Vaporization of JP-8 Jet Fuel in a Simulated Aircraft Fuel Tank ...

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The zero and span drift are given in % per day, but all tests were less than one day, and the maximum test time was about 12,000 seconds, or three hours and twenty minutes. Therefore, the zero and span drift error per test could be given as: 23 1 1. 0% * 100, 000 ppm ppm = span = 3 hours * ≅ 138 ( 3.4 ) 3 24hours test zerodrift drift The linearity error was calculated as: So the overall instrument error was determined to be: u c The design stage uncertainty could then be calculated as: 1 . 0% * 100, 000 ppm = 1, 000 ppm ( 3.5 ) 2 2 = ± 2 * 138 + 1, 000 ≅ ± 1, 018 ppm ( 3.6 ) 2 2 2 2 = u + u = 50 + 127 ≅ ± 1, 134 ppm ( 3.7 ) ud 0 c This level of error was accepted as suitable for the measurements being made in these experiments. All data was collected on a PC by means of a data acquisition system. The software was designed and setup by in-house computer engineers at the technical center. The data was saved on the PC and could easily be exported to a spreadsheet for data processing.
Figure 3.1. View of top surface of fuel tank. Heated sample lines are the black hoses connected to the sample panel. Figure 3.2. View of the fuel tank inside the environmental chamber. The fuel drums used for fill and drain are in the foreground. The control booth is to the right of the chamber. 24
Page 1 and 2: DOT/FAA/AR-TT09/42 Air Traffic Orga
Page 3 and 4: 1. Report No. DOT/FAA/AR-TT09/42 4.
Page 5 and 6: ABSTRACT OF THE THESIS VAPORIZATION
Page 7 and 8: DEDICATION This thesis is dedicated
Page 9 and 10: 5.0 RESULTS 32 5.1 Validation Tests
Page 11 and 12: 5.7 JP-8 fuel vaporization at sea l
Page 13 and 14: LIST OF TABLES Table Page 2.1 Compa
Page 15 and 16: develop procedures to lessen the li
Page 17 and 18: When it was determined that a CWT e
Page 19 and 20: 1.3 Objectives of the Thesis The ul
Page 21 and 22: has more additives, such as an anti
Page 23 and 24: equilibrium is dynamic in nature, b
Page 25 and 26: factor in making these calculations
Page 27 and 28: Volume Fraction, % 30 25 20 15 10 5
Page 29 and 30: 0.035±0.004 at 0°C [26]. The publ
Page 31 and 32: Raleigh numbers which were of order
Page 33 and 34: loading of fuel and be subjected to
Page 35: pressures. The heaters in the pump
Page 39 and 40: the tank and the ullage vapor conce
Page 41 and 42: attempted, but provided inaccurate
Page 43 and 44: pump that could draw samples from a
Page 45 and 46: 5.0 RESULTS When inputting the expe
Page 47 and 48: etween measured and predicted value
Page 49 and 50: 5.1.2 Isooctane Fuel Vaporization T
Page 51 and 52: higher altitudes, as continuous sam
Page 53 and 54: Temperature, Deg. F. 140 120 100 80
Page 55 and 56: Temperature, Deg. F. 70 60 50 40 30
Page 57 and 58: % Propane Equivalent 2 1.5 1 0.5 0
Page 59 and 60: % Propane Equivalent 3 2.5 2 1.5 1
Page 61 and 62: liquid fuel the mass of fuel evapor
Page 63 and 64: In the beginning of the test, the l
Page 65 and 66: 6.2 Flammability Assessment 6.2.1 F
Page 67 and 68: average measured liquid temperature
Page 69 and 70: Fuel to Air Mass Ratio 0.05 0.045 0
Page 71 and 72: 6.2.2 Fuel Tank Under Varying Ambie
Page 73 and 74: Fuel to Air Mass Ratio 0.045 0.04 0
Page 75 and 76: Fuel to Air Mass Ratio 0.05 0.04 0.
Page 77 and 78: temperature measurements would be r
Page 79 and 80: Which is appropriate for Raleigh nu
Page 81 and 82: d dt ( mg c pgTg ) = hb Ab ( Tb −
Page 83 and 84: APPENDIX C: EXPERIMENTAL FUEL FLASH
Page 85 and 86: 13. Fuel Flammability Task Group, A

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