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

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the liquid fuel temperature by 5°F and 10°F resulted in significant broadening of the time period when the ullage was flammable to also include part of the ascent to 30,000’. Thus, the strong dependence of flammability on fuel temperature is again observed, as the period of flammability is broadened as liquid temperature is increased. The effect of mass loading on flammability is shown in figures 6.15 and 6.16. Three different mass loadings were used in the model to calculate the FAR and LCR using the input data from the same flight profile test. The test was conducted with a mass loading of 31.5, while two other mass loadings, 300 kg/m 3 and 0.5 kg/m 3 , were also used to calculate the respective FAR’s and LCR to investigate the effect mass loading has on flammability. It can be seen that increasing the mass loading by about ten times barely increases the flammability, but decreasing the mass loading down to 0.5 kg/m 3 significantly decreases the flammability down to the borderline of the LFL range. Again, these results correlate well with the heated fuel tank at sea level and with previous experimental work [2]. 59
Fuel to Air Mass Ratio 0.045 0.04 0.035 0.03 0.025 0.02 0.015 0.01 0.005 0 LFL Range 0 2000 4000 6000 8000 10000 12000 14000 Time, seconds Calculated FAR, 115 FP Calculated FAR, 120 FP Figure 6.11. Temporal change in FAR for a flight profile test up to 30,000’ altitude and range of the lower flammability limit [26]. Le Chatelier's Ratio 1.2 1 0.8 0.6 0.4 0.2 0 Le Chatelier's Flammability Limit 0 2000 4000 6000 8000 10000 12000 14000 Time, seconds Calculated LCR, 115 FP Calculated LCR, 120 FP Figure 6.12. Calculated Le Chatelier’s ratio for a flight profile test up to 30,000’ altitude and Le Chatelier’s flammability limit [27]. 60
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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
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DEDICATION This thesis is dedicated
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5.0 RESULTS 32 5.1 Validation Tests
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5.7 JP-8 fuel vaporization at sea l
Page 13 and 14:
LIST OF TABLES Table Page 2.1 Compa
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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 and 36: pressures. The heaters in the pump
Page 37 and 38: Figure 3.1. View of top surface of
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: 6.2.2 Fuel Tank Under Varying Ambie
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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