors," Bulletin 627. US. Bureau of Mines, 1965.

(6) Schiffauer, Earl J., Personal Communication, December 1971.

il) Schiffauer, Earl J., Personal Communication, March 1972.

(8) Schon, C "Expansion of Explosive Mixtures," Erdöl und Kohle Erdgas Petrochemie, 20, No. 10,714-720(1967). NST1C Translation No. 2010, DDC Document No. AD 697488.

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