AD-A259 919 LEVEL ROAD ACCELERATION, FUEL CONSUMPTION, AND STEADY-PULL EVALUATIONS USING DF-2 AND JP-8 FUELS A INTERIM REPORT 9" -IQ BFLRF No. 279 -7 f". 1O49 93 3 By W R.A. Alvarez 4 D.M. Yost Belvoir Fuels and Lubricants Research Facility (SwRI) Southwest Research Institute San Antonio, Texas "Under Contract to U.S. Army Belvoir Research, Development ~ •and Engineering Center Logistics Equipment Directorate N - Fort Belvoir, Virginia * •Contract No. DAAK70-92-C-0059 Approved for public release; distribution unlimited October 1992 1111111M...... . .. ...
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LEVEL ROAD ACCELERATION, FUEL CONSUMPTION, AND STEADY … · Level Road Acceleration, Fuel Consumption, and Steady-Pull Evaluations Using DF-2 and JP-8 Fuels (U) 12. PERSONAL AUTHOR(S)
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AD-A259 919
LEVEL ROAD ACCELERATION,FUEL CONSUMPTION, AND
STEADY-PULL EVALUATIONSUSING DF-2 AND JP-8 FUELS
A
INTERIM REPORT 9" -IQBFLRF No. 279 -7 f".
1O499 3 3
By W
R.A. Alvarez4 D.M. Yost
Belvoir Fuels and Lubricants Research Facility (SwRI)Southwest Research Institute
San Antonio, Texas
"Under Contract to
U.S. Army Belvoir Research, Development~ •and Engineering Center
Logistics Equipment DirectorateN - Fort Belvoir, Virginia
* •Contract No. DAAK70-92-C-0059
Approved for public release; distribution unlimited
Unclassified2a. SECURITY CLASSIFICATION AUTHORITY 3. DISTRIBUTION /AVAILABILITY OF REPORT
N/A Approved for public release;2b. DECLASSIFICATION IDOWNGRADING SCHEDULE distribution unlimited.
N/A4. PERFORMING ORGANIZATION REPORT NUMBER(S) S. MONITORING ORGANIZATION REPORT NUMBER(S)
BFLRF No. 279
6a. NAME OF PERFORMING ORGANIZATION 6b. OFFICE SYMBOL 7a. NAME OF MONITORING ORGANIZATIONBelvoir Fuels and Lubricants (If applicable)
Research Facility I
6c. ADDRESS (City, State, and ZIP Code) 7b. ADDRESS (City, State, and ZIP Code)Southwest Research InstituteP.O. Drawer 28510
San Antonio, Texas 78228-0510
Sa. NAME OF FUNDING ISPONSORING 8b. OFFICE SYMBOL 9. PROCUREMENT INSTRUMENT IDENTIFICATION NUMBERORGANIZATION Belvoir Research, (If a•pliable) DAAK70-87-C-0043; WD 7
Development and Engineering Cen1-Ij SArBE-FL DAAK70-92-C-0059
Sc. ADDRESS (City, State, and ZIP Code) 10. SOURCE OF FUNDING NUMBERSPROGRAM PROJECT TASK WORK UNITELEMENT NO. NO.1L2 63001 NO. AXESSION NO.
Fort Belvoir, VA 22060-5606 63001 D150 07
11. TITLE (Incude Security Clalfation)Level Road Acceleration, Fuel Consumption, and Steady-Pull Evaluations Using
DF-2 and JP-8 Fuels (U)
12. PERSONAL AUTHOR(S)
Alvarez, Ruben A. and Yost, Douglas M.13a. TYPE OF REPORT 13b. TIME COVERED 14. DATE OF REPORT (Year, MonthDay) 115. PAGE COUNT
Interim FROM Jun 91 TO Jan _22 1992 October 35
16. SUPPLEMENTARY NOTATION
17. COSATI CODES 18. SUBJECT TERMS (Contnue on revern if necenaty and idntily by block numbrw)
FIELD GROUP SUB.GROUP M998 HMMWV M88AI Recovery Vehicle
19. ABSTRACT (Continue on revene uf neceuary and identify by bock number)
Limited evaluations were conducted on the M998 High Mobility Multipurpose Wheeled Vehicle (HMMWV) and theM977 Heavy Expanded Mobility Tactical Truck (HEMTI). The data that these evaluations would yield includedstartability and idle quality, acceleration rates, and fuel consumption. The previously tested M88A 1 Medium RecoveryVehicle was also evaluated. However, these evaluations would determine if a Teledyne Continental Motors-recommended fuel injection and metering pump adjustment would increase performance and allow the engine to achieveits rated horsepower. As a result of these evaluations, it was determined that the conversion to JP-8 from DF-2increased the acceleration time of both the M998 and M977 vehicles. Also, the fuel consumption increased on bothvehicles; however, the increases were below that predicted by the heating value difference between the two fuels. TheM88A1 exhibited an increase in power while pulling its own weight after the pump adjustment; however, the powerincrease was not noticeable while towing the MlAl tank.
20. DISTRIBUTION I AVAILABILUTY OF ABSTRACT 21. ABSTRACT SECURITY CLASSIFICATION
I UNCLASSIFIEDAUNLIMITED 03 SAME AS RPT. C3 DTIC USERS Unclassified22a. NAME OF RESPONSIBLE INDIVIDUAL 22b. TELEPHONE (Include Area Code) 22c. OFFICE SYMBOL
Mr. T.C. Bowen (703) 704-1827 SATBE-FL
DD Form 1473, JUN 86 ProwedtiorimamIRe I tute. SECURITY CLASSIFICATION OF THIS PAGE
Unclassified
EXECUTIVE SUMMARY
Problems and Objectives: When the U.S. Department of Defense issued Directive No. 4140.43,Fuel Standardization in March 1988, JP-8 (NATO Code F-34) was chosen to replace VV-F-800DF-2 (NATO Code F-54) in all combat and tactical vehicles throughout NATO. Due to JP-8'slower energy content per gallon than DF-2, engine power loss and increased fuel consumptionwere expected. The effects of JP-8 fuel on fuel consumption and acceleration were unknown.A limited test program was conducted in 1988 on selected vehicles to provide initial data toquantify the effects of using JP-8 fuel. The M998 and M977 vehicles, although selected, werenot available during the initial testing. Also, during this limited testing, it was discovered thatthe M88A1 medium recovery vehicle exhibited an engine power loss and fuel consumption higherthan expected based on the difference between JP-8 and DF-2. The engine manufacturer for theM88A1 recommended an injection pump adjustment that would recover the vehicle's power losswith JP-8. This program was conducted to determine the effects of using JP-8 fuel on the tworemaining high-density vehicles, and to evaluate the effect of the recommended pump adjustmenton the M88A1 vehicle.
Importance of Project: Although previous demonstration programs had verified that JP-8 canbe successfully used in diesel-burning vehicles and equipment, it was important to quantify theperformance of the two highest density vehicles in the inventory, while using JP-8 fuel. Theevaluation of the M88A1 with the recommended fuel pump adjustment can have an impact inthe manner the Army approaches the M1Al tank recovery problem.
Technical Approach: The vehicles for this limited testing program were selected based ondensity, engine type, and mission profile. Tests were performed in the M998 and M977 vehiclesto determine fuel consumption and acceleration time differences using diesel fuel and JP-8 fueLTests on the M88A1 would determine fuel consumption and towing speed differences using dieselfuel and JP-8 fuel before and after a recommended fuel pump adjustment to regain power losswith JP-8 fuel.
Accomplishments: It was determined that the use of JP-8 increased the acceleration times onboth the M998 and M977 vehicles. There was a 2-percent increase in fuel consumption for bothvehicles except during the 48-km/hr evaluation on the M998 that showed a 2-percent decrease.There was a noted improvement in fuel consumption and performance in the M88A1 vehicle inthe nontowing mode; however, there was no improvement in towing speed after the fuel pumpadjustment. Towing speeds were lower with JP-8 in both cases when compared to DF-2. Therewere significant increases in fuel usage (liter/kin) and energy consumption (MJ/km) after the fuelpump adjustment.
Military Impact: The last of the high-density vehicles in the Army inventory have beenevaluated and their performance quantified with JP-8 fuel. The data generated during theseevaluations together with other data already available can be used to make the transition to JP-8fuel.
111
FOREWORD/ACKNOWLEDGMENTS
This work was performed by the Belvoir Fuels and Lubricants Research Facility (BFLRF) at
Southwest Research Institute (SwRI), San Antonio, TX, under Contract Nos. DAAK70-87-C-0043
and DAAK70-92-C-0059 for the period 01 June 1991 through 09 January 1992. Work was
funded by the U.S. Army Belvoir Research, Development and Engineering Center (Belvoir RDE
Center), Fort Belvoir, VA, with Mr. Tom Bowen (SATBE-FL) serving as contracting officer's
representative. Project technical monitor was Mr. M.E. LePera (SATBE-FL).
The authors would like to acknowledge personnel of the Maintenance Section, 6th Air Defense
and the Component Repair Section, Directorate of Installation Support (DIS) Maintenance
Division for their willing cooperation and assistance throughout the program. The authors would
also like to acknowledge the technical support and guidance provided by BFLRF Director, Mr.
S.J. Lestz, and the willing assistance provided by BFLRF Senior Technician, Mr. Greg Phillips,
who was indispensable in conducting the tests. Special thanks are given to the BFLRF reports
processing staff for its typing and editorial assistance.
iv
TABLE OF CONTENTS
Section Page
I. INTRODUCTION ............................................ 1
II. BACKGROUND ............................................. 1
III. OBJECTIVES ............................................... 2
IV. APPROACH ................................................ 3
V. DETAILS OF EVALUATION ................................... 3
A. Test Vehicles .......................................... 3B. Test Site ............................................. 3C. Test Fuels ............................................ 4D. Equipment and Installation ................................. 5E. Acceleration Procedure ................................... 6F. Fuel-Consumption Evaluation (All Vehicles) .................... 6
VI. DISCUSSION OF RESULTS .................................... 7
A. Acceleration Times ...................................... 7B. Fuel-Consumption Comparisons ............................. 12C. M88A1 Performance ..................................... 16
1. Test Chronology and Pump Adjustments .................. 162. Fuel Consumption .................................. 183. Steady-Pull (MlIA1HA Tow) Evaluations .................. 24
VII. CONCLUSIONS AND RECOMMENDATIONS ....................... 27
A. Conclusions ........................................... 27B. Recommendations ....................................... 30
VIII. REFERENCES ........................ ... 30jace~ss on.For __
Total Acid No., mg KOH/g D 3242 0.015, max 0.007 0.003 NR* ND**Aromatics, vol% D 1319 25.0, max 17.9 19.1 NR NDOlefins, vol% D 1319 5.0, max 2.4 1.5 NR NDSulfur. Total mass% D 4294 0.3, max 0.07 0.07 0.30, max 0.4Distillation, OC D 86
Initial Boiling Point Report 174 182 NR 21410% Recovered 205, max 198 192 NR 24020% Recovered Report 201 197 NR 24850% Recovered Report 211 209 Report 26890% Recovered Report 237 236 357, max 318End Point 300, max 256 262 370, max 351Residue, vol% 1.5, max 1 1 3, max 1.5
Flash Point,. C D 93 38, min 59.4 64 NR NDGravity, OAPI D 1298 37 to 51 43.3 43.3 NR 34.2Density, 15*C, kg/L D 1298 0.755 to 0.840 0.8091 0.8091 0.815 to 0.860 0.8535Cloud Point, *C D 2500 NR <-50 <-45 Local NDKinematic Viscosity, cSt, at D 445
40 0C NR 1.38 1.37 1.9 to 4.1 2.93700C NR 0.97 0.96 NR ND
Net Heat of Combustion, D 240Btu/Ib 18,400, min 13,420 18.503 NR 18,235MJ/kg 42.8, min 42.845 43.038 NR 42.415Btu/gal. NR 124.258 124,818 NR 129.765
Hydrogen, mass% D 3178 13.4, min 13.77 13.98 NR 13.15Existent Gum, mg/1OO mL D 381 7.0, max 1.2 0.6 NR NDParticulate Matter, mg/L D 2276 1.0, max 0.4 1 10. max 0.6Accelerated Stability, mg/100 mL D 2274 NR 0.13 0.13 1.5, max NDFuel System Icing Inhibitor FED-STD-791,
Method 5340 0.10 to 0.15 0.06 0.14 NR NDCorrosion Inhibitor, mg/L HPLC NR NESt 11 NR NDFuel Electrical Conductivity, pShn D 2624 150 to 600 80 130 NR NDCetane Number D 613 NR 48.4 46.1 45, min NDCetane Index D 976-80 NR 45.5 36.5 43, min 46.2Visual Appearance D 4176 Clean/Bright Bright/Sed Bright/Sed Clean/Bright NDColonial Pipeline Co. Haze Rating Proposed NR 1 1 NR ND
* NR =No Requirement.* ND =Not Determined.
t NES = Not Enough Sample.
4
D. Equipment and Installation
The following equipment was used in the evaluations:
* Fluidyne fuel flowmeter with digital timer/totalizer/indicator* Day tank* Fuel-to-air heat exchanger* Eight-channel data logger* Calibrated stop watches* Fuel transfer pump* External fuel tanks* Metal stakes for markers
Premeasured fuel lines were fabricated from 13-mm (0.5-in.) steel braided high-pressure hose.
A male pipe fitting at each end of the hoses permitted attachments to the quick disconnect and
fittings of the different engines. The fuel flow transducer, day tank, digital totalizer, fuel filter,
and data logger were mounted in a specially fabricated box with quick disconnects at the fuel
inlet and outlet for easy installation on the test vehicles.
Fig. 1 illustrates the fuel supply system for the test vehicles. The fuels were supplied from
separate external 114-liter (30-gallon) tanks securely strapped to the outside of the vehicles. A
12 VDC fuel pump capable of pumping 382 liter/hr (101 gal./hr) under 96.5 kPa (14 psi) was
mounted at the fuel tank outlet to supply fuel to the systems. On the M88A1 recovery vehicle,
an additional pump was installed at the day tank outlet to supply the fuel pressure required by
the engine fuel system.
Thermocouples were attached to data-logging equipment, and measurements were taken during
each test procedure. Thermocouples were installed in the following locations:
* Fuel into flowmeter and day tank* Fuel from day tank to engine• Fuel return from engine prior to heat exchanger* Engine oil sump** Inside exhaust pipe at exit• Cylinder head*
• M88A1 recovery vehicle only.
5
30 GALLON 95.1 GPH T
EXTERNAL 101 GPH VOLTMETRIC 2 GALLON
DAY TANK
10 MICRON
FUEL FILTER
HEAT EXCHANGER
ENIN II
ItIFigure 1. Illustration of fuel supply system for test vehicles
E. Acceleration Procedure
Wide open throttle accelerations from a standing start were performed on the M998 and M977
vehicles up to 48, 64, and 72 km (30, 40, and 45 miles) per hour. Six individual runs •vere
performed with each fuel: three in each direction. The time in seconds was recorded for each
speed. To stabilize engine temperature and performance, the vehicles were operated a minimum
of 3218 meters (2 miles) at normal operating conditions after each three acceleration runs.
F. Fuel-Consumption Evaluation (All Vehicles)
Two stakes were placed at each end of a measured course [3218 meters (2 miles)] so that the
stakes appeared aligned at the measurement point. With the transmission in high range, the
6
vehicle was accelerated at normal driving conditions until the desired speed was reached prior
to the beginning marker. The approximate speed was maintained until both markers were
cleared. Fuel measurement began when the observer was in line with the beginning markers and
stopped when the markers aligned at the opposite end of the track. The vehicle was turned
around, and the test was repeated with the vehicle traveling in the opposite direction. A total of
four runs were made at each speed, two runs in each direction. All fuel-consumption volumes
were corrected to volumes at 15"C (60'F).
For the towing mode evaluation of the M88A1 recovery vehicle, two stakes were placed at each
end of a 3218-meter (2-mile) measured course so that the stakes appeared aligned at the
measurement point. With the MlAIHA tank in tow, the M88A1 Recovery Vehicle was
accelerated at full power, and maximum speed attained prior to reaching the beginning marker.
Full power was maintained until both markers were cleared. Timing in seconds started when the
observer was in line with the beginning marker and stopped when the markers aligned at the
opposite end of the track. The vehicles were turned around and the test repeated with the
vehicles traveling in the opposite direction. To prevent damage to the M88A1 recovery vehicle
while towing, only one run, instead of two, was made in each direction.
VI. DISCUSSION OF RESULTS
A. Acceleration Times
The acceleration times of a given vehicle is a function of the work produced by the engine. The
developed work and subsequent rate of work (power) are a function of the volume and energy
content of the injected fuel. Injected fuel volume is a function of fuel density and viscosity,
factors that affect the metering and leakage in a diesel injection system. The fuel energy density
and the injected volume determine the energy content of the injected fuel. Combustion factors
that determine power availability with a fuel are ignition delay and the thermal efficiency of the
combustion and energy conversion processes. The aforementioned factors all contribute to the
work and power development of an engine, which affect the vehicle acceleration times when a
fuel conversion is made.
7
With the conversion from DF-2 to JP-8, several of the fuel properties (TABLE 1) that affect
engine power potential vary. Typically JP-8 fuel is less dense with a lower kinematic viscosity.
This lower viscosity results in a lower injected fuel volume than DF-2. A lower energy density
with JP-8, combined with the lower injected volume, results in less chemical energy available
for combustion and conversion at full rack. However, the lower cetane number of JP-8 results
in slightly longer ignition delays and increased premixed combustion fraction, which leads to
thermal efficiency improvements. All factors considered, the acceleration variations of a vehicle
cannot always be projected simply based upon the fuel properties.(.)
The percent deviations in time-to-speed accelerations for the M998 HMMWV and M977
HEMTT, as a result of DF-2 to JP-8 conversion, are shown in Fig. 2. The M998 HMMWV
utilizes a version of the General Motors 6.2L, normally aspirated, four-cycle, indirect injected,
swirl chamber diesel engine. The M977 HEMTT utilizes a Detroit Diesel 8V-92T, turbocharged,
two-cycle, direct injected, quiescent chamber diesel engine. Both the M998 and M977 vehicles
experience longer acceleration times for the speed range evaluated when utilizing JP-8.
14
.,o 12
;,= 10-e- M998 HMMWV
o 8 M977 HEMTT13
S6 "A
2 ---0E 4
2
045 55 65 75
Vehicle Speed, km/hr
Figure 2. Vehicle time-to-speed accelerations - DF-2 to JP-8 conversion
8
The M998 HMMWV acceleration decrement is greater than that which would have been
estimated from fuel property variations. The acceleration times-to-speed for the M998 vehicle
are shown in Fig. 3. The error bars represent the 95-percent confidence interval of the average
of the six evaluations for each fuel. The results indicate significant variability in the acceleration
times regardless of the fuel utilized. Except for the time to 48 km/hr (30 mph), the error bars
indicate the acceleration times are not significantly different at the 95-percent confidence level
for the two fuels. The data also suggest the vehicle appears slower by a constant number of
seconds at each speed. Previous evaluations (Q) of a M1009 vehicle, which utilizes a version of
the engine in the M998, revealed no acceleration penalty upon conversion to JP-8. The particular
M998 utilized for the current evaluations had 565 km (351 miles) on the odometer at the
beginning of testing. It can be speculated an incomplete engine run-in may have contributed to
the greater than expected acceleration time variations.
The M977 HEMTT acceleration decrement is approximately that which would have been
estimated from fuel property variations. The acceleration times-to-speed for the M977 vehicle
are shown in Fig. 4. The error bars represent the 95-percent confidence interval of the average
of the six evaluations for each fuel. The error bars indicate the acceleration times are not
significantly different at the 95-percent confidence level for the two fuels. The data also indicate
the variability in acceleration times was greater with JP-8 at the upper end of the speed range
evaluated.
For a better understanding of the vehicle acceleration across the vehicle speed range, the
rectilinear accelerations were calculated from the time-to-speed data. The deviations of the
calculated accelerations due to the DF-2 to JP-8 conversion are depicted in Fig. 5. Both the
M998 and M977 vehicles show slower accelerations at the low and high ends of the speed range
evaluated. However, the mid-range accelerations with JP-8 are equivalent or faster than with
DF-2 for the M998 and M977, respectively. From Fig. 6 of the rectilinear acceleration values
for the M998, it is apparent the vehicle accelerates faster in the 48- to 64-km/hr (30- to 40-mph)
range with either fuel. Fig. 7 for the M977 reveals the vehicle accelerates slower, with either
A comparison of the energy consumption for performing the towing evaluations is shown in
Fig. 24. Of interest is the similar energy consumption between the DF-2 and the unadjusted fuel
injection pump JP-8 evaluations. Adjustment of the fuel injection pump for increased JP-8 flow
results in increased energy consumption and thermal efficiency penalties. While towing the
M1AlHA, the increased flow of the fuel injection pump with JP-8 results in higher fuel
consumption without any towing performance improvement.
VII. CONCLUSIONS AND RECOMMENDATIONS
A. Conclusions
The following conclusions were reached for the M998 HMMWV and M977 HEMTI vehicles:
Acceleration times increased 11.5 percent for the M998 and 4.6 percent for the M977
for the speed range evaluated when utilizing JP-8 fuel as compared to DF-2 fuel.
27
300 -8
J I- DF-2
E 250 RE JP-8A
d 200 01.2E:= 1500
>" 100
LU/ 50
50
N S
Test Direction
Figure 24. M88AI steady-Pull energ-y consumption -DF-2 to JP-8 conversion
An averaged 2-percent increase in fuel consumption was evident with JP-8 at all
speeds for both vehicles, except during the 48-km/hr (30-mph) steady-state evaluations
on the M998 HMMWV. The 48-km/hr evaluation showed a 2-percent fuel-
consumption decrease with JP-8 fuel. The increase in fuel consumption with JP-8,
however, was less than predicted by the heating value difference between the two
fuels.
The following conclusions were reached for the M88AI Recovery Vehicle:
Nontowing Tests
T'he fuel-consumption rate, liter/hr (gal./hr), at nominal 24 km/hr (15 mph) with
JP-8 when utilizing injection pump adjusted to TM specifications was higher.
28
"• Fuel pump adjustment appears to lower fuel consumption with JP-8 at 24 km/hr
(15 mph) to equivalent DF-2 levels.
" At nominal 40 km/hr (25 mph), JP-8 with the TM pump calibration reveals
lower fuel-consumption rates than DF-2, probably due to pumping losses in the
injection pump. The vehicle would not attain the target test speed.
"* The injection pump adjustment resulted in improved vehicle performance with
fuel-consumption rates equivalent to DF-2.
" Fuel-economy results [liter/kmn (gal./mile)], which normalize the data for test
speed, show improvements in vehicle fuel economy with JP-8 (comparable with
DF-2), at both test speeds due to the fuel pump adjustment.
" When compared to the heating value difference between DF-2 and JP-8, the
fuel pump adjustment improves the fuel economy of the M88A1 operating on
JP-8 significantly.
Towing Tests
" No improvement in towing speed of an MIA1HA is noted after the fuel pump
adjustment with JP-8. Towing speeds are lower with JP-8 in both cases
compared to DF-2.
" The fuel usage with JP-8 [liter/km (gal./mile)] and energy consumption [MJ/km
(Btu/mile)] shows significant increases due to the fuel pump adjustment.
During the towing of the MIA1HA, the M88A1 appeared to suffer a thermal
efficiency penalty due to the fuel injection pump adjustment.
"* The net result of the fuel injection pump adjustment with JP-8 was to improve
the individual vehicle performance and fuel economy. Even though fuel
29
consumption in the M88A1 increased, while towing the MIAIHA main battle
tank, the M88A1 did not show an improvement in vehicle performance.
B. Recommendations
The following recommendations are made:
"* Further investigation of the fuel injection pump adjustment with JP-8 is warranted.
" Effects of worn fuel injection pump components and lower fuel viscosity of JP-8
appear to alter the effect of the pump adjustment. An evaluation should be, performed
with a new/rebuilt injection pump.
VIII. REFERENCES
1. Owens, E.C., Yost, D.M., and Lestz, S.J., "Vehicle Acceleration and Fuel Consumption WhenOperated on JP-8 Fuel," Interim Report BFLRF No. 257, AD A216275, prepared by BelvoirFuels and Lubricants Research Facility (SwRI), Southwest Research Institute, San Antonio,TX, February 1989.
2. Teledyne Continental Motors Fuel Injection Pump Adjustment Procedure Using JP-8 Fuel,ER-88-222, 13 July 1988.
3. United States Federal Specification VV-F-800D, "Fuel Oil, Diesel," October 27, 1987.
4. United States Military Specification MIL-T-83133B, "Turbine Fuel, Aviation, Kerosene Type,Grade JP-8," September 3, 1987.
5. Bowen, J.N., Owens, E.C., and LePera, M.E., "JP-8 and JP-5 as Compression-Ignition EngineFuel," Interim Report AFLRL No. 192, AD A150796, prepared by U.S. Army Fuels andLubricants Research Laboratory, Southwest Research Institute, San Antonio, TX,January 1985.
6. Butler, Jr., W.E., et al., "Field Demonstration of Aviation Turbine Fuel MIL-T-83133C, GradeJP-8 (NATO Code F-34) at Fort Bliss, TX," Interim Report BFLRF No. 264, AD A233441,prepared by Belvoir Fuels and Lubricants Research Facility (SwRI), Southwest ResearchInstitute, San Antonio, TX, December 1990.
30
7. U.S. Army Technical Manual TM 9-2910-34, "Direct Support and General SupportMaintenance Manual for Pump, Metering, Fuel Injection, Assembly (American Bosch ModelPSB-12BT)," November 1984.
31
DISTRIBUTION LIST
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ABERDEEN PROVING GROUND MD APO SEATTLE WA 9873321005-5006
CDRCDR US ARMY RSCH, DEV & STDZN GROUP (UK)US ARMY DEPOT SYSTEM COMMAND ATTN. AMXSN-UK-RAATrN: AMSDS-RM-EFO 1 (DR REICHENBACH) ICHAMBERSBURG PA 17201 BOX 65
FPO NEW YORK 09510-1500CDRUS ARMY RESEARCH OFFICE CDRATTN: SLCRO-EG (DR MANN) 1 US ARMY COMBAT SYS TEST ACTY
CDR CDRUS ARMY BIOMEDICAL R&D LABORATORY US ARMY FORCES COMMANDATlN: SGRD-UBZ-A (MR EATON) 1 ATTN: AFLG-REG 1FORT DETRICK MD 21702-5010 FCJ4-TRS 1
FORT MCPHERSON GA 30330-6000CDRUS ARMY YUMA PROVING GROUND HQATTN: STEYP-MT-TL-M 1 US ARMY TRAINING & DOCTRINE CMDYUMA AZ 85364-9103 ATTN: ATCD-SL-5 1
ATCD-W (MR WILSON) 1CDR FORT MONROE VA 23651-5000US ARMY EUROPE & SEVENTH ARMYATN-: AEAGG-FMD 1 HQ, US ARMY ARMOR CENTER
AEAGD-TE 1 ATTN: ATSB-CD-ML 1APO NEW YORK 09403 ATSB-TSM-T 1
FORT KNOX KY 40121CDRCONSTRUCTION ENG RSCH LAB CDRATTN: CECER-EN 1 101ST AIRBORNE DIV (AASLT)P 0 BOX 4005 ATTN: AFZB-KE-J 1CHAMPAIGN IL 61820 AFSB-KE-DMMC 1
FORT CAMPBELL KY 42223
HQ, 172D INFANTRY BRIGADE (ALASKA)ATIN: AFZT-DI-L 1 CDRDIRECTORATE OF INDUSTRIAL OPERATIONS US ARMY QUARTERMASTER SCHOOLFORT RICHARDSON AK 99505 ATTN: ATSM-CDM (MR C PARENT) 1
ATSM-PWD (LTC GIBBONS) IPROGM EXEC OFF, COMBAT SUPPORT FORT LEE VA 23801PM LIGHT TACTICAL VEHICLES,
ATIN: SFAE-CS-TVL 1 CDRPM MEDIUM TACTICAL VEHICLES, US ARMY COMBINED ARMS & SUPfT CMD
ATIN: SFAE-CS-TVM 1 AND FT LEEPM HEAVY TACTICAL VEHICLES, ATTN: ATCL-CD I
ATrN: SFAE-CS-TVH I ATCL-MS IUS ARMY TANK-AUTOMOTIVE COMMAND FORT LEE VA 23801-6000WARREN MI 48397-5000
CDRPROGM EXEC OFF, CLOSE COMBAT US ARMY FIELD ARTILLERY SCHOOLAPEO SYSTEMS, ATTN: SFAE-ASM-S 1 ATTN: ATSF-CDPM ABRAMS, ATTN: SFAE-ASM-AB 1 FORT SILL OK 73503-5600PM BFVS, ATrN: SFAE-ASM-BV IPM 113 FOV, ATTN: SFAE-ASM-AFAS 1 CDRPM M9 ACE, ATTN: SFAE-ASM-FARVA 1 US ARMY TRANSPORTATION SCHOOLPM IMP REC VEH, ATrN: SFAE-ASM-CMV 1 AfrN: ATSP-CD-MSUS ARMY TANK-AUTOMOTIVE COMMAND FORT EUSTIS VA 23604-5000WARREN MI 48397-5000
CDRDOD PROJ MGR, MOBILE ELECTRIC POWER US ARMY INFANTRY SCHOOLUS ARMY TROOP SUPPORT COMMAND ATrN: ATSH-CD-MS-M 1ATrN: AMCPM-MEP-TM (MR WADSI) 1 FORT BENNING GA 31905-54007500 BACKLICK ROADSPRINGFIELD VA 22150
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CDR CDRUS ARMY AVIATION CTR & Fr RUCKER MILITARY TRAFFIC MGM COMMANDATTN: ATZQ-DI 1 ATTN: MT-SAFORT RUCKER AL 36362 WASHINGTON DC 20315
CDR CDRCOMBINED ARMS COMBAT DEV ACTY US ARMY WESTERN COMMANDATTN: ATZL-CAT-E 1 ATFN: APLG-TR
ATZL-CAT-A 1 FORT SCHAFTER HI 96858-5100FORT LEAVENWORTH KS 66027-5300
CINCCDR US SPECIAL OPERATIONS COMMANDUS ARMY ENGINEER SCHOOL ATTN: SOJ4-PATTN: ATSE-CD 1 MACDILL AFB FL 33608FORT LEONARD WOOD MO 65473-5000
CDRCDR US CENTRAL COMMANDUS ARMY ORDNANCE CENTER & SCHOOL ATrN: CINCCEN/CC J4-LATrN: ATSL-CD-CS 1 MACDILL AFB FL 33608ABERDEEN PROVING GROUND MD21005 HQ, EUROPEAN COMMAND
ATTN: ECJ4/LIJ (LTC CUMBERWORTH)CDR VAIHINGEN, GEUS ARMY SAFETY CENTER APO NEW YORK 09128ATrN: CSSC-SPSFORT RUCKER AL 36362
Department of the Navy
CDR CDRNAVAL AIR PROPULSION CENTER NAVAL FACILITIES ENGR CENTERATIN: PE-33 (MR D'ORAZIO) I ATIN: CODE 1202B (MR BURRIS)P 0 BOX 7176 200 STOVAL STREETTRENTON NJ 06828-0176 ALEXANDRIA VA 22322
OFFICE OF CHIEF OF NAVAL RESEARCH CDRAIlN: OCNR-12E (DR ROBERTS) I NAVAL PETROLEUM OFFICEARLINGTON VA 22217-5000 ATUN: CODE 40 (MR LONG)
CAMERON STATIONCDR ALEXANDRIA VA 22304-6180NAVAL SEA SYSTEMS COMMANDATTN: CODE 05M32 (MR DEMPSEY) 1 OFFICE OF THE CNOWASHINGTON DC 20362-5101 ATrN: OP-731D
DEPT OF NAVYCDR WASHINGTON DC 20350DAVID TAYLOR RESEARCH CENTERATTN: CODE 2759 (MR STRUCKO) 1 JOINT OIL ANALYSIS PROGRAM -ANNAPOLIS MD 21402-5067 TECHNICAL SUPPORT CENTER
BLDG 780DEPARTMENT OF THE NAVY NAVAL AIR STATIONHQ. US MARINE CORPS PENSACOLA FL 32508-5300AT=N: LPP-2 (MAJ TALLERI) 1WASHINGTON DC 20380
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CDR DEPUTY COMMANDING GENERALNAVAL AIR SYSTEMS COMMAND USMC RD&A COMMANDATTN: CODE 53632F (MR MEARNS) 1 ATTN: PM GND WEAPONS (CB6T),WASHINGTON DC 20361-5360 LTC VARELLA 1
SSEA (LTC PHILLIPS)CDR QUANTICO VA 22134-5080NAVAL RESEARCH LABORATORYATTN: CODE 6180 1 COMMANDING GENERALWASHINGTON DC 20375-5000 USMC RD&A CMD
A'IN: CODE SSCMTUS MARINE CORP LIAISON WASHINGTON DC 20380-0001ATTN.: USMC-LNO (MAJ OTTO)US ARMY TANK-AUTOMOTIVE COMMAND H&S BATTALION
(TACOM) ATTN: MCCDE (CODE WF12EI)WARREN MI 48397-5000 WARFIGHTING CENTER
QUANTICO VA 22134-5010CDRNAVAL SHIP SYSTEMS ENGINEERING
STATIONATIN: CODE 053CPHILADELPHIA PA 19112-5083
Department of the Air Force
HQ, US AIR FORCE 615 SMSQ/LGTV (MMEP)ATIN: LEYSF 1 BLDG 100 ROOM 234WASHINGTON DC 20330 EGLIN AIR FORCE BASE FL 32542-5000
CDR CDRUS AIR FORCE WRIGHT AERO LAB USAF 3902 TRANSPORTATION SQUADRONATTN: POSF (MR DELANEY) 1 ATTN: LGTVP (MR VAUGHN)WRIGHT-PATTERSON AFB OH 45433-6563 OFFUTT AIR FORCE BASE NE 68113
CDR CDRSAN ANTONIO AIR LOGISTICS CTR DET 29ATTN: SAALC/SFT (MR MAKRIS) 1 ATTN.. SA-ALC/SFM
SAALC/LDPE (MR ELLIOT) 1 CAMERON STATIONKELLY AIR FORCE BASE TX 78241 ALEXANDRIA VA 22304-6179
CDRWARNER ROBINS AIR LOGISTIC CTRATIN: WRALC/LVR-1 (MR PERAZZOLA) 1ROBINS AIR FORCE BASE GA 31098
Other Organizations
DEFT OF TRANSPORTATION NATIONAL AERONAUTICS AND SPACEFEDERAL AVIATION ADMINISTRATION ADMINISTRATIONAWS-110 1 LEWIS RESEARCH CENTER800 INDEPENDENCE AVE. SW CLEVELAND OH 4.: 135WASHINGTON DC 20590
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DEPARTMENT OF ENERGY ENVIRONMENTAL PROTECTION AGENCYCE-151, ATTN: MR JOHN RUSSELL 1 AIR POLLUTION CONTROL1000 INDEPENDENCE AVE, SW 2565 PLYMOUTH ROADWASHINGTON DC 20585 ANN ARBOR MI 48105