api specification 1584 ip 3rd ed. 2001 four-inch hydrant system components and arrangements (1)

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FOUR-INCH HYDRANT SYSTEM

COMPONENTS AND ARRANGEMENTS

API/IP SPECIFICATION 1584

Third edition

April 2001



FOUR-INCH HYDRANT SYSTEM

COMPONENTS AND ARRANGEMENTS

API/IP SPECIFICATION 1584

Third edition

April 2001

Published jointly by

American Petroleum Institute

and

The Institute of Petroleum, London

A charitable company limited by guarantee



Copyright © 2001 by American Petroleum Institute, andThe Institute of Petroleum, London:

A charitable company limited by guarantee. Registered No. 135273, England

All rights reserved

No part of this book may be reproduced by any means, or transmitted or translated into

a machine language without the written permission of the publisher.

ISBN 0 85293 280 4

Published by The Institute of Petroleum

Further copies can be obtained from Portland Press Ltd. Commerce Way,

Whitehall Industrial Estate, Colchester CO2 8HP, UK. Tel: 44 (0) 1206 796 351

email: [email protected]



v

CONTENTS

Page

Foreword . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . vii

Acknowledgements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ix

1 Introduction, scope and referenced publications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

1.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

1.2 Scope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

1.3 Referenced publications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2

2 Terms, definitions and abbreviations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

2.1 Terms and definitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

2.2 Abbreviations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5

2.3 Units used . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5

3 General arrangements and features . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7

3.1 Typical arrangement of hydrant pit equipment and controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7

3.2 Mandatory requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7

3.3 Optional items . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19

4 Performance criteria and testing procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21

4.1 Mechanical strength . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21

4.2 Test fluid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21

4.3 Dimensional checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21

4.4 Proof and burst pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21

4.5 Pressure loss . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22

4.6 Opening and closing times and overshoot . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22

4.7 Vacuum test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23

4.8 Pilot device override test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23

4.9 External load resistance and failure mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23

4.10 Catastrophic excess flow . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25

4.11 Decoupling spillage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26

4.12 Pressure, surge and flow control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26

5 Type approval testing and quality assurance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27

5.1 Quality assurance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27

5.2 Approval testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27

5.3 Documentation and instruction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27



vi

Contents Cont.. Page

Annex A - Catastrophic excess flow . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29

Annex B - Hydrant pit valve assemblies in small pit boxes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31

Annex C - Hydrant riser stress during impact of the hydrant pit valve/hydrant coupler assembly . . . . 33

Annex D - Air-operated pilot devices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35

Annex E - The inspection and testing of airport hydrant pit valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37



vii

FOREWORD

This joint Institute of Petroleum and American Petroleum Institute publication provides recommended minimum

performance and mechanical specifications for the design of aviation fuel hydrant system pit valves and associated

couplers.

This publication also specifies requirements that need to be met to achieve full interchangeability between

components of various manufacturers and requirements for optional features which component manufacturers may

be requested by users to provide.

This publication has been produced jointly by the API Aviation Technical Services Subcommittee and the IP

Aviation Committee. It replaces API Standard 1584 second edition, December 1994, IP Aviation hydrant pit systems

recommended arrangements, August 1990 and IP The inspection and testing of airport hydrant pit valves, July

1993.

It is possible that this joint publication will have a wider scope of usage and will encompass differing operating

practices and safety and environmental legislation. Therefore, this publication should be read in conjunction with

appropriate national and local statutory operating requirements. It is recommended that, if procedures defined in

this publication are more stringent than those at the point of use are they should be followed.

Whilst the use of hydrant pit valve assemblies designed for use with 150 mm (6 in.) hydrant riser flanges is

preferred, requirements for valves that are able to mate with other flanges are also included.

The requirements of this publication are not retroactive. Users of existing equipment should decide what action to

take if equipment in current use does not conform to the requirements of this edition. Due consideration should be

taken of the safety implications of non-conformance.

Within six months of the publication of this edition, manufacturers will be expected to be able to supplymodification kits, where necessary, for any existing equipment that does not conform to the requirements of this

edition.

The Institute of Petroleum and American Petroleum Institute are not undertaking to meet duties of employers,

manufacturers or suppliers to warn and properly train and equip their employees, and others exposed, concerning

health and safety risks and precautions, nor undertaking their obligations under local and regional laws and

regulations.



viii

Nothing contained in any Institute of Petroleum or American Petroleum Institute joint publication is to be construed

as granting any right, by implication or otherwise, for the manufacture, sale, or use of any method, apparatus, or

product covered by letters patent. Neither should anything contained in the publication be construed as insuring

anyone against liability for infringement of letters patent.

Although it is hoped and anticipated that this publication will assist both the manufacturers and purchasers of

aviation fuel hydrant system pit valves and couplers, the Institute of Petroleum and the American Petroleum Institutecannot accept any responsibility, of whatever kind, for damage or loss, or alleged damage or loss, arising or

otherwise occurring as a result of the application of the specifications or qualification procedures contained herein.

Suggested revisions are invited and should be submitted to the Manager of Standardization, American Petroleum

Institute, 1220 L Street, N.W., Washington, D.C. 20005, USA or to the Technical Department, Institute of

Petroleum, 61 New Cavendish Street, London W1G 7AR, UK.

Note for users of equipment covered by this publication. This publication includes a requirement for couplers

to break away cleanly from the pit valve adapter if struck with a force as defined herein. It is recommended

that, if a pit valve/coupler assembly is struck with sufficient force to remove the coupler during refuelling

operations, the pit valve should be removed from service for inspection and tested to prove its suitability for

further use. Users are referred to the recommended post-impact action in Annex C.



ix

ACKNOWLEDGEMENTS

This edition of API/IP 1584 has been prepared by the IP Equipment Sub-Committee on behalf of the Institute of

Petroleum and the American Petroleum Institute Aviation Technical Services Sub-Committee. Much of the

redrafting was undertaken by Bob Simpson (Consultant) and Adrian Hamra (ExxonMobil).

Draft versions of this third edition were reviewed by representatives of the following companies:

AgipPetroli

Air BP Limited

Air TOTAL

Avery Hardoll SBU, BAE Systems Power & Control Ltd.

Caltex Corporation

Carter Ground Fueling Co.

Chevron Products Co.

Conoco Limited

Elf Aviation International

Equilon Enterprises

ExxonMobil Aviation International Ltd.

Intertechnique Zenith Aviation

Kuwait Petroleum International Aviation Company Ltd.

Phillips 66 Company

Shell Aviation Ltd.

Texaco Global Aviation Marketing Ltd.

Whittaker Controls Inc.



x



1

1

INTRODUCTION, SCOPE

AND REFERENCED PUBLICATIONS

1.1 INTRODUCTION

The performance requirements and optional

recommendations included in this publication are

intended to achieve the following:

(a) Establish the acceptable structural and operatingintegrity of the components involved.

(b) Provide a compatible coupling configuration and

arrangement at the hydrant pit that will permit

interchangeability between the components of

different manufacturers.

(c) Assist component manufacturers in their design

efforts by detailing operational, maintenance and

ergonomic features of components that are

considered desirable based upon experience in

aircraft fuelling.

(d) Describe the alternative arrangements of hydrant

pit components that are typical for API and IP 4

inch hydrant systems and thereby assist component

manufacturers and aircraft fuelling system

designers and operators in their efforts.

(e) Provide mechanical strength criteria for normal

handling loads and failure modes for excess

mechanical loadings and impact damage.

1.2 SCOPE

1.2.1 General

This publication specifies dimensions, coupling action,

activation, and other requirements to achieve the

necessary operational requirements and fullinterchangeability between components from

manufacturers of hydrant pit valve assemblies and

couplers. It also includes requirements for other

optional features which component manufacturers may

be requested to provide by purchasers. The performance

specifications are for equipment intended for systems in

aviation turbine fuel service. They do not apply to

aviation gasoline (Avgas).

1.2.2 Organization

If complete interchangeability is to be attained, certainfeatures of the mating components shall be

standardised. Other features, although desirable, are not

so critical, but are pointed out to assist manufacturers in

the design of these components.

The pit valve and coupler, along with any other

features attached, are considered to be as a whole for

the purposes of this publication.

Section 3 covers general arrangement and features,

specifying those features of the hydrant components

that are mandatory, as well as those that are optional.



FOUR-INCH HYDRANT SYSTEM COMPONENTS AND ARRANGEMENTS

2

They are listed as "Mandatory" and "Optional"

respectively. Section 4 describes performance criteria

and test requirements for the hydrant pit valve assembly

and hydrant coupler. Section 5 contains the quality

assurance and information requirements. Five annexesare included for information only.

1.3 REFERENCED PUBLICATIONS

The following publications are cited in this publication.

The latest available edition of each referenced

publication applies.

API

RP 1004 Bottom loading and vapour recovery for

MC-306 tank motor vehicles.

Specification Q1 Specification for quality

programs for the petroleum and natural gas

industry.

ASME 1

B.16.5 Pipe flanges and flanged fittings.

IP 2

Fuel hydrant riser pipe stress analysis due to

accidental impact loads.

The closure behaviour of aviation hydrant pit valves (Delft Hydraulics).

Sanderson, T.A., and Simpson, R.A. 1990, Excess

flow testing of hydrant pit valves, Petroleum

Review, May 1990.

ISO 3

9000:2000 Quality management systems.

10012-1 Quality assurance requirements for

measuring equipment: Metrological confirmation

system for measuring equipment .

SAE 4

ARP 868A Method pressure drop test for fuel

system components.

1. American Society of Mechanical Engineers, 3 Park Avenue, New York, NY 10016-5990, USA. www.asme.org

2. Available from the Institute of Petroleum library, 61 New Cavendish Street, London W1G 7AR, UK

3. International Organization for Standardization, Case Postale 56, CH-1211 Geneva, Switzerland. www.iso.ch

4. Society of Automotive Engineers, 400 Commonwealth Drive, Warrendale, PA 15096-0001, USA. www.sae.org



3

2

TERMS, DEFINITIONS AND

ABBREVIATIONS

2.1 TERMS AND DEFINITIONS

For the purposes of this publication the following terms

and definitions apply:

clean breakaway: when used in describing the

breakaway of the hydrant coupler from the hydrant pitvalve adapter, means that the coupler breaks away

completely to allow the pit valve outlet adapter poppet

to close. In practice, complete seating of the poppet

cannot be guaranteed as coupler debris that may be left

could prevent full poppet closing.

hydrant coupler: a unit that is attached to the inlet end

of the hydrant dispenser inlet hose or boom assembly to

provide for quick coupling to the outlet adapter of the

hydrant pit valve assembly. The coupler may be one of

four types, any of which can be equipped for product

selectivity:

— standard coupler : a quick coupling device that

allows for manually opening and closing the

poppet on the hydrant pit valve assembly and

provides a flow path from the hydrant pit valve

assembly to the dispenser.

— direct acting digital control coupler : a coupler that

incorporates the same features as a standard

coupler, but uses a digital module to control

pressure and flow for each hose combination. A

timer deadman may be included with this system as

an option.

— direct acting pressure control coupler : a coupler

that incorporates the same features as the standard

unit, but also includes air-operated deadman and

spring biased pressure regulation at a remotesensing point. This coupler also has optional

excess flow control.

— pilot-operated pressure control coupler : a coupler

that has the same features as the standard unit, plus

the air deadman feature, but controls pressure by

means of a pilot mechanism. This coupler also has

optional excess flow control (with either single or

dual flow rate settings).

hydrant coupler carriage assembly: a device fitted to

the hydrant coupler to assist in moving the coupler toand from the pit valve whilst keeping the coupler from

dragging on the ground.

Note: It generally takes the form of two small

wheels on a structure that may be folded up beneath the

inlet hose when not in use.

hydrant dispenser: (also known as 'hydrant servicer',

'aircraft fuel servicer' or 'hydrant cart') a fuelling unit

used to receive fuel from a hydrant fuel supply system

and deliver it to aircraft. It may be self-propelled, trailer

mounted or skid mounted.




4

Note: It is normally fitted with filtration, pressure

control, deadman control and metering equipment and

is connected to the hydrant pit valve by a hydrant

coupler and an inlet hose or metal boom assembly. The

hydrant dispenser is used to deliver fuel into aircraft viaa delivery hose and nozzle.

hydrant pit valve assembly: a valve that is vertically

mounted on the flanged riser of an airport fuel piping

system.

Note: The valve is composed of three components:

the flanged inlet pilot-operated valve, the pilot device

and the outlet adapter that mates with the hydrant

coupler. Optional features may be included.

— intermediate strainer : an optional fine mesh screen

that is mounted internal to the hydrant pit valveassembly, normally between the pilot-operated

valve and the outlet adapter.

Note: The use of such a strainer is not

recommended.

— outlet adapter : the outlet portion of the hydrant pit

valve assembly to which the hydrant coupler

mates. The outlet adapter has a poppet that is

opened and closed by the coupler poppet. The

outlet adapter provides a seating for the poppet and

for optional product selectivity.

— pilot device: a mechanism which diverts pressure

to and from the actuating element of the pilot-

operated valve to enable it to either open or close

in a controlled manner.

Note: The required methods for operating the

pilot device are defined in 3.2.8.

— pilot device override: (also known as a 'servicing

valve') a manually operated valve or device that

overrides the action of the pilot valve thus

preventing opening of the pilot-operated valve.

— pilot-operated valve: located at the inlet, it forms

an integral part of the hydrant pit valve assembly

and isolates downstream components from the fuel

hydrant supply pressure. It is operated by the pilot

device and controls the flow of fuel out of the

hydrant pit valve assembly.

— pressure equalisation valve: a small valve located

in the centre of the outlet adapter poppet that is

actuated by the hydrant coupler poppet. This valve

allows equalisation of the pressure contained

within the hydrant pit valve assembly with the

pressure within the hydrant coupler.

— stoneguard : a mandatory coarse mesh screen (e.g.

5 mm or ¼ in. or equivalent) perforated metalstrainer that is mounted upstream of the hydrant pit

valve assembly to impede the flow of large debris

normally foreign to fuel systems.

flow:

— automatic excess flow control : a device installed on

or within the hydrant pit valve assembly and/or

coupler to prevent excess flow.

Note: Upon the flow rate increasing to a

predetermined level, the device will actuate the

hydrant pit valve assembly and/or coupler to close

and remain closed until the excess flow controldevice is reset.

— catastrophic excess flow: the maximum flow rate

required to be stopped by the hydrant pit valve.

— excess flow: a flow rate in excess of rated flow.

— rated flow: the maximum flow rate for which the

components of the pit valve assembly and coupler

are designed.

in-line pressure control (or regulating) valve: a valveinstalled on board the hydrant dispenser forming a part

of the fuel pressure control (or regulating) system. It

may also provide a deadman operation, being opened

and closed remotely by the fuelling operator. This valve

is outside of the scope of this publication and may be

fitted at the discretion of the user.

opening and closing times:

— closing time: the time required, after the operating

device is actuated to close, for flow to cease from

rated flow.

— deadman control : a hand-held control to actuate

the opening and closing of the hydrant pit valve

assembly and/or hydrant coupler.

— opening time: the time taken to achieve 90 % of

rated flow measured from the time that the

operating device is actuated.

— overshoot : the volume of liquid passing through

the valve during the closing time period.



TERMS, DEFINITIONS AND ABBREVIATIONS

5

pressure:

— burst pressure: the pressure causing structural

failure of the external casing of the hydrant pit

components covered by this publication.

Note: For the purposes of this publication, the pressure defined in 4.4.2 is the minimum pressure

above which structural failure may occur.

— design pressure: the maximum pressure to which

the hydrant pit components will be subjected in

service.

Note: This pressure equates to operating

pressure plus surge pressure to which the

equipment may be exposed. The performance

criteria of this document do not apply at design

pressure.

— operating pressure: the maximum steady state

pump pressure that can be experienced in the

system. At this maximum pressure, the hydrant pit

valve assembly and coupler are required to

conform to the performance criteria of this

publication.

— pressure loss: the difference in static pressures

measured in the test set-up defined in Figure 6

from point A to point B.

— proof pressure: the maximum pressure required of the hydrant pit components without external

leakage or damage after which the components will

meet all other performance requirements.

pressure control valve: a control valve that may be

located either in the hydrant pit valve assembly or in the

hydrant coupler assembly. This valve forms part of the

pressure and flow control system delivering fuel to the

aircraft. May also be known as a pressure-regulating

valve.

vacuum test: a negative pressure applied to the hydrant

pit valve assembly under which the poppet shall remain

closed and not allow leakage of air in the reverse

direction.

2.2 ABBREVIATIONS

The following abbreviations are used within this

publication:

ft feet

in. inch

kg kilogram

kPa kiloPascal

kph kilometres per hour

lbs pounds mass

lbf pounds force

lpm litres per minute

m metre

mm millimetre

mph miles per hour

N Newton psi pounds per square in.

USG US gallon

USGPM US gallons per minuteoF degrees FahrenheitoC degrees Celsiuso degree of angle

2.3 UNITS USED

This publication uses the Système International

d’Unités (International System of Units or SI). In thissystem, the decimal point is a comma (,). In writing

numbers of greater than 3 digits, e.g. thousands, tens of

thousands etc. a comma may not be used to demarcate

the thousands. Thousands are demarcated by the use of

a space.

Within this publication SI Units are used with US

Customary Units following in parentheses.

Internationally agreed conversions have been applied to

these values.




6



7

3

GENERAL ARRANGEMENTS

AND FEATURES

3.1 TYPICAL ARRANGEMENT OF HYDRANT

PIT EQUIPMENT AND CONTROLS

A number of alternative component arrangements are

offered, essentially determined by the location of one or

more of the controls. The two extremes are shown in

Figures 1 and 2. In Figure 1, the controls are in aregulating valve installed inside the coupler. In Figure

2, the controls are in the pit valve assembly. The

purchaser shall specify the final component

arrangement. The fitting of a separate hydrant riser

shut-off valve is not a requirement of this publication.

3.2 MANDATORY REQUIREMENTS

3.2.1 Dimensions and hydrant coupler/hydrant

pit valve assembly mating

The interface dimensions of the outlet adapter of the

hydrant pit valve assembly and the hydrant coupler

shall be in accordance with Figures 3A and 4A and 3B

and 4B (US Customary Units). The sealing surface as

indicated on Figures 3A and 3B shall be 1,6 micrometre

(63 micro-inches) circular finish maximum. The outlet

adapter poppet, including activation of the pressure

relief equalising valve, shall allow a coupler poppet

travel of 50,8 +1,588/-0,000 mm (2 +0,0625/-0,000 in.)

measured from the sealing surface as identified on

Figures 3A and 3B.

A static seal shall be achieved automatically

between the coupler and outlet adapter during the

coupling and locking operations and before the adapter

is actuated to open. The static seal shall be designed sothat it cannot be broken until the outlet adapter and

coupler are closed. Leakage in excess of 30 ml (1 fluid

ounce) through the static seal shall not occur at any time

during the coupling, fuelling, and uncoupling operation,

regardless of system pressure. See 4.11 for test details.

3.2.2 Outlet adapter actuation

The opening of the hydrant coupler poppet shall cause

the outlet adapter poppet to open. The outlet adapter

poppet shall close automatically whenever the coupler

is closed or removed. In manual operation, the outletadapter and hydrant coupler when coupled together

shall be capable of being opened and closed by one

operator applying a maximum force of 110 N (25 lbf).

To function properly, the force shall be applied for a

maximum of 5 seconds to hold the equalisation valve

open and allow the pressure to equalise on both sides of

the outlet adapter poppet.




8

Hydrant coupler with deadman and pressure control

Air to pilot device (if air-operated)

Outlet adapter

Fuel sense

Deadman air

Lanyard attachment point

Pilot device and override

Hydrant pit valve assembly

Hydrant pit box

Stoneguard

Coupler poppet operator

Pit box seal

Hydrant riser

Standard hydrant coupler

Outlet adapter

Fuel sense

Deadman air

Lanyard attachment point

Pilot device and override

Hydrant pit valve assembly

Stoneguard

Coupler poppet operator

Hydrant pit box

Pit box seal

Hydrant riser

Figure 1 - Typical arrangement of hydrant pit equipment

(deadman and pressure regulating valve in coupler)

Figure 2 - Typical arrangement of hydrant pit equipment

(deadman and pressure regulation in pit valve)



9

±0,127165,100

6,3

Sealin

surfacC

±0,127146,050

±0,1101,6

±0,127152,400

±0,127133,350

±0,1271,588

F

C BG

A

Fixed product selectionposts located as shownunnumbered 2 places

Movable product selection postslocated as shown; 4,763 mm indexnumerals shall be permanentlylocated

A minimum clearance of 134,62 mm between hydrant pit valvecenter and fuel sense/air reference adapter coupledwith mating socket. (Refer to Figure 5A for more details).

Fuel/air referenceadapter

Outer surfaceof matingfuel/air socket

212,725 dia.BSC

6

5

4

3

2

1

Sealinsurfac

Notes:

1.

BSC = basic dimension; min. = minimum; max. = mhex. = hexagonal; dia. = diameter.

All dimensions are in millimetres.

2. The breaking of all corners is required, not toexceed 3,175 millimetre radius.

3. The details of adapter body valve head and intshown in dashed lines are to be determined b

manufacturer.4. Pressure equalizing valve stem on valve head

extend beyond sealing surface.

5. Sealing surface must be machined to 1,6 micr

6. Couplers must be capable of mating with maxdimensions shown.

Pr(1/he

Refer to Figure 5Afor detail

40,5BSC

54BSC

40,5BSC

5 placesBSC

45

45

4

Figure 3A - API standard hydrant pit outlet adapter, SI measurements



1 0

±0,0056,500

6,3

Sealin

surfacC

±0,0055,750

±0,04,00

±0,0056,000

±0,0055,250

±0,0050,062 5

F

C BG

A

Fixed product selectionposts located as shownunnumbered 2 places

Movable product selection postslocated as shown; 3/16 inch indexnumerals shall be permanentlylocated

Notes:

1. All dimensions are in inches.

BSC = basic dimension; min. = minimum; max. = mhex. = hexagonal; dia. = diameter.

2. The breaking of all corners is required, not toexceed 0,125 inch radius.

3. The details of adapter body valve head and inshown in dashed lines are to be determined by

manufacturer.4. Pressure equalizing valve stem on valve head

extend beyond sealing surface.

5. Sealing surface must be machined to 63 micro

6. Couplers must be capable of mating with maxdimensions shown.

A minimum clearance of 5,30 in. between hydrant pit valvecenter and fuel sense/air reference adapter coupledwith mating socket. (Refer to Figure 5B for more details).

Fuel / air referenceadapter

Refer to Figure 5Afor detail

Outer surfaceof matingfuel/air socket

8,375 dia.BSC

6

5

4

3

2

1

Sealin

surfac

40,5BSC

54BSC

40,5BSC

5 placesBSC

45

45

4

Figure 3B - API standard hydrant pit outlet adapter, customary measurements



GENERAL ARRANGEMENTS AND FEATURES

11

C

C Valve min.

D

245,008

Valve max.

Coupler max.

D

G

MP

L

H

Seal surface - ref.

Outside of coupler

including bump ring

Coupler

Max.68,580

HValve

Min.69,850

2,032 max.Under pressure

Groove depth^

^ 1,651 min. At no pressure

250,088

0,508

2,032 min.Under pressure

Coupler min.

264,160

259,080

264,160

269,240

Notes: Dimensions are in millimetres;max. = maximum; min. = minimum; ref. = reference; hex. = hexagonal; dia. = diameter.

Pressureequalizing valvetop surface must notextend beyond sealingsurface

Coupler poppetmax. diameter 100,5

Product selectivity

set bolt (12,700 min.tall, 15,875 max.hex. or dia.)

1,52445,974

±57,150 min.

C

C Valve min.

D9,646

Valve max.

Coupler max.

D

G

MP

Pressureequalizing valvetop surface must notextend beyond sealing

L

H

Seal surface - ref.

Outside of coupler

including bump ring

Coupler

Max.2,700

HValve

Min.2,750

0,080 max.Under pressure

Groove depth^

^ 0,065min. At no pressure

9,846

0,020

0,080 min.Under pressure

Coupler min.

Coupler poppetmax. diameter 3,956

10,40

10,20

10,40

10,60

Notes: Dimensions are in inches; max. = maximum; min. = minimum; ref. = reference; hex. = hexagonal; dia. = diameter.

surface

0,0601,81

±2,25 min.

Product selectivityset bolt (1/2" min.tall, 5/8" max.hex. or dia.)

Figure 4A - Outlet adapter and coupler interface dimensions, SI measurements

Figure 4B - Outlet adapter and coupler interface dimensions, customary measurements




12

3.2.3 Coupling action

The coupling action shall be of the push type with

provision for locking without rotating the coupler body.On systems requiring product selection, rotation of the

coupler collar to mate with the appropriate hydrant pit

valve assembly product selection device is permitted.

The coupling range shall permit coupling to the outlet

adapter in any position around the hydrant pit valve

assembly, without interference with the hydrant pit

walls, apron surface, or components.

The hydrant coupler shall incorporate an interlock

system to prevent opening of the coupler’s poppet (and

thus the hydrant pit valve assembly poppet) before

being locked in position, and to prevent unlocking and

disconnecting before the coupler poppet is closed. Thehydrant coupler design shall prevent its ejection in the

event of outlet adapter sealing failure or non-closure of

the poppet with the pilot device in the open position.

3.2.4 Hydrant pit arrangement and mounting

Hydrant pit components should normally be designed

so that they can be installed and maintained in a pit that

has a minimum internal diameter of 460 mm (18 in.).

However, manufacturers should be aware that some old

pit boxes have a diameter as small as 300-330 mm (12-

13 in.) with 100 mm (4 in.), 75 mm (3 in.) or other special riser flanges and may wish to design their valves

to be accommodated in these small pit boxes (see

Annex B). Hydrant pit components may be installed in

a central or offset position within the pit; however, the

overall pit box size and component spacing shall permit

easy access for operation and maintenance. In the

design, allowance shall be made for the operation of

levers and switches within the pit using industrial type

gloves and without the need for special tools. The

arrangement of the pit equipment shall also allow for

unobstructed (non-fouling) lanyard operation.

Hydrant system riser pipe flanges shall be in

accordance with the latest edition of ASME B.16.5,

Class 300 pattern for 150 mm (6 in.) flanges and Class

150 for 100 mm (4 in.) flanges. All hydrant pit

equipment flanges shall also be in accordance with

ASME B.16.5 for assembly compatibility. This applies

for stoneguards, pilot-operated valves and the inlet side

of the hydrant pit valve assembly.

All components shall be as compact as practicable.

The overall height of the hydrant pit valve assembly,

measured from the face of the inlet flange to the top of

the outlet adapter, not including the dust cap, shall be:

(a) For valves with either a 100 mm (4 in.) or 150 mm

(6 in.) ASME Class 150 inlet flange:

290 mm to 415 mm (11,5 in. to 16,34 in.)

(b) For valves with a 150 mm (6 in.) ASME Class 300 pattern inlet flange:

406 mm to 415 mm (16 in. to 16,34 in.)

Manufacturers who offer a valve with dimensions

shorter than those above should be able to provide

spool pieces or adapters to accommodate any difference

in the dimensions of the riser flange and the inlet flange

of the valve and to bring their valve within the

dimensional range in (b) if requested.

Note: The dimensions quoted in (b) and the

provision for spools and adapters will ensure that valves

offered by different manufacturers are freelyinterchangeable.

The pit valve assembly shall be installed within the

pit box so that there is a clearance of not more than 100

mm (4 in.) and not less than 75 mm (3 in.) between the

hydrant pit valve assembly outlet adapter sealing

surface and the top of the hydrant pit box. This setting

is necessary to ensure that when a coupler is attached to

the pit valve, the underside of the elbow does not touch

the top of the pit box. When a hydrant coupler fitted

with a carriage assembly is attached to the hydrant pit

valve outlet adapter, the carriage assembly shall be

clear of the ground when in the folded up position.

3.2.5 Fuel sense and air reference lines

The pressure/flow control and/or excess flow control, if

fitted, shall be included either on the hydrant coupler or

on the hydrant pit valve assembly. However, as a

minimum, there shall be a deadman function installed

either on the hydrant pit valve or the hydrant coupler

upstream of the inlet hose or boom assembly.

Where fitted, these controls shall be provided with

air reference, and in the case of pressure/flow control

and/or excess flow control, fuel reference pressures, to

enable them to function. The connection of the lines to

provide such pressures may be permanent (in the case

of the hydrant coupler) or may be fitted to either the

hydrant pit valve assembly or hydrant coupler by means

of a quick coupling. Figures 3A and 3B, 4A and 4B,

and 5A and 5B provide the interface dimensions,

including product selectivity to ensure complete

interchangeability, where both fuel and air lines are

required. If used, this accommodation or any other such

device shall be located so that it will not interfere with

the operation of the other components.




13

An interlock feature capable of prohibiting accidental

un-coupling that is compatible with the design shown in

Figures 5A and 5B is desirable.

On air-operated pilot devices, an air reference

pressure line from the hydrant dispenser is required tocontrol the opening and closing of the hydrant pit valve.

This connection should be a "quick disconnect" type

connection. Any standard, through-flow connection

may be used. The self-sealing quick disconnect fitted to

the pilot device shall be of the leaky type to ensure that

no air is trapped within the pilot after disconnecting the

mating half from the hydrant dispenser air system.

3.2.6 Flow rate

3.2.6.1 Hydrant pit valve assembly

The hydrant pit valve assembly shall be designed inaccordance with the following rates:

(a) rated flow: 4 500 lpm (1 200 USGPM)

(b) catastrophic excess flow: 11 000 lpm (2 900

USGPM)

3.2.6.2 Hydrant couplers

Hydrant couplers shall be designed in accordance with

the following rates:

(a) for 4 in. inlet by 4 in. outlet (either pressure

controlled or standard coupler): 4 500 lpm (1 200USGPM)

(b) for 4 in. inlet by 3 in. outlet (either pressure

controlled or standard coupler): 3 000 lpm (800

USGPM)

3.2.7 Pressure rating


The hydrant pit valve assembly shall be designed in

accordance with the following pressure ratings, all at

70 EC (158 EF):

(a) design pressure: 1 900 kPa (275 psi)

(b) operating pressure: -10 to 1 400 kPa (-1,5 to 200

psi)

(c) proof pressure: 2 850 kPa (415 psi) minimum

(d) burst pressure: 5 690 kPa (825 psi) minimum

3.2.7.2 Hydrant couplers

As the coupler shall be capable of being handled,

coupled and uncoupled by one operator, the

recommended weight of a coupler in all configurations

should be not more than 17 kg (37 lbs).

Hydrant couplers, either connected to a hydrant pit

valve assembly or disconnected and closed, shall be

designed in accordance with the following pressure

ratings, all at 70 ºC (158 ºF):

(a) design pressure: 1 900 kPa (275 psi)

(b) operating pressure: -10 to 1 400 kPa (-1,5 to 200

psi) minimum

(c) proof pressure:

(i) uncoupled, closed: 1 830 kPa (265 psi)

minimum

(ii) coupled, open: 2 850 kPa (415 psi) minimum

(d) burst pressure:

(i) uncoupled, closed: 2 740 kPa (400 psi)

minimum

(ii) coupled, open: 5 690 kPa (825 psi) minimum

3.2.8 Pilot device actuation

3.2.8.1 Manual operation

The pilot device shall have two separate actions for

opening and closing. The open or close force at

maximum operating pressure shall not exceed 110 N

(25 lbf). The close actuator shall have a fitting to allow

the attachment of a lanyard to achieve the closing

function from a remote distance. The fitting and the

lanyard shall not be able to foul on any hydrant pit

equipment and shall be effective at any angle or

direction of pull.

3.2.8.2 Air operation

The pilot device is operated by the application of an

externally supplied air pressure. Control air supply shall

be a minimum of 240 kPa (35 psi) to the pilot device to

control opening. The application of the air supply shall

be via a deadman type valve system on the hydrant

dispenser.

3.2.8.3 Lanyard connection

It shall be possible to connect a lanyard to an air-

operated pilot device to enable remote closing of the

pilot valve.

Note 1: The requirement in 3.2.8.3 applies to those

areas where legislation and/or safe practices require a

dual operation, for example, if it is envisaged that air

may fail to exhaust due to a system failure or restriction

resulting from a vehicle collision. It does not apply to

those areas where a lanyard has, traditionally, not been

used.

Note 2: See Annex D for a list of advantages in

using air-operated pilot devices.



1 4

6,350min

2,286

Fuel pressure sense ports1,905 - 2,108 dia. hole, 6 placesequally spaced. All sharp edgesto be removed. Radial locationoptional.

Air reference pressure port1,905 - 2,108 dia. hole. All sharpedges to be removed. Radiallocation optional.

3,302 radius

1,524 radius

A1516

12,59812,548

dia.

43,05346,101

23,87625,400

9,52511,049

55,626dia.max.

20,828basic

1

8,331 basic

Wh3,1aboas anyas

14,046basic

AF

C B

4,674 - 4,826 dia. 8,89 deep

Notes: Dimensions are in millimetres; min. = minimum; dia. = diameter; max. = maximu

Figure 5A - API standard fuel sense and air reference lines accommodation for regulating type hydrant valves (valv



1 5

0,25

min

0,090

Fuel pressure sense ports0,075 -0,083 dia. hole, 6 placesequally spaced. All sharp edgesto be removed. Radial locationoptional.

Air reference pressure port0,075 - 0,083 dia. hole. All sharpedges to be removed. Radiallocation optional.

0,13 radius

0,06 radius

A1516

0,4960,494

dia.

1,6951,815

0,9401,000

0,3750,435

2,190dia.

max.

0,820basic

0,328 basic

W0,abasanas

0,553basic

AF

C B

0,184 - 0,190 dia. 0.35 deep

Notes: Dimensions are in inches; min. = minimum; dia. = diameter; max. = maximum

Figure 5B - API standard fuel sense and air reference lines accommodation for regulating type hydrant valves (valve in




16

3.2.9 Operating temperature range

The hydrant components covered by this publication

shall meet all the design requirements within thetemperature range of !40 EC to +70 EC (!40 EF to

+158 EF).

3.2.10 Pilot-operated valve closing and opening

times

The requirements for opening and closing times are

those for carrying out acceptance and approval testing

on a test rig. Opening and closing of the pilot-operated

valve shall be even and progressive. The method of

testing is defined in 4.6.

Note: As the design of the hydrant dispenser control system may influence opening and closing

times, users should ensure that their systems will

achieve these opening and closing times in the field.

3.2.10.1 Closing time

Pilot-operated valve closure shall be caused by

actuation of the lanyard or air-operated pilot device.

The valve shall fully close from rated flow within 2 to

5 seconds measured from the time that the closing

mechanism is operated until flow ceases.

3.2.10.2 Opening timeThe pilot-operated valve assembly shall open from the

fully closed position in normal operation such that the

following flow conditions are satisfied. These

conditions shall apply for both manual or air pilot-

operated control:

(a) 90 % of rated flow shall be achieved in not less

than 5 seconds and no more than 20 seconds from

the time of activation of the opening mechanism.

(b) Full (100 %) of rated flow shall be achieved in not

more than 30 seconds measured as in (a).

3.2.11 Deadman control

There is a major difference in the practices observed in

some countries, such as the United States of America

(USA), and other locations, particularly in European

operations. For example, in the USA it is common

practice to have the deadman function provided by the

air-operated pilot device with an additional, in-line

control valve installed in the vehicle pipework. This

valve is outside the scope of this publication. Mainly,

European practice is to have the deadman control fitted

in the hydrant pit coupler with a lanyard operated pit

valve pilot device, although air-operated pilots are not

excluded.

Upon actuation, the deadman control shall open or

close a valve, either as a part of the hydrant pit valveassembly or hydrant coupler, or both. The deadman

valve performance characteristics shall comply with

3.2.10.1 and 3.2.10.2. If the deadman valve is in the

hydrant pit, the deadman valve shall be the pilot-

operated valve.

A deadman fitted in the hydrant coupler shall open

to full flow in not less than 5 seconds and close to no

flow in not less than 2 seconds nor more than 5

seconds. Overshoot shall not exceed 200 litres (53

USG) or 5 % of flow in areas where this limit applies.

Air supply shall meet the following requirements:

(a) For an air-operated deadman valve provided in the

hydrant coupler and hydrant pit valve assembly,

with the hydrant pit valve assembly equipped also

with a lanyard, a common air supply may be

provided.

(b) For a hydrant pit valve provided with an air-

operated deadman but no lanyard and with an air-

operated deadman provided in the hydrant coupler,

independent air supplies with no common

components shall be provided.

(c) For an air-operated deadman provided in the

hydrant pit valve, with no lanyard attachment and

no deadman in the hydrant coupler, a single air

supply is satisfactory.

3.2.12 Overshoot

Overshoot during closing of the pilot-operated valve

shall not exceed 200 litres (53 USG) at all flow rates up

to rated flow. Under catastrophic excess flow

conditions, as defined in 3.2.16, overshoot shall not

exceed 300 litres (80 USG). Note: In areas where a more stringent overrun limit

is imposed, that condition shall apply.

3.2.13 Pressure loss


The pressure loss at rated flow, unless otherwise stated,

across a non-regulating hydrant pit valve assembly

without an intermediate strainer but with a stoneguard

in place, and assembled with a 4 in. straight hose unit

in accordance with API RP 1004, shall be as follows

from point A to B in Figure 6:




17

Test fluid tank

Straight pipe

Meter

100 mm (4 in.)or 150 mm (6 in.)pipe

1 m (3 ft)

1 m

100 mm

(4 in.) pipe

1 m (3 ft) min.

Pressuretest point A

Pressuretest point B

Pump

Z

X

Pit valve& coupler under testY

Alternate meter position

Note: m = metres; in. = inch; min. = minimum

(3 ft)

(a) for 150 mm (6 in.) inlet valve, with 100 mm (4 in.)

inlet by 100 mm (4 in.) outlet coupler - 135 kPa

(19,6 psi) maximum.

(b) for 100 mm (4 in.) inlet valve, with 100 mm (4 in.)

inlet by 100 mm (4 in.) outlet coupler - 165 kPa(24 psi) maximum.

(c) for 150 mm (6 in.) inlet valve, with 100 mm (4 in.)

inlet by 75 mm (3 in.) outlet coupler - 138 kPa (20

psi) maximum at 3 000 lpm (800 USGPM) flow.

(d) for 100 mm (4 in.) inlet valve, with 100 mm (4 in.)


psi) maximum at 3 000 lpm (800 USGPM) flow.

3.2.13.2 Hydrant pit valve assembly with a standard

regulating 90E coupler

The pressure loss at rated flow across the hydrant pit

valve assembly without an intermediate strainer butwith a stoneguard in place and assembled with a

regulating 90E hydrant coupler (fully open) shall be as

follows from point A to B as defined in Figure 6:

(a) for 150 mm (6 in.) inlet valve, with 100 mm (4 in.)


(28 psi) maximum.

(b) for 100 mm (4 in.) inlet valve, with 100 mm (4 in.)


(35,5 psi) maximum.(c) for 150 mm (6 in.) inlet valve, with 100 mm (4 in.)


psi) maximum at 3 000 lpm (800 USGPM).

(d) for 100 mm (4 in.) inlet valve, with 100 mm (4 in.)


(23,5 psi) maximum at 3 000 lpm (800 USGPM).

3.2.14 Pilot-operated valve leakage

The allowed leakage downstream of a closed pilot-

operated valve, under maximum operating pressure,

shall be such that the 'well' (see Figures 4A and 4B,dimension M) formed on the top of the outlet adapter

poppet and the upper sealing surface shall not fill in less

than one minute with the pressure equalizing valve

depressed.

Figure 6 - Schematic of test rig to be used for pressure loss, opening and closing times and overshoot




18

3.2.15 Vacuum testing

During operation and/or maintenance of a hydrant

system, vacuum conditions may occur. The hydrant pit

valve assembly, with and without a hydrant coupler attached, shall be designed to withstand a -10 kPa (-1,5

psi) vacuum without admitting air or water into the

system. See 4.7 for test details.

3.2.16 Catastrophic excess flow

The lanyard or deadman control shall be designed to

cause the pilot-operated valve to close under all normal

and abnormal system excess flow rates up to and

including 11 000 lpm (2 900 USGPM). See 4.10 for test

details.

3.2.17 Materials of construction

All materials shall be chemically compatible with all

aviation turbine fuels. All metal parts in contact with

the fuel shall be free of zinc, cadmium, copper, and

their alloys; however, an aggregate amount of 3 %

maximum may be present as alloying elements. All

non-metal gaskets, O-rings, or other seals or elastomers

in contact with the fuel are to be made of materials

suitable for use with aviation turbine fuels containing

up to 30 % volume aromatics, 5 % volume olefins, and

3 % volume naphthalenes.All external surfaces shall be resistant to corrosion

caused by atmospheric exposure and water immersion.

Note: this could be achieved by using a corrosion

resistant material or by applying a suitable coating.

Care should be taken in the design of the equipment to

reduce failures caused by wear from the equipment

being dragged across the apron surface. Anticipated

vulnerable points should be protected by wear pads,

brackets or guards.

3.2.18 Serviceability

Maintenance requirements of the hydrant pit valve

assembly shall be minimal, but the hydrant pit valve

shall be designed such that all parts of the assembly,

except the pilot-operated valve portion, are removable

from the pit for maintenance or replacement of seals.

This should be possible without depressurising the

hydrant line. In addition, seals and sealing surfaces

should be protected from mechanical damage.

3.2.19 Decoupling spillage

Spillage shall be minimal when the coupler is

disconnected from the outlet adapter after aircraft

fuelling. The limit for spillage into the pit box is nomore than 30 ml (1 fluid ounce). See 4.11 for test

details.

3.2.20 Stoneguard

A stoneguard of robust construction and with an

opening equivalent to 6 mm (¼ in.) mesh, shall be

located upstream of the hydrant pit valve assembly.

The stoneguard may be a part of, or furnished as a

separate item to, the hydrant pit valve assembly. It shall

be designed and proved to withstand a flow rate of

11 000 lpm (2 900 USGPM) without becomingdislodged or deforming to a point where it would

become ineffective or would interfere with the closing

of the pilot-operated valve.

The stoneguard will not receive maintenance or

cleaning under normal operating conditions and should

be designed accordingly.

3.2.21 Wear gauges

Manufacturers shall provide, for their own hydrant

coupler and hydrant pit valve assembly equipment, a

simple wear gauge or gauges. The wear gauge(s) shall be suitable for accurate wear measurement on

operationally critical faces. It shall be possible to

routinely assess wear using the gauge(s) without

requiring equipment disassembly.

The wear gauges shall be permanently and legibly

marked to show to which piece of equipment they

apply. Manufacturers should define which parts and

accessories require to be checked with these gauges.

The results of the wear measurements shall indicate

whether closer inspection of individual components is

required. Manufacturers shall provide limits of wear

beyond which repair is required.

3.2.22 Pilot device override

The hydrant pit valve assembly shall include a manually

operated mechanism which, when actuated to the closed

position, will cause the pilot-operated valve to close and

remain closed until the pilot device override is opened.

The actuation of the pilot device override shall be easily




19

operable. Whilst the removal of the adapter and/or pilot

device when the hydrant is still under pressure is not

recommended, manufacturers shall demonstrate that

removal of these components is possible with hydrant

inlet pressure up to 1 380 kPa (200 psi). See 4.8 for testdetails.

Note: The purpose of the pilot device override is to

allow limited servicing of the outlet adapter and pilot

device sections of the hydrant pit valve assembly,

without the removal of the hydrant pit valve assembly

from the system or the depressurizing of the upstream

hydrant system.

3.2.23 Dust covers

Dust covers shall be provided to protect the outlet of the

hydrant pit valve assembly and the inlet of the hydrantcoupler from dust, rain, snow, or ice. In the case of the

hydrant coupler, the dust cover may be made a

permanent part of the hydrant dispenser.

3.3 OPTIONAL ITEMS

3.3.1 Reverse flow

Reverse flow through a hydrant pit valve assembly and

hydrant coupler assembly is not recommended. If a

manufacturer offers an option for reverse flowcapability, the maximum pressure drop from Point B to

Point A in Figure 6, for a reverse flow of 750 lpm (200

USGPM) shall be 105 kPa (15 psi).

3.3.2 Intermediate strainer

It is recommended that an intermediate strainer should

not be included in the hydrant pit valve, as debris

trapped by the strainer may, on termination of flow, fall

into the pilot-operated valve impairing its performance.

If a manufacturer offers this option, it should be

made of 10 or 20 mesh (2,5 or 1,25 mm) material and

shall be mounted such that it is easily removed for

cleaning. The strainer shall provide coverage of 100 %

of the flow path in which it is mounted.

3.3.3 Automatic excess flow control

If specified by the purchaser, the hydrant pit valve

assembly or hydrant coupler shall have a device, or

devices, that provides automatic excess flow control at

predetermined flow rates. The single position unit

should be adjustable over a flow range of from 3 200 to

4 500 lpm (845 to 1 200 USGPM). The dual position

unit should be adjustable within two flow ranges. When

set in low flow position, it shall cover a flow range

from 2 000 to 2 900 lpm (580 to 765 USGPM). When

set in the high flow position, the flow range shall befrom 3 200 to 4 500 lpm (845 to 1 200 USGPM).

3.3.4 Secondary breakaway features

A secondary means to prevent damage to the pilot-

operated valve housing, such as a frangible adapter or

a shear section, is permitted. This feature shall not

interfere with the ability of the pilot-operated valve

assembly to withstand the steady load force of 40 000

N (9 000 lbf) as required in 4.9.4.

3.3.5 Product selectivity

Product selectivity may be achieved either using the

pilot device (if pneumatic), or the hydrant coupler (or

both).

Outlet adapters and hydrant couplers may have

capability of up to six-product selectivity, via either a

pilot selectivity device of the type, or equivalent, shown

in Figures 3A and 3B and 5A and 5B, or by using

coupler selectivity. Coupler selectivity would involve

designing the hydrant coupler and outlet adapter to

mate uniquely for a particular grade of product only,

physically preventing connection of a hydrant coupler which services a different grade of product.

3.3.6 Pressure control (regulation)

If a pressure control (regulating) valve is located within

the hydrant coupler or hydrant pit valve assembly, it

shall be capable of being adjusted. For all hydrant

supply pressures up to the system design pressure, the

pressure-regulating valve shall, at any flowrate or inlet

pressure, maintain the corresponding control pressure

stable and repeatable within +/- 14 kPa (2 psi).

3.3.7 Other mechanical means of closing the

pilot-operated valve

Other mechanical means of causing the closure of the

pilot-operated valve, such as detecting the upward

movement of the outlet adapter poppet valve, may be

offered. Such a device is considered to be an additional

safety measure if the coupler is separated from the

hydrant pit valve assembly due to impact. Any such

device shall not interfere with the normal operation of

the hydrant pit valve assembly.




20



21

4

PERFORMANCE CRITERIA AND

TESTING PROCEDURES

4.1 MECHANICAL STRENGTH

All components of the hydrant pit valve assembly

(including any adapters, spools and/or associated

fittings) and hydrant coupler shall be capable of

withstanding severe handling, strain and shocks from

external sources. Components shall maintain functionaland structural integrity when subjected to the forces

specified within this Section.

4.2 TEST FLUID

The test fluid shall be Jet A, Jet A-1 or hydrocarbons

with similar density and viscosity properties. Water

may be used for all tests except pressure loss, opening

and closing times, overshoot or pressure regulation/

deadman testing. Wide-Cut Jet fuel and aviation

gasoline shall not be used. Note: Manufacturers are encouraged to adopt

suitable safety procedures when carrying out testing.

4.3 DIMENSIONAL CHECKS

All dimensions of areas that mate the hydrant coupler,

inlet flange, and other envelope dimensions shall be

inspected and recorded against the requirements of

Section 3 to ensure full compatibility.

4.4 PROOF AND BURST PRESSURE

Components shall meet the requirements in 4.4.1 and

4.4.2.

4.4.1 Proof pressure

(a) The complete hydrant pit valve assembly, (coupler,

pilot-operated valve, and outlet adapter), all set to

the open position, shall withstand a hydrostatic test

pressure of 2 850 kPa (415 psi). The pressure shall

be applied to the inlet of the valve and held for 10

minutes, without causing leakage, distortion, or

breakage.

(b) With the outlet adapter poppet open or removed

and the pilot-operated valve set to the closed

position, the pilot-operated valve shall withstand a

hydrostatic test pressure of 2 850 kPa (415 psi),applied to the hydrant pit valve assembly inlet and

held for 10 minutes, without leakage, distortion, or

breakage. Following this test, the unit shall be fully

operational and used for other tests required in this

Section.

(c) The hydrant coupler shall be individually tested

with the coupler poppet closed. The valve shall

withstand a full body internal hydrostatic test

pressure of 1 830 kPa (265 psi), applied to the

coupler outlet and held for 10 minutes, without




22

leakage, distortion or breakage. The coupler shall

remain serviceable on completion of the test.

4.4.2 Burst pressure

The requirement of this test is to establish the minimum

pressure above which structural failure can occur.

(a) This test shall be conducted on the complete

hydrant pit valve/hydrant coupler assembly with

the poppets set to the open position. The assembly

shall be hydrostatically tested to 5 690 kPa (825

psi) minimum for 5 minutes without leakage or

breakage. Damage or distortion that makes the

valve non-operational is allowable.

(b) The hydrant coupler shall be tested, not coupled tothe pit valve outlet adapter and without a hose

connected, with the coupler poppet closed. The

valve shall withstand a full body internal

hydrostatic burst test pressure of 2 740 kPa (400

psi) held for 5 minutes without leakage or

breakage. Damage or distortion that makes the

coupler non-operational is allowable.

Components tested to (a) and (b) shall not be delivered

to users and should be limited to testing of prototype or

production valves that subsequently will be destroyed.

4.5 PRESSURE LOSS

The pressure loss tests require a test rig that is capable

of circulating a flow rate of 4 500 lpm (1 200 USGPM)

through the unit. The test rig shall be in accordance

with Figure 6. Pressure pickup points may be of a

multiple point type as recommended in SAE ARP

868A. The test specimen shall be mated to a straight

hose unit or to a standard 90º elbow hydrant coupler

with a 100 mm (4 in.) outlet as specified in 3.2.13. The

test unit and coupler may be placed on its side during

this test.

For 100 mm (4 in.) inlet by 75 mm (3 in.) outlet

hydrant couplers, the circulating flow rate shall be

3 000 lpm (800 USGPM) through the unit.

The density (or specific gravity), viscosity, (in

centistokes) and the temperature of the test fuel used

shall be reported with the results.

During the test, 100 mm (4 in.) hydrant pit valve

assemblies shall be tested with 100 mm (4 in.) inlet

pipework, and 150 mm (6 in.) units shall use 150 mm

(6 in.) inlet pipework. The valve configuration tested

shall be the same configuration as that used in service,

(e.g. if a 100 mm (4 in.) valve is used with a spool

assembly to meet the 150 mm (6 in.) valve requirement,

the valve shall be tested in both the 100 mm (4 in.) and

150 mm (6 in.) configurations.)The pressure loss (difference between test points A

and B in Figure 6) shall be recorded for flow rates from

375 to 4 500 lpm (100 to 1 200 USGPM) in

approximate increments of 375 lpm (100 USGPM). The

results shall be plotted on log-log graph paper to

illustrate the characteristics of the unit.

The resultant pressure drop shall meet the

requirements of 3.2.13.

4.6 OPENING AND CLOSING TIMES AND

OVERSHOOT

For the following tests, the unit under test shall be

mounted vertically in the test rig and tested under the

following conditions:

(a) 1 200 kPa (175 psi) at no flow and 1 000 kPa (150

psi) minimum at 4 500 lpm (1 200 USGPM); and

(b) 600 kPa (87 psi) at no flow with 500 kPa (72,5 psi)

minimum at 3 500 lpm (925 USGPM).

The valve shall be mated with a standard 90E elbow

coupler for these tests. The above flow and pressureconditions shall be controlled by use of a combination

of valves (labelled "X", "Y" or "Z" in Figure 6). The

valve under test shall be opened, either by use of the

manual or air-operated pilot valve. The inlet pressure,

flow rate, pilot actuation point, and opening time shall

be electronically monitored and recorded. Data shall be

recorded until full rated flow is achieved for at least 1

minute. Opening time, which shall be even and

progressive, shall be in accordance with 3.2.10.2.

The pilot device shall be actuated to signal the

valve to close. This point shall be recorded on a data

chart or data record. The data shall be recorded until the

flow through the valve has stopped. The closing time,

which shall be even and progressive, shall be in

accordance with 3.2.10.1.

Under no flow conditions, with the pilot device in

the open position, the pilot-operated valve shall move

to the closed position.

The test shall be repeated under conditions as in (b)

above.

The overshoot shall be measured during the closure

of the pilot-operated valve. The maximum overshoot

shall be 200 litres (53 USG) at both flow rates.



PERFORMANCE CRITERIA AND TESTING PROCEDURES

23

Legislation or local requirements may limit overshoot

to a maximum of 5 % of flow. See 3.2.12.

If the coupler used in the test is equipped with a

deadman function, the above tests shall also be

conducted using a hydrant pit valve assembly withouta control function. The deadman control shall be used

to start and stop the flow through the valve. This is

necessary to ensure that the pilot-operated valve cannot

influence the amount of overrun.

4.7 VACUUM TEST

A hydrant coupler shall not be fitted for the first of

these tests. With the hydrant pit valve assembly poppet

valve closed and the pilot operator closed, a vacuum of

-10 kPa (-1,5 psi) shall be applied to the inlet of the pitvalve. The poppet shall remain closed and not permit

leakage of air in the reverse direction.

The test shall be repeated with a coupler fitted to

the pit valve. The hydrant pit valve and coupler

assembly shall be installed in a vertical position, with

the outlet adapter poppet and coupler poppet open and

the coupler outlet plugged. A vacuum of -10 kPa (-1,5

psi) shall be applied to the inlet of the valve. The

assembly integrity shall not allow leakage of air in the

reverse direction.

4.8 PILOT DEVICE OVERRIDE TEST

The test unit shall be set up with the outlet adapter

poppet closed and not connected to a hydrant coupler.

The pilot-operated valve and the pilot device override

shall be in the open position. Using test fluid, the

maximum operating pressure shall be applied to the

inlet side of the hydrant pit valve assembly. Once the

pressure has stabilized, the pilot device override shall

be set to the closed position. Any residual pressure from

the outlet adapter section of the hydrant pit valve

assembly shall be released through the equalising valve,

taking care to contain any spillage. After the initial

surge, the flow through the equalising valve shall not

exceed that as in 3.2.14.

The integrity of the pilot device override shall be

demonstrated by performing the following tests:

(a) With the test pressure still applied, repeatedly

attempt to open the pilot-operated valve by means

of all available actuators. Confirm quantitatively

that the pressure downstream of the pilot-operated

valve does not change; then

(b) Demonstrate that the outlet adapter and pilot

device can be removed safely from, and replaced

onto, the hydrant pit valve assembly while the

pilot-operated valve is under test pressure.

4.9 EXTERNAL LOAD RESISTANCE AND

FAILURE MODE

The hydrant coupler assembly shall withstand the shock

loading typically experienced when falling onto the

concrete apron, and when run over by a vehicle. The pit

valve assembly shall withstand the pulling effect of a

fuelling vehicle being driven away with the coupler

attached and the shock of a vehicle impact of the

magnitude defined in 4.9.3.

The external load capacity or strength of components and the required mode of assembly failure

shall be demonstrated by conducting the tests in 4.9.1 to

4.9.4.

4.9.1 Hydrant coupler shock resistance test

The hydrant coupler and fuelling hose shall be

pressurised to 100 kPa (15 psi) during the test. The

coupler shall then be dropped on three different axes

from the test heights specified in (a) and (b) below on

to a concrete surface similar to that found on an airport

apron. During the tests, there shall be no cushioningeffect by the hose on the shock applied to the coupler.

(a) Drop the coupler from a height of 1 m (3 ft). The

coupler shall remain fully functional and usable

following the test.

(b) Drop the coupler from a height of 2 m (6 ft). The

coupler may be distorted but it shall hold design

pressure following this test.

4.9.2 Hydrant coupler run-over resistance test

When placed on a concrete surface similar to that found

on an airport apron, the hydrant coupler, either attached

to a hose, or plugged with a test adapter, and with an

internal pressure of 100 kPa (15 psi), shall be run over

twice under the conditions specified below.

(a) Minimum loading: Vehicle total axle weight shall

be 2 860 kg (6 300 lbs), equally distributed on

either side on dual wheels with a minimum rolling

diameter of 700 mm (28 in.); and

(b) Maximum vehicle speed; 3,2 kph (2,0 mph).




24

The coupler should remain in a serviceable condition

following this test.

Note: The above weight/force conditions are

intended to simulate a vehicle driving over the coupler

on the apron.

4.9.3 Hydrant coupler breakaway test

During this test, the hydrant pit valve assembly shall

not suffer structural damage that will allow leakage.

Testing shall be conducted to ensure that under impact

or excessive strain, the hydrant coupler will break away

as cleanly as possible from the pit valve outlet adapter.

Such breakaway shall occur prior to partial or complete

failure of any other system component and without

damaging or interfering with the hydrant pit valve

assembly and its fuel shut-down system. The resultingautomatic closure of the outlet adapter poppet shall

reduce to a minimum fuel spillage from the hydrant pit

valve assembly under all design pressures and flow

rates.

Note: Zero leakage cannot be guaranteed, as it is

possible that a small piece of debris may be caught

between the poppet and the adapter head.

The two series of tests, in 4.9.3.1 and 4.9.3.2 shall

be performed.

— Steady load test in which an external load or pull

imposed via the coupler hose simulates, for example, a fuelling vehicle drive-away and causes

breaking at a defined load range; and

— Impact load test in which an external load or

impact imposed directly on the hydrant coupler

simulates, for example, impact from a vehicle that

causes coupler breakaway.

Note: Users of equipment covered by this

publication should be aware of the potential for damage

to the hydrant risers following coupler impact. See

Annex C.

4.9.3.1 Steady load test

The test shall be conducted with the hydrant pit valve

assembly and the hydrant coupler under a pressure of

1 900 +/-100 kPa (275 +/-15 psi) and set up as in Figure

7. Both the hydrant pit valve assembly and hydrant

coupler poppets shall be open, the pilot-operated device

set to the open position and air bled from the coupler.

The test shall be carried out with the hydrant

coupler connected to the hydrant pit valve assembly.

A gradually increasing horizontal force shall be applied

to the centreline of the outlet of the coupler. The test

shall be performed in four 90E opposed directions.

Tests in fewer than four, but not less than two,

directions may be performed if symmetry can be

demonstrated. At least one of the tests shall be carriedout in a direction which, from visual and dimensional

analysis, would cause the weakest part to be stressed

the most.

No failure shall occur at any applied force up to

17 800 N (4 000 lbf). Separation and clean breakaway

shall occur at a force greater than 17 800 N (4 000 lbf)

and not greater than 22 240 N (5 000 lbf).

Note: Leakage from the coupler to pit valve adapter

seal may be experienced as the seal is being stressed.

4.9.3.2 Impact load test

The test shall be conducted with the hydrant pit valveassembly and the hydrant coupler at a flow rate, using

water as the test medium, which gives the equivalent

amount of energy as that given by using jet fuel at

4 000 lpm. A flow rate of 3 200 lpm (845 USGPM) is

suggested.

The test shall be carried out on a hydrant coupler

attached to the hydrant pit valve assembly.

An impact load sufficient to cause the hydrant

coupler to separate cleanly from the hydrant adapter

shall be applied. The load shall be applied at the

centreline of the outlet of the hydrant coupler in three

directions (excluding the outlet end) or in a minimum of two directions if symmetry can be shown.

One suggested method of conducting this test is to

use a loaded pendulum type test rig (see Figure 8). If

used, the end of the pendulum impacting the coupler

elbow shall consist of a 75 mm (3 in.) or 100 mm (4 in.)

horizontal solid carbon steel bar. The test rig pendulum

arm length, weight and swing angle shall be sufficient

to guarantee breakaway. A suggested test rig set-up is

to have a pendulum arm length of 1,5 m (60 in.), a

pendulum mass of 300 kg (660 lbs) with a swing angle

of 90E. The weight of the arm measured at the end may

be incrementally increased (or decreased) to suit, with

repeated pendulum swings until breakaway of the

coupler assembly is achieved.

The hydrant coupler shall separate cleanly from the

hydrant pit valve outlet adapter which shall close to

prevent further liquid discharge. The pit valve outlet

adapter and poppet should not suffer damage that will

allow liquid flow to continue.

Note: For the hydrant coupler to survive this test is

not a requirement of this publication: it may suffer

structural damage.



PERFORMANCE CRITERIA AND TESTING PROCEDURES

25

Test pressure

Fix point

100 mm (4 in.) API outlet adapter

Steady load force

Test rig riser flange

Hydrant Coupler or Load Test Adapter (according to test

requirements)

Hydrant pitvalve

assembly

Figure 7 - Steady load test set-up (hydrant couplers and pit valve assemblies)

4.9.4 Hydrant pit valve assembly - Steady load

test

A hydrant pit valve assembly, fitted with a suitable load

test assembly, not a hydrant coupler, shall be subjected

to a steady horizontal load. The load test assembly shall

be connected to the pit valve adapter in such a way that

it will not break away during the test when set up as in

Figure 7.

The horizontal load shall be applied via the load

test assembly that fully reflects a hydrant coupler in the

way that it applies the load to the hydrant pit valve

assembly. The force shall be applied at right angles to

the hydrant pit valve axis so that the maximum bending

moment component around the riser flange fixed point

is applied.

Considering the riser flange as a fixed point, the

hydrant pit valve assembly shall be designed to

withstand, without structural failure, a gradually

increasing steady horizontal load up to 40 000 N (9 000

lbf).

Note: Testing to failure beyond this point is not a

requirement of this publication.

The test shall be carried out in four 90E opposed

directions. Tests in less than four but not less than two

directions may be performed if symmetry can be

demonstrated. At least one of the tests shall be carried

out in a direction which, from visual and dimensional

analysis, would cause the weakest part to be stressed

the most. At the completion of the load tests, there shall

be no damage to, or failure of, any component of the

hydrant pit valve and associated fittings.

4.10 CATASTROPHIC EXCESS FLOW

The hydrant pit valve assembly, with the outlet adapter

poppet removed and the stoneguard installed, shall be

mounted in such a manner as to afford a safe condition

when the test is being run. Test fluid may be water and

the valve may be inverted over a receiving vessel.




26

Rigid, secure mounted 'A' frameor similar suitablesupporting structure

75 mm (3 in.) or 100 mm (4 in.) horizontal carbon

steel bar suggested pendulum mass 300 kg (660 lbs.)

Nominal ground level

Test rig r iser flange

Fix point

Hydrant pit valveþassembly

Open coupler

Pivot

c of

Coupler

L

1,5 m (60 in.)

Devices that may restrict the ability to achieve test flow

conditions shall be removed. The hydrant pit valve

assembly shall be subjected to a flow rate as specified

in 3.2.16 for a sufficient length of time to show that the

pilot-operated valve will close under these conditions.Inlet pressures, flow rate, overshoot, and closing times

shall be recorded during the tests. The overshoot shall

not exceed 300 litres (80 USG) or 6,5 % where

percentage of flow limits are imposed.

For further information see Annex A.

4.11 DECOUPLING SPILLAGE

The hydrant pit valve assembly shall be mounted

horizontally and filled with test fluid at 100 kPa (15

psi). The hydrant coupler shall be coupled to the

hydrant pit valve assembly, the coupler poppet cycled

open/close, and the hydrant coupler uncoupled from the

hydrant pit valve assembly no less than ten times. The

valve shall be repressurised before each open/close

cycle.The decoupling spillage shall be collected in a

container that is suitable for measuring the small

quantities allowed. The average decoupling spillage for

each cycle shall be no more than 30 millilitres (1 fluid

ounce).

4.12 PRESSURE, SURGE AND FLOW

CONTROL

Purchasers may require additional tests. These shall be

agreed between the manufacturer and the purchaser.

Figure 8 - Suggested impact load test rig



27

5

TYPE APPROVAL TESTING AND

QUALITY ASSURANCE

5.1 QUALITY ASSURANCE

The manufacturer shall be able to demonstrate that the

equipment meets the requirements of the type approval

tests in Section 4 and that a satisfactory quality

assurance and inspection system is followed (e.g. API

Q1, ISO 9000, ISO 10012-1). Purchasers, at their discretion, may wish to satisfy themselves that the

manufacturer’s quality system is comparable to the

relevant ISO 9000 standard or equivalent National

standards.

5.2 APPROVAL TESTING

At the request of the purchaser , the

manufacturer/vendor shall supply copies of test reports

showing the results of the tests on a sample of

equipment meeting the requirements of this publication.All production models shall conform to the

requirements of this publication.

The test reports should include performance data

obtained by suitable instrumentation that will produce

traces of data (copies of which can be reproduced)

taken during opening, closing, and other appropriate

tests.

It is recommended that videotape - or other visually

reproducible media - of at least the tests conducted to

demonstrate compliance with 4.9 should be made

available to the purchaser upon request.

5.3 DOCUMENTATION AND INSTRUCTION

In addition to the data required in 5.2, the manufacturer

shall supply the purchaser with the following

information as a minimum:

— Instal lation, servicing and maintenance

instructions.

— Any precautions to be observed in using the

equipment to ensure safety to personnel. — Information regarding modifications that may

apply after the user has taken delivery of the

equipment. This may be in the form of bulletins

and notices issued to known purchasers/users.




28



29

ANNEX A

CATASTROPHIC EXCESS FLOW

In 1988 doubts were raised about the ability of the then

current type of hydrant pit valve assembly to close at

excessive flow rates. Such flow rates could occur

following damage to the top end of the valve that

results in complete removal of the outlet poppet valve.

The concern was that the velocity and therefore the

pressure at the pick up point for fuel flow via the pilotdevice might inhibit the closing of the main valve.

The IP contracted Delft Hydraulics, Holland, to

perform high flow testing of the valves manufactured

by Avery Hardoll, J C Carter, Thiem-Whittaker and

Zenith, to determine if they would close under such

conditions when the lanyard was pulled. Due to safety

considerations it was agreed that the test medium

should be water.

A full report was issued by Delft Hydraulics in

January 1990 5 and an article summarising the test and

results was published 6.

The permitted operating pressure in this third

edition of API/IP 1584 has been raised to 1 380 kPa

(200 psi). Flows in excess of 11 000 lpm (2 900

USGPM) may therefore be experienced following

severe damage to the pit valve assembly. Further testing

is not considered necessary as the Delft trials showedthe valves close more quickly as flow increases. It

should suffice for manufacturers to show that this trend

exists rather than to reach a flow rate corresponding

with 1 380 kPa (200 psi) inlet pressure. However, this

is only applicable if manufacturers do not radically alter

their designs. If this does occur, the manufacturer will

be required to demonstrate that the design change will

not affect the ability of the valve to close under these

excess flow conditions.

5. The closure behaviour of hydrant pit valves (1990).

6. Sanderson, T.A. and Simpson, R.A., Excess flow testing of hydrant pit valves, Petroleum Review, May 1990.




30



31

ANNEX B

HYDRANT PIT VALVE ASSEMBLIES IN

SMALL PIT BOXES

The preferred arrangement for new works and

extensions to existing works is to use 150 mm (6 in.)

riser flanges and a pit box of at least 460 mm (18 in.)

diameter. Older systems may still have pit boxes as

small as 300-330 mm (12-13 in.) in diameter, less depth

than current models and 100 mm (4 in.), 75 mm (3 in.)

or other special riser flanges. It is recognised that it isnot always practical to replace small pit boxes with

larger diameter ones.

To be installed in the small boxes, the pit valve

assembly has to be fitted with a 100 mm (4 in.) base

flange and be not longer than 305 mm (12 in.). Valves

that meet the performance requirements of this

publication can be used in the larger boxes with 150

mm (6 in.) riser flanges by using spool pieces.

When valves with a 100 mm (4 in.) base flange are

fitted to 75 mm (3 in.) riser flanges using an adapter,

the assembly should be fitted with steady bars to

stabilise the valve body against the inside of the box, to provide extra support when using equipment heavier

than before, and to withstand impact by a vehicle.

The arrangement of components is intended to

ensure safety in operation consistent with equipment

simplicity within the pit. It is unlikely that devices for

pressure control and deadman operation can be

accommodated in the pit.

The components to be installed within the pit are

similar to those for standard pit boxes.

A spool or adapter assembly to mate the pit valve

assembly inlet flange to the hydrant riser flange may be

required. The purchaser shall specify what riser flange

will be used.

When the valve is fitted in these pit boxes, there is

little clearance between the valve and the inside of the

box. It is essential therefore that:

(a) All external edges are properly radiused andotherwise prepared to minimise the risk of personal

injury when the valve is being installed or

removed.

(b) Where necessary, valve manufacturers supply

special tools to facilitate installation and

maintenance of the valve and in particular,

specially designed tools to make the base flange

nuts easily accessible.

Flanges used for attaching the valve assembly to

existing pit box components shall normally be designedwith a raised face. The purchaser shall specify

machining to flat face if required.

In order to maintain the widest application for

installation in existing systems it is recommended that

the basic valve height (excluding adapters/spool pieces

used) is no more than 305 mm (12 in.) although longer

valves will not be excluded.

Adapters and spool pieces may then be used to suit

individual installations if necessary.

Due to variations in ground levels and settlement,

different riser flanges and their eccentricity within the




32

pit and misalignment, the purchaser shall specify

installation details.

If, on the pilot device, an extension cable is used to

which the lanyard is attached, the cable should be of

such a length that the lanyard itself cannot becomesnagged on the pit valve components. It shall also be

easily replaceable when in situ.



33

ANNEX C

HYDRANT RISER STRESS DURING

IMPACT OF THE HYDRANT PITVALVE/HYDRANT COUPLER

ASSEMBLY

POST IMPACT RECOMMENDATIONS

During the development of this publication the potential

for damage to hydrant risers during impact to hydrant

couplers was considered. The IP contracted Air BP to

co-ordinate a stress analysis study by Cranfield

Aerospace Limited, to determine the extent of this

perceived problem.

The results of the testing and analysis of results are

contained in IP Report Fuel hydrant riser pipe stress

analysis due to accidental impact loads.7

In summary it was shown that for a riser installed

and backfilled in the manner as that in the study, the

breakaway force specified in this publication is

satisfactory. It was established that the length of the

riser could be critical, and short risers (<0,4 m; 15,7 in.)

are more prone to damage. Medium risers (0,4 m - 1,5

m; 15,7 in. - 59 in.) length have highest pipe stress; 0,6

m to 0,8 m (23,6 in. - 31,5 in.) produces peak stress,

and long risers (>1,5 m; 59 in.) are least likely to be

damaged. Beyond 1,5 m (59 in.) the backfill support

does not change appreciably. The calculated stresses

were determined for impact at 76 cm (30 in.) and 94 cm

(37 in.) above the bottom of the hydrant pit valve

flange; i.e. impact at the centreline of a hydrant coupler

and impact at the top of the hydrant coupler. The 94 cm

(37 in.) impact produced higher stress than the 76 cm

(30 in.) impact.

Results obtained during testing, and the following

conclusions, are only valid for risers that are installed

and backfilled as in the study.

Conclusions

— The 22 240 N (5 000 lbf) maximum hydrant

coupler break-away load was found to be

acceptable.

— Foundation support increases with depth to 1,5 m

(59 in.).

— 94 cm (37 in.) impact is worse than 76 cm (30 in.)

— Short risers (<0,4 m; 15,7 in.) are most vulnerable

to base cracking.

— Medium risers (0,4 m - 1,5 m; 15,7 in. - 59 in.)

have highest pipe stress. Riser lengths 0,6 m -

0,8 m (23,6 in. - 31,5 in.) produce peak stress.

— Long risers (>1,5 m; 59 in.) are least likely to be

damaged.

— Fuel hydrant design specifications should include

a minimum depth for risers of 1,5 m (59 in.).




34

Recommended post-impact actions

— Determine nature/scale of impact and likely

severity.

— Assess damage to hydrant coupler/pit valve/riser8

. — Determine fuel hydrant and riser construction

details.

— Determine design depth of hydrant main and nature

of riser (direct or spur).

— Carry out Non Destructive Testing if possible,

including a pressure test. If such a system is

installed, carry out a leak detection test.

— Excavate to expose riser to hydrant joint if

considered to be appropriate. If the riser is classed

as short (<0,4 m; 15,7 in.) then damage to the

riser/hydrant main joint is probable if impact was

severe.

7. Available in the IP Library, 61 New Cavendish Street, London, W1G 7AR, UK.

8. It is considered to be a mandatory requirement to remove the pit valve involved for thorough examination and test. Inspection

in situ is not sufficient.



35

ANNEX D

AIR-OPERATED PILOT DEVICES

Air-operated pilot devices have certain advantages over

those that are manually operated. Some advantages are:

— The pilot-operated valve will fail close under

spring pressure in the case of an air line rupture.

Air line rupture may be caused for example by fire,

or impact from a vehicle on the hydrant coupler assembly.

— The pilot-operated valve will close if the deadman

device is not kept active.

— The pilot-operated valve can be more easily

opened and closed repeatedly at a remote distance

from the hydrant pit. This feature may be useful in

conditions where the fuelling operator is working

from an elevated platform at the aircraft fuel panel

controls.

— Air-operated pilot devices afford a dual closure.

When the air pressure is released, the pilot-

operated valve closes, and remains closed, and

removal of the hydrant coupler closes the adapter poppet. With a lanyard-operated pilot device,

unless the lanyard is pulled before removal of the

hydrant coupler, the pilot-operated valve is not

prevented from opening, thus a 'hot hydrant'.




36



37

ANNEX E

THE INSPECTION AND TESTING OF

AIRPORT HYDRANT PIT VALVES

E.1 INTRODUCTION AND SCOPE

This Annex is intended to give guidance in developing

procedures for the inspection and testing of hydrant pit

valves in service. The guidance given in this Annex

supersedes that previously published by the IP in The

inspection and testing of airport hydrant pit valves,

which has been withdrawn.

The recommended procedures set out in this Annexcover static inspection and testing and dynamic testing

of hydrant pit valves when in service. In addition

normal hydrant pit cleaning should be carried out.

E.2 STATIC TESTING/INSPECTION -

ALL VALVES

E.2.1 Weekly

All valves should be inspected for integrity of the

operating mechanism. A checklist for each type of valve installed should be prepared by the hydrant

operating company at each location, and should

include:

(a) Visual examination of operating handle, lanyard

and air pilot connections;

(b) Inspection of hydrant pit box for cleanliness, water

and product;

(c) Presence and condition of dust cap and tether;

(d) Hydrant pit lid condition, seal, tether, pit number

and grade marking where applicable;

(e) Condition of jacking screws where fitted;

(f) Condition of pit lining;

(g) Ensuring valve and components are free from

product leaks.

E.2.2 Four weekly

Every fourth weekly inspection should include an

additional check to ensure that the operating mechanismis free, that the main valve is closed and that the main

seal is not leaking beyond an acceptable level. Again a

procedure to cover all types of valve installed at the

location should be developed by the hydrant operating

company taking into account the manufacturer’s

accepted leak rate.

The only method of determining the integrity of the

main valve seal in situ is to depress the pressure

equalising valve in the main poppet, or the poppet itself.

This generally results in a fuel spray, even if of small

volume. Therefore, for health and safety reasons, it is

recommenced that a device either to contain or deflectany fuel spray be fitted to the valve when carrying out

the test.

As an alternative to the above four weekly test,

some locations may find it beneficial to conduct a test

during refuelling. The test procedure would be to

initiate flow to the highest practical level for the

aircraft/pit valve and to pull the lanyard. The deadman

control should remain in the operating position and note

taken that flow ceases.

It is important to prevent a vacuum being created




38

when carrying out the test in this manner. After flow

ceases and the test is completed, before re-opening the

pit valve, the deadman should be closed and all fuelling

valves in use at the time of the test left open.

This alternative method should be used with duecaution. If excessive hose evacuation leading to surge

pressures on re-opening is noted, then this type of

testing should not be used.

In addition, this type of test is not suitable if a

boost pump is in use on the hydrant dispenser and it

should not be carried out. The static test should be

carried out.

E.3 DYNAMIC TESTING

E.3.1 Without deadman control

If the hydrant pit valve is equipped for lanyard closing

only, and the inlet coupler used with it is not equipped

with a deadman function, testing should be carried out

QUARTERLY. The test may be carried out during

refuelling, preferably at the beginning of the operation,

or by using a servicing vehicle, at the discretion of local

management. The test is limited to closure time only

and the valve should close between 2 to 5 seconds from

the time that the lanyard is pulled.

The precautions regarding the creation of a

vacuum, noted above in four weekly testing, should beobserved if the test is carried out during refuelling.

The results of the test may be recorded in a simple

manner, e.g. a tick to denote satisfactory, or a cross to

denote unsatisfactory, operation. Any corrective action

should be documented.

E.3.2 With deadman control

If the hydrant pit valve OR the hydrant coupler used is

fitted with a deadman control then testing may be

carried out on a SIX MONTHLY schedule. Testing

may be carried out during refuelling, or by the use of a

servicing vehicle, at the discretion of local

management. The test procedure, recording and

reporting requirements are the same as those in E.3.1.

In both cases there is no requirement to measure

overrun.

Note: Valves which incorporate a butterfly or

flapper valve should not be tested under flow

conditions, only static testing/inspection should be

carried out. Such valves will not meet the requirements

of this Annex.

E.4 TESTING AFTER REPAIR OR

OVERHAUL

After repair or overhaul, the valve should be fully tested

to its manufacturing standard, preferably on a test rig,so that the fullest flow rate to which the valve will

operate in service may be achieved.

Not all valves will seal completely and an

acceptable rate of leak, in line with manufacturer’s data,

should be decided on. This is particularly relevant with

those valves that have a metal to metal seal.

Note: Valves that do not seal completely may not

meet the requirements of this publication.

At all locations an effective defect reporting and

remedial action procedure should be established and

maintained.

E.5 SUGGESTED METHODS OF

CONTAINING FUEL SPRAY

Devices may range from a simple "shoe" which is fitted

with a screw-down device to depress the equalising

valve and/or the main poppet and which slides on to the

valve adapter, to a "coupler", blanked and fitted with a

pressure gauge and bleed valve. The latter device would

indicate a leaking valve by a pressure increase within

the coupler whilst the former deflects any fuel flow into

the pit whence it may be recovered.As stated previously, each hydrant operator should

develop their own procedures for conducting the four

weekly test but the following are offered as suggestions.

If using a shoe:

(a) Wipe clean the top of the outlet adapter face and

poppet;

(b) Fit shoe;

(c) Depress equalising valve.

Note: If fuel fills the well in substantially less

than 1 minute, this will indicate a failure. If it is

apparent that the well will not fill there is no need

to wait the full minute.

If using a blanked hydrant coupler:

(a) Wipe clean the top of the outlet adapter face and

poppet then connect blank hydrant coupler to pit

valve;

(b) Open coupler poppet to open hydrant valve poppet;

(c) Operate pilot to set the main valve to open;



ANNEX E

(d) Bleed blank coupler to fill it with fuel and expel

air;

(e) Operate pilot to close main valve;

(f) Open bleed valve to release pressure.

Note: Normally, a pass or fail result will beclearly observable and leak rate does not need to be

measured. For comparison: The allowed maximum

leak rate for a new valve is approximately

15 ml/min.

api specification 1584 ip 3rd ed. 2001 four-inch hydrant system components and arrangements (1)

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