Fuel type on modern jet..........
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Fuel type on modern jet..........
I've researched the site for this and I understand that modern jet transport's burn a highly refined form of kerosene/paraffin. I worked in the oil indistry for some time and kerosene/paraffin, [heating-oil], was measured at 28 seconds, [viscosity], whilst Diesel 'heating-oil' is rated at 35 seconds. I noticed that Jet1 fuel more resembles Diesel heating-oil than it does kero/paraffin. How come it more resembles Diesel 'heating-oil' than it does kero/paraffin? 
Last edited by NacelleStrake; 24th Jan 2013 at 21:57.
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What does "highly refined" signify? Are some fuels lowly refined? Odd, as it comes from the same refinery that produces kerosene and diesel.
It resembles diesel more than kerosene because they is what suits jet engines best, I'd have thought that self evident. And as diesel, kerosene and jet Ai are all but identical and pretty much interchangeable the differences between them are miniscule for most practical purposes.
What a curious question!
It resembles diesel more than kerosene because they is what suits jet engines best, I'd have thought that self evident. And as diesel, kerosene and jet Ai are all but identical and pretty much interchangeable the differences between them are miniscule for most practical purposes.
What a curious question!
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Qatar Airways uses Gas to Liquids (GTL) Fuel
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NacelleStrake. Having been in the trade, you might find interesting;
ftp://ftp.iks-jena.de/mitarb/lutz/st...4/00000600.pdf, DIESO, F-76. For ships, small crafts and road vehicles.
ftp://ftp.iks-jena.de/mitarb/lutz/st...7/00000400.pdf AVTUR/FSII, F-34; and
ftp://ftp.iks-jena.de/mitarb/lutz/st...1/00000400.pdf AVTUR, F-35 (Jet A-1). For aircraft
There have been later editions but you need to spend money or have access to the Defence Standards Site to see them. The changes are very minor, though.
ftp://ftp.iks-jena.de/mitarb/lutz/st...4/00000600.pdf, DIESO, F-76. For ships, small crafts and road vehicles.
ftp://ftp.iks-jena.de/mitarb/lutz/st...7/00000400.pdf AVTUR/FSII, F-34; and
ftp://ftp.iks-jena.de/mitarb/lutz/st...1/00000400.pdf AVTUR, F-35 (Jet A-1). For aircraft
There have been later editions but you need to spend money or have access to the Defence Standards Site to see them. The changes are very minor, though.
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Kerosene, also known as 28 second oil. Most domestic systems run on kerosene because it provides a cleaner and more efficient burn for your home. Gas oil (red diesel), also known as 35 second oil, is more commonly used in agriculture and industry. Gas oil is less combustible than kerosene and has more carbon atoms.
There is, you will notice, fellow contributors, a seven second 'difference' in viscosity, between the two fuels, as measured in a rheometer.
My original question is still, therefore, valid.
There is, you will notice, fellow contributors, a seven second 'difference' in viscosity, between the two fuels, as measured in a rheometer.
My original question is still, therefore, valid.
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Sorry Ag. Bis. I think you're verywrong on this.
long time since I was duly licenced for the storage and sale of Petroleum Spirit....
As with any distillation process, I am led to believe that there is a fair bit of "bleed" between the various fractions.....hence 35 sec Derv/gasoil
has a fair "oily " content....this is why a mechanical diesel injector pump can do millions of cycles with no other lubricant than the fuel itself.
Some years ago, a local garage was forcibly closed when HMRC, acting on complaints, found his "Diesel" wasover 75% Kero.(28sec)
Kero is a "dirty" paraffin, a first distillation which has a fair trace of derv and oils in it . Fine for closed, flued combustion but NOT for room-heaters
(Paraffin stoves) whilst being a smelly and sooty burner in these appliances, it contains insufficient of the heavier fractions to effectively lube injection-systems...that's how the hooky garage got caught.
ruined BMW and Merc injections, among others.
Premium Paraffin is Kero that's been re-refined....just like producing Whiskey or vodka...the lighter fractions boil off and leave the majority of the heavy stuff behind. IIRC it was about 10% dearer than ordinary 28sec. and supplies were erratic in the mid 80's asdemand had dropped with the mass adoption of Central Heating.(used to only buy 200 gallons at a time)
Alladin Pink...Regent Green and ,of course, "the Esso blee dooler"
Anyone remember the 2-bob a gallon Alladin pink dispensers?....place can under spout, florin in the slot and wait till it stopped dripping before refitting the cap and lugging it home!
These were all the same product, the refineries just bunged in a different dye for the various brands.
Where Thielert, etc. are concerned, I'd suggest the materials for the pumps/injectors are chosen specifically to work with the very low lubricity of Kero.
And as diesel, kerosene and jet Ai are all but identical and pretty much interchangeable the differences between them are miniscule for most practical purposes.
As with any distillation process, I am led to believe that there is a fair bit of "bleed" between the various fractions.....hence 35 sec Derv/gasoil
has a fair "oily " content....this is why a mechanical diesel injector pump can do millions of cycles with no other lubricant than the fuel itself.
Some years ago, a local garage was forcibly closed when HMRC, acting on complaints, found his "Diesel" wasover 75% Kero.(28sec)
Kero is a "dirty" paraffin, a first distillation which has a fair trace of derv and oils in it . Fine for closed, flued combustion but NOT for room-heaters
(Paraffin stoves) whilst being a smelly and sooty burner in these appliances, it contains insufficient of the heavier fractions to effectively lube injection-systems...that's how the hooky garage got caught.
ruined BMW and Merc injections, among others.
Premium Paraffin is Kero that's been re-refined....just like producing Whiskey or vodka...the lighter fractions boil off and leave the majority of the heavy stuff behind. IIRC it was about 10% dearer than ordinary 28sec. and supplies were erratic in the mid 80's asdemand had dropped with the mass adoption of Central Heating.(used to only buy 200 gallons at a time)
Alladin Pink...Regent Green and ,of course, "the Esso blee dooler"
Anyone remember the 2-bob a gallon Alladin pink dispensers?....place can under spout, florin in the slot and wait till it stopped dripping before refitting the cap and lugging it home!
These were all the same product, the refineries just bunged in a different dye for the various brands.
Where Thielert, etc. are concerned, I'd suggest the materials for the pumps/injectors are chosen specifically to work with the very low lubricity of Kero.
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As a one week, one month oily I've been trying to remember the practical differences between DIESO, AVTUR, AVCAT and (heavens forbid) AVTAG. I think cockney steve has grasped your salient point. The viscosity is irrelevant. It's the lubricity. A domestic central heating burner is quite happy with a 28 sec paraffin but a gas turbine fuel pump isn't. Put a thin oil with no added lubricant (expensive) through a gas turbine fuel pump and it will scour and score. Bye bye fuel pump. The same would probably happen through a diesel engine pump.
Chaps, we really shouldn't be so ready to savage other chaps in Spotter Corner.
Chaps, we really shouldn't be so ready to savage other chaps in Spotter Corner.
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I think you'll find that's AVTAG; ftp://ftp.iks-jena.de/mitarb/lutz/st...8/00000200.pdf
AVCAT is certainly a kerosene, similar to AVTUR but with a higher flash point for safer operation at sea. ftp://ftp.iks-jena.de/mitarb/lutz/st...6/00000400.pdf
AVCAT is certainly a kerosene, similar to AVTUR but with a higher flash point for safer operation at sea. ftp://ftp.iks-jena.de/mitarb/lutz/st...6/00000400.pdf
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Once upon a time there was JP4, which I believe was superceded by kerosene/Jet A1 due to its high flammability having been cited as a cause of deaths and injuries in some accidents.
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This may, or may not, help - from the Aeroshell Book:
AVIATION TURBINE FUEL (JET FUEL)
Today's kerosine ‘Jet’ fuels have been developed from the illuminating kerosine used in the early gas turbine engines. These engines needed a fuel with good combustion characteristics and a high energy content.
Thekerosine type fuels used in civil aviation nowadays are mainly Jet A-1 and Jet A. The latter has a higher freezing point (maximum –40°C instead of maximum –47°C) and is available only in North America.
Thekerosine type fuels used in civil aviation nowadays are mainly Jet A-1 and Jet A. The latter has a higher freezing point (maximum –40°C instead of maximum –47°C) and is available only in North America.
MAJOR CIVIL JET FUEL GRADES
Jet A-1
Jet A-1 is a kerosine grade of fuel suitable for most turbine engined aircraft. It has a flash point minimum of 38°C (100°F) and a freeze point maximum of –47°C. It is widely available outside the U.S.A. The main specifications for Jet A-1 grade (see below) are the UK specification DEF STAN 91-91 (Jet A-1) NATO code F-35, (formerly DERD 2494) and the ASTM specification D 1655 (Jet A-1).
Jet A-1 is a kerosine grade of fuel suitable for most turbine engined aircraft. It has a flash point minimum of 38°C (100°F) and a freeze point maximum of –47°C. It is widely available outside the U.S.A. The main specifications for Jet A-1 grade (see below) are the UK specification DEF STAN 91-91 (Jet A-1) NATO code F-35, (formerly DERD 2494) and the ASTM specification D 1655 (Jet A-1).
Jet A
Jet A is a kerosine grade fuel, 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 D 1655 (Jet A) specification. Jet A is used within the United States by domestic and international airlines.
Jet A is a kerosine grade fuel, 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 D 1655 (Jet A) specification. Jet A is used within the United States by domestic and international airlines.
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. Jet B is specified by ASTM D 6615, but in Canada it is supplied against the Canadian Specification CAN/CGSB 3.23
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. Jet B is specified by ASTM D 6615, but in Canada it is supplied against the Canadian Specification CAN/CGSB 3.23
TS-1
TS-1 is the main jet fuel grade available in Russia and CIS states. It is a kerosine type fuel with slightly higher volatility (flash point is 28°C minimum) and lower freeze point (<–50°C) compared with Jet A-1. It is supplied against the GOST 10227 specification.
TS-1 is the main jet fuel grade available in Russia and CIS states. It is a kerosine type fuel with slightly higher volatility (flash point is 28°C minimum) and lower freeze point (<–50°C) compared with Jet A-1. It is supplied against the GOST 10227 specification.
No.3 Jet Fuel
No.3 Jet Fuel is the main Chinese export grade which is essentially identical to Jet A-1.
No.3 Jet Fuel is the main Chinese export grade which is essentially identical to Jet A-1.
AMERICAN CIVIL JET FUELS
The basic civil jet fuel specification used in the United States of America is ASTM Specification for Aviation Turbine Fuels D 1655, which defines the requirements for the two grades of fuel – Jet A and Jet A-1 (Note: ASTM D 1655 used to include Jet B but this grade is now covered by a separate specification ASTM D 6615).
The basic civil jet fuel specification used in the United States of America is ASTM Specification for Aviation Turbine Fuels D 1655, which defines the requirements for the two grades of fuel – Jet A and Jet A-1 (Note: ASTM D 1655 used to include Jet B but this grade is now covered by a separate specification ASTM D 6615).
UK JET FUELS
Although developed basically as a military jet fuel, D.Eng RD 2494, issued by the Ministry of Defence, was adopted as the standard UK civil jet fuel. It is now renamed as DEF STAN 91-91 and defines the requirements for a kerosine type fuel (Jet A-1 grade) having a maximum freeze point of –47°C.
Jet A-1 according to the DEF STAN 91-91 specification is very similar to Jet A-1 defined by the ASTM D 1655 except for a small number of areas where DEF STAN 91-91 is more stringent.
Although developed basically as a military jet fuel, D.Eng RD 2494, issued by the Ministry of Defence, was adopted as the standard UK civil jet fuel. It is now renamed as DEF STAN 91-91 and defines the requirements for a kerosine type fuel (Jet A-1 grade) having a maximum freeze point of –47°C.
Jet A-1 according to the DEF STAN 91-91 specification is very similar to Jet A-1 defined by the ASTM D 1655 except for a small number of areas where DEF STAN 91-91 is more stringent.
FORMER SOVIET UNION AND EAST EUROPEAN JET FUELS
Russian kerosine type jet fuels are covered by a wide range of specification grades reflecting different crude sources and processing treatments used.
The grade designation is T-1 to T-8, TS-1 or RT. The grades are covered either by a State Standard (GOST) number, or a Technical Condition (TU) number. The limiting property values, detailed fuel composition and test methods differ quite considerably in some cases from the Western equivalents.
The principle grade available in Russia (and members of the CIS) is TS-1 (written as TC-1 in Russian script). The main differences in characteristics are that Russian fuels have a low freeze point (equivalent to about –57°C by Western test methods) but also a low flash point (a minimum of 28°C compared with 38°C for western fuel).
RT fuel (written as PT in Russian script) is the superior grade (a hydrotreated product) but is not produced widely. TS-1 (regular grade) is considered to be on a par with Western Jet A-1 and is approved by most aircraft manufacturers.
Eastern European countries have their own national standards with their own nomenclature. Many are very similar to the Russian standards, but others reflect the requirements of visiting international airlines and are similar to Western Jet A-1 in properties and test methods.
Russian kerosine type jet fuels are covered by a wide range of specification grades reflecting different crude sources and processing treatments used.
The grade designation is T-1 to T-8, TS-1 or RT. The grades are covered either by a State Standard (GOST) number, or a Technical Condition (TU) number. The limiting property values, detailed fuel composition and test methods differ quite considerably in some cases from the Western equivalents.
The principle grade available in Russia (and members of the CIS) is TS-1 (written as TC-1 in Russian script). The main differences in characteristics are that Russian fuels have a low freeze point (equivalent to about –57°C by Western test methods) but also a low flash point (a minimum of 28°C compared with 38°C for western fuel).
RT fuel (written as PT in Russian script) is the superior grade (a hydrotreated product) but is not produced widely. TS-1 (regular grade) is considered to be on a par with Western Jet A-1 and is approved by most aircraft manufacturers.
Eastern European countries have their own national standards with their own nomenclature. Many are very similar to the Russian standards, but others reflect the requirements of visiting international airlines and are similar to Western Jet A-1 in properties and test methods.
CHINESE JET FUELS
Five types of jet fuel are covered by current Chinese specifications. Previously, each grade was numbered with a prefix RP; however, they are now renamed No.1 Jet Fuel, No.2 Jet Fuel, etc.. RP-1 and RP-2 are kerosines which are similar to Russian TS-1. They both have low flash points (minimum 28°C). RP-1 freeze point is –60°C and RP-2 is –50°C.
RP-3 is basically, as Western Jet A-1, produced as an export grade. RP-4 is a wide-cut type fuel similar to Western Jet B and Russian T-2. RP-5 is a high flash point kerosine similar to that used in the west by naval aircraft operating on aircraft carriers. Virtually all jet fuel produced in China is now RP-3 (renamed No.3 Jet Fuel).
Five types of jet fuel are covered by current Chinese specifications. Previously, each grade was numbered with a prefix RP; however, they are now renamed No.1 Jet Fuel, No.2 Jet Fuel, etc.. RP-1 and RP-2 are kerosines which are similar to Russian TS-1. They both have low flash points (minimum 28°C). RP-1 freeze point is –60°C and RP-2 is –50°C.
RP-3 is basically, as Western Jet A-1, produced as an export grade. RP-4 is a wide-cut type fuel similar to Western Jet B and Russian T-2. RP-5 is a high flash point kerosine similar to that used in the west by naval aircraft operating on aircraft carriers. Virtually all jet fuel produced in China is now RP-3 (renamed No.3 Jet Fuel).
INTERNATIONAL SPECIFICATIONS - AFQRJOS CHECK LIST
As jet fuel supply arrangements have become more complex, involving co-mingling of product in joint storage facilities, a number of fuel suppliers developed a document which became known as the Aviation Fuel Quality Requirements for Jointly Operated Systems, or AFQRJOS, Joint Fuelling System Check List. The "Check List" embodies the most stringent requirements of the DEF STAN 91-91 and ASTM D 1655 specifications for
JET A-1. By definition, any product meeting Check List requirements will also meet either DEF STAN or ASTM specifications.
The Check List is recognised by eight of the major aviation fuel suppliers - Agip, BP, ChevronTexaco, ExxonMobil, Kuwait Petroleum, Shell, Statoil and TotalFinaElf - as the basis of their international supply of virtually all civil aviation fuels outside North America and former Soviet Union.
As jet fuel supply arrangements have become more complex, involving co-mingling of product in joint storage facilities, a number of fuel suppliers developed a document which became known as the Aviation Fuel Quality Requirements for Jointly Operated Systems, or AFQRJOS, Joint Fuelling System Check List. The "Check List" embodies the most stringent requirements of the DEF STAN 91-91 and ASTM D 1655 specifications for
JET A-1. By definition, any product meeting Check List requirements will also meet either DEF STAN or ASTM specifications.
The Check List is recognised by eight of the major aviation fuel suppliers - Agip, BP, ChevronTexaco, ExxonMobil, Kuwait Petroleum, Shell, Statoil and TotalFinaElf - as the basis of their international supply of virtually all civil aviation fuels outside North America and former Soviet Union.
OTHER NATIONAL CIVIL JET FUEL SPECIFICATIONS
There are many individual national specifications. Typically, these are based on the US, UK or former Soviet specifications with minor differences.
There are increasing moves to harmonise the small differences between the ASTM and DEF STAN specifications. This process of harmonisation is also in progress with many national specifications.
There are many individual national specifications. Typically, these are based on the US, UK or former Soviet specifications with minor differences.
There are increasing moves to harmonise the small differences between the ASTM and DEF STAN specifications. This process of harmonisation is also in progress with many national specifications.
MILITARY JET FUEL GRADES
JP-4
JP-4 used to be the primary jet fuel for the USAF but was phased out in the 1990s because of safety problems. A few airforces around the world still use it but there is very little production. 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-DTL-5624T Grade JP-4. The UK Military specification for this grade is DEF STAN 91-88 AVTAG/FSII (formerly DERD 2454), where FSII stands for Fuel System Icing Inhibitor. NATO Code F-40.
JP-4 used to be the primary jet fuel for the USAF but was phased out in the 1990s because of safety problems. A few airforces around the world still use it but there is very little production. 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-DTL-5624T Grade JP-4. The UK Military specification for this grade is DEF STAN 91-88 AVTAG/FSII (formerly DERD 2454), where FSII stands for Fuel System 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-DTL-5624T Grade JP-5. The UK Military specification for this grade is DEF STAN 91-86 AVCAT/FSII (formerly DERD 2452). This is primarily jet fuel for use in aircraft carriers. NATO Code F-44.
JP-5 is a high flash point kerosine meeting the requirements of the U.S. Military Specification MIL-DTL-5624T Grade JP-5. The UK Military specification for this grade is DEF STAN 91-86 AVCAT/FSII (formerly DERD 2452). This is primarily jet fuel for use in aircraft carriers. 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-DTL-83133E. It is the dominant military jet fuel grade for NATO airforces. The UK also have a specification for this grade namely DEF STAN 91-87 AVTUR/FSII (formerly DERD 2453). NATO Code F-34.
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-DTL-83133E. It is the dominant military jet fuel grade for NATO airforces. The UK also have a specification for this grade namely DEF STAN 91-87 AVTUR/FSII (formerly DERD 2453). NATO Code F-34.
JP-8 +100
JP-8 +100 is JP-8 fuel to which has been added an approved thermal stability improver additive. It meets the requirements of the U.S. Military Specification MIL-DTL-83133E and is widely used by USAF in their fighter and trainer wings. NATO Code F-37.
JP-8 +100 is JP-8 fuel to which has been added an approved thermal stability improver additive. It meets the requirements of the U.S. Military Specification MIL-DTL-83133E and is widely used by USAF in their fighter and trainer wings. NATO Code F-37.
