1、_ SAE Technical Standards Board Rules provide that: “This report is published by SAE to advance the state of technical and engineering sciences. The use of this report is entirely voluntary, and its applicability and suitability for any particular use, including any patent infringement arising there
2、from, is the sole responsibility of the user.” SAE reviews each technical report at least every five years at which time it may be revised, reaffirmed, stabilized, or cancelled. SAE invites your written comments and suggestions. Copyright 2018 SAE International All rights reserved. No part of this p
3、ublication may be reproduced, stored in a retrieval system or transmitted, in any form or by any means, electronic, mechanical, photocopying, recording, or otherwise, without the prior written permission of SAE. TO PLACE A DOCUMENT ORDER: Tel: 877-606-7323 (inside USA and Canada) Tel: +1 724-776-497
4、0 (outside USA) Fax: 724-776-0790 Email: CustomerServicesae.org SAE WEB ADDRESS: http:/www.sae.org SAE values your input. To provide feedback on this Technical Report, please visit http:/standards.sae.org/AIR4782B AEROSPACE INFORMATION REPORT AIR4782 REV. B Issued 1994-02 Revised 2018-01 Superseding
5、 AIR4782A Hydrant Valve and Coupler Historical Background RATIONALE Five-Year update “Updated to reference current documentation and remove obsolete references“. 1. SCOPE This SAE Aerospace Information Report (AIR) presents historical information and background data related to hydrant valves and cou
6、plers used in worldwide ground refueling of commercial aircraft (hereafter generically referred to as hydrant devices). Military hydrant devices are not included since their mission requirements demand approaches that may differ. 1.1 Purpose The purpose of this document is to provide definitions, ba
7、ckground and educational information for use by design engineers, users of the systems and other interested parties who are involved with hydrant devices and associated equipment. 1.2 Field of Application Soon after World War II, the military techniques for underwing refueling of turbine-engined air
8、craft were adopted for use on commercial aircraft. Advantages include significantly improved safety, convenience and rapidity of refueling. Refueling systems for commercial aircraft evolved to comprise five basic elements, as follows: a. Hydrant systems (or supply systems) b. Hydrant couplers (hydra
9、nt system to servicer systems) c. Servicer system (hydrant to aircraft) d. Aircraft couplings (service systems to aircraft fuel systems) e. Aircraft fuel systems Element (d), the aircraft couplings, are now true worldwide standards, having been adopted for military and commercial aircraft of all cou
10、ntries, and controlled by international standard documents. This document applies to the hydrant valve portions element (a), the entire element (b) and applicable portions of element (c). Some references to other elements are included, where pertinent. SAE INTERNATIONAL AIR4782B Page 2 of 7 2. APPLI
11、CABLE DOCUMENTS The following publications form a part of this document to the extent specified herein. The latest issue of SAE publications shall apply. The applicable issue of other publications shall be the issue in effect on the date of the purchase order. In the event of conflict between the te
12、xt of this document and references cited herein, the text of this document takes precedence. Nothing in this document, however, supersedes applicable laws and regulations unless a specific exemption has been obtained. 2.1 EI Publications Available from Energy Institute (EI). EI 1584 Four-inch hydran
13、t system components and arrangements No Number Aviation Hydrant Pit Systems - Recommended Arrangements for - Part I New Facilities, Part II Replacement of Obsolete Valves in Small Pit Boxes - August 1990 2.2 U.S. Military Specifications and Standards Copies of these documents are available at http:/
14、quicksearch.dla.mil. MS24484 Adapter, Pressure Fuel Servicing, Nominal 2.5-inch Diameter MS29514 Flange, Adapter Locking, Pressure Fuel Servicing 2.3 ANSI Accredited Publications Copies of these documents are available online at http:/webstore.ansi.org/. ANSI B16.5 Pipe Flanges & Flanged Fittings 2.
15、4 ISO Publications Copies of these documents are available online at http:/webstore.ansi.org/. ISO/DIS 45:1990 Aircraft Pressure Refueling Connections 2.5 Definitions AIRCRAFT REFUELING ADAPTER: A part of the aircraft fuel system, it is the mating portion of the quick disconnect by which the Hydrant
16、 Servicer (Nozzle) is connected to the aircraft. This connection is dimensionally in accordance with MS24484, MS29514, ISO 45, and NATO STANAG 3105. The latter two documents are international standards to assure interchangeability. DEADMAN CONTROL: The manual capability of open-close control of flow
17、 through the Hydrant System and Hydrant Servicer by an operator. This feature requires the operator to hold a switch or valve in a predetermined position to keep flow through the system. The valve, being held by the operator, normally controls the application of an air reference pressure to the Dead
18、man Control Valve. The switch may control a solenoid valve that releases the application of air pressure to the Deadman Control Valve. Release of the switch or valve will automatically stop flow. EXCESS-FLOW CONTROL: Some Hydrant Valves or Hydrant Couplers include a feature that will automatically s
19、top flow through the system if the flow rate exceeds a predetermined value. Some such units have the capability of having two such settings, high and low settings, to accommodate aircraft of different capacity. This is intended to prevent a major spill of fuel in case of an intake hose rupture and i
20、s sometimes used to supplement other emergency shut down devices such as deadman and lanyard operated controls. SAE INTERNATIONAL AIR4782B Page 3 of 7 HOSE END CONTROL VALVE OR REGULATOR: A direct acting pressure control device that is mounted as an integral part of the Underwing Nozzle. HYDRANT COU
21、PLER: The mechanical quick connection between the Hydrant Servicer and the Hydrant Valve. The Hydrant Coupler may include various control features or may be a simple quick coupling. HYDRANT PIT: A covered small chamber containing the hydrant system pipe terminus, hydrant valve, and associated equipm
22、ent. The pit is strategically located to provide access to the aircraft underwing Refueling Adapter. HYDRANT SERVICER: Also called Hydrant Cart or Hydrant Dispenser. A vehicle, self-propelled or towable, that contains the necessary equipment to allow for connection to the Hydrant Valve and the aircr
23、aft refueling adapter. The Hydrant Servicer may include, but not be limited to, intake hose, outlet hoses, booster pumps, meters, filter separators or monitors, pressure control systems, and other equipment necessary for effecting an accurate, safe and rapid refueling of the aircraft. HYDRANT SYSTEM
24、 (or AIRPORT FUEL SYSTEM): A Hydrant System consists of three basic elements: a. Tank farm or storage facility. b. Piping and controls required to connect the Tank Farm with the apron mounted hydrant valves. c. Hydrant pits and valves. The hydrant system provides a consistent source of fuel from a r
25、emotely located storage facility or tank farm to the refueling apron or parking positions of the various aircraft to be refueled. HYDRANT VALVE: The terminus of the hydrant system piping system that will provide as a minimum quick coupling capability with a hydrant coupler and may provide controls (
26、pressure, on-off, excess-flow, etc.). NOZZLE or COUPLING: The quick connection utilized to attach the Hydrant Servicer outlet to the aircraft Refueling Adapter. There may be one or more normally no more than four Nozzles per each Hydrant Servicer. The Nozzle may or may not have an integrally attache
27、d Hose End Control Valve. OVERSHOOT CONTROL: The capability of controlling the volume of fuel passing through the refueling system following the initiation of a Deadman Closure is Overshoot Control. PRESSURE CONTROL: Aircraft refueling systems are designed to accept a safe pressure at the connection
28、 to the aircraft (Nozzle or Coupling). This pressure is automatically achieved by Pressure Control utilizing a number of different approaches. It may be accomplished by or combination of the Hydrant Pit Valve, Hydrant Coupler, Line Mounted Pressure Control Valve, or by a Hose End Control Valve (moun
29、ted as a part of the Nozzle). PRESSURE CONTROL VALVE: Usually a line mounted valve that provides remote regulation of pressure and, as required, surge control, deadman control, and/or overshoot control. PRODUCT SELECTION: A design feature of the hydrant valve and coupler that keys the two units to m
30、ate only if both halves (hydrant valve and coupler) are the same. The EI Bulletin 1584 specifies the type and control of dimensions to assure compatibility of all manufacturers couplers for the 4 inch units. There are two different product selection methods available on the 2-1/2 inch units, one use
31、d in the United States (and influenced areas) and one used in Europe (and influenced areas). They are not compatible with each other. PUMPS: Pumps are utilized in Hydrant Systems, normally at the tank farm pumping station to provide the pressure within the Hydrant System to move the fuel from the ta
32、nk farm to the aircraft parking position. Pumps may also be used on Hydrant Servicers where the pressure inherently is too low to accomplish the refueling task in the appropriate manner. REFUELING TRUCK, REFUELER or FUELLER: A vehicle that is used to refuel an aircraft, normally self-propelled, that
33、 contains the same basic equipment as mentioned for HYDRANT SERVICER and the fuel supply is contained within an on-board tank. SAE INTERNATIONAL AIR4782B Page 4 of 7 SURGE CONTROL: Airframe manufacturers limit the amount of transient peak fuel pressure measured at the Aircraft Refueling Adapter. Gro
34、und equipment also must anticipate the aircraft valving closures and also limit the amount of peak pressure buildup at the Aircraft Refueling Adapter. The capability to limit the magnitude of the peak pressure is Surge Control. UPLIFT: The amount of fuel input into an aircraft at a single refueling
35、operation. 3. HYDRANT VALVES 3.1 Background Some hydrant systems were developed, in the mid-1950s, for use in providing aviation gasoline or turbine fuels to propeller type aircraft. Some of the gasoline systems are still in use today, having been subsequently converted to turbine fuel application.
36、However, the major development of hydrant systems followed the introduction of larger, jet-engined aircraft, and allowed the delivery of larger volumes of fuel to be accomplished relatively quickly. The turbine aircraft required uplift capacities that were greater than the capacity of a single refue
37、ling truck. Another compelling reason for the development of hydrant systems was the desire to limit the size of the vehicles parked around an aircraft during servicing. Safety was also a major consideration. A hydrant system is generally considered a safer method of refueling than is a refueling tr
38、uck. Life cycle costs for hydrant systems may be lower than for refuelers depending upon the number of vehicles and size of the system. Valves utilized in hydrant systems throughout the world can be categorized by types and sizes. 3.1.1 Hydrant Valve Types There are three general types of hydrant va
39、lves that have been and/or are in service at the commercial airports of the world: a. Hydrant Valves with No Controls: These units, although utilized as hydrant valves, are essentially simple quick coupling adapters used only to connect the hydrant pipe line terminus to the hydrant coupler. All cont
40、rolling of flow, including deadman, is achieved elsewhere from the pit. In an emergency situation, this type of device, having no closure controls, can only be closed by a proper disconnect. This type, therefore, is considered less safe than either of the other two and should not be utilized for any
41、 system design. b. Hydrant Valves with Minimum Controls (normally on/off shutoff) Located on the Actual Unit within the Pit: These types of valves can be air, fuel, or lanyard operated or a combination of both. The other major controls for the system (pressure and/or excess-flow control) are located
42、 external to the hydrant valve, normally within the mating coupler or further downstream in the line. c. Hydrant Valves with All Controls (pressure, deadman and/or excess-flow) Located on the Actual Unit within the Pit: Since all controls are located within the hydrant pit valve, the mating coupler
43、is a simple straight-through type unit with no controls other than the manual open and close handle. 3.1.2 Hydrant Valve Sizes There are three basic sizes (outlet connections) still in operation. The inlet size is normally either 4 or 6 inch bolt flanges to mate ANSI B16.5 type flanges. a. Bayonet t
44、ype 2-1/2 inch international aircraft adapter type connection. This size of hydrant valve has been furnished with all controls or with air or lanyard type shutoff controls only. This valve size is used where smaller, lighter servicer inlet components and hose are desired and flow rates are less than
45、 750 U.S. gpm (2839 l/min). b. Reverse bayonet (slots in lieu of lugs) type 3-1/2 inch connection (commonly called a 4 inch unit). This type of hydrant valve, although still utilized in some parts of the world has been almost universally replaced by the 4 inch EI size below. c. EI 4 inch connection
46、in accordance with EI Bulletin 1584. This is the most prevalent type of unit utilized today. It is available in either of the types noted in 3.1.1. SAE INTERNATIONAL AIR4782B Page 5 of 7 3.2 Hydrant Valve Functions and Configurations Hydrant valves and/or couplers serve to provide various functions
47、within the refueling system. The following discussion is divided into the two prevalent types of hydrant vales in use today. 3.2.1 Hydrant Valves with Integral Controls Hydrant valves with all controls located integrally with the valve usually will include such features as pressure and deadman contr
48、ol and may include excess-flow control. This type of valve normally requires connection to a reference air/fuel pressure from the hydrant servicer to achieve the various control features. A fuel sense line, originating at the fuel sense point on the hydrant servicer, where remote sensing is utilized
49、, will also be connected to the hydrant valve. The connection of these two lines will normally be accomplished by a quick disconnection, the fuel line being a dry break type connection. The hydrant valve responds to the pressure sensed at the sense point (maybe a Venturi) to provide the desired control pressure. The desired control pressure will be achieved as a function of the reference air pressure provided to the hydrant valve. C
