Aviation gasoline

Civil aviation gasoline corresponds to the grade, 100/130 it is still called 100 LL (LL signifies Low Lead) because of its low lead content of 0.56 g/1 compared to military gasolines of the 115/145 type which can contain as much as 1.28 g/1. 

Outside of their very high resistance to auto-ignition, the aviation gasolines are characterized by the following specifications vapor pressure between 385 and 490 mbar at 37.8°C, a distillation range (end point less than 170°C), freezing point (-60°C) and sulfur content of less than 500 ppm. 

Aviation fuel Aviation fuels Aviation gasolines Aviation turbine fuel Avicel... 

In drawing contracts and making acceptance tests, refer to the pertinent ASTM standards. ASTM Standards contain specifications (classifications) and test methods for burner fuels (D 396), motor and aviation gasolines (D 4814 and D 910), diesel fuels (D 975), and avia-... 

Various companies worked on the development of Fluid catalytic cracking units. During World War II, the government requested some of the leaders in this field to pool their knowledge so as to speed the production of aviation gasoline. The fact that so many Fluid units were constructed and put into operation in such a short time shows that this joint effort was successful. However, because of this effort, many of the basic Fluid patents were held for many years in combination with other companies, some of which also developed their own Fluid designs. 

The demand for aviation gasoline during World War II was so great that isobutanc from alkylation feedstock was insufficient. This deficiency was remedied by isomerization of abundant normal butane into isobutane using the isomerization catalyst aluminum chloride on alumina promoted by hydrogen chloride gas. 

Flieger, m. flier, specif, aviator, -benzin, n. aviation gasoline, -bild, n. air photograph, -bombe, /. aerial bomb. 

Between 1948 and 1975, per capita consumption of gasoline in the United States increased from about 150 gal/yr to a little less than 500 gal/yr. A gi owing trend after the war was the increasing use of jet fuel for aircraft and the decline in use of aviation gasoline. j fter 1945, oil production increased in other parts of the world, especially the Middle East and Latin America. By the 1970s, the Middle East became a dominant oil producing region. The cartel formed by... 

Enos, J. L. (1962). Petroleum Progress and Protits Allistoiy of Process Innovation. Cambridge, MA MIT Press. Mosely, C. G. (1984). Eugene Houdry, Catalytic Cracking and World War II Aviation Gasoline. Journal of Chemical Education 61 655—656. 

This activity expanded greatly during World War II. Refiners, snch as Jersey Standard, Sun Oil, Shell, and Sacony-Vacuum, pioneered the mass production of advanced and strategically critical petrochemicals including butadiene for use as raw-material for synthetic rubber, toluene for m advanced explosives, as well as high-octane motor fuel and aviation gasoline. 

We went ahead. In two cities, Berlin and Frankfurt, had sat the ruling committees of the Farben empire. The purpose One defendant might initiate a program, but all of the major programs had gone to committees. Take the contract by which Farben in 1938 had got from Ethyl Export Corporation of the United States, under false representations, five hundred tons of lead for aviation gasoline. One of the defendants drafted this contract, but we would show that the others knew of it, too, because they had attended a committee meeting where the deal was approved. 

The first step — hydrogenation of coal — was the same for fuels and rubber. Powdered coal suspended in oil was pumped under great pressure with hydrogen over a catalyst and was converted into a synthetic crude oil. From this crude oil came Leuna gasoline, diesel fuel, iso-octane for aviation gasoline, ethylene oxide, and many other synthetic products. Coal, treated with scalding steam, was also processed into methanol. 

In 1938, when Mr. Howard and Mr. Teagle of Standard Oil wanted to learn from Ter Meer why they hadn t yet received the long-deferred buna process, Von Knieriem added his voice. Calming the gentlemen down, he and Ter Meer had, in exchange for one more empty postponement, talked them out of Standard s secret military formula for making tetraethyl lead, the indispensable component of aviation gasoline. 

Needless to say, this 500-ton loan was returned, with interest, to Coventry and London. The quantity of this single order was so large that common sense suggested that Leuna synthetic fuels were being mixed with it to suckle the multiplying Luftwaffe. Von Knieriem had more than his share of common sense. The year before, he had gone to London to try to get from Standard Oil 20,000,000 worth of fuels, mostly aviation gasoline. Standard Oil had been most amiable then, too. 

S1. Now in what year did you actually negotiate this twenty million ars worth of aviation gasoline ... 

Q. Did you not know that you were acquiring the aviation gasoline for Goering s Luftwaffe, and not for I.G. Farben ... 

The production of steel for synthetic-oil plants alone was to be increased from 60,000 to 110,000 tons every month. Germany was already producing five times more aviation gasoline than its civilian planes and airports could consume yet Krauch called for production to be tripled — to three million tons a year. 

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