Jet fuel 1

Jet fuel

An Airbus A310 being fueled at Prague Ruzyně Airport

Jet fuel is a type of aviation fuel designed for use inaircraft powered by gas-turbine engines. It is clear tostraw-colored in appearance. The most commonlyused fuels for commercial aviation are Jet A and JetA-1 which are produced to a standardizedinternational specification. The only other jet fuelcommonly used in civilian turbine-engine poweredaviation is Jet B which is used for its enhancedcold-weather performance.

Jet fuel is a mixture of a large number of different hydrocarbons. The range of their sizes (molecular weights orcarbon numbers) is restricted by the requirements for the product, for example, the freezing point or smoke point.Kerosene-type jet fuel (including Jet A and Jet A-1) has a carbon number distribution between about 8 and 16 carbonnumbers (carbon atoms per molecule); wide-cut or naphtha-type jet fuel (including Jet B), between about 5 and 15carbon numbers.[1]

History of jet fuelFuel for piston-engine powered aircraft (usually a high-octane gasoline known as avgas) has a low flash point toimprove its ignition characteristics. Turbine engines can operate with a wide range of fuels, and jet-aircraft enginestypically use fuels with higher flash points, which are less flammable and therefore safer to transport and handle. Thefirst jet fuels were based on kerosene or a gasoline-kerosene mix, and most jet fuels are still kerosene-based. BothBritish and American standards for jet fuels were first established at the end of World War II. British standardsderived from standards for kerosine use for lamps, whereas American standards derived from aviation gasolinepractices. Over the subsequent years, details of specifications were adjusted, such as minimum freezing point, tobalance performance requirements and availability of fuels. Very low temperature freezing points reduce theavailability of fuel. Higher flash point products required for use on aircraft carriers are more expensive to produce.[2]

In the United States, ASTM International produces standards for civilian fuel types, and the U.S. Department ofDefense produces standards for military use. The British Ministry of Defence establishes standard for both civil andmilitary jet fuels.[2] For reasons of inter-operational ability, British and U.S. military standards are harmonized to adegree. In Russia and former Soviet Union countries, grades of jet fuels are covered by the State Standard (GOST)number, or a Technical Condition (TU) number, with the principle grade available in Russia and members of the CISbeing TS-1.

Jet fuel 2

Types

Differences between Jet A and Jet A-1

Shell Jet A-1 refueller truck on the ramp atVancouver International Airport. Notice the signsindicating 1863 hazardous material and JET A-1.

A US Airways Boeing 757 being fueled at FortLauderdale – Hollywood International Airport.

Jet A specification fuel has been used in the United States since the1950s and is only available in the United States (and at Gander Airportin Newfoundland by Shell Aviation), whereas Jet A-1 is the standardspecification fuel used in the rest of the world. Both Jet A and Jet A-1have a flash point higher than 38 °C (100 °F), with an autoignitiontemperature of 210 °C (410 °F). This means that the fuel is safer tohandle than traditional avgas.

The primary differences between Jet A and Jet A-1 are the higherfreezing point of Jet A (−40 °C vs −47 °C for Jet A-1), and themandatory requirement for the addition of an anti-static additive to JetA-1.

Like Jet A-1, Jet A can be identified in trucks and storage facilities bythe UN number 1863 Hazardous Material placards.[3] Jet A trucks,storage tanks, and pipes that carry Jet A are marked with a blacksticker with a white "Jet A" written over it, next to another black stripe.

The annual U.S. usage of jet fuel was 20.2 billion US gallons(expected operatorexpected operatorexpected operatorexpectedoperatorexpected operatorexpected operatorexpectedoperatorexpected operatorexpected operatorexpectedoperatorexpected operatorexpected operatorexpectedoperatorexpected operator×1010 L) in 2009.[4]

Typical physical properties for Jet A and Jet A-1

Jet A-1 Fuel must meet the specification for DEF STAN 91-91 (Jet A-1), ASTM specification D1655 (Jet A-1) andIATA Guidance Material (Kerosine Type), NATO Code F-35.Jet A Fuel must reach ASTM specification D1655 (Jet A) [5]

Typical physical properties for Jet A / Jet A-1 fuel:[6]

Jet A-1 Jet A

Flash point 42 °C 51.1 °C

Autoignition temperature 210 °C (410 °F)[7]

Freezing point −47 °C (−52.6 °F) −40 °C (−40 °F)

Open air burning temperatures 260-315 °C (500-599 °F)[7]

Density at 15 °C (59 °F) .804 kg/L .820 kg/L

Specific energy 43.15 MJ/kg 43.02 MJ/kg

Energy density 34.7 MJ/L 35.3 MJ/L

Jet fuel 3

Jet BJet B is a fuel in the naphtha-kerosene region that is used for its enhanced cold-weather performance. However, JetB's lighter composition makes it more dangerous to handle.[5] For this reason it is rarely used, except in very coldclimates. A blend of approximately 30% kerosene and 70% gasoline, it is known as wide-cut fuel. It has a very lowfreezing point of - 60 degrees Celsius and a low flash point as well. It is primarily used in US and some militaryaircraft.

AdditivesThe DEF STAN 91-91 (UK) and ASTM D1655 (international) specifications allow for certain additives to be addedto jet fuel, including:[8][9]

• Antioxidants to prevent gumming, usually based on alkylated phenols, e.g., AO-30, AO-31, or AO-37;• Antistatic agents, to dissipate static electricity and prevent sparking; Stadis 450, with dinonylnaphthylsulfonic

acid (DINNSA) as the active ingredient, is an example• Corrosion inhibitors, e.g., DCI-4A used for civilian and military fuels, and DCI-6A used for military fuels;• Fuel system icing inhibitor (FSII) agents, e.g., Di-EGME; FSII is often mixed at the point-of-sale so that users

with heated fuel lines do not have to pay the extra expense.• Biocides are to remediate microbial (i.e., bacterial and fungal) growth present in aircraft fuel systems. Currently,

two biocides are approved for use by most aircraft and turbine engine original equipment manufacturers (OEMs);Kathon FP1.5 Microbiocide and Biobor JF.[10]

• Metal deactivator can be added to remediate the deleterious effects of trace metals on the thermal stability of thefuel. The one allowable additive is N,N’-disalicylidene 1,2-propanediamine.

Water in jet fuelIt is very important that jet fuel be free from water contamination. During flight, the temperature of the fuel in thetanks decreases, due to the low temperatures in the upper atmosphere. This causes precipitation of the dissolvedwater from the fuel. The separated water then drops to the bottom of the tank, because it is denser than the fuel. Fromthis time on, as the water is no longer in solution, it can freeze, blocking fuel inlet pipes. This was the cause of theBritish Airways Flight 38 accident. Removing all water from fuel is impractical, therefore fuel heaters are usuallyused on commercial aircraft to prevent water in fuel from freezing.There are several methods for detecting water in jet fuel. A visual check may detect high concentrations ofsuspended water, as this will cause the fuel to become hazy in appearance. An industry standard chemical test for thedetection of free water in jet fuel uses a water-sensitive filter pad that turns green if the fuel exceeds the specificationlimit of 30ppm (parts per million) free water.[11]

Military jet fuelsMilitary organizations around the world use a different classification system of JP numbers. Some are almostidentical to their civilian counterparts and differ only by the amounts of a few additives; Jet A-1 is similar to JP-8,Jet B is similar to JP-4. Other military fuels are highly specialized products and are developed for very specificapplications. JP-5 fuel is fairly common, and was introduced to reduce the risk of fire on aircraft carriers (JP-5 has ahigher flash point—a minimum of 60 °C). Other fuels were specific to one type of aircraft. JP-6 was developedspecifically for the XB-70 Valkyrie and JP-7 for the SR-71 Blackbird. Both these fuels were engineered to have ahigh flash point to better cope with the heat and stresses of high speed supersonic flight. One aircraft-specific jet fuelstill in use by the United States Air Force is JPTS, which was developed in 1956 for the Lockheed U-2 spy plane.Jet fuels are sometimes classified as kerosene or naphtha-type.[2] Kerosene-type fuels include Jet A, Jet A-1, JP-5and JP-8. Naphtha-type jet fuels, sometimes referred to as "wide-cut" jet fuel, include Jet B and JP-4.[2]

Jet fuel 4

Syntroleum has been working with the U. S. Air Force to develop a synthetic jet fuel blend that will help the AirForce to reduce its dependence on imported petroleum. The Air Force, which is the U.S. military's largest user offuel, began exploring alternative fuel sources in 1999. On December 15, 2006, a B-52 took off from Edwards AFBfor the first time powered solely by a 50-50 blend of JP-8 and Syntroleum's FT fuel. The seven-hour flight test wasconsidered a success. The goal of the flight test program was to qualify the fuel blend for fleet use on the service'sB-52s, and then flight test and qualification on other aircraft. On August 8, 2007, Air Force Secretary MichaelWynne certified the B-52H as fully approved to use the FT blend, marking the formal conclusion of the test program.This program is part of the Department of Defense Assured Fuel Initiative, an effort to develop secure domesticsources for the military energy needs. The Pentagon hopes to reduce its use of crude oil from foreign producers andobtain about half of its aviation fuel from alternative sources by 2016. With the B-52 now approved to use the FTblend, the USAF will use the test protocols developed during the program to certify the C-17 Globemaster III andthen the B-1B to use the fuel. To test these two aircraft, the Air Force has ordered unknown operator: u',' USgallons (unknown operator: u'strong'unknown operator: u','L) of FT fuel. The Air Force intends to test andcertify every airframe in its inventory to use the fuel by 2011. They will also supply over unknown operator: u','US gallons (unknown operator: u'strong'unknown operator: u','L) to NASA for testing in various aircraft andengines.

Piston engine useJet fuel is very similar to diesel fuel, and in some cases, may be burned in diesel engines. The possibility ofenvironmental legislation banning the use of leaded avgas, and the lack of a replacement fuel with similarperformance, has left aircraft designers and pilot's organizations searching for alternative engines for use in smallaircraft.[12] As a result, a few aircraft engine manufacturers, most notably Thielert, have begun offering aircraftdiesel engines which run on jet fuel. This technology has potential to simplify airport logistics by reducing thenumber of fuel types required. Jet fuel is available in most places in the world, whereas avgas is only widelyavailable in a few countries which have a large number of general aviation aircraft. A diesel engine may alsopotentially be more environmentally friendly and fuel-efficient than an avgas engine. However, very few dieselaircraft engines have been certified by aviation authorities, and widespread use of diesel aircraft engines is still yearsin the future.Jet fuel is often used in ground support vehicles at airports, instead of diesel. The United States military makes heavyuse of JP-8, for instance. However, jet fuel tends to have poor lubricating ability in comparison to diesel, therebyincreasing wear on fuel pumps and other related engine parts. Civilian vehicles tend to disallow its use, or requirethat an additive be mixed with the jet fuel to restore its lubricity. Since jet fuel is also significantly more expensivethan diesel, some critics consider using jet fuel in ground vehicles as wasteful.

Synthetic jet fuelA significant effort is under way to certify Fischer–Tropsch (FT) synthetic fuels for use in U.S. and internationalaviation fleets. In this effort is being led by an industry coalition known as the Commercial Aviation AlternativeFuels Initiative (CAAFI),[13] also supported by a parallel initiative under way in the U.S. Air Force,[14] to certify FTfuel for use in all aviation platforms. The U.S. Air Force has a stated goal of certifying its entire fleet for use with FTsynthetic fuel blends by 2011.[15] The CAAFI initiative aims to certify the civilian aviation fleet for FT syntheticfuels blends by 2010, and has programs under way to certify Hydrogenated Renewable Jet (HRJ) biofuels as early as2013.[16] "Hydroprocessed" and "hydrotreated" have also been used in lieu of "hydrogenated".Synthetic jet fuels show a reduction in pollutants such as SOx, NOx, particulate matter, and hydrocarbonemissions.[17] It is envisaged that usage of synthetic jet fuels will increase air quality around airports which will beparticularly advantageous at inner city airports.[18]

Jet fuel 5

• Qatar Airways became the first airline to operate a commercial flight on a 50:50 blend of synthetic Gas to Liquid(GTL) jet fuel and conventional jet fuel. The natural gas derived synthetic kerosene for the six-hour flight fromLondon to Doha came from Shell’s GTL plant in Bintulu, Malaysia.[19]

• The world's first passenger aircraft flight to use only synthetic jet fuel was from Lanseria International Airport toCape Town International Airport on 22 September 2010. The fuel was developed by Sasol.[20]

Jet biofuelsThe air transport industry is responsible for 2 percent of man-made carbon dioxide emitted.[21] Boeing estimates thatbiofuels could reduce flight-related greenhouse-gas emissions by 60 to 80 percent. One possible solution which hasreceived more media coverage than others would be blending synthetic fuel derived from algae with existing jetfuel:[22]

Green Flight International became the first airline to fly jet aircraft on 100% biofuel. The flight from Stead airport inStead, Nevada was in an Aero L-29 Delfín piloted by Carol Sugars and Douglas Rodante.[23]

• Boeing and Air New Zealand are collaborating with Tecbio [24] Aquaflow Bionomic and other jet biofueldevelopers around the world.

• Virgin Atlantic Airways successfully tested a biofuel blend consisting of 20% babassu nuts and coconut and 80%conventional jet fuel, which was fed to a single engine on a 747 flight from London to Amsterdam.[25]

• A consortium consisting of Boeing, NASA's Glenn Research Center, MTU Aero Engines (Germany), and theU.S. Air Force Research Laboratory is working on development of jet fuel blends containing a substantialpercentage of biofuel.[26]

• British Airways and Solena Group are establishing a sustainable jet fuel plant in East London, UK as BA plans touse the biofuel to power part of its fleet from 2014.[27]

Oil prices increased about fivefold from 2003 to 2008, raising fears that world petroleum production is becomingunable to keep up with demand. The fact that there are few alternatives to petroleum for aviation fuel adds urgencyto the search for alternatives. Twenty-five airlines were bankrupted or stopped operations in the first six months of2008, largely due to fuel costs.[28]

References[1] Chevron Products Corporation. "Aviation Turbine Fuel Composition" (http:/ / www. chevron. com/ products/ prodserv/ fuels/ bulletin/

aviationfuel/ 4_at_fuel_comp. shtm). .[2] Salvatore J. Rand,(ed), Significance of Tests for Petroleum Products (8th Edition) ASTM International, 2010, ISBN 978-1-61583-673-4 page

88[3] U.S. DOT. "U.S. Department of Transportation 2008 Emergency Response Guide (ERG)" (http:/ / wwwapps. tc. gc. ca/ saf-sec-sur/ 3/

erg-gmu/ erg/ idindex. aspx?page=15). .[4] Energy Information Administration. "U.S. Prime Supplier Sales Volumes of Petroleum Products" (http:/ / tonto. eia. doe. gov/ dnav/ pet/

pet_cons_prim_dcu_nus_a. htm). .[5] "Aviation Fuel - Jet Fuel Information" (http:/ / www. csgnetwork. com/ jetfuel. html). Csgnetwork.com. 2004-01-05. . Retrieved 2010-11-28.[6] BP (http:/ / www. bp. com/ liveassets/ bp_internet/ aviation/ air_bp/ STAGING/ local_assets/ downloads_pdfs/ a/

air_bp_products_handbook_04004_1. pdf)[7] Jet Fuel (http:/ / www. mepetroleum. com/ jet_fuel. htm) - ME Petroleum[8] Turbine Fuel, Aviation Kerosine Type, Jet A-1 (http:/ / www. dstan. mod. uk/ standards/ defstans/ 91/ 091/ 00000600. pdf). Ministry of

Defence (UK) Standard 91-91, Issue 6, 2008-08-25.[9] Standard Specification for Aviation Turbine Fuels (http:/ / www. astm. org/ Standards/ D1655. htm), ASTM D1655-09a (2010). ASTM

International, West Conshohocken, Pennsylvania, USA.[10] Lombardo, David A., "Fuel-quality evaluation requires pilot vigilance" (http:/ / www. ainonline. com/ ain-and-ainalerts/

aviation-international-news/ single-publication-story/ browse/ 0/ article/ fuel-quality-evaluation-requires-pilot-vigilance-1963/ ?no_cache=1&tx_ttnews). Aviation International News, July 2005.

[11] (http:/ / www. shell. com/ home/ content/ aviation/ products/ shell_water_detector/ )[12] Planemakers challenged to find unleaded fuel option - The Wichita Eagle (http:/ / www. kansas. com/ business/ story/ 833098. html)

Jet fuel 6

[13] "Significant progress made towards adoption of semi-synthetic aviation fuel" (http:/ / www. caafi. org/ information/ pdf/CAAFI_factsheet_12dec2008. pdf). . Retrieved 2009-06-24.

[14] "Synthetic Future, USAF Pushes Ahead With Fuel Production Despite Price Drop" (http:/ / www. defensenews. com/ story.php?i=3969089& c=FEA& s=TEC). . Retrieved 2009-06-24.

[15] "USAF drives biofuel bandwagon" (http:/ / www. flightglobal. com/ articles/ 2009/ 02/ 09/ 322208/ usaf-drives-biofuel-bandwagon. html). .Retrieved 2009-06-24.

[16] "CAAFI pools aviation industry resources to certify synthetic jet fuel" (http:/ / www. flightglobal. com/ articles/ 2008/ 02/ 25/ 221767/caafi-pools-aviation-industry-resources-to-certify-synthetic-jet-fuel. html). . Retrieved 2009-06-24.

[17] Fuel Property, Emission Test, and Operability Results from a Fleet of Class 6 Vehicles Operating on Gas-To-Liquid Fuel and CatalyzedDiesel Particle Filters (http:/ / www. nrel. gov/ vehiclesandfuels/ npbf/ pdfs/ 36363. pdf) Yosemite Waters-Vehicle Evaluation Report (http:/ /www. nrel. gov/ vehiclesandfuels/ npbf/ pdfs/ 38195. pdf) - National Renewable Energy Lab

[18] Best Synth Jet Fuel (http:/ / www. synthetic-fuels. org/ documents/ Landing release Commercial Passenger Flight Shell. pdf)[19] "Qatar Airways Becomes First to Operate Commercial Flight on GTL Jet Fuel Blend" (http:/ / www. greencarcongress. com/ 2009/ 10/

qatar-gtl-20091012. html). Green Car Congress. 2009-10-12. .[20] "Sasol takes to the skies with the world’s first fully synthetic jet fuel" (http:/ / www. sasol. com/ sasol_internet/ frontend/ navigation.

jsp?articleTypeID=2& articleId=28500003& navid=1& rootid=1). Sasol. 2010-09-22. .[21] "Beginner’s Guide to Aviation Biofuels" (http:/ / www-org. airbus. com/ store/ mm_repository/ pdf/ att00014178/

media_object_file_BeginnersGuide_Biofuels. pdf). Air Transport Action Group. May 2009. . Retrieved 2009-09-20.[22] "A Promising Oil Alternative: Algae Energy" (http:/ / www. washingtonpost. com/ wp-dyn/ content/ article/ 2008/ 01/ 03/

AR2008010303907. html). The Washington Post. 2008-01-06. . Retrieved 2010-05-06.[23] "Gfi Home" (http:/ / www. greenflightinternational. com/ index. htm). Greenflightinternational.com. . Retrieved 2010-11-28.[24] "Tecbio" (http:/ / www. tecbio. com. br/ ). Tecbio. . Retrieved 2010-11-28.[25] "Crop this: Virgin takes off with nut-fuel - 26 Feb 2008 - NZ Herald: New Zealand Business, Markets, Currency and Personal Finance

News" (http:/ / www. nzherald. co. nz/ section/ 3/ story. cfm?c_id=3& objectid=10494543). NZ Herald. 2008-02-26. . Retrieved 2010-11-28.[26] "2008 Environment Report" (http:/ / www. boeing. com/ aboutus/ environment/ environmental_report/ alternative-energy-solutions. html).

Boeing. . Retrieved 2010-11-28.[27] British Airways to use Biofuel (http:/ / www. renewableenergyfocus. com/ view/ 7343/ british-airways-to-use-biofuel/ )[28] "More airlines fold as fuel prices soar: IATA" (http:/ / news. asiaone. com/ News/ Latest+ News/ Business/ Story/ A1Story20080708-75407.

html). News.asiaone.com. . Retrieved 2010-11-28.

Article Sources and Contributors 7

Article Sources and ContributorsJet fuel  Source: http://en.wikipedia.org/w/index.php?oldid=487635707  Contributors: 1966batfan, 8472, 911questions, Abletonlive05, Ae7flux, Afed, Ahunt, Airplaneman, Alan Liefting,Ali@gwc.org.uk, Allan87, Allen3, Amikake3, Andy M. Wang, Ann Stouter, Ari.100, Auguste3972, Aurista25, B4black, Bearcat, Bethpage89, Bgwhite, Billybobjoe, Binksternet, Biofuelmaker,Biscuittin, Brandon, Can't sleep, clown will eat me, Capricorn42, Carl.bunderson, Chestergunn, Chris G, ChrisMP1, Chriswaterguy, Closedmouth, Crosbiesmith, Csugars, Cypoet, D'n, D.Wardle,DJ Manning, DMacks, DagErlingSmørgrav, Dakirw8, Dalillama, Dammit, Dekleeschen, Delldot, Denisarona, DevSolar, Di99, Dialectric, Dirkbb, Discospinster, Dkeditor, Dnavas1974,DocWatson42, Dskluz, Dual Freq, Eenglish2, Egil, Epbr123, Eyreland, Fagiolonero, Fletcher, Fluri, Fnlayson, Fresheneesz, Funandtrvl, GB fan, Garion96, Gasman0210, Gene Nygaard, Giribok,Glennwells, Gogo Dodo, Gorman, GraemeLeggett, Greenerjet, Heihei, Hi.ro, Hornsofthebull, Howardchu, Hydrargyrum, Init, Iridescent, J.delanoy, JackLumber, Jaganath, Jaranda, Jdlh,Jelson25, JidGom, Joeinwap, JohnPiepers, Johnny.cache, Jojobe, Jon Holly, Jsrush91, Jumping cheese, KMDelvadiya, Khukri, Kirill Skorobogat, Kjkolb, Kristoferb, LOL, Leeannedy, Letdorf,Lommer, Loren.wilton, M!uqomzXb, Mac, Mandarax, Marc Lacoste, Matt.T, MetsFan76, Mnmngb, Mostergr, Mostly water, Mr Larrington, Mulad, Mynameisnoted, Nbishop, Nicksharrock007,Nopetro, Od Mishehu, Opelfruitcase, Osbojos, Pablowerk, Paul D. Anderson, Phædrus, Pilotguy, Pinethicket, Piperh, Poeloq, Qwe, RP459, Rcknight, Richyjoye, Rico402, RightSideNov,Rlcantwell, Rnt20, Roger 80Knots, Roux, Santryl, Sduplooy, Shaddack, Shreditor, Silverchemist, Snori, Sonett72, Spit of land, Sporti, StephenHudson, Suaheli, Teratornis, TestPilot, TheFounders Intent, Timecop, Toytoy, Tylerni7, Veryangrypenguin, Vgy7ujm, WWEs1fan, Wagino 20100516, Wdfarmer, Whosasking, Wolfkeeper, Wtshymanski, Yoghurt, Yoooitssmo, 252anonymous edits

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