Jet fuel specifications

Jet fuel specifications are written to limit the amount of aromatic compounds as well as naphthalenes. However, it is possible that JFTOT failure can still occur if the aromatics present contain reactive side chains. Cycloparaffinic side groups or... 

F product meets almost all jet fuel properties, as shown in Table II. The Wyodak syncrude is easier to hydroprocess and produces specification jet fuel at 1.0 LHSV and the above conditions. The only property which was not met consistently was the API gravity. If need be, the gravity specification could be met for the jet- product from all of these syncrudes by adjusting the end point of the jet fuel. Specification jet fuel was made on this catalyst after 4000 hours of operation. 

The yields from the rerun Illinois H-Coal syncrude are shown in Table XIV. Properties of the jet and diesel fuels are shown in Tale XV. The 250°F+ product from the rerun Illinois H-Coal syncrude meets all jet fuel specifications without additional distillation. 

Aviation turbine fuels are manufactured predominantly from straight-run kerosene or kerosene-naphtha blends in the case of wide-cut fuels that are produced from the atmospheric distillation of crude oil. Straight-run kerosene from low-sulfur (sweet) crude oil will meet all the requirements of the jet fuel specification without further refinery processing, but for the majority of feedstocks, the kerosene fraction will contain trace constituents that must be removed by hydrotreating (hydrofining) or by a chemical sweetening process (Speight, 2000). 

TABLE 5.2 Comparison of ASTM D7566, JP-8 and Military Grade 83,133C Jet Fuel Specifications With ARA Readijet and UOP Honeywell Creenjet Produced From Agrisoma Resonance Brassica carinata Feedstock ... 

Altman R (2009) Landmark synthetic jet fuel specification action creates opportunities for airports. Int Airport Rev 4 62-64... 

The luminometer index (ASTM D 1740) is a characteristic that is becoming less frequently used. It is determined using the standard lamp mentioned above, except that the lamp is equipped with thermocouples allowing measurement of temperatures corresponding to different flame heights, and a photo-electric cell to evaluate the luminosity. The jet fuel under test is compared to two pure hydrocarbons tetraline and iso-octane to which are attributed the indices 0 and 100, respectively. The values often observed in commercial products usually vary between 40 and 70 the official specification is around 45 for TRO. 

The stocks used for jet fuel production come almost essentially from direct distillation of crude oil. They correspond to the fraction distilled between 145 and 240°C, more or less expanded or contracted according to the circumstances. The yield of such a cut depends largely on the nature of the crude but is always larger than the demand for jet fuel which reaches about 6% of the petroleum market in Europe. For the refiner, the tightest specifications are ... 

The properties linked to storage and distribution do not directly affect the performance of engines and burners, but they are important in avoiding upstream incidents that could sometimes be very serious. We will examine in turn the problems specific to gasoline, diesel fuel, jet fuel and heavy fuel. 

Finally, other tests to control jet fuel corrosivity towards certain metals (copper and silver) are used in aviation. The corrosion test known as the copper strip (NF M 07-015) is conducted by immersion in a thermostatic bath at 100°C, under 7 bar pressure for two hours. The coloration should not exceed level 1 (light yellow) on a scale of reference. There is also the silver strip corrosion test (IP 227) required by British specifications (e.g., Rolls Royce) in conjunction with the use of special materials. The value obtained should be less than 1 after immersion at 50°C for four hours. 

Specifications and test methods for jet fuel. The specifications of jet fuels are set at the international level and are written into the Aviation Fuel Quality Requirements for Jointly Operated Systems". 

The exacting Hst of specification requirements for aviation gas turbine fuels and the constraints imposed by deUvering clean fuel safely from refinery to aircraft are the factors that affect the economics. Compared with other distillates such as diesel and burner fuels, kerosene jet fuels are narrow-cut specialized products, and usually command a premium price over other distillates. The prices charged for jet fuels tend to escalate with the basic price of cmde, a factor which seriously underrnined airline profits during the Persian Gulf war as cmde prices increased sharply. 

Synthetic fuels derived from shale or coal will have to supplement domestic suppHes from petroleum someday, and aircraft gas turbine fuels producible from these sources have been assessed. Shale-derived fuels can meet current specifications if steps are taken to reduce the nitrogen levels. However, extracting kerogen from shale rock and denitrogenating the jet fuel are energy-intensive steps compared with petroleum refining it has been estimated that shale jet fuel could be produced at about 70% thermal efficiency compared with 95% efficiency for petroleum (25). Such a difference represents much higher cost for a shale product. 

Because the jet engine was free of the demanding need for high-octane fuel, in the early days of the jet-engine development it was thought that it could use practically any liquid fuel. However, subsequent experience proved this to be untrue, as a number of potential problem areas indicated that control of fuel properties, reflecting both bulk and trace components, were important for satisfactory use. Over the years these important property requirements were translated into specification requirements that put restrictions on what is acceptable as jet fuel. 

Additives also are used to enhance jet fuel quality in a manner similar to that of gasoline, but unlike gasoline, are tightly controlled. Only additives specifically cited in a specification can be used within... 

Refineries produce more than 2,000 products, but most of these are very similar and differ in only a few specifications. The mam products, with respect to volume and income, are liquefied petroleum gases (LPG), gasolines, diesel fuels, jet fuels, home heating oils (No. 1 and No. 2), and heavy heating oils (No. 4, No. 5, No. 6, and bunker fuel oil). Some refineries also produce asphalts and petroleum coke. 

The transportation fuels produced and marketed (Table 18.9)40 met the South African fuel specifications of that time and included some coal-derived liquids (not shown in Figure 18.5). Although the refinery originally produced no jet fuel, it was demonstrated that the hydrogenated kerosene range oligomers from olefin oligomerization over a solid phosphoric acid catalyst met the requirements for jet fuel.38 (Semisynthetic jet fuel was approved in 1999 and fully synthetic jet fuel was approved in 2008 DEFSTAN 91-91/Issue 6). 

HTFT syncrude is easier to refine to on-specification transportation fuels than LTFT syncrude. This is partly due to its olefinic nature, giving it considerable synthetic ability, and partly due to the large proportion of material already in the fuels boiling range (C5-360°C). Historically fuels refining from HTFT syncrude focused mainly on motor gasoline production and only to a lesser extent on diesel fuel production. Jet fuel production became possible only recently (2008) with the international qualification of fully synthetic jet fuel. 

For jet fuel the energy of explosion is 18,590 Btu/lb and the molecular weight is 160. 6-30. You have decided to purchase a 500-gal tank of liquid propane (C3H8) to heat your house during the winter. You are concerned about tank rupture and the possibility of a vapor cloud explosion of all the propane. How far away (in ft) must the tank be from the house to ensure that your house will receive only minor damage from an explosion The specific gravity of liquid propane is 0.500, and the energy of explosion for propane is 503.9 kcal/g-mol. 

Diesel-like products (jet fuel, diesel. No. 2 fuel oil, kerosene) are moderately volatile products that can evaporate with no residue. They have a low-to-moderate viscosity, spread rapidly into thin slicks, and form stable emulsions. They have a moderate-to-high (usually, high) toxicity to biota, and the specific toxicity is often related to type and concentration of aromatic compounds. They have the ability to penetrate substrate, but fresh (unoxidized) spills are nonadhesive. 

Jet fuel is classified as aviation turbine fuel, and in the specifications, ratings relative to octane number are replaced with properties concerned with the ability of the fuel to bum cleanly. Jet fuel is a light petroleum distillate that is available in several forms suitable for use in various types of jet engines. The exact composition of jet fuel is established by the U.S. Air Force using specifications that yield maximum performance from the aircraft. The major jet fuels used by the military are JP-4, JP-5, JP-6, JP-7, and JP-8. 

Specific contaminants that are components of total petroleum hydrocarbons, such as BTEX (benzene, toluene, ethylbenzene, and xylene), n-hexane, jet fuels, fuel oils, and mineral-based crankcase oil have been studied and a number of toxicological profiles have been developed on individual constituents and petroleum products. However, the character of the total petroleum hydrocarbons has not been studied extensively and no profiles have been developed. Although several toxicological profiles have been developed for petroleum products and for specific chemicals found in petroleum, the total petroleum hydrocarbon test results have been too nonspecific to be of real value in the assessment of its potential health effects. 

The military will continue with its fuel infrastructure of high sulfur diesel (up to 1,000 ppm sulfur by weight) and jet fuel (JP-8). Sulfur specification will remain high because the military has to consider worldwide fuel sources. High sulfur diesel and JP-8 are close in characteristics so no fuel flexibility is required. However, there is a possibility that some parts of the military or the Coast Guard (a military service within the DOT) could use fuels more compatible to the fuel cell in limited applications. 

An epidemiological study examined the effects of chronic exposure to jet fuels in factory workers (Knave et al. 1978). This study found a significant increase in a feeling of heaviness in the chests of exposed subjects when compared to unexposed controls from the same factory. The data are limited because the jet fuels were not specified and may not include JP-5, which is the jet fuel of concern in this profile, and the study did not adjust for the presence of other chemicals. Inhalation exposure is likely, since jet fuel vapor was detected by the authors however, dermal and oral (i.e., from eating contaminated food) exposures cannot be excluded. An estimated time-weighted average of 128 23 mg/m was detected in the breathing zones of the workers. However, it is not possible to associate the specific concentrations with specific effects. 

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