Professional Documents
Culture Documents
_______________________________________________________________________
Readers of this material should consult the law of their individual jurisdiction for the codes, standards,
and legal requirements applicable to them. This material merely suggests methods that the reader may
intended nor should it be construed to:
(1) Set forth procedures that are the general custom or practice in the gas industry.
(2) Establish the legal standard of care owed by propane distributors to their customers.
(3) Prevent the reader from using different methods to implement applicable codes, standards,
or legal requirements.
This material is designed to be used as a resource only to assist expert and experienced supervisors
and managers in training personnel in their organizations and does not replace federal, state, or
company safety rules. The user of this material is solely responsible for the method of implementation.
The Propane Education & Research Council, Frey Associates Inc., and the Alternative Fuels Research &
Education Division of the Railroad Commission of Texas assume no liability for reliance on the contents
of this training material. Issuance of this material is not intended to nor should it be construed as an
undertaking to perform services on behalf of any party either for their protection or for the protection
of third parties.
_______________________________________________________________________
All rights reserved. No part of this text may be reproduced, utilized, or transmitted in any form or by
any means, electronic or mechanical, including photocopying, recording, or by any information storage
and retrieval system, without permission in writing.
Propane Education & Research Council (2008)
Acknowledgments
The Propane Education & Research Council (PERC) and the National Propane Gas Association
(NPGA) gratefully acknowledge the cooperation and contribution of the following individuals and
organizations for providing personnel, equipment, and technical assistance.
Mitch Torp and Glen Hale
TGP West Inc., 3250 El Camino Real, Suite 3, Atascadero, CA 93422 (805) 465-2849
www.tgpwest.com
Rich Fisher and Dave Campbell
Continental Controls Corporation, 8845 Rehco Road, San Diego, CA 92121 (858) 453-9880
www.continentalcontrols.com
Franz Hofmann
Railroad Commission of Texas, Alternative Fuels Research & Education Division,
6506 Bolm Road, Austin, Texas 78721 (512) 463-8501
franz.hofmann@rrc.state.tx.us
Richard Dlugosz
Sherwood Valve, (888) 508-2583 www.sherwoodvalve.com
Members of the PERC Agriculture Advisory Committee and Stationary Engine Project Subcommittee
who served as subject matter experts (SMEs) and reviewers
A special thank-you goes to Michelle Swertzic, formerly of the Nebraska Propane Gas Association, for
Table of Contents
1.0 Physical Properties of Propane and Safety Precautions to Apply
11
23
37
75
79
91
1.0
Physical Properties
of Propane and Safety
Precautions to Apply
1.0
INTRODUCTION
Working safely to maintain or repair propane fuel systems on stationary engines requires
service personnel to be familiar with propanes physical properties and aware of safety
precautions.
The objectives of this chapter are to:
1.1 Identify the physical and combustion properties of propane.
1.2 Identify hazards associated with a release of propane.
1.3 Demonstrate safety measures to apply when working with propane engine fuel systems.
The Propane Education & Research Council (PERC) has produced consumer safety education
and warning brochures that incorporate an odorant scratch-n-sniff patch.
Contact PERC or your propane supplier to obtain these brochures to test your sense of
smell and verify that you can sense the presence of the odorant. See Appendix B for more
information on these brochures.
Be aware that under certain rare conditions, the intensity of the odorant may diminish or
fade. Some people may not be able to smell the odorant. While no odorant will be completely
affective as a warning agent in every circumstance, the odorant generally used in the propane
industry has been recognized as an effective odorant.
If for any reason you or fellow employees cannot smell odorized propane, immediately notify
your supervisor. Your safety and the safety of fellow workers may depend on your ability to
smell propane in the event of a leak. For additional information on the odorant, refer to the
Propane MSDS in Appendix B.
1.0
Combustion Properties of Propane
A propane molecule consists of three (3) carbon atoms and eight (8) hydrogen
atoms. Since carbon and hydrogen are readily burned when combined with
oxygen in air and an ignition source, propane is an excellent fuel. Its motor fuel
properties may be better understood when it is compared to gasoline, as shown
in the following table.
PROPERTY
GASOLINE
PROPANE
Formula
C8H18
C 3H 8
Octane (R + M) / 2
8293
95104
Energy Density
(Btu / Lb)
Lower
Higher
(Btu / Gal)
19,000
20,360
114,000
19,920
21,650
91,500
(Btu / Cu Ft)
Lower
Higher
Not Applicable
Not Applicable
2488
2520
3.5
1.5
0.739
0.51
Boiling Point
80 to 440F
44F
Flammability
Limits
1.4% to 7.6%
gas-in-air
2.37% to 9.5%
gas-in-air
Stoichiometric
Combustion Air :
Fuel Required by
Weight
14.7 : 1
15.5 :1
(Vapor)
(Liquid)
1.0
Department of Labor (DOL) and/or
Occupational Safety and Health Administration
(OSHA) regulations require that proper
personal protective equipment (PPE) be worn
when procedures do not eliminate hazards
associated with the work being done. Your
employer is required to determine what PPE
is required, provide training on when and
how to use it, and verify that you are using it
as required. Generally, propane PPE includes
special vinyl gloves resistant to the actions
of propane, and eye or face protection is
appropriate for transferring propane and for
purging propane from pressurized storage or
fuel system components.
Vinyl Gloves
Safety Glasses
Step 2:
1.0
Step 3:
Step 4:
Step 5:
Step 6:
1.0
Lab Activity
B.
C.
Vinyl
Gloves
Eye
Protection
Hearing
Protection
O
O
O
O
O
O
1.0
3. Determine the safest area to vent purged fuel gas when preparing to disassemble a
propane fuel system component. On the diagram shown below, place the following
lettered items in the best location on the diagram to indicate steps in purging propane
from the fuel system and de-pressurizing the system.
a.
b. Location for purging propane in a well-ventilated area away from ignition sources.
c. Location to verify that propane pressure has been reduced to atmospheric pressure.
10
2.0
Characteristics of
Propane Fuel Systems
for Stationary Engines
11
2.0
INTRODUCTION
A working knowledge of propane engine fuel systems begins with identifying the components
that make up the system and how the components differ from smaller air-cooled engines to
larger glycol-water mixture cooled engines.
The objectives of this chapter are to:
2.1
Identify how the propane boiling process operates in a fuel supply container.
2.2
Identify the components of a propane fuel system for a small air-cooled engine.
2.3
Identify the components of a propane vapor fuel system for a large engine that is
glycol-water mixture-cooled and propane is vaporized in the fuel supply tank.
2.4
Identify the components of a propane vapor fuel system for a large engine that is glycolwater mixture-cooled and propane is vaporized in a fuel system component.
2.5
Identify the characteristics of a propane fuel system for a large engine in which the
propane is injected into the engine in either a vapor or liquid state.
2.6
Identify the primary codes and safety standards that apply to propane installations.
12
13
2.0
Typically, on small air-cooled engines [25 brake horsepower (bhp) and smaller], vapor fuel
systems are used, where the fuel is vaporized in the fuel tank and reduced to a pressure
suitable for the propane-air mixing devices. Fuel demand for these engines is usually small
enough for vaporization of liquid propane to be provided by the storage/supply tank. A
pressure regulator installed at the tank decreases tank vapor pressure to approximately 5 to
10 psig pressure to downstream piping. Depending on the installation and manufacturers
instructions, an optional line service pressure regulator may be installed to further reduce
inlet pressure supplied to the electric lock-off valve.
A fuel lock-off valve, operated by engine vacuum or electrical current from the engine ignition
operating.
In a typical small engine propane fuel system, a pressure reducing valve is installed
downstream of the lock-off valve and upstream of the propane-air mixer to provide propane
vapor at a negative pressure. Mixing of propane vapor and air for combustion is done in the
propane-air mixer in response to the negative pressure of the engines piston intake stroke.
14
Engines larger than 25 brake horsepower typically produce heat exceeding the cooling ability
of air passing over and around the combustion cylinders. Liquid circulating through a radiator
and jackets surrounding the cylinders is required to prevent lubrication breakdown and
engine damage.
Although a number of stationary engines used to power electrical generators in the 1525 kW
output range require liquid cooling, their propane vapor requirements often do not exceed
the vaporizing capacity of a 500-water-gallon-capacity propane tank (depending on location
factors). For these installations, the propane fuel system diagram shown on the previous page
would be suitable.
For larger engines, one or more 1,000-water-gallon-capacity propane supply tanks may be
required to meet engine vapor demand. The fuel system diagram shown above is typical for
larger displacement irrigation pump engines.
15
2.0
IDENTIFYING THE COMPONENTS OF A PROPANE VAPOR
FUEL SYSTEM FOR A LARGE GLYCOL-WATER MIXTURE COOLED ENGINE WHERE PROPANE IS VAPORIZED IN A
FUEL SYSTEM COMPONENT
Larger engines requiring propane vapor in quantities that exceed the vaporization capacity of
a typical propane storage tank require a vaporizer outside of the fuel tank. A typical propane
16
Metallic Piping
a. Welded schedule 40 steel pipe is approved for liquid or vapor service not exceeding
supply container pressure. (Threaded schedule 40 pipe is not permitted for conveying
propane liquid or vapor at container pressure).
b. Threaded schedule 80 steel pipe is approved for liquid or vapor service.
c. Buried metallic piping must have adequate corrosion protection.
Hydrostatic Protection for Liquid Piping or Hose
a. A hydrostatic relief valve must be installed in any section of LP-gas piping or hose
conveying liquid propane that can be shut off at each end.
b. Hydrostatic relief valves must have a pressure setting of not less than 400 psig or more
than 500 psig.
Vacuum Lock-Off / Fuel Filter
This component serves two functions.
1. Liquid Propane Shutoff Acting as a
safety device, the vacuum-operated lock-off
engine is not running. Interruption of negative
pressure (0.2 inch water column) from the
fuel-air mixer air valve closes the internal
valve.
2. Fuel Filter
and screen at the top of the cutaway body
picture remove solids such as pipe scale
from the liquid propane material that
might damage regulator discs or plug valve
pressure regulators.
17
2.0
Converter Vaporizer/Pressure
Regulator
This component also serves two functions.
1. Liquid Propane Vaporizer For
engines requiring propane vapor that
exceeds supply tank vaporizing capacity,
the converter uses engine coolant liquid to
assure adequate propane vapor is supplied.
A number of converter models are available.
Two things must be considered in the
selection of the proper model for a given
engine and application.
18
2. Vapor Pressure Regulator After the propane passes through the primary pressure
The second-stage operating pressure is negative in response to negative pressure from the
engine. Propane vapor is not supplied to the propane-air mixer under positive pressure.
It is reduced to a
second-stage pressure
of 0.5 to 3.5 inches
water column.
Propane-Air Mixer
In the illustration
shown at right, a
propane-air mixer is
mated to a throttle
body, making a
complete propane
carburetor assembly.
A propane-air mixer
is shown below. A
cutaway view of a
propane carburetor is
shown at bottom right.
19
2.0
Propane-air mixers illustrated on the previous page operate on the principle of pressure
differential. Pressure differential operates when pressures are not equal on both sides of a
diaphragm, and in response, the diaphragm moves to the side with the lower pressure.
pressure from one side to the other. The resulting pressure differential moves the diaphragm
and the attached gas valve in proportion to the amount of air entering the engine.
Movement of the gas valve then allows a predetermined amount of propane vapor out of the
mixer to enter the air stream. The fuel mixes with air due to the turbulence generated by the air
and fuel changing direction several times as the engine intake valves open and close. Idle fuel
mixture is typically adjustable by setting a needle valve
screw located on the carburetor body.
Propane fuel systems and components illustrated and
discussed to this point are generally used on small to
moderate-sized stationary engines.
Clean Air Act regulations that apply to larger stationary
discussed in a later section of this manual. Propane
fuel-system components for some stationary engine
applications may utilize components such as the variable
load mixer shown to the right. Mixers of this type more
closely control gas-to-air ratios in response to electronic
signals from an exhaust manifold oxygen sensor and
electronic control module.
propane injection seems to offer. Consequently, propane injection systems are not currently
offered for stationary engine applications. Stationary spark ignition engines function well with
20
21
2.0
2.0
Lab Activity
22
3.0
Propane-Fueled
Stationary Engine
Emission Control Systems
23
3.0
INTRODUCTION
To minimize the production of undesirable exhaust emissions and to maximize the useful
work that can be obtained from an internal combustion engine, an engine emission control
system may be required. Federal and state environmental regulations may apply to new or
certain existing installations of stationary engines. Service personnel who are called upon to
maintain or repair stationary engines should understand the functions provided by emission
control system-equipped engines.
The objectives of this chapter are to:
3.1
Identify the department of the U.S. government that enforces the Clean Air Act by
publishing regulations that address internal combustion engine emissions.
3.2
Identify the meaning of stoichiometric combustion and the ideal mixture ranges of
propane-air fuel mixtures that tend to yield the lowest quantities of carbon monoxide
and oxides of nitrogen.
3.3
3.4
In relation to emission control system operations, identify the meaning of open loop
and closed loop.
24
25
3.0
State governments whose air quality compliance program plans have been reviewed and
approved by EPA also can create and enforce stationary engine air emissions regulations.
The California Air Resources Board is a leading state agency whose air quality standards and
enforcement actions impact stationary engine emissions and hazardous air pollution limits.
26
Excess air ratio is referred to as Lambda (). Stoichiometric air-fuel ratio is 1.0 (the blue line)
lean-burn operation is any ratio to the right of the stoichiometric point. (For EPA regulatory
purposes, a lean-burn engine is one with a ratio greater than or equal to 1.1.)
The air-fuel ratio would often vary with load, and as long as the engines would carry the load
Typically, carbon monoxide (CO) output is highest when an engine is running rich.
Hydrocarbon (HC) emissions, which represent unburned fuel, are highest when an engine
is running rich and lowest at stoichiometric, but will increase again when running lean due
to incomplete combustion. Oxides of nitrogen (NOx) are lowest when running rich, due to
the lower percentage of air to fuel, and highest when slightly lean of stoichiometric. NOx will
decrease at further lean mixtures due to reduced combustion temperatures. Carbon dioxide
(CO2) is typically highest at stoichiometric and is generally considered a measure of ideal
combustion. Oxygen (O2) is lowest when running rich and highest when running lean.
As exhaust emissions and reducing hazardous air pollutants became increasingly important,
it was discovered that these engines were running with very high NOx levels, sometimes at
the peak of the NOx curve. Two strategies evolved to reduce the NOx while limiting the carbon
monoxide (CO) and unburned hydrocarbons (HC).
lean-burn combustion.
1. Rich-Burn Combustion
the engines at a stoichiometric fuel mixture. A stoichiometric mixture is the chemically
correct fuel mixture for combustion, with near zero oxygen left over in the exhaust. This
method of operation is suitable for a three-way catalytic converter. The mixture must be
precisely controlled in order for the reaction in a catalytic converter to oxidize the CO to
CO2 and reduce the NO and NO2 to N2 and O2 and not have undesirable products left over.
a. Rich-Burn Oxygen Sensor In order to achieve the precision in the control of the
mixture required for the catalyst, an O2 sensor is placed in the exhaust before the catalytic
converter. The output of the O2 sensor is fed back to the control device to close the loop
on the amount of oxygen in the exhaust. The mixture is controlled to maintain very low
oxygen content, less than 0.02 percent in the exhaust, as indicated by the voltage
produced by the O2 sensor. This indicates that the combustion process is consuming
nearly all of the oxygen. If higher oxygen content is indicated, the engine is running too
lean. If lower oxygen content is indicated, the mixture is too rich.
27
3.0
The ideal switch point is determined by the design of the O2 sensor, but typically, 0.5
volts (500mv) is ideal. Oxygen sensors are available to meet a variety of engine
applications, and therefore may have different switch points, but rarely are their switch
points lower than 0.45 volts (450mv) or greater than 0.5 volts.
Wide-band O2
ranges may be experienced. Where traditional automotive engine O2 sensors produce a
rough rich-lean signal output, the wide-band O2 sensor produces a true signal showing
the actual air-fuel ratio. These two types of sensors are NOT interchangeable.
b. Characteristics of Rich Burn
mode with a catalytic converter is they operate with very small quantities of NOx and CO
in the exhaust. At the discharge of the catalytic converter, NOx in the range of a few parts
per million is achievable.
A two-way exhaust catalyst converts HC and CO into CO2 and H2O.
A three-way exhaust catalyst is used where NOx
converted into CO2 and H2O. An engine using an exhaust catalyst should use electronic
fuel-mixture controls to keep the catalyst operating in its optimal range for catalytic
fuel mixtures can vary outside of the desired range of the catalyst due to component age
In general terms, gaseous-fueled engines may run hotter when running rich rather than
when running lean because no liquid fuel is evaporating and producing a cooling effect
inside the combustion chamber. An engine running at stoichiometric to approximately
10% rich will produce more power. Conversely, an engine running leaner than
stoichiometric will improve economy but produce less power.
2. Lean-Burn Combustion The second strategy for reducing emissions is to run the
combustion process must be controlled within a narrow operating window. Charge air
temperatures and volume, together with air-to-fuel ratio and other operating conditions,
must be constantly monitored. The microprocessor-based engine controller regulates the
Many engines running in excess lean-burn mode utilize a turbocharger to bring the engine
power back to normal levels.
28
a. Lean-Burn Oxygen Sensor The oxygen sensors used for lean-burn engines, unlike
the sensors used with rich burn, indicate a very wide range of oxygen in the exhaust.
These sensors are often referred to as lambda sensors, where lambda is the air-fuel ratio
that the engine is running at divided by the stoichiometric air-fuel ratio. Most engines
running in lean-burn mode use a wide-band O2 sensor because the traditional O2 sensor
b.
29
3.0
IDENTIFYING THE GENERAL OPERATING CHARACTERISTICS
OF AN ELECTRONIC EMISSION CONTROL SYSTEM
Identifying the typical components used in an emissions
control system and their functions
Electronic controls are made up of at least three items.
1. The fuel-control valve may be a stand-alone device or incorporated into other
components, including the carburetor or mixer assembly, and the vaporizer. The fuela. A pulse width solenoid that modulates air-valve vacuum, which alters the air-fuel ratio
by changing the vaporizer outlet pressures.
b. An electrical or pneumatically actuated valve mounted in the vapor or dry gas hose
between the vaporizer and the mixer body.
c. An internally mounted valve in a fully self-contained fuel carburetor assembly. This
device may operate by varying the size of the fuel outlet port through the use of a
an adjustable internally mounted regulator.
2. The control module may be a stand-alone device or incorporated into other components,
including the carburetor or mixer assembly or the vaporizer. Most modules control only
air-fuel mixtures.
3. The wiring, including the fuel-control switch.
30
1. On engines not equipped with electronic microprocessor fuel-air mixture and emissions
controls.
2. On engines equipped with electronic microprocessor control systems during the
period when the engine is started but has not yet reached operating temperature.
At such times the engine requires a richer propane-air cranking mixture, and some
of the sensors are temporarily not used to monitor exhaust gas, air density, and
other operating conditions.
Engines typically transition from open to closed loop at an operating temperature that is
pre-determined by the fuel system manufacturer. Some systems use the engine coolant
temperature sensor, while others use the oxygen sensor.
The average transition from open to closed loop will usually occur at around 160F engine
coolant temperature. If the O2 sensor has reached the proper operating temperature
(generally at or around 600F), or a voltage signal has transitioned from lean to rich,
crossing the center switch point, the system may have enough information to initiate the
transition. Some fuel systems may include a timer to ensure that enough time has passed
Closed Loop Operation
In closed loop operation, engine fuel-air mixtures, cylinder charging, and spark timing are
typically varied in response to exhaust gas sensor and other sensor outputs, as they are read
and interpreted by one or more microprocessors (electronic computers).
Simple closed loop fuel control systems may use as few as two inputs:
Ignition on.
O2 sensor.
31
3.0
More common systems will use:
Ignition on.
O2 sensor.
RPM reference.
More advanced systems will use:
Ignition on.
O2 sensor (either a rich-lean sensor or a wide-band Lambda sensor).
RPM reference.
Battery feed.
Manifold air pressure (MAP).
Throttle position (TPS).
Engine coolant temperature sensor (CTS).
The most advanced fuel systems use all or most of the following:
Ignition on.
O2 sensor (either a rich-lean sensor or a wide-band lambda sensor).
RPM reference.
Battery feed.
Manifold air pressure (MAP).
Throttle position (TPS, typically with drive-by-wire throttle control, integrated
into the governor).
Engine coolant temperature sensor (CTS).
Air temperature.
Fuel temperature.
Fuel pressure.
More precise control of the air-fuel mixture is possible when the processor can receive more
information (inputs) resulting in more accurate outputs to manage the combustion process.
Closed loop output fuel controls may be simple vacuum solenoids that pulse vacuum to the
engine. Other controls use an electric or vacuum-operated valve, which mounts in the pipe
changing the volume of propane and the vacuum signal seen between the regulator/vaporizer
and the engine/mixer.
32
Component
Function
1.
2.
3.
not running
4.
5.
Ignition coil
6.
Control module
7.
Not shown is the O2 sensor connection. Typically, the O2 sensor is close to the junction of the
left and right bank exhaust headers, or on one exhaust manifold. Some newer engines that
use an exhaust catalyst may use two or more O2 sensors. The primary sensor determines the
exhaust composition and sends information back to the fuel control module; the secondary
the catalyst is working properly. If the secondary sensor produces an output signal that closely
follows the primary sensor, the exhaust catalyst is not working.
33
3.0
Engines may also use three or four sensors. These are called Bank sensors, where Bank 1 is the
cylinder bank where the #1 cylinder is located and Bank 2 is the opposite bank. For example,
2 sensor in the cylinder bank where
sensor in the opposite bank, and B2S2 indicates the rear sensor in that bank. Although this
technology has been used mostly in over-the-road applications, there is a trend to adapt it for
off-road engines, especially where air quality is monitored.
Component
Function
1.
2.
3.
Ignition module
4.
O2 sensor
5.
6.
The Continental Controls system illustrated on the previous page is fully self-contained,
relying on inputs from the engine RPM and O2 sensors. Once the system is installed and
the initial setup is completed, the unit requires no further calibration. Setup requires a
proprietary computer program and the appropriate calibration tables for that particular
engine series (engine family). These values are not user-adjustable.
34
3.0
Lab Activity
Component
Function
1
2
3
4
5
6
7
35
3.0
2. Fill in the numbered blanks below the picture to identify each numbered component and
emission control and the components function.
Component
1
2
3
4
5
6
36
Function
4.0
Propane-Fueled
Engine Fuel System
Maintenance and Repair
37
4.0
INTRODUCTION
While maintaining propane-fueled engines, technicians often use the same patterns of
inspection, testing, and troubleshooting they use on any other engine type. Many times the only
difference in diagnosing propane fuel-system problems versus other fuel-systems centers on
the mechanical operation of the propane fuel system components and checking for abnormal
conditions within the pressure-regulating and fuel-to-air metering components of the system.
The objectives of this chapter are to:
4.1 Identify basic diagnostic tools needed for determining proper operating condition of
propane engine fuel-system components.
4.2 Identify a preliminary list of abnormal operating conditions for an engine that are not
caused by the propane fuel system.
4.3 Identify a preliminary list of propane fuel-system inspection points to check before
disassembling any fuel-system component.
4.4 Perform inspections and tests to determine the operating condition of propane fuelsystem components.
4.5 Perform maintenance operations on propane fuel-system components.
4.6 Identify inspection and testing procedures to determine proper operating condition of
emission control systems.
38
To determine the operating condition of propane engine fuel components and to diagnose
problems, service technicians should have test equipment to measure each of the four areas
and recommendations should guide in the selection of diagnostic tools and test equipment.
a.
b.
c.
d.
05 psi.
015 psi.
030 psi.
0200 (or 0-300) psi.
A water column manometer capable of reading positive and negative pressures from 0-12
inches water column.
1/4- and 1/8-inch NPT test tap adapters for use with test gauges and water column
manometer hoses.
A digital volt and ohm meter (DVOM) A DVOM with resolution in the 0 to 1000mv and
0 to 20 VDC range with averaging functions is recommended.
39
4.0
IDENTIFYING A PRELIMINARY CHECKLIST OF ABNORMAL
OPERATING CONDITIONS NOT CAUSED BY THE PROPANE
FUEL SYSTEM
Inoperative or defective engine safety switch.
a. Engine oil low-pressure interlock.
b. Low fuel-pressure interlock.
c. Low coolant interlock.
d.
Fault in ignition system.
a. Battery, alternator, or wiring fault.
b. Improper spark plug wire routing to spark plug(s).
c. Disconnected, damaged, or grounded spark plug wire.
e. Damaged or inoperative primary section of the ignition system (points, condenser,
ignition module, Hall Effect switch, pickup coil).
f. Damaged or inoperative secondary or high-voltage section of system (coil outage).
g. Damaged, improperly gapped, or improper spark plug type.
Spark timing fault indicator.
Inoperative mechanical or electric engine speed control.
Disconnected, damaged, or leaking vacuum hose or connection.
Disconnected or damaged sensor or control wiring cannon plug or terminal connector.
a.
b.
c.
d.
40
NOTE:
Whenever you perform a stationary engine service operation,
1. You read and apply OEM operating and troubleshooting instructions
and follow the procedures given in them.
2. You comply with all applicable engine emissions regulations
and requirements.
41
4.0
PERFORM INSPECTIONS AND TESTS TO DETERMINE
THE OPERATING CONDITION OF PROPANE FUEL-SYSTEM
COMPONENTS
Take these steps before proceeding with disassembly, internal
1. Shut off the propane at the supply tank and at any line valve(s).
2. Safely vent the propane to an area free of ignition sources.
Internal component pressure must be reduced to atmospheric
pressure.
Inspecting and Testing To Determine the Operating Condition
of Propane Fuel Lock-offs
Vacuum Lock-offs
First, check for a broken
or missing vacuum line or
connection. Typically they
are designed to operate
with 0.2 inches water
column opening vacuum
(mixer air-valve vacuum
only). This vacuum is
stable between 4 and 8
inches of negative water
column pressure under
almost all engine operating conditions.
a.
oil-soaked, or otherwise damaged.
b. With the engine operating under load, inspect the lock-off. If the lock-off body is cold,
42
Replacement
a.
a compressed cotton pad; its
ten micron range.
b.
any debris found.
43
4.0
Electric Lock-offs
An electric lock-off is a magnetic coil
(solenoid). When energized, the coil
becomes an electromagnet that moves a
When the electrical current stops, the
magnetic force acting on the piston ceases,
and a spring forces the piston back down
Electric lock-offs are widely used in
Two Styles of Electric Lock-offs
automotive applications, especially on
dual-fuel systems in pickups and on
industrial lift trucks. They are not commonly found on stationary industrial engines, where
vacuum lock-offs are typical.
Electrical lock-offs are not polarity sensitive. Some are internally grounded, while others are
grounded with a second electrical lead. If the lock-off is internally grounded, the technician
should verify that the attached components are grounded to the chassis or support structure.
Filter Replacement
a.
off shown above on the left is a
looks like a small ball of yarn.
b.
separate from the lock-off is used
with the lock-off style shown above
in the picture to the right, resemble the
c.
44
b.
1. After the run-in period, a few
operating hours after the system is
placed into service.
2. After replacing the propane tank
and/or connecting piping.
3. According to a periodic
maintenance program.
45
4.0
Inspecting and Testing
to Determine the Operating
Condition of Propane Fuel
Pressure Regulators
Pressure regulators used with propane
vapor-fueled engines should be selected and
installed according to the engine and regulator
manufacturers instructions.
First-Stage Regulator (Typically Red Colored)
Second-Stage Regulator
(Typically Tan, Gray, or Green)
46
47
4.0
2. Remove the 1/8-inch test port plug in the high-pressure section and install a 0- to 15-psig
pressure gauge.
3.
a. High-pressure readings should be no more than 5 psig with engine off, and no more
than in the 1.5- to 3.5-psig range with the engine running.
b. Low-pressure readings should be in the 0.5 to 3.5 inches water column range with
the engine running.
Inspecting and Testing To Determine the Operating Condition
of the Propane-Air Mixer and Throttle Body
To this point in the discussion of fundamental evaluation of fuel-system components,
one or more relatively simple measurements give an indication of proper component
operation. Inspecting and testing propane-air mixers and throttle bodies call for applying the
troubleshooting procedures given in the OEM instructions for the engine and for the OEM
Equipment manufacturers specify different procedures for determining the operating condition
of the mixer and throttle body that make up a propane carburetor for a small stationary engine
driving an electrical generator, versus a large engine driving an irrigation pump.
Correct measurements of engine exhaust gases must also be made at prescribed operating
conditions from idle to fully loaded before adjustments or repairs can be made. Prior to making
these exacting measurements, or performing maintenance on propane carburetors, be certain that
all upstream fuel-system components and emission controls are apparently operating properly.
48
supply tank.
A second-stage regulator located at the
engine fuel piping riser.
An in-line regulator which may be a direct
operating regulator, or may function as a
pilot (or sub-regulator) connected to the
second-stage (main regulator).
Diagram of Carburetor, Air/Fuel Ratio Controller, Pilot Regulator, and Main Regulator
Diagram Courtesy of IMPCO Technologies, Inc.
49
4.0
OEM instructions for adjusting pilot
and main regulator output pressures
must be strictly followed to obtain
proper operating fuel supply to the
engine, especially an engine equipped
with a turbocharger.
Improper regulator output settings
may result in poor engine performance,
that do not comply with clean air
regulations.
Manufacturers Diagram of Pressure Measurements Needed for
Adjustment of Sub-Regulator and Main Regulator
Diagram Courtesy of IMPCO Technologies, Inc.
50
51
4.0
6. Remove the secondary lever fulcrum pin by
the right, and the retaining pin only, setting the
retaining pin aside for inspection.
a.
b.
9. Carefully remove the primary cover. Inspect the springs for damage; then place them in a
secure location. Do not modify the spring tension.
52
a.
Carefully remove
the diaphragm.
b.
c.
53
4.0
12. Inspect the primary seat.
a. Remove the primary inlet seat and
spring. Inspect the rubberized surface for
tears, perforation, excessive hardness, or
a gum-like consistency (indications that
replacement is necessary). The primary
seat is the component of the vaporizer
most subject to wear and tear failure.
b.
for sharp corners that contribute to
binding and hanging in the open position.
a.
c.
a.
Coolant drain.
54
b.
c.
Reassembly
14. Reassemble the lower coolant chamber, replacing the rubber gasket/insulator. Tighten the
screws screwdriver-tight (approximately 50 inch-pounds). Do not over-tighten the screws.
15. Reassemble the lower body and sponge.
a. Install the new primary spring/seat
and new sponge.
a.
55
4.0
b. Place the vapor chamber with a new
start two screws. Do not tighten the screws
at this time.
b.
c. Assemble the primary plate by placing
the primary actuating pin in the hole.
Place the primary diaphragm over
the four line-up pins.
Place the two springs over the
diaphragm.
Place the cover over the two springs,
then press fully down.
Hold the cover down with one hand
and start the two pan-head screws.
Tighten those two screws.
Start the remaining screws but do not
tighten them until the diaphragm is
visible around the perimeter of the
primary diaphragm plate.
16. Install the secondary valve pin and
fulcrum assembly.
a. Insert the pin.
b. Install the remaining screw.
c. Tighten all screws to approximately
50 inch-pounds (screwdriver tight).
d. Insert the secondary balance spring
(either blue or orange colored,
depending on pressure requirements).
56
Finger-tighten
these two screws.
Install these
c.
57
4.0
Perform Maintenance and/or Repair Operations on
Propane-Air Mixer
When service is performed on propane-air mixers and carburetor systems, the following
information must be remembered and applied.
Highest
Fuel Btu Content
Lowest
The body of a mixer may be the same for any of these gases, but internal components will
differ. For example, gas valves, diaphragms, air valves, and gas inlet bodies and adjusting
components must be selected for the gas application.
Throttle bodies will have different bore diameters for the gas application.
Component options for stoichiometric or lean-burn gas valves by gas type must be
matched to the engine application.
When a mixer, mixer component, or throttle body is repaired or replaced, engine exhaust
gases must be analyzed, and the repaired/replaced unit must be adjusted to obtain
the best settings for engine performance, fuel economy, and emissions that meet the
In general terms, when a propane-air mixer is adjusted in open loop operation at full power (engine
Power.
Fuel economy.
Emissions.
58
During normal propane fuel usage, light oil deposits may accumulate on the mixers internal
components. If not cleaned on a regular basis, these deposits may impede the movement of
the air valve or cause improper fuel metering. The following steps outline a typical teardown,
inspection, and reassembly process of an IMPCO 425, and will outline several areas that have
traditionally caused some in-service issues.
Installing a Propane-Air Mixer Repair Kit
The body assembly.
The body cover, also called a lid.
The air-gas valve assembly, which includes the valve, diaphragm, and reinforcing plate.
The air-gas spring.
The idle diaphragm cover, which includes the spring.
The idle diaphragm.
The idle diaphragm gasket.
59
4.0
The mixer may be disassembled on the engine, since there are few components that can
easily fall into the engine. During mixer service, the technician should cover the open mixer
assembly with a suitable cover.
It is recommended that the engine be decommissioned during mixer service. Remove the
engine start key, or prevent the engine from starting by some other means.
To disassemble, inspect, install replacement parts, and reassemble the mixer, you will need
A standard screwdriver.
Torx screwdriver (for models that use Torx head screws).
A thin blade knife or putty knife.
A ruler.
Suitable cleaning solvent do not use carburetor cleaner or immerse mixer components
in carburetor cleaners.
Clean, dry shop cloths.
Inspecting/Replacing the Air Valve
1. Remove the four screws located on the top lid.
Gently lift the lid off of the body assembly. It is
common for the air-valve diaphragm to stick to the
mixer lid. If it does, gently pry the diaphragm loose.
The diaphragm is spring loaded; be careful not to
lose the spring.
60
3. If the diaphragm is cracked, torn, cut, or otherwise damaged, it should be replaced with
425. Add a dash 2 (-2) to include the premium yellow diaphragm material for both the
neoprene, also called Hydrin diaphragms. In all cases, any mixer may be (or should be)
upgraded to -2 quality during rebuild.
number. Individual letters and numbers in the air valve part number (AV1-1651-2) have
a.
b.
c.
4. The side view of the air-gas valve shows
machine any surface of the valve. If the valve
is dirty, use a suitable chemical cleaner that
will dissolve the accumulated oil and dirt.
61
4.0
A comparison of the different gas valve shapes reveals that the narrowest valve allows the
most fuel to bypass, providing the richest fuel mixture. The thickest valve allows the least
amount of fuel to bypass, resulting in the leanest fuel mixture.
The shape of the taper also affects fuel-air mixture. If the valve taper is stepped, the valve may
Finally, the number and position of the notches machined into the sides of the gas valve
determine the overall fuel mixture. If the notches extend down to the cushion seal, a richer
mix is produced off of idle. Notches machined starting mid range down the taper will be richer
at that point.
Most IMPCO 425 mixers used in industrial applications are mounted vertically. Occasionally,
one may be mounted horizontally due to mounting logistics or other constraints. Horizontally
mounted mixers may exhibit accelerated wear in the air-gas valve guide area. The fuel
opening and valve guide bushing may become egg-shaped. If this is the case, the mixer cannot
be successfully re-used and must be replaced.
62
Look for corresponding scratches on the Delrin guide bushing on the air-gas valve.
Also inspect the black cushion seal at the base of the tapered gas valve where it attaches
to the assembly.
If the black cushion seal is damaged or missing, the engine will be hard to start and may
have severe low-speed fuel-mixture irregularities.
Place a clean air-valve assembly in the mixer body and slowly rotate. The air-gas valve
assembly should rotate smoothly without any noticeable resistance. If there are any tight
spots, check both the air-gas valve guide bushing and the mixer body for contamination,
cuts, scratches, or any polished spots, which may indicate excessive contact.
If the mixer body is excessively dirty, clean the mixer with a suitable cleaning solvent.
Reinstall the air-gas valve back into the mixer body with the valve portion wet with solvent.
Slowly rotate the air-gas valve assembly and lift throughout its travel to ensure that there is
no binding at any point.
63
4.0
Inspecting/Replacing the Idle Diaphragm and Seat Disc
The IMPCO 425 utilizes an idle diaphragm to control idle and low-speed fuel mixtures. This
diaphragm senses air-valve vacuum and allows fuel to bypass the air-valve metering portion
directly into the base of the mixer body.
1. Remove the four screws holding the
diaphragm cover.
Gently pry the cover from the mixer body.
64
Reassembly
To reassemble the IMPCO 425 air-fuel mixer assembly, reverse the steps listed for teardown,
installing replacement parts as needed.
1. Place the idle diaphragm over the four guides in the mixer body, followed by the gasket.
Ensure that the tapered balance spring is fully seated in the idle diaphragm cover (the
to hold the lever in the upward position when installing the cover. It may also help to back
the screw out four to six turns, and then return to the original position.
Tighten the four screws to approximately 25 inch/lbs. (light screwdriver torque).
65
4.0
2. For initial starting reference, the idle adjusting
screw may be set to 3/4 inch, measured from the
base of the plate to the top of the head.
4. Reinstall the spring (do NOT modify the spring by increasing tension, clipping coils, or
adding shims). Basically, if the spring is weakened, the diaphragm will lift early and will
make the fuel mixture leaner, not richer. If the spring is strengthened by stretching or
shimming, the overall mixture will be richer, but not progressively. Any experimentation
should ALWAYS be accompanied by a means of returning the component back to its
original state.
5. Reinstall the top cover and tighten the screws to approximately 25 inch/lbs.
(screwdriver torque).
Whereas idle mixtures are adjusted at the idle screw, full-load fuel mixtures are adjusted
at the load screw, also called the power valve. Although opening the power valve
All mid-range fuel mixtures are managed by the shape of the gas valve, or electronic
engine control unit.
66
Try to balance the CO, HC, and O2 for their lowest values at the same time.
If the analyzer has a NOx function, adjust the engine for lowest NOx and let the other values
adjust where they will.
If the engine is equipped with a computer-controlled air-fuel ratio system, follow the
manufacturers recommendations for setting the mixture.
67
4.0
If the engine is equipped with a wide-band Lambda sensor, adjust the fuel mixture for
Lambda = 1 for stoichiometric, or by the manufacturers recommendations if the engine is a
lean-burn engine.
If the engine is equipped with a standard oxygen sensor, connect a digital volt-ohm meter to
the sensor output wire. Adjust the idle mixture for a sensor reading of approximately 0.450
volts (450 millivolts).
Adjustments at Rated Engine RPM and Load
running rich throughout the load range, it may have the incorrect air-gas valve. If it is running
at a normal air-fuel ratio at low to mid range but richer at full load, slowly turn the load screw
counterclockwise until the air-fuel ratio is stabilized. Attempt to reach the same exhaust
emission values at load as those that were seen at idle.
If possible, use a laser-type thermal sensor and monitor the exhaust manifold temperatures.
Exhaust temperatures should be recorded for future reference. Temperatures that are higher
than normal indicate a rich air-fuel ratio. This may also be accompanied by the exhaust
manifolds that have a red appearance (not red from engine radiant heat but from the metal
reacting to excessive heat and oxidization).
68
69
4.0
analyzer shown to the right is a
compact exhaust gas measuring unit.
Accessories for the device include a
docking station with computer output
Closing Comments
require fewer periodic adjustments than an engine operating on open loop. Some closed-loop
controllers are simple self-contained air-fuel controllers that require minimal engine inputs
and are easily installed, while others are full-authority engine management controllers.
The effective operation of these devices still relies upon a functioning engine and fuel system.
are the result of installing an engine that is not properly matched to the work load.
For a review of the sensor inputs and basic air-fuel controllers, please refer to chapter 3.
70
4.1
Lab Activity
Directions: Fill in the blanks provided to identify each item shown and how to
determine if a repair or replacement action is needed.
1. The component being removed from the converter is the __
_________________________________________
_________________________________________
It should be inspected for the presence of ____________
_________________________________________
_________________________________________
_________________________________________
_________________________________________
_________________________________________
2. The condition shown in the picture to the right indicates __
_________________________________________
_________________________________________
The action to take to restore proper operation is ________
_________________________________________
_________________________________________
3. The purpose of the maintenance operation shown to the
right is ___________________________________
_________________________________________
_________________________________________
_________________________________________
_________________________________________
71
4.0
5. The converter part shown to the right is the ___________
_________________________________________
It should be replaced if _________________________
_________________________________________
_________________________________________
6. The part shown to the right is a ___________________
_________________________________________
It should be replaced if _________________________
_________________________________________
_________________________________________
72
4.2
Lab Activity
Follow any instructions given by your instructor. Be aware of how your actions
may affect others nearby, and how their actions could affect you.
73
4.0
NOTES
74
Appendix A
Glossary of Terms
75
A
GLOSSARY OF TERMS
Air-fuel ratio is frequently used in the analysis of the combustion process. It is usually
AF = (mass of Air) / (mass of Fuel)
or
Air-Fuel Ratio equals
(mass of Air)
(mass of Fuel)
Boiling point is the temperature, at atmospheric pressure, where a liquid changes to a vapor
(gaseous) state.
A 3-way catalytic converter is an exhaust system component (installed downstream of
Reduces nitrogen oxides to nitrogen and oxygen.
Oxidizes carbon monoxide to carbon dioxide.
Oxidizes unburned hydrocarbons to carbon dioxide and water by heat and
chemical reaction.
A converter vaporizer/pressure regulator uses engine heat (from circulating
coolant) to vaporize liquid propane and then reduces the vapor pressure supplied to the
propane-air mixer.
EGR refers to exhaust gas recirculation, a method that may be used by an engine
manufacturer to reduce NOx compounds in the exhaust gases by decreasing the amount of
oxygen in the combustion chamber. High combustion temperatures are the primary cause of
NOx formation. By recirculating a small amount of exhaust gas back into the cylinders, the
combustion temperature is reduced by eliminating excess oxygen.
An electric lock-off valve
not operating.
Excess air
common to use more air than the stoichiometric amount in the combustion chamber to
increase the chances of complete combustion. Excess air can also be used to provide some
temperature control of the combustion chamber.
76
Glossary of Terms
77
78
Appendix B
Referenced
Publications and
General Information
79
B
Material Safety Data Sheet Odorized Propane
CHEMICAL PROPANE AND
COMPANY IDENTIFICATION
Product Name: Odorized
Commercial Propane
Chemical Name: Propane
Chemical Family: Hydrocarbon
Formula: C3H8
Synonyms: Dimethylmethane,
(LPG), Propane, Propyl Hydride
Transportation Emergency No.:
800/424-9300 (CHEMTREC)
COMPOSITION/INFORMATION ON INGREDIENTS
INGREDIENT NAME / CAS NUMBER
Propane/74-98-6
Ethane/74-84-0
Propylene/115-07-1
Butanes/various
Ethyl Mercaptan/75-08-1
PERCENTAGE
87.5100
07.5
010.0
02.5
1625 ppm
HAZARDS IDENTIFICATION
Emergency Overview
DANGER!
and all other ignition sources. Vapor replaces
oxygen available for breathing and may cause
adequate ventilation. Odor may not provide
adequate warning of potentially hazardous
concentrations. Vapor is heavier than air.
Liquid can cause freeze burn similar to frostbite.
Do not get liquid in eyes, on skin, or on clothing.
Avoid breathing of vapor. Keep container valve
closed when not in use.
80
OSHA PEL
1,000 ppm
1,000 ppm
1,000 ppm
1,000 ppm
0.5 ppm
81
B
FIRE-FIGHTING MEASURES
FLASH POINT: 156F (104C)
AUTOIGNITION: 842F (432C)
IGNITION TEMPERATURE IN AIR: 9201120F
FLAMMABLE LIMITS IN AIR BY VOLUME:
EXTINGUISHING MEDIA: Dry chemical, CO2, water spray or fog for surrounding
SPECIAL FIRE-FIGHTING INSTRUCTIONS: Evacuate personnel from danger area.
Evacuated personnel should stay upwind and away from tank ends, and move to a distance at
(especially upper half) with water spray from maximum distance and the sides of containers,
82
PROTECTIVE CLOTHING: Avoid skin contact with liquid propane because of the
possibility of freeze burn. Wear gloves and protective clothing that are impervious to
the product for the duration of the anticipated exposure.
EYE PROTECTION:
cylinders.
OTHER PROTECTIVE EQUIPMENT: Safety shoes are recommended when
handling cylinders.
83
B
EXPOSURE CONTROLS/PERSONAL PROTECTION
BOILING POINT: @ 14.7 psia = 44F
SPECIFIC GRAVITY (DENSITY) OF VAPOR (Air = 1) at 60F: 1.50
SPECIFIC GRAVITY OF LIQUID (Water = 1) at 60F: 0.504
VAPOR PRESSURE: @ 70F = 127 psig
@ 105F = 210 psig
EXPANSION RATIO (From liquid to gas @ 14.7 psia): 1 to 270
SOLUBILITY IN WATER: Slight, 0.1 to 1.0%
APPEARANCE AND ODOR: A colorless and tasteless gas at normal temperature and
pressure. An odorant has been added to provide a strong unpleasant odor.
ODORANT WARNING: Odorant is added to aid in the detection of leaks. One common
odorant is ethyl mercaptan, CAS No. 75-08-01. Odorant has a foul smell. The ability of
people to detect odors varies widely. In addition, certain chemical reactions with material
in the propane system, or fugitive propane gas from underground leaks passing through
certain soils, can reduce the odor level. No odorant will be 100% effective in all
circumstances. If odorant appears to be weak, notify propane supplier immediately.
STABILITY AND REACTIVITY
STABILITY: Stable.
Conditions to Avoid: Keep away from high heat, strong oxidizing agents, and sources
of ignition.
REACTIVITY:
Hazardous Decomposition Products: Products of combustion are fumes, smoke,
carbon monoxide and aldehydes, and other decomposition products. Incomplete
combustion can cause carbon monoxide, a toxic gas, while burning, and may occur
when propane is used as an engine fuel.
Hazardous Polymerization: Will not occur.
TOXICOLOGICAL INFORMATION
Propane is non-toxic and is a simple asphyxiate, however, it does have slight anesthetic
properties and higher concentrations may cause dizziness.
[IRRITANCY OF MATERIAL]
84
[SENSITIZATION TO MATERIAL]
[REPRODUCTIVE EFFECTS]
[TERATOGENICITY]: None
[MUTAGENICITY]: None
[SYNERGISTIC MATERIALS]: None
ECOLOGICAL INFORMATION
No adverse ecological effects are expected. Propane does not contain any Class I or Class
II ozone-depleting chemicals (40 CFR Part 82). Propane is not listed as a marine pollutant
by DOT (49 CFR Part 171).
DISPOSAL CONSIDERATIONS
WASTE DISPOSAL METHOD: Do not attempt to dispose of residual or unused
product in the container. Return to supplier for safe disposal.
Residual product within process system may be burned at a controlled rate, if a suitable
federal, state, and local regulations.
TRANSPORTATION INFORMATION
DOT SHIPPING NAME:
HAZARD CLASS: 2.1 (Flammable Gas)
IDENTIFICATION NUMBER: UN 1075
PRODUCT RQ: None
SHIPPING LABEL(S): Flammable gas
IMO SHIPPING NAME: Propane
PLACARD (When Required): Flammable gas
IMO IDENTIFICATION NUMBER: UN 1978
SPECIAL SHIPPING INFORMATION: Container should be transported in a secure,
upright position in a well-ventilated vehicle.
85
B
REGULATORY INFORMATION
The following information concerns selected regulatory requirements potentially applicable to
their own regulatory compliance on a federal, state [provincial], and local level.
U.S. FEDERAL REGULATIONS
EPA Environmental Protection Agency
CERCLA Comprehensive Environmental Response, Compensation, and
Liability Act of 1980 (40 CFR Parts 117 and 302)
SARA Superfund Amendment and Reauthorization Act
(TPQ) and release reporting on reportable quantities (RQ) of EPA extremely
hazardous substances (40 CFR Part 355).
appear in 40 CFR Part 372. Propane does not require reporting under Section 313.
40 CFR PART 68 Risk Management for Chemical Accidental Release
TSCA Toxic Substance Control Act
Propane is not listed on the TSCA inventory.
OSHA Occupational Safety and Health Administration
FDA Food and Drug Administration
when used as a propellant, aerating agent, and gas.
86
OTHER INFORMATION
SPECIAL PRECAUTIONS: Use piping and equipment adequately designed to
withstand pressures to be encountered.
NFPA 58
and OSHA 29 CFR 1910.110 require that all
persons employed in handling LP gases be trained in proper handling and operating
procedures, which the employer shall document. Contact your propane supplier to arrange
propane containers and systems.
WARNING: Be aware that with odorized propane, the intensity of ethyl mercaptan stench
(its odor) may fade due to chemical oxidation (in the presence of rust, air, or moisture),
adsorption, or absorption. Some people have nasal perception problems and may not be able
to smell the ethyl mercaptan stench. Leaking propane from underground lines may lose its
odor as it passes through certain soils. While ethyl mercaptan may not impart the warning of
the presence of propane in every instance, it is generally effective in a majority of situations.
Familiarize yourself, your employees, and customers with this warning and other facts
associated with the so-called odor-fade phenomenon. If you do not already know all the facts,
contact your propane supplier for more information about odor, electronic gas alarms, and
other safety considerations associated with the handling, storage, and use of propane.
This material safety data sheet and the information it contains is offered to you in good faith
as accurate. Much of the information contained in this data sheet was received from outside
sources. To the best of our knowledge this information is accurate, but the Propane Education
& Research Council does not guarantee its accuracy or completeness. Health and safety
precautions in this data sheet may not be adequate for all individuals and/or situations. It is
the users obligation to evaluate and use this product safely, comply with all applicable laws
and regulations, and to assume the risks involved in the use of this product.
NO WARRANTY OF MERCHANTABILITY, FITNESS FOR ANY PARTICULAR PURPOSES,
OR ANY OTHER WARRANTY IS EXPRESSED OR IS TO BE IMPLIED REGARDING
THE ACCURACY OR COMPLETENESS OF THIS INFORMATION, THE RESULTS TO BE
OBTAINED FROM THE USE OF THIS INFORMATION OR THE PRODUCT, THE SAFETY
OF THIS PRODUCT, OR THE HAZARDS RELATED TO ITS USE.
The purpose of this MSDS is to set forth general safety information and warnings related to
the use of propane. It is not intended to be an exhaustive treatment of the subject, and should
not be interpreted as precluding other authoritative information, or safety procedures that
would enhance safe LP-gas storage, handling, or use. Issuance of this MSDS is not intended
nor should it be construed as an undertaking to perform services on behalf of any party either
for their protection or for the protection of third parties. The Propane Education & Research
Council assumes no liability for reliance on the contents of this material safety data sheet.
87
B
Estimating Propane Supply Tank Vaporization
RULE OF THUMB ESTIMATED VAPORIZATION RATES FOR 500 AND 1,000 WATER
GALLON ABOVEGROUND ASME TANKS @ 20F AMBIENT TEMPERATURE (Btu/hr)
Liquid
Propane in
Tank
Tank Capacity
(Gal. Water Capacity)
500
1,000
60%
880,000
1,590,800
50%
779,200
1,431,720
40%
710,400
1,272,640
30%
621,600
1,113,560
20%
532,800
954,480