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Post Info TOPIC: Types of Fuel in planes


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Types of Fuel in planes
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Source : The company i work for


ATFor more commonly called as JET FUEL.

CIVIL JET FUELS

Aviation turbine fuels are used for powering jet and turbo-prop engined aircraft and are not to be confused with Avgas. Outside former communist areas, there are currently two main grades of turbine fuel in use in civil commercial aviation : Jet A-1 and Jet A, both are kerosine type fuels. There is another grade of jet fuel, Jet B which is a wide cut kerosine (a blend of gasoline and kerosine) but it is rarely used except in very cold climates.

JET A-1

Jet A-1 is a kerosine grade of fuel suitable for most turbine engined aircraft. It is produced to a stringent internationally agreed standard, has a flash point above 38°C (100°F) and a freeze point maximum of -47°C. It is widely available outside the U.S.A. Jet A-1 meets the requirements of British specification DEF STAN 91-91 (Jet A-1), (formerly DERD 2494 (AVTUR)), ASTM specification D1655 (Jet A-1) and IATA Guidance Material (Kerosine Type), NATO Code F-35.

JET A

Jet A is a similar kerosine type of fuel, produced to an ASTM specification and normally only available in the U.S.A. It has the same flash point as Jet A-1 but a higher freeze point maximum (-40°C). It is supplied against the ASTM D1655 (Jet A) specification.

JET B

Jet B is a distillate covering the naphtha and kerosine fractions. It can be used as an alternative to Jet A-1 but because it is more difficult to handle (higher flammability), there is only significant demand in very cold climates where its better cold weather performance is important. In Canada it is supplied against the Canadian Specification CAN/CGSB 3.23

MILITARY

JP-4

JP-4 is the military equivalent of Jet B with the addition of corrosion inhibitor and anti-icing additives; it meets the requirements of the U.S. Military Specification MIL-PRF-5624S Grade JP-4. JP-4 also meets the requirements of the British Specification DEF STAN 91-88 AVTAG/FSII (formerly DERD 2454),where FSII stands for Fuel Systems Icing Inhibitor. NATO Code F-40.

JP-5

JP-5 is a high flash point kerosine meeting the requirements of the U.S. Military Specification MIL-PRF-5624S Grade JP-5. JP-5 also meets the requirements of the British Specification DEF STAN 91-86 AVCAT/FSII (formerly DERD 2452). NATO Code F-44.

JP-8

JP-8 is the military equivalent of Jet A-1 with the addition of corrosion inhibitor and anti-icing additives; it meets the requirements of the U.S. Military Specification MIL-T-83188D. JP-8 also meets the requirements of the British Specification DEF STAN 91-87 AVTUR/FSII (formerly DERD 2453). NATO Code F-34.


Many older planes do use AVGAS but then i do not have both come across and never handled any of the them, so would not be apt and correct to quote them.



AVIATION FUEL ADDITIVES

Aviation fuel additives are compounds added to the fuel in very small quantities, usually measurable only in parts per million, to provide special or improved qualities. The quantity to be added and approval for its use in various grades of fuel is strictly controlled by the appropriate specifications.

A few additives in common use are as follows:

1. Anti-knock additives reduce the tendency of gasoline to detonate. Tetra-ethyl lead (TEL) is the only approved anti-knock additive for aviation use and has been used in motor and aviation gasolines since the early 1930s.

2. Anti-oxidants prevent the formation of gum deposits on fuel system components caused by oxidation of the fuel in storage and also inhibit the formation of peroxide compounds in certain jet fuels.

3. Static dissipator additives reduce the hazardous effects of static electricity generated by movement of fuel through modern high flow-rate fuel transfer systems. Static dissipator additives do not reduce the need for `bonding' to ensure electrical continuity between metal components (e.g. aircraft and fuelling equipment) nor do they influence hazards from lightning strikes.

4. Corrosion inhibitors protect ferrous metals in fuel handling systems, such as pipelines and fuel storage tanks, from corrosion. Some corrosion inhibitors also improve the lubricating properties (lubricity) of certain jet fuels.

5. Fuel System Icing Inhibitors (Anti-icing additives) reduce the freezing point of water precipitated from jet fuels due to cooling at high altitudes and prevent the formation of ice crystals which restrict the flow of fuel to the engine. This type of additive does not affect the freezing point of the fuel itself. Anti-icing additives can also provide some protection against microbiological growth in jet fuel.

6. Metal de-activators suppress the catalytic effect which some metals, particularly copper, have on fuel oxidation.

7. Biocide additives are sometimes used to combat microbiological growths in jet fuel, often by direct addition to aircraft tanks; as indicated above some anti-icing additives appear to possess biocidal properties.

8. Thermal Stability Improver additives are sometimes used in military JP-8 fuel, to produce a grade referred to as JP-8+100, to inhibit deposit formation in the high temperature areas of the aircraft fuel system.

POWER BOOSTING FLUIDS

It used to be commonplace for large piston engines to require special fluids to increase their take-off power. Similar injection systems are also incorporated in some turbo-jet and turbo-prop engines. The power increase is achieved by cooling the air consumed, to raise its density and thereby increase the weight of air available for combustion. This effect can be obtained by using water alone but it is usual to inject a mixture of methanol and water to produce a greater degree of evaporative cooling and also to provide additional fuel energy.

For piston engines, methanol/water mixtures are used and these may have 1 percent of a corrosion inhibiting oil added. The injection system may be used to compensate for the power lost when operating under high temperature and/or high altitude conditions (i.e. with low air densities) or to obtain increased take-off power under normal atmospheric conditions, by permitting higher boost pressure for a short period.

Both water alone and methanol/water mixtures are used in gas turbine engines, principally to restore the take-off power (or thrust) lost when operating under low air density conditions. Use of a corrosion inhibitor in power boost fluids supplied for these engines is not permitted.

The methanol and water used must be of very high quality to avoid formation of engine deposits. The water must be either demineralised or distilled and the only adulterant permitted in the methanol is up to 0.5 per cent of pyridine if required by local regulations as a de-naturant. In the past there were several different grades of water/methanol mixtures, e.g. 45/55/0 for turbine engines, 50/50/0 for piston engines (this was also available with 1% corrosion inhibiting oil and was designated 50/50/1) and 60/40/0, however, with decreasing demand leading suppliers now only suppliy 45/55/0.


For more information please try and contact the following :


DEF STAN specifications

Ministry of Defence
Directorate of Standardisation
Kentigern House
65 Brown Street
Glasgow G2 8EX
UK
phone +44 141 224 2496
fax +44 141 224 2503

ASTM Specifications

ASTM specifications are published annually in the ASTM Book of Standards, Section 5 (in paper and CD). Copies available from

ASTM
100 Barr Harbor Drive
West Conshohocken
PA 19428-2959
USA
phone +1 610 832 9585
fax +1 610 832 9555

US Military specifications

Department of Defense
DODSSP
Building 4/ Section D
700 Robins Avenue
PA 19111-5094
USA
phone +1 215 697 2667
fax +1 215 697 1462


IATA Guidance Material

IATA issue an excellent guide covering commercial aviation fuels and additives. The 4th Edition has just been published and can be obtained from

Fuel Services - IATA
800 Place Victoria
PO Box 113
Montreal
Quebec
Canada H6Z 1M1
phone +1 514 874 0202
fax +1 514 874 2661



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Source : FAA.


FAA's rules on fuel requirements are in FAR Part 121, are as follows:

No alternate airport is required if for at least one hour before and one hour after the estimated time of arrival at the destination airport the appropriate weather reports or forecasts, indicate:
A. The ceiling will be at least 2,000 feet above the airport elevation, and
B. Visibility will be at least three miles.
No person may dispatch or takeoff an airplane unless it has enough fuel:
A. To fly to the airport to which it is dispatched;
B. Thereafter, to fly to and land at the most distant alternate airport (where required) for the airport to which dispatched; and
C. Thereafter, to fly for 45 minutes at normal cruising fuel consumption.
In computing fuel required, consider the following:
A. Wind and other weather conditions forecast.
B. Anticipated traffic delays.
C. One instrument approach and possible missed approach at destination.
D. Any other conditions that may delay landing of the aircraft.



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Source : Our competitor


P E R F O R M A N C E - P R O P E R T I E S

Since the primary function of aviation turbine fuel ( jet fuel ) is to power an aircraft, energy content and combustion quality are key fuel performance properties. Other significant performance properties are stability, lubricity, fluidity, volatility, non-corrosivity, and cleanliness. Besides providing a source of energy, fuel is also used as a hydraulic fluid in engine control systems and as a coolant for certain fuel system components.

Stability
A stable fuel is one whose properties remain unchanged. Factors that can lead to deleterious changes in fuel properties include time (storage stability) and exposure to high temperatures in the engine(thermal stability).
Thermal stability is one of the most important jet fuel properties because the fuel serves as a heat exchange medium in the engine and airframe. Jet fuel is used to remove heat from engine oil, hydraulic fluid,and air conditioning equipment. 

Lubricity
Lubricity is the ability to reduce friction between solid surfaces in relative motion, so it is a measure of a material’s effectiveness as a lubricant.Jet fuel must possess a certain degree of lubricity because jet engines rely on the fuel to lubricate some moving parts in fuel pumps and flow control units.

Fluidity
Jet fuel is exposed to very low temperatures both at altitude – especially on polar routes in wintertime – and on the ground at locations subject to cold weather extremes. The fuel must retain its fluidity at these low temperatures or fuel flow to the engines will be reduced or even stop.

Viscosity


Jet fuel at high pressure is injected into the combustion section of the turbine engine through nozzles. This system is designed to produce a fine spray of fuel droplets that evaporate quickly as they mix with air. The spray pattern and droplet size are influenced by fuel viscosity. If it is too high, an engine can be difficult to relight in flight. For this reason, jet fuel specifications place an upper limit on viscosity.

Fuel viscosity influences the pressure drop in the fuel system lines. Higher
viscosities result in higher line pressure drops, requiring the fuel pump to work harder to maintain a constant fuel flow rate. Fuel viscosity also influences the performance of the fuel system control unit.

Volatility
Volatility is important because a fuel must vaporize before it can burn.
However, too high a volatility can result in evaporative losses or fuel system vapor lock. Volatility is one of the major differences between kerosene-type and wide-cut jet fuel.

Non-corrosivity
Jet fuel contacts a variety of materials during distribution
and use. It is essential that the fuel not corrode any of these materials, especially those in aircraft fuel systems. Typically, fuel tanks are aluminum, but fuel systems also contain steel and other metals. Fuel tanks may also have sealants or coatings, and elastomers are used in other sections of the fuel system. Engine and airframe manufacturers conduct extensive fuel compatibility testing before approving a material for fuel system use.
Corrosive compounds potentially present in jet fuel include organic acids
and mercaptans.



-- Edited by JumboJet at 20:15, 2006-08-04

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Nice List.Thanks for the Contribution.


JetA1 Rules


Hows the Reaction of JetA1 with Radio Transmission over cell phones/Low power Portable RT units in Proximity of their vapours.Any study.


regds


MEL



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HAWK21M wrote:



Nice List.Thanks for the Contribution.


JetA1 Rules


Hows the Reaction of JetA1 with Radio Transmission over cell phones/Low power Portable RT units in Proximity of their vapours.Any study.


regds


MEL





Sir,


Give me some time and i shall research my database. Acutally i have over 3000 pdfs so let me search for the right one with its source and upate you.



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Wow really interesting lookin forward to more info. Keep up the gr8 work


rgds


the_380



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the_380 wrote:



Wow really interesting lookin forward to more info. Keep up the gr8 work


rgds


the_380




Thank you for lauding my efforts

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Does anyone use a fuel calculator........here on this site



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man this thread sounds like my good ol organic chemistry days and studying environmental pollution...

darn i miss college days!

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I am going through such days now any tips for me

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Tips.....Don't Light a Match near Fuel Vapour.



 


regds


MEL



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DABTH wrote:


man this thread sounds like my good ol organic chemistry days and studying environmental pollution... darn i miss college days!


Life is precipitation......and unless chemistry (body) matches....even biology can do little

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JumboJet wrote:

DABTH wrote:


man this thread sounds like my good ol organic chemistry days and studying environmental pollution... darn i miss college days!


Life is precipitation......and unless chemistry (body) matches....even biology can do little





hehehe good one....

@A380.... what tips you want?

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the_380 wrote:


I am going through such days now any tips for me



Well you have a resouce full of knowledge, id rather call it a pool.....


Shoot questions and u shall get experienced answers.....Remember ASK AND U SHALL RECEIVE



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Well unfortunately we have an idiot teaching us english

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the_380 wrote:


Well unfortunately we have an idiot teaching us english



Your post reminds me of my english teacher....who used to say the following :


Dont worry children, if you are weak in english, i shall improve your weakness......now we have all grown up and i know what it means .....egad.....we were not in safe hands



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Some research is now being done on BIO KEROSENE for Aviation Industry.


Will keep u all posted once the testing is done.


Good results so far in attaning ignition, it is the force we are working on.



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