Aviation Fuels

The properties of the fuels, the difficulties encountered during their storage and handling, and their behaviour in service.

Aviation Fuels provides up-to-date data on fuel effects on combustion performance and use of alternative fuels in aircraft. This book covers the latest advances on aviation fuel technologies, including alternative fuels, feedstocks and manufacturing processes, combustion performance, chemical modeling, and the technical, environmental, economic and political challenges for implementing the use of alternative fuels for aviation. Aviation fuel and combustion researchers, academics, and program managers for aviation technologies will value this comprehensive overview and summary on the present status of aviation fuels. Presents an overview on all relevant fields of aviation fuels, including production, approval and combustion (including emissions) Discusses the environmental impacts and carbon footprint of alternative fuels Features a chapter on electric flight and how its implementation will impact the aviation industry

Please note that the content of this book primarily consists of articles available from Wikipedia or other free sources online. Pages: 23. Chapters: Kerosene, Avgas, Jet fuel, Zip fuel, Aviation fuel, Aviation biofuel, Commercial Aviation Alternative Fuels Initiative, Microbial corrosion, JP-7, Aircraft fuel system, JP-8, Fuel System Icing Inhibitor, Blau gas, JP-5, JP-4, TH-dimer, JP-6, JPTS, JP-1. Excerpt: Avgas (aviation gasoline) is an aviation fuel used to power piston-engine aircraft. Avgas can be distinguished from mogas (motor gasoline), which is the everyday gasoline used in cars and some non-commercial light aircraft. Unlike mogas, avgas has added tetra-ethyl lead (TEL), a toxic substance used to enhance combustion stability. Avgas is used in aircraft that have piston or Wankel engines. Gas turbines are able to operate on avgas, but typically do not. Turbine and diesel engines are designed to use kerosene-based jet fuel. The main petroleum component used in blending avgas is alkylate, which is essentially a mixture of various isooctanes, and some refineries also use some reformate. Avgas has a density of 6.02 lb/U.S. gal at 15 C, or 0.721 kg/l, and this density is commonly used for weight and balance computation. Density increases to 6.40 lb/US gallon at -40 C, and decreases by about 0.5% per 5 C (9 F) increase in temperature. Avgas has an emission coefficient (or factor) of 18.355 pounds CO2 per U.S. gallon (2.1994 kg/l) or about 3.05 units of weight CO2 produced per unit weight of fuel used. Avgas has a lower and more uniform vapor pressure than automotive gasoline, which keeps it in the liquid state at high-altitude, preventing vapor lock. The particular mixtures in use today are the same as when they were first developed in the 1940s, and were used in airline and military aero engines with high levels of boost supercharging; notably the Rolls-Royce Merlin engine used in the Spitfire and Hurricane fighters, Mosquito fighter-bomber and Lancaster ...

The reduction of the fire hazard of fuel is critical to improving survivability in impact-survivable aircraft accidents. Despite current fire prevention and mitigation approaches, fuel flammability can overwhelm post-crash fire scenarios. The Workshop on Aviation Fuels with Improved Fire Safety was held November 19-20, 1996 to review the current state of development, technological needs, and promising technology for the future development of aviation fuels that are most resistant to ignition during a crash. This book contains a summary of workshop discussions and 11 presented papers in the areas of fuel and additive technologies, aircraft fuel system requirements, and the characterization of fuel fires.

For technical readers in the aviation and fuel industries, and in testing laboratories, explores the history and philosophy of the thermal stability of aviation fuel, and considerations during the fuel's manufacture, storage and transport, use, and assessment. The 13 papers, representing a number of

Aircraft emissions currently account for ~3.5% of all greenhouse gas emissions. The number of passenger miles has increased by 5% annually despite 9/11, two wars and gloomy economic conditions. Since aircraft have no viable alternative to the internal combustion engine, improvements in aircraft efficiency and alternative fuel development become essential. This book comprehensively covers the relevant issues in green aviation. Environmental impacts, technology advances, public policy and economics are intricately linked to the pace of development that will be realized in the coming decades. Experts from NASA, industry and academia review current technology development in green aviation that will carry the industry through 2025 and beyond. This includes increased efficiency through better propulsion systems, reduced drag airframes, advanced materials and operational changes. Clean combustion and emission control of noise, exhaust gases and particulates are also addressed through combustor design and the use of alternative fuels. Economic imperatives from aircraft lifetime and maintenance logistics dictate the drive for "drop-in" fuels, blending jet-grade and biofuel. New certification standards for alternative fuels are outlined. Life Cycle Assessments are used to evaluate worldwide biofuel approaches, highlighting that there is no single rational approach for sustainable buildup. In fact, unless local conditions are considered, the use of biofuels can create a net increase in environmental impact as a result of biofuel manufacturing processes. Governmental experts evaluate current and future regulations and their impact on green aviation. Sustainable approaches to biofuel development are discussed for locations around the globe, including the US, EU, Brazil, China and India.

EARLY AIRCRAFT ENGINES WERE OPERATED on ordinary straight run motor gasoline well into the 1920s . Research then isolated uncontrolled combustion as a major source of engine overheating and failures, prompting a search for ways to cure the problem. The big step came in 1921 with the invention of tetraethyl lead (TEL), an unequaled knock resistance enhancer. The same period saw the development of the heptane-isooctane scale still in use today for rating antiknock properties in terms iof ocatne numbers. For aviation gasoline, the concept of rating knock resistance in special single cylinder engines resulted in the Aviation Octane Test Method (D 614), which tested fuels under lean fuel mixture conditions simulating cruise operation. (In 1970 this method was replaced in the specification by the Motor Octane Method, D 2700.) An aviation gasoline specification, issued by the U.S. Air Corps in 1938, listed a 68 octane grade containing no lead and a 92 octane grade with a maximum of 6 ml TEL/gallon. As engine power output was increased by supercharging the fuel air/mixture, a second rating method, D 909, came into use to evaluate performance under rich take-off conditions, so that by World War II both rating methods were required. Engine designers soon discovered the performance benefits of high octane, which permitted a higher octane fuel so develop more power in a given engine or allowed a reduction in engine size with the same power output. Research on high octane fuel thus received a high priority and resulted in a 100 octane fuel by the beginning of World War II. while the heroic performance of the RAF is widely recognized, it would have been impossible without the 100 octane fuel.

Biofuels for Aviation: Feedstocks, Technology and Implementation presents the issues surrounding the research and use of biofuels for aviation, such as policy, markets, certification and performance requirements, life cycle assessment, and the economic and technical barriers to their full implementation. Readers involved in bioenergy and aviation sectors—research, planning, or policy making activities—will benefit from this thorough overview. The aviation industry’s commitment to reducing GHG emissions along with increasing oil prices have sparked the need for renewable and affordable energy sources tailored to this sector’s very specific needs. As jet engines cannot be readily electrified, turning to biofuels is the most viable option. However, aviation is a type of transportation for which traditional biofuels, such as bioethanol and biodiesel, do not fulfill key fuel requirements. Therefore, different solutions to this situation are being researched and tested around the globe, which makes navigating this scenario particularly challenging. This book guides readers through this intricate subject, bringing them up to speed with its current status and future prospects both from the academic and the industry point of view. Science and technology chapters delve into the technical aspects of the currently tested and the most promising technology in development, as well as their respective feedstocks and the use of additives as a way of adapting them to meet certain specifications. Conversion processes such as hydrotreatment, synthetic biology, pyrolysis, hydrothermal liquefaction and Fisher-Tropsch are explored and their results are assessed for current and future viability. Presents the current status of biofuels for the aviation sector, including technologies that are currently in use and the most promising future technologies, their production processes and viability Explains the requirements for certification and performance of aviation fuels and how that can be achieved by biofuels Explores the economic and policy issues, as well as life cycle assessment, a comparative techno-economic analysis of promising technologies and a roadmap to the future Explores conversion processes such as hydrotreatment, synthetic biology, pyrolysis, hydrothermal liquefaction and Fisher-Tropsch

International air and marine travel have been left to one side in past negotiations to reduce greenhouse gas (GHG) emissions, but unless something is done, emissions from this segment of the world economy will form a progressively larger percentage of the total, especially as emissions fall in other activities. Will Sustainability Fly? broadens and contextualizes the knowledge resource available to academics, policy makers, air industry leaders and stakeholders, and interested members of the public. The book focuses on fuel, providing background in technical and policy terms, from the broadest reliable sources of information available, for the necessary discourse on society's reaction to the evolving aviation emissions profile.