Api mpms 6 4 2007 (2012) (american petroleum institute)

Manual of Petroleum Measurement Standards Chapter 6—Metering Assemblies Section 4—Metering Systems for Aviation Fueling Facilities SECOND EDITION, JANUARY 2007 REAFFIRMED, JANUARY 2012 Manual of Petroleum Measurement Standards Chapter 6—Metering Assemblies Section 4—Metering Systems for Aviation Fueling Facilities Measurement Coordination SECOND EDITION, JANUARY 2007 REAFFIRMED, JANUARY 2012 SPECIAL NOTES API publications necessarily address problems of a general nature With respect to particular circumstances, local, state, and federal laws and regulations should be reviewed Neither API nor any of API's employees, subcontractors, consultants, committees, or other assignees make any warranty or representation, either express or implied, with respect to the accuracy, completeness, or usefulness of the information contained herein, or assume any liability or responsibility for any use, or the results of such use, of any information or process disclosed in this publication Neither API nor 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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 This document was produced under API standardization procedures that ensure appropriate notification and participation in the developmental process and is designated as an API standard Questions concerning the interpretation of the content of this publication or comments and questions concerning the procedures under which this publication was developed should be directed in writing to the Director of Standards, American Petroleum Institute, 1220 L Street, N.W., Washington, D.C 20005 Requests for permission to reproduce or translate all or any part of the material published herein should also be addressed to the director Generally, API standards are reviewed and revised, reaffirmed, or withdrawn at least every five years A one-time extension of up to two years may be added to this review cycle Status of the publication can be ascertained from the API Standards Department, telephone (202) 682-8000 A catalog of API publications and materials is published annually and updated quarterly by API, 1220 L Street, N.W., Washington, D.C 20005 Suggested revisions are invited and should be submitted to the Standards and Publications Department, API, 1220 L Street, NW, Washington, D.C 20005, standards@api.org iii CONTENTS Page 6.4.1 INTRODUCTION .1 6.4.2 SCOPE .1 6.4.3 REFERENCES 6.4.4 DISPENSING EQUIPMENT .2 6.4.4.1 General 6.4.4.2 Design Considerations 6.4.4.3 Design Requirements 6.4.5 OPERATING GUIDELINES .3 6.4.6 PROVING EQUIPMENT FOR AVIATION FUELING METERS .4 Figures 1a 1b 2a 2b Typical Flow Diagram for a Refueler with Mechanical-type Meter Typical Flow Diagram for a Refueler with Electronic-type Meter Typical Flow Diagram for a Hydrant Cart with Mechanical-type Meter Typical Flow Diagram for a Hydrant Cart with Electronic-type Meter v Chapter 6—Metering Assemblies Section 4—Metering Systems for Aviation Fueling Facilities 6.4.1 Introduction There are two basic methods of fueling large aircrafts Fuel can be delivered to the aircraft by a refueler, or by a hydrant cart Refuelers are fuel tank trucks equipped with flow metering, control and filtration equipment to deliver fuel to an aircraft A refueler may also be used to de-fuel an aircraft In comparison, a hydrant cart, which is also equipped with flow metering and control equipment, is connected to a hydrant system rather than having an onboard aviation fuel storage tank Hydrant cart is also known as “dispenser.” A hydrant system delivers aviation fuel from storage tanks of the airport fueling system to aircraft through a pressurized airport pipeline network The airport fueling system typically consists of the following components: Fuel storage tanks Facilities to receive fuel and to fill storage tanks (receiving station) Facilities for withdrawing fuel from the tanks and distributing it to fueling equipment Hydrant pumps, control valves, and filters (hydrant system) Refeuler fueling equipment: a b c d e f Refueler loading equipment Refuelers Hydrant carts Hydrant pits Refueling cabinets De-fueling equipment Small aircrafts are often fueled using a metering and control system in an aviation refueler cabinet 6.4.2 Scope This section of MPMS Chapter is limited to the general requirements of flow metering of aviation fuel as it is either dispensed to aircraft or used to defuel aircraft 6.4.3 References API Manual of Petroleum Measurement Standards Chapter Chapter Chapter Chapter Chapter 8.1 Chapter Chapter 11 Chapter 12 Chapter 21.2 “Vocabulary” “Proving Systems” “Metering” “Temperature Determination” “Manual Sampling of Petroleum and Petroleum Products” “Density Determination” “Physical Properties Data” “Calculation of Petroleum Quantities” “Flow Measurement—Electronic Liquid Measurement” Other useful API/IP standards on aircraft fueling equipment may be obtained from the following API or joint API/IP publications: API/IP Std 1529 API/IP Std 1542 API/IP Spec 1581 API/IP Draft Std 1583 API/IP Spec 1584 API/IP 1585 API/IP Spec 1590 Aviation Fueling Hose Identification Markings for Dedicated Aviation Fuel Manufacturing and Distribution Facilities, Airport Storage and Mobile Fuelling Equipment Specifications and Qualification Procedures for Aviation Jet Fuel Filter/Separators Laboratory Tests and Minimum Performance Levels for Aviation Fuel Filter Monitors Four-inch Hydrant System Components and Arrangements Guidance in the Cleaning of Airport Hydrant Systems Specifications and Qualification Procedures for Aviation Fuel Microfilters CHAPTER 6—METERING ASSEMBLIES 6.4.4 Dispensing Equipment 6.4.4.1 GENERAL A refueler is a vehicle equipped with tank, pumps, hoses, hose rail, filters, separators (or filter monitors), flow meter and other accessories required to deliver fuel to an aircraft (see Figures 1a and 1b) The refueler, after being loaded with fuel at a loading rack, transports the fuel to the aircraft and loads it A refueler is also typically designed to allow de-fueling of aircraft It then either stores the fuel in its tank or off-loads the fuel to another storage tank A hydrant cart is used to dispense fuel from the hydrant system to the aircraft through aviation fueling hoses that connect to the aircraft and an inlet hose coupler that connects to a hydrant valve located in a pit near the aircraft fueling position (see Figures 2a and 2b) A hydrant cart is equipped with hoses, filters, meters, valves and other accessories On a refueler or a hydrant cart, it is essential that all equipment be marked for product identification in accordance with API/IP Std 1542 6.4.4.2 DESIGN CONSIDERATIONS Accurate measurement of jet fuel delivered to an aircraft is necessary for both billing and determination of fuel quantity on board the aircraft The following should be considered for application design of aviation fuel metering equipment: The meter should have a maximum error of ±0.15% over its operating flow range, which is typically between 20% and 85% of its maximum design flow rate Meters used on all fueling units should have relatively low pressure drops and should provide the required level of accuracy with minimum maintenance Some fueling units (i.e., hydrant cart or refueler) have multiple meters to allow each meter to operate within its rated capacity, as well as to permit a single dispensing unit to provide fuel to different groups of fuel tanks within a single aircraft In these cases, the fueling unit is frequently equipped with a meter rated at the maximum design flow of the servicer, with an additional meter installed to a branch fueling circuit to handle fueling at a reduced rate of flow The larger meter designed to handle the full rated capacity of the fueling unit is installed in a supply line to relatively short delivery hoses installed on a fuel servicing platform for servicing under-wing connections of large commercial aircraft The second meter, and possibly a third, rated at approximately one-half the design flow of the servicer, is installed in a delivery line supplying product to a hose reel or reels used to furnish product to a fueling point remote from the servicer location, such as to the wing fueling points on the opposite side of the aircraft At present, the volume delivered in the majority of fuel sales contracts are at ambient temperature, i.e., they are based on gross observed volume (GOV) However, determination of the gross standard volume (GSV) of the fuel may be used for the purposes of: a stock reconciliation, and b calculating the weight of the fuel in some cases Refer to API MPMS Chapter 12.2 for calculation procedures Since refuelers operate at relatively low pressure, a pressure sensor onboard a refueler can be ignored with little effect on accuracy However, hydrant carts are operated at the elevated line pressure of the hydrant system The effect of pressure on determining the compressibility factor, which is used to calculate gross standard volume and/or meter factor, may be required For product quality check, a means for taking a manual line sample at the fueling unit should be provided in accordance with API MPMS Chapter 8.1 (ASTM D 4057) 6.4.4.3 DESIGN REQUIREMENTS The following design requirements are normally specified for meters used on aviation fuel dispensers/refuelers: Meters shall be constructed of aluminum, stainless steel, or epoxy-coated steel The use of uncoated ferrous materials should be avoided The number and size of meters to be used depends on the design loading rate Meter performance shall conform to the requirements of Section 6.4.4 Facilities shall be provided in some part of the airport fueling system for meters to be volumetrically proved SECTION 4—METERING SYSTEMS FOR AVIATION FUELING FACILITIES The meter and totalizer used may be either of the mechanical or electronic type Normally, mechanical totalizers are only used with displacement meters Mechanical type meters will usually be non-temperature compensated and equipped with rate-of-flow indicators and registers reading in gallons (liters) Adequate lighting shall be provided so that counters can be read at night The meter onboard a refueler should be capable of measuring defueled quantities from an aircraft Large-numeral counters or digital displays indicating the quantity delivered, should be provided and should be visible to the operator from the normal fueling stations Aviation fuel meters in both refueling and defeuling services shall have thermowell(s) on the refueling line and defueling line The thermowell should preferably be located within a distance of 30 cm (12 in.) – 50 cm (20 in.) in accordance to API MPMS Chapter Where existing equipment design limits, the thermowell may be located further away but should not exceed 100 cm (40 in.), from the flow meter The thermowell may be used with a portable thermometer to determine the fuel temperature For electronic flow meters, the temperature should be measured by a resistance temperature detector (RTD) If the system is used for fueling and for de-fueling in separate lines, and if the RTD is not located in the common line, then an RTD shall be provided in each line (i.e., one on the fueling line and one on the de-fueling line) An electronic type meter is typically equipped with a flow computer having a digital counter for displaying measured volume and product temperature 10 The electronic flow computer connected to the meter may be able to perform the following functions: a Calculate and display measured fuel quantities b Generate fuel quantity delivery transaction record, also known as a meter ticket using a local printer c Communicate and transfer data remotely to a remote, host computer system Communication may be by hand-held units used for controlling aircraft fueling operations, and transferring data d Display instantaneous and average temperature of product loaded during aircraft fueling operations e Store product standard density f Control product flow using flow control valve g Store the last meter factor or K factor resulting from meter proving h Allow for multi-point meter factors or K factors i Provide security and audit trail j Record aircraft type, flight number, tail number, destination/origin, time of day, and amount of fuel delivered 11 The pressure sensor is typically installed near the meter Local display by a pressure gauge, or by a pressure indicating transmitter, or by the electronic flow computer is considered sufficient 12 If the metering system operates at extreme cold climate, insulation should be applied at least nominal pipe diameters on either side of the temperature monitoring location if practical 6.4.5 Operating Guidelines 6.4.5.1 Aviation fuel meters should preferably be proved with either a master meter, a pipe prover (including piston type), or a tank prover, primarily 6.4.5.2 Aviation fuel meters should be proved as often as necessary to insure accuracy For example, many aviation fuel meters are proved every six (6) months Meters with high throughout may be proved more often 6.4.5.3 Newly installed meters and meters after repair or overhaul should be proved at least every quarter for two consecutive quarters If the meter demonstrates satisfactory performance (refer to Section 6.4.5.15 on the requirements), the frequency can be relaxed to a normal schedule, for example, once every six (6) months 6.4.5.4 Meters that have been inoperative for a considerable period should be proved prior to use 6.4.5.5 If there is more than one meter on a refueler or a hydrant cart, each meter shall be proved individually The other meters on the refueler or hydrant cart should be completely isolated during proving 6.4.5.6 Meters shall be proved under normal operating conditions of temperature, pressure and flow rate 6.4.5.7 Meters should be proved at normal operating flow rate If the operating condition during proving does not allow this flow rate to be reached, prove the meter at its maximum achievable flow and the condition noted in the proving report 6.4.5.8 The flow rate during meter proving shall be kept constant, i.e., within ± 10% of its normal operating flow rate 4 CHAPTER 6—METERING ASSEMBLIES 6.4.5.9 A meter shall be re-proved if a substantial change occurs in system pressure, e.g., 20% or 175 kPa (25 psi,) whichever is greater, or the meter has been opened for maintenance 6.4.5.10 If meter accessories are changed, replaced or the meter has been opened for maintenance, or repair, the meter shall be re-proved prior to being used 6.4.5.11 When using a tank prover, meter proving should be avoided during bad weather (heavy rain or strong winds) 6.4.5.12 Meter proving should be considered invalid if the ambient temperature variation exceeds 5°C (or 9°F) during the proving 6.4.5.13 The time intervals between proving runs shall be kept to a minimum in order to avoid changes in temperature and pressure 6.4.5.14 Dynamic Slip Test—This test is used to establish whether a meter experiences an excessive change in meter factor or K factor at low flow rates relative to those in the normal operating range of the meter After completing the normal meter proving and all calibrator adjustments, perform two (2) consecutive Dynamic Slip Test runs at a flow rate between 15% and 20% of the manufacturer’s maximum continuous flow rate (capacity) The repeatability of the two runs shall not exceed 0.05% 6.4.5.15 Compute the average meter factor for the Dynamic Slip Test runs Compute the Dynamic Slip “Test Difference” by subtracting the average meter factor during the Dynamic Slip Test from the average meter factor during normal operation If the Dynamic Slip Test difference is greater than 0.2% (0.002), the meter shall be removed from service and designated for maintenance 6.4.5.16 The meter may be returned to service with no further action if: a The meter proving shows acceptable repeatability (0.05% or better) b The new meter factor, or pre-run error found (on mechanical meter) does not exceed 0.25% (0.0025) from the previous meter factor c The Test Difference in the Dynamic Slip Test does not exceed 0.2% (0.002) 6.4.5.17 De-fueling operation should not be attempted until the fuel has warmed up to a temperature that will not cause harm to the metering equipment or cause an out of range problem for temperature sensing devices 6.4.5.18 If a meter is to be stored for long periods of time, it should be filled with lubricating oil to prevent corrosion in accordance with manufacturer’s instructions 6.4.6 Proving Equipment for Aviation Fueling Meters API MPMS Chapter specifies the general design requirements and operations for provers The following requirements, of which some are also discussed in API MPMS Chapter 4, apply to proving equipment for aviation fuel dispenser and refueler meters 6.4.6.1 Master meters equipped with mechanical registers should be proved (e.g., using a tank prover) for all products and flow rates at which they will be operated Master meters equipped with pulse generators may be proved using a dynamic prover (e.g., small pipe prover) 6.4.6.2 A master meter shall not be temperature compensated Its reading shall indicate units of volume without corrections 6.4.6.3 A master meter shall have a minimum readout resolution of 0.1 liter (or 0.1 gallon) 6.4.6.4 Master meters shall meet the repeatability and linearity requirements per API MPMS Chapter 4.5 6.4.6.5 Master meters should be protected against damage during transportation, installation and handling 6.4.6.6 Master meters should not have mechanical adjustment devices If one is fitted, it should be sealed or disengaged 6.4.6.7 A typical master meter proving system consists of: a b c d e Meter with a volume display and an accurate flow rate indicator Upstream and downstream isolation valves Strainer located before the meter Thermometer or RTD Pressure gauge or transmitter SECTION 4—METERING SYSTEMS FOR AVIATION FUELING FACILITIES f Suitable hoses and fittings to connect the master meter to the meter being tested 6.4.6.8 All master meters used for proving aviation fuel meters shall be proved at least once a year, or every 1.5 million liters (or 400,000 gallons) throughput, whichever comes first 6.4.6.9 Trailer tires, brakes, jacks, jockey wheel and towing wheel shall all be in an acceptable condition 6.4.6.10 Pipe provers used for proving aviation fuel meters shall be calibrated according to guidelines established by API MPMS Chapter 4.9.4 6.4.6.11 The performance of the rate-of-flow indicators should be checked 6.4.6.12 Meter sumps should be drained frequently to prevent accumulation of water 6.4.6.13 Tank provers used to calibrate aviation fuel meters onboard a refueler or a hydrant cart should have been cleaned to ensure the quality of the fuel will not be affected Proving data shall be recorded and a proving report generated in accordance with API MPMS Chapter 12.2.3 6 CHAPTER 6—METERING ASSEMBLIES Figure 1a—Typical Flow Diagram for a Refueler with Mechanical-type Meter Basic Components Bottom loading vent Float control Valve emergency dump Fuel/defuel valve Product pump and power takeoff unit Bypass pressure relief valve (secondary pressure control) Filter/separator with air eliminator, drain Control valve (primary control valve) and deadman control Check valve 10 Meter with electronic flow computer 11 Venturi set for long hoses 12 Reel, hose 13 Reel, grounding 14 Deadman 25 15 Emergency valve operator (mechanical) 16 Bottom loading adapter 17 Bottom loading control valve 18 Butterfly valve 19 Gage (mounted on panel) 20 Discharge hose 21 Hose end pressure control valve (primary pressure control for long hoses) 22 Under-wing nozzel with strainer 23 Nozzle holder/drive away interlock 24 Deck hose swivel joint 25 Resistance temperature detector Note: Line distinctions indicate flow scheme and not represent separate piping configurations 25 SECTION 4—METERING SYSTEMS FOR AVIATION FUELING FACILITIES Figure 1b—Typical Flow Diagram for a Refueler with Electronic-type Meter CHAPTER 6—METERING ASSEMBLIES Figure 2a—Typical Flow Diagram for a Hydrant Cart with Mechanical-type Meter Basic Components Hydrant coupler Inlet hose Inlet hose swivel joint Butterfly valve Product pump and power takeoff unit Bypass pressure-relief valve (secondary pressure control) Filter/separator with air eliminator drain Control valve (primary control valve) and deadman control Thermal relief valve 10 Meter with electronic flow computer 11 Venturi set for long hoses 12 Reel, hose 22 13 Reel, grounding 14 Deadman 15 Hose exacuation hand pump (optional) 16 Gage (mounted in panel) 17 Discharge hose 18 Hose end pressure control valve (secondary pressure control) 19 Under-wing nozzle, with strainer 20 Nozzle holder/drive away interlock 21 Surge suppressors 22 Resistance temperature detector Note: Line distinctions indicate flow scheme and not represent separate piping configurations 22 SECTION 4—METERING SYSTEMS FOR AVIATION FUELING FACILITIES Figure 2b—Typical Flow Diagram for a Hydrant Cart with Electronic-type Meter Effective January 1, 2007 API Members receive a 30% discount where applicable The member discount does not apply to purchases made for the purpose of resale or for incorporation into commercial products, training courses, workshops, or other commercial enterprises 2007 Publications Order Form Available through IHS: Date: ❏ API Member (Check if Yes) Invoice To (❏ Check here if same as “Ship To”) Ship To (UPS will not deliver to a P.O Box) Name: Name: Title: Title: Company: Company: Department: Department: Address: Address: Phone Orders: Fax Orders: Online Orders: 1-800-854-7179 (Toll-free in the U.S and Canada) 303-397-7956 (Local and International) 303-397-2740 global.ihs.com City: 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