0004_Abbreviated_FAT_Plan_R1.docx

Prepared for:

Product Manager Petroleum and Water Systems

ATTN: SFAE-CSS-FP-P

Building 210 6501 East 11 Mile Road Warren, MI 48397-5000

ATEC PROJECT NO. XXX

YPG NO. XXX

DETAILED TEST PLAN

FOR THE

FIRST ARTICLE TEST

OF THE

MODULAR FUEL SYSTEM TANK RACK MODULE

Date TBD

DISCLAIMER STATEMENTS

The use of trade names or the name of a manufacturer or contractor in this document does not constitute an official endorsement or approval of the use of such commercial hardware or software or services. This document may not be cited for purpose of advertisement.

Yuma Test Center will conduct this test in accordance with PdM PAWS’s requirements. It may not relate to the independent evaluator’s issues. Therefore, additional tests may be required to provide test data for evaluation issues.

DISTRIBUTION A. Approved for public release: distribution unlimited.

i

TABLE OF CONTENTS

ii

SECTION 1. INTRODUCTION

1.1 SYSTEM DESCRIPTION

The following system description of the Modular Fuel System (MFS) Tank Rack Module (TRM) describes the intended use and capabilities to TRM:

The MFS TRM provides an intermodal fuel transport, storage, and distribution capability. It is compatible with the Palletized Load System (PLS) and Heavy Expanded Mobility Tactical Truck (HEMTT) - Load Handling System (LHS). The TRM can be deployed and recovered full, partially full, or empty, by organic LHS and PLS unit assets. Two TRMs can transport 5,000 gallons of fuel (2,500 gallons per TRM; one on the truck and one on the trailer) utilizing the PLS and HEMTT mission profile to provide direct delivery of bulk fuel to division and brigade forces, providing rapid fuel support when a Fuel System Supply Point (FSSP) deployment is impractical. One trailer-mounted TRM can also be pulled and used in tandem with the HEMTT tanker.

The TRM includes a 20-gallon per minute (gpm) pumping assembly (TRM 107), a 35-gpm pumping assembly (TRM 107 A1), a filter separator, a flow meter, HEMTT interfaces, a fuel spill control kit, a nozzle, and accessories including hoses, a ladder, and fittings. The TRM is capable of top and bottom fill and is transportable at any level of fuel. The TRM is capable of retail refueling and evacuating all but residual fuel from the hoses and other system components prior to teardown. The TRM is compatible with other US, military, and commercial fuel systems. The TRM meets International Organization of Standardization (ISO) container requirements to allow stacking of TRMs. It meets requirements of worldwide shipping by air, rail, marine, and highway, without changes in configuration or special considerations.

The TRMs are required to interface with North Atlantic Treaty Organization (NATO) and allied nation petroleum storage and distribution systems. The TRM was designed to be in compliance with international petroleum industry standards for petroleum product distribution and delivery. The TRM was also designed to conform to NATO standards for demountable cargo beds (flatracks), allowing LHS type trucks from other countries to load, unload, and transport the TRM.

1.2 SUMMARY

a. PdM PAWS will provide four TRMs (the evaluated test items), one HEMTT LHS or PLS truck and one M1076 PLS trailers to help support the test. YTC will provide one PLS truck and one M1076 PLS trailer for back-up purposes, as well as facilities, instrumentation, and support personnel to support this test. The contractor will provide one Field Service Representative (FSR) to operate the MFS at the test site during each of the two 10-hour shifts for technical support.

b. Two TRMs will perform a combined total of 2500 miles and 100 pumping hours of Reliability and Maintainability (R&M) testing. The TRMs will be subjected to operations over primary, secondary, trails, and cross-country courses. One TRM will be used for performance testing. Test data results will be used to determine the TRMs compliance to Army Tank Purchase Description (ATPD) 2336E (Ref 1, App C).

c. Testing will be performed using the Test Operating Procedures (TOPs) and Military Standards (MIL-STDs) referenced in each subtest as a guideline.

d. The overall objective of the test is to collect data that will determine the capability of the TRM to function properly over its Mission Profile (MP) and to determine if the TRM meets its R&M and performance requirements. Table 1.2–1 provides a summary of the specific test objectives.

The subtests covered in this test plan and the associated objectives are listed in table 1.2

Table 1.2–1. Test Objectives

b. To perform a preliminary hazard and safety assessment to assure that the test items are equipped with the required safety features and that the vehicles are safe to operate prior to the start of test.

c. To record/document the major component serial numbers and other component part numbers for use during testing.

d. To inventory and install all BII.

e. To perform a functional test of the electric pump before the start of testing.

f. To install instrumentation required for testing.

b. To determine the reliability of the TRM through: A total of 700 miles of endurance operations over a transportation profile of 20-percent primary roads, 50-percent secondary roads, 15-percent trails, and 15-percent cross-country trails. 50 pumping hours measured by the engine hours accumulated on the engine hour meter of each TRM.

NOTE: Two TRMs will be utilized for R&M testing to shorten the test schedule.

b. To identify any potential HSI issues with the TRM based on guidance from MIL-STD-1472.

Table 1.2–1. Test Objectives (Continued)

e. Test data collected during test operations will be reported via Test Incident Reports (TIRs) prepared in accordance with (IAW) Department of the Army (DA) Pamphlet (PAM) 731, Test and Evaluation (T&E) in Support of Systems Acquisition (Ref 2, App C), and the final report. Additionally, TIRs will be furnished on all problems, failures, significant observations, and performance test results noted throughout the test period. All documentation, photographs, and data will be available through the Versatile Information Systems Integrated Online (VISION) Digital Library System (VDLS) at https://vdls.atc.army.mil. Each photograph will be labeled with the date taken and a brief reference to the incident it records.

Failures due to operator error shall be considered non-relevant and shall be noted. The test shall be rerun from the point of error or if testing is dependent on a sequence of tests, then the affected sequence shall be repeated.

1.3 UNIQUE TEST PERSONNEL REQUIREMENTS

None.

SECTION 2. SUBTESTS

2.1 INITIAL INSPECTION

2.1.1 Objectives

a. To inspect and verify the conditions and configuration of each TRM and to correct any defects or shipping damage prior to test commencement

b. To perform a preliminary hazard and safety assessment to assure that the test items are equipped with the required safety features and that the vehicles are safe to operate prior to the start of test

c. To record/document the major component serial numbers and other component part numbers for use during testing

d. To inventory and install all Basic Issue Items (BII)

e. To perform a functional test of the electric pump before the start of testing

f. To install instrumentation required for testing

2.1.2 Criteria and Data Analysis

Combat and Automotive Systems Division (CASD) test personnel will analyze the TRM data gathered during this test, as presented in table 2.1.2–1.

Table 2.1.2–1. TRM Criteria and Data Analysis for Initial Inspection

Criterion (App A, Item No.)

Remarks/Analysis

a. Each TRM is equipped with equipment storage boxes.

b. The storage boxes are compartmented, contain a lockable hasp, and have provisions for holding the lid in an open position.

c. The boxes provide enough space to organize and protect them from corrosion and other damage to all tools, accessories, publications, and any other BII supplied with each TRM (unless specified elsewhere).

d. The equipment boxes are accessible by personnel standing at ground level when each TRM is sitting on the ground.

a. The TRM has lockable storage compartments capable of storing all non-collapsible hoses as specified in paragraph 3.5.7.1 of ATPD 2336E.

b. The TRM has storage compartments located where they can be accessible by personnel standing at ground level when the system is truck or trailer mounted.

c. The storage compartments have a permanently attached cover at both ends and prevent damage to the hoses.

a. Two segments of 4-inch non-collapsible hose, 15 feet in length; one segment of 4-inch non-collapsible hose, 8 feet in length; and one segment of 4-inch non-collapsible hose, 6 feet in length, are supplied with each TRM.

b. Each of these four segments is equipped with one 4-inch male cam-lock fitting with a tethered cap on one end and one 4-inch female cam-lock fitting with a tethered plug on the other end.

c. All hoses used on or supplied with each TRM are IAW MIL-PRF-370H, Performance Specification: Hose and Hose Assemblies, Nonmetallic: Elastomeric, Liquid Fuel (Ref 3, App C).

d. All hose lengths specified herein are nominal lengths for the overall hose assembly.

a. MIL-PRF-2104, Lubricating Oil, Internal Combustion Engine, Combat/Tactical Service (Ref 4, App C); and MIL-PRF-46167, Lubricating Oil, Internal Combustion Engine, Arctic (Ref 5, App C).

b. The gear oil, if required, conforms to SAE J2360, Lubricating Oil, Gear Multipurpose (Metric) Military Use (Ref 6, App C), and the grease conforms to MIL-PRF-10924, Grease, Automotive and Artillery (Ref 7, App C).

c. A means of lubrication is provided for all TRM components requiring routine lubrication.

d. The lubrication fittings conform to SAE J534, Lubrication Fittings, and antifreeze, if required, conforms to A-A-52624, Antifreeze, Multi-engine Type (Ref 8, App C), Types I and II (Arctic).

NOTE: Underlined portions of the criteria will not be addressed at YTC.

2.1.3 Test Procedures and Data Required

a. Test personnel will utilize TOP 2-2-505, Inspection and Preliminary Operation of Vehicles (Ref 9, App C), as guidance upon receipt at the test site, while in the shipping configuration.

b. Test personnel will perform a limited visual, functional, and safety inspection to ensure that each TRM, LHS prime mover, and trailer is free of defects or obvious design deficiencies that will adversely affect their capabilities and performance, and that they are safe to test. Prior to proceeding, PdM PAWS will be notified of any discovered discrepancies.

c. Test personnel will weigh the TRM in its as-received state.

d. The contractor will provide training to all test personnel in the use and maintaining of all test items and necessary test support equipment, such as the TRMs. The contractor will provide sufficient training to allow test personnel to operate the items and perform scheduled maintenance without contractor support.

e. Test personnel will perform an initial inspection as follows:

(1) Visually and functionally inspect the TRMs to determine operational status. Test personnel will perform a complete Preventive Maintenance Checks and Services (PMCS) IAW the operator’s Technical Manual (TM).

(2) Inventory and document nomenclature, model numbers, and serial numbers of the TRMs and supporting HEMTT-LHS, PLS prime mover, and trailer.

(3) Perform a general safety walk-around inspection on each TRM and support PLS prime mover and trailer, and record any noticeable safety issues.

(4) Fill the fuel tanks on each TRM with JP-8 fuel and check for leaks. Test personnel will document any discrepancies in TIRs and will repair these discrepancies, as necessary, before the start of R&M testing.

(5) Operate each TRM and conduct a function test to ensure each TRM is fully operational and functional before the start of R&M testing. Test personnel will document any discrepancies in TIRs and will repair these discrepancies, as necessary, before the start of R&M testing.

(6) Take samples of each lubricant and submit them to the YTC Petroleum Laboratory for analysis.

(7) Inventory and document all BII received with the TRMs. If the BII hoses or connectors do not have serial numbers, serial numbers will be assigned with permanent markings. All BII hoses will be identified with one end of each hose lettered “A” and the other end “B” in order to facilitate documentation of test incidents.

f. Automotive instrumentation personnel will install a Global Positioning System (GPS) recorder on the LHS prime mover. A meter to record operating hours and gallons pumped will be installed onto the TRMs.

g. Test personnel will document any modifications performed. PdM PAWS must approve all modifications prior to their implementation, and discuss any modifications to the extent of the information provided by the manufacturer.

h. Test personnel will monitor the test item for any pertinent safety, health, and Human Factors Engineering (HFE) characteristics throughout the test. Prior to test initiation, the Test Officer (TO), YTC Systems Safety Engineer (SSE), and YTC HFE specialist will review the material developer’s Safety Assessment Report (SAR) for its content and safety characteristics of the TRM, along with any provided safety documents. The TO, SSE, and HFE specialist will also review the test item configuration and its operation within the prescribed Operational Mode Summary (OMS)/MP as outlined in the R&M subtest of this test plan (ref para 2.3) for any hazards that can be mitigated prior to the start of test.

i. Throughout the test, all parts that are removed from the TRM due to failure or other reasons will be tagged (listing, as applicable, TRM number, part name, TIR number, and other identifying information) and stored at a secure location. These parts will be available to ship out for analysis at the Program Manager’s (PM’s) request at any time during the test; at the conclusion of test, the PM will provide approval prior to submitting any parts to Defense Reutilization and Marketing Office (DRMO). The TO will maintain a log book of all failed parts, to include all identifying and disposal information.

j. Test personnel will inspect the TRM for conformance to any remaining criteria in table 2.1.3–1. Specifications of a quantitative nature will be considered met if the applicable measurements are within the stated limits. If the measured value falls outside the criterion limit, a discussion of the degree of degradation, cause, consequence, and recommendation will be provided. For specifications of a qualitative nature, an objective assessment will be presented to support the determination of compliance or noncompliance.

k. Table 2.1.3–1 lists the data required.

Table 2.1.3–1. Data Required

Test item identification

Major component or assembly nomenclature, model numbers, and serial numbers

Inventory of all items shipped to YTC

Serial numbers of all BII hoses and hose connectors

System TM version utilized

Details of any equipment appearing to be damaged or worn

Photographs of any shipping damage to the test items and test support equipment

Shipping documentation

TIRs documenting any discrepancies during the initial inspection

Any defects/hazards that may cause injury or compromise/limit test item/support vehicle capability or performance

Empty weight (±50 pounds)

2.2 PHYSICAL CHARACTERISTICS

2.2.1 Objective

To determine the dimensional and physical characteristics of the TRM on its own, while empty, and while full

2.2.2 Criteria and Data Analysis

CASD test personnel will analyze the TRM data gathered during this test, as presented in table 2.2.2–1.

Table 2.2.2–1. TRM Criteria and Data Analysis for Physical Characteristics

Criterion (App A, Item No.)

Remarks/Analysis

b. If, when stowed for transport, the TRMs, including all accessories, components, and add-on items, as applicable, fit within the ISO interface dimensions, the criterion will be considered met. The contractor must obtain ISO certification prior to Government AI&T.

a. Each TRM and any loads to be handled by a forklift have forklift pockets for lifting; TRMs are empty prior to handling by a forklift.

b. Forklift pockets are shielded to prevent the TRM from accidental piercing by the forklift tines.

c. Each TRM and any loads to be handled by a forklift is capable of being entirely lifted and secured IAW MIL-STD-1366 onto the HEMTT-LHS truck, PLS truck, PLS trailer, and conventional flatbed trailers, by the following standard U.S. Army forklift: 10,000 Lb. ATLAS, IAW ATPD 2325 and the M10A.

d. The TRM components are within the physical envelope of the ISO frame to avoid contact with the forklift carriage.

a. The maximum gross weight of the TRM, fully loaded with fuel and all associated components, does not exceed the loading, unloading, and lifting capabilities of the HEMTT LHS of 26,000 pounds.

b. The CG limit for the 26,000-pound flatrack for transport by the HEMTT 1120 is 110.3 inches from the front of the flatrack and 39.9 inches from the bottom of the flatrack.

a. The tank has a capacity of 2,500 gallons with a desired capacity of 3,000 gallons (plus 5-percent capacity providing for expansion of the fuel) of bulk petroleum as specified in paragraph 3.5.9 of ATPD 2336E.

b. The TRM contains secure storage for hoses and nozzles as specified in paragraphs 3.5.9.2 and 3.5.7.1 of ATPD 2336E, and other equipment necessary for maintenance and refueling operations.

a. The tank is equipped with a hinged manhole cover.

b. The manhole is designed so that no fuel spillage occurs when loading or unloading the TRM, with fuel at any level, from or to the LHS or PLS truck or trailer.

c. The manhole assembly meets the requirements of DOT 49 CFR 178.345-5 (Ref 11, App C).

d. The opening for the manhole is raised above the level of the top of the tank a minimum of 2 inches, to prevent debris from falling into the tank when opening the manhole.

e. The manhole is lockable with a hasp.

f. Access to the inside of the tank designed for central 90th percentile accommodation IAW MIL-STD-1472, with proper safety equipment to ingress and egress the inside of the tank.

g. Soldier safety was considered when designing method of access.

a. Each TRM is equipped with a fuel level indicator, viewable by a soldier standing on the ground.

b. The level indicator is not of a sight-glass type, and is accurate within ±5 percent with the TRM sitting level.

c. Each TRM is provided with a fuel level gauge stick to physically measure the amount of fuel in the tank through the manhole.

d. A storage location is provided on the top of the TRM for the gauge stick.

a. The TRM is capable of being interconnected to another TRM, positioned 30 feet apart ,using non-collapsible hose, as specified in paragraph 3.5.7.1 in ATPD 2336E.

b. The TRM has the ability to interconnect, within the terrain features that might be encountered, to allow for filling and dispensing from more than one TRM at a time.

c. Each TRM has provisions that allow the MFS to add TRMs, up to the maximum number of TRMs as specified herein, once the MFS is set up and the suction manifold is full of fuel, without spilling fuel.

d. Provisions minimize pressure drop at the maximum extent.

a. The piping system is designed to prevent contact between the bulk fuel and other operating fluids.

NOTE: Underlined portions of the criteria will not be addressed at YTC.

Table 2.2.2–1. TRM Criteria and Data Analysis for Physical Characteristics (Concluded)

Criterion (App A, Item No.)

Remarks/Analysis

b. All discharge hoses and connections specified herein are equipped with sexless dry disconnect fittings with captive dust caps.

c. All ports, with the exception of top loading, are equipped with shutoff valves.

d. All ports are located within the TRM ISO structure and are not overlapped with the TRM ISO frame.

e. A shutoff valve is provided at all tank/piping system interfaces to allow flow stoppage from the TRM.

f. The piping system shall meet the requirements of DOT 49 CFR 178.345-11(d), as applicable.

NOTE: Retaining lanyards are not an acceptable solution to securely attach labels/tags to the valves.

a. The TRM is provided with one bottom loading/discharge port equipped with 4-inch female cam-lock fitting, IAW A-A59326, one bottom loading port equipped with 4-inch female cam-lock fitting, IAW A-A-59326, on the long side of the TRM (same side as the single point refueling port), and one discharge port equipped with 4-inch (10.2 cm) male cam-lock fitting, IAW A-A-59326 (pumping assembly side).

b. The 4-inch bottom discharge/suction ports are capable of providing gravity and forced discharge, recirculation of filtered fuel, and bottom loading from an external pumped source rated up to 400 gpm and shall be capable of transferring fuel from and to a HEMTT tanker without requiring the trailer to be unhooked and repositioned.

c. In addition, all TRMs are capable of being bottom loaded using a single point-refueling nozzle, IAW SAE AS-5877.

2.2.3 Test Procedures and Data Required

a. The following will be used as general guidelines for this subtest: TOP 2-2-800, Wheeled Vehicle Center of Gravity (CG) (Ref 12, App C); TOP 2-2-801, Weight Distribution and Ground Pressure (Wheeled and Tracked Vehicles) (Ref 13, App C); and TOP 2-2-802, Stowage (Ref 14, App C).

b. This subtest will be performed to document the physical characteristics of the TRMs in the following configurations: each on its own; and in combination with the PLS prime mover, PLS trailer, and HEMTT LHS.

c. Test personnel will weigh the TRM, both empty and full of fuel. When preparing to measure the full TRM, the capacity of the TRM will be determined by measuring the amount of fuel added with a calibrated flowmeter.

d. The CG of the TRM will be determined, both empty and full of fuel. When determining the vertical CG when full of fuel, test personnel will determine the effective CG, which will be somewhat higher than the true CG due to movement of the fuel into the expansion space.

e. Test personnel will weigh each of the prime movers with a full TRM installed. The individual wheel and axle weights will be recorded with tires set at the highway pressure setting, full of fuel and all lubricants, and all crew personnel on-board. The weight of each Soldier, with individual equipment, will be considered as 349 pounds IAW MIL-STD-1366E (Ref 15, App C). Each TRM, PLS prime mover and trailer, will be loaded with surrogate payload. All crew personnel locations will be occupied, with additional weight added to account for the individual equipment stowed by the seat.

f. Basic physical dimensions of the TRM including, but is not limited to, overall length, height, width, and length of hose will be determined using standard measuring tools, as required. Additionally, the dimensions of the forklift access points will be analyzed and compared to the requirements as supplied by the PM’s office.

f. Table 2.2.3–1 lists the data required.

Table 2.2.3–1. Data Required

Date of test

TRM weight, empty and full of fuel

GCW (±50 pounds), including individual tire and axle loads, of all three load combinations

CG in three planes, at both empty and full of fuel (±1 inch)

Basic dimensions (length, width, and height) (±0.25 inch)

TIRs on any out-of-specification performance or discrepancies

Photographs of any discrepancies

General and characteristic photographs of the test item

Photographs of all stowed equipment

2.3 RELIABILITY AND MAINTAINABILITY (R&M)

2.3.1 Objective

a. To determine the capability of the TRM to be transported over the MFS OMS/MP without inhibiting operation

2.3.2 Criteria and Data Analysis

CASD test personnel will analyze the TRM data gathered during this test, as presented in table 2.3.2–1.

Table 2.3.2–1. TRM Criteria and Analysis for R&M

Criterion (App A, Item No.)

Remarks/Analysis

1 – HEMTT LHS/

PLS and PLS Trailer Compatibility The criterion will be considered met if:

a. The TRM is compatible with the HEMTT LHS, PLS, and PLS trailer.

b. A HEMTT LHS or PLS truck, each coupled with a PLS trailer, is capable of transporting two TRMs.

c. These two TRMs are transported in two configurations: two TRMs at any fuel level and one TRM at any fuel level over the terrain specified in the OMS/MP without limitations.

d. When transporting the TRM, the current level of HEMTT LHS, PLS truck, and PLS trailer mobility (IAW App A of ATPD 2336E) and stability are maintained regardless of the liquid level.

e. The TRM is capable of being loaded on and unloaded from the HEMTT LHS, PLS truck, and PLS trailer using only the HEMTT LHS and PLS LHS.

f. The TRM shall be able to couple with the M978 HEMTT tanker to form a 5,000-gallon distribution platform.

g. The TRM configuration shall allow operators to safely connect hoses and perform other steps necessary to bulk transfer fuel between the TRM and the HEMTT tanker when the TRM is towed by a HEMTT tanker.

h. The TRM shall be able to perform retail operations using the TRM as the source without disconnecting the HEMTT tanker from the PLS trailer.

I. The time to complete all required connects shall be 5 minutes or less.

NOTE: Underlined portions of the criteria will not be addressed at YTC.

Table 2.3.2–1. TRM Criteria and Analysis for R&M (Continued)

Criterion (App A, Item No.)

Remarks/Analysis

a. Failure of each TRM’s bail bar or loading bar does not result in a rupture of the tank.

b. The head of each TRM is protected from accidental puncture by the LHS hook when engaging the bail bar or loading bar.

c. Each TRM’s base and frame protects components of each TRM from damage caused by loading and unloading onto its prime mover, transport, and normal use, in the military environment.

d. Components mounted to the TRM base and frame are protected from accidental contact and damage by foreign objects on the ground.

b. All external TRM dimensions shall be maintained within the allowable tolerances of ISO 668.

a. The TRM has a flow meter or totalizer to measure the quantity of fuel pumped in gallons.

b. All displays of the flow meters are sealed for protection from moisture and dust.

c. The TRM and components are not damaged by sudden flow rate surges or “gas slugs” pumped along with the liquid.

d. One meter display that allows the operator to reset before each dispensing operation is provided with a range from zero to a minimum of 9,999 gallons.

e. The TRM has provisions to prevent either air or vapor from entering the flow meter.

a. All lubrication fittings are accessible without removal of major components.

b. The electrical fittings are waterproof, corrosion resistant, and resistant to disconnection due to vibration.

c. The engine oil is drainable without flowing onto other components.

d. The total MR (see paragraph 6.5.7 of ATPD 2336E) does not exceed 0.07 MMH/OH.

Table 2.3.2–1. TRM Criteria and Analysis for R&M (Concluded)

Criterion (App A, Item No.)

Remarks/Analysis

a. All tools, special tools, and test equipment are designed and provided by the contractor as part of the TRM to assemble, disassemble, maintain, and repair by the designated TRM operators and maintainers, as required.

a. During the specified service life, surface corrosion is a maximum of 0.1 percent (ASTM D610, rust Grade 8) on inside or outside surface of any component.

b. There is no loss of original base metal thickness greater than 5 percent or 0.010 inch, whichever is less.

c. In no case, any area exhibits Stage 2 or greater corrosion (as defined in the U.S. Army Corrosion Rating System) during the specified service life.

d. There is no effect on form, fit, or function of any component due to corrosion, throughout the specified service life.

2.3.3 Test Procedures and Data Required

a. Two TRMs will perform a combined total of 2500 miles and 100 pumping hours of R&M testing.

b. Each prime mover will be instrumented with the standard YTC automotive instrumentation package, which includes GPS, a heads-up display for speed, and a beacon light for visibility.

c. Each TRM will maintain the ratio of performing 2 pumping hours, with the TRM located on the ground, for every 50 miles of transport over the terrain profile specified in the OMS/MP (20 percent primary, 50 percent secondary, 15 percent trails, and 15 percent cross-country). In addition, each TRM will perform 30 percent of the miles empty, 30 percent of the miles half full of fuel, and 40 percent of the miles full of fuel.

d. All miles will be accumulated utilizing PLS or HEMTT-LHS prime mover and trailer. Each TRM will perform 50 percent of the test miles with the PLS trailer, and the other 50 percent with the PLS or HEMTT-LHS prime mover.

e. Each TRM will perform pumping cycles according to the following scenario. The pump will perform a 2-hour pumping scenario, which consists of six cycles of 18 minutes of pumping at 20 gpm, followed by a 2-minute break. For the purposes of R&M testing, the number of cycles will not be recorded, only the total pumping time and gallons. Additionally, during R&M, pumping may be split between working shifts/days to conform to standard working hours, as needed.

f. Each TRMs will accumulate mileage for endurance operations on primary, secondary, trails, and cross-country terrain. A detailed mileage breakdown for each TRM during the R&M testing is shown in table 2.3.3–1.

Table 2.3.3–1. Detailed Mileage Breakdown for Each TRM

Type (percent)

(percent of miles at that configuration)

Primary (20 percent)

(40 percent)

Half Full (30 percent)

Empty

Table 2.3.3–1. Detailed Mileage Breakdown for Each TRM

Type (percent)

(percent of miles at that configuration)

Secondary (50 percent) Kofa Level Gravel (26 percent), Patton Hilly Gravel (12 percent), Patton Level Gravel (12 percent), Gravel Access Full (40 percent)

Half Full

Empty

Trails (15 percent) Laguna Hilly Trails (5 percent), Patton Level Trails (5 percent), Laguna Level Trails West (5 percent), Trails Access Full (40 percent)

Half Full

Empty

Cross-country (15 percent) Desert March (15 percent) Full (40 percent)

Half Full

Empty

*The mileage listed is that desired, however, variations will exist in the final mileage totals for each scenario. The total mileage listed is the minimum required to meet R&M standards.

g. Throughout testing, the proper ratio between pumping hours and mobility operation miles will be maintained. This corresponds to approximately 2 hours of pumping for every 50 miles of mobility operations. This ratio corresponds to approximately 50 hours of pumping per TRM.

h. Prior to daily operations, the TRMs and PLS prime mover and trailer will be inspected and serviced IAW the PMCS outlined in the applicable TM.

k. All discrepancies of the TRMs observed during testing will be recorded. A TIR will be written for each discrepancy IAW DA PAM 73-1. Preliminary scoring of the TIRs will be performed by YTC IAW the Failure Definition/Scoring Criteria (FD/SC) provided by PdM PAWS. The final scores will be determined during a scoring conference. All TIRs will be available through VDLS.

l. During the R&M subtest, all scheduled vehicle maintenance will be performed at the required intervals IAW the procedures outlined in the applicable TM. Any discrepancies with the TM procedures or required tools will be documented in a TIR.

m. Any safety issues related to the TRM during testing will be documented in a TIR.

n. For each maintenance action required, the total chargeable maintenance time, man-hours, and Level of Maintenance (LOM) will be recorded in the associated TIR. These parts will be held and available for shipment if analysis of the failed component is requested by PdM PAWS.

o. All modifications shall require concurrence of the PM prior to their implementation. For any modifications installed on the TRMs, the following information will be gathered, as applicable (to the extent of the information provided by the contractor):

(1) Modification number

(2) Nomenclature

(3) Serial number

(4) Date installed on unit

p. The following maintenance indices will be determined:

(1) Maintenance Ratio (MR). The MR will be defined as the number of man-hours in maintenance expended in direct labor, for both corrective and preventive maintenance, divided by the cumulative number of item operating hours accumulated during the R&M subtest. The maintenance hours will be recorded along with the item operating hours during the subtest period and will be recorded in TIRs related to the R&M subtest. At the end of the subtest, the total number of scheduled and unscheduled maintenance man-hours will be added to obtain the total number of maintenance man-hours throughout the subtest. In addition, the total number of operating hours throughout the subtest will be accumulated. The following formula will be utilized to calculate the MR:

Maintenance Ratio =

(2) Median-time-to-repair (MedTTR). The MedTTR will be calculated by obtaining the maintenance times of all corrective maintenance actions, scheduled and unscheduled, and calculating the median from these repair actions. The maintenance times of all corrective maintenance actions will be obtained from the TIRs.

(3) Maximum-time-to-repair (MaxTTR). The MaxTTR will be defined as the maximum corrective maintenance downtime within which 90 percent of all Essential Unscheduled Maintenance Demand (EUMD) can be accomplished. A EUMD will be recorded for each event requiring unscheduled maintenance that cannot be deferred until the next scheduled maintenance point at the prescribed level of maintenance. All Essential Function Failures (EFFs) resulting in maintenance actions will generate EUMDs. In addition, non-EFFs may also result in EUMDs. Crew safety and potential damage to the system will be other key considerations in determining what maintenance is non-deferrable. Repair of fully redundant components or restoration of a degraded essential function will also result in an EUMD. Throughout the R&M subtest, the maintenance times for all EUMD will be recorded in TIRs and the maximum corrective maintenance downtime of 90 percent of all EUMDs will be obtained and compared to the criteria.

(4) The Mean-time-between Failure (MTBF) will be calculated for both the TRMs and PRMs. The MTBF will be provided for each TRM unit separately, and will also be provided for the cumulative failures and hours and/or miles for the TRMs and PRMs.

MTBFTANKRACK(S)-HOURS =

MTBFPUMP(S)-HOURS =

(5) The 0.7 Lower Confidence Level (LCL) for the TRM time between hardware EFF will be calculated, assuming that the failures are exponentially distributed with the following equation:

MTBHEFF0.7 LCL =

q. Table 2.3.3–3 lists the data required.

Table 2.3.3–3. Data Required

Test course profiles

Mileage accumulated on each TRM, broken down as follows: mileage per course, mileage per TRM weight, and mileage per transportation configuration (±0.1 mile)

Weight of each TRM (±50 lb)

Test hours (±0.1 hour)

Pumping hours (±0.1 hour)

Volume pumped (±1 gallon)

Average volumetric flow rate during each pumping cycle (±1 gpm)

Clock hours and man-hours to conduct any scheduled and unscheduled maintenance (±0.5 hour)

Any special tools or equipment to complete all unscheduled maintenance

Parts replaced

TIRs for all discrepancies, maintenance actions, failures, or safety hazards

Photographs of failures

Modifications applied

2.4 TRM PUMP PERFORMANCE VERIFICATION

2.4.1 Objective

If the performance characteristics of the TRM meet the criteria of the ATPD 2336E.

2.4.2 Criteria and Data Analysis

CASD test personnel will analyze the TRM data gathered during this test, as presented in table 2.4.2–1.

Table 2.4.2–1. TRM Criteria and Data Analysis for TRM Pump Performance Verification

Criterion (App A, Item No.)

Remarks/Analysis

a. The TRM is equipped with the pumping capability to dispense filtered fuel at a rate of 20 gpm (T), with a desired rate of 50 gpm (O).

b. The rated capacity of the pump applies to JP-8 fuel.

c. The pump is self-priming within 2 minutes of start and does not require fuel to be poured into the casing for an initial prime.

d. The system has the capability to operate at no flow conditions for up to 5 minutes without harm.

e. The pump is continuous-duty for a minimum of 2 hours and complies with all requirements herein.

f. The TRM is capable of dispensing fuel by gravity flow while mounted on a HEMTT LHS, PLS truck, and PLS trailer a minimum of 99 percent of the tank volume.

g. The system is capable of evacuating/draining all lines, hoses, and components down stream of the pump.

h. The pumping assembly includes an adequate number of hose(s) equipped with quick-disconnect fittings to allow refueling of the vehicles and equipment, positioned a minimum of 25 feet away from the TRM.

i. All pump intake openings have a removable cleanable screen to prevent foreign objects from entering the pump.

j. The pumping assembly is protected against severe environmental conditions as specified in paragraph 3.8 of ATPD 2336E.

k. The pumping assembly is capable of withstanding vibration stresses induced by the various modes of transportation without permanent damage, deformation, or performance degradation such as, but not limited to, leaks.

l. The TRM has a remote control on a cable for switching the pump ON/OFF from a location up to 40 feet from the pump, when the pump is driven by an electric motor.

m. The cable for the remote power switch connects to the pump using a standard connector so the cable and control can be replaced if it is damaged.

n. The pumping assembly has a three-position toggle switch mounted on the TRM to control the pump without the remote power switch.

o. The pumping assembly includes a means to prevent unauthorized use.

a. Mandatory filter/separator accessories are as specified herein.

b. The filtration and water separation system is capable of providing a direct reading of differential pressure across the filtration and water separation system without the manipulation of valves.

c. The differential pressure gauge has an accuracy of ±0.5 psi and does not require periodic calibration.

d. A means to prevent sediment from obstructing proper operation of the filtration and water system is provided.

e. The gauge or device is color-coded to indicate normal operating conditions, marginal operating conditions, and immediate service required ranges according to the filter coalescer element manufacturer’s recommendation.

f. The filtration and water separation system is provided with a device to manually or automatically vent trapped air from the top of the filtration and water separation system, while minimizing release of fuel during venting.

g. The filtration and water separation system is provided with a device to manually drain the water from the sump under operating conditions.

h. The filtration and water separation system is provided with a sight gauge that clearly shows the level of collected water within the sump.

i. A mark on this sight gauge is provided to indicate when the water should be discharged before it reaches the bottom of the elements.

j. The discharge outlet is equipped to control the discharge flow and directs it safely into an appropriate size and type receptacle.

k. A means to draw fuel samples from the center of the fuel flow is provided at both the inlet and outlet of the filtration and water separation system.

l. A…