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Introduction
The term aviation fuel, as used in this text, is a
collective term that includes aviation gasoline and
aviation gas turbine fuel as well as various types of jet
fuel. Aviation fuels consist of hydrocarbons, and sulfurcontaining as well as oxygen-containing impurities are
limited strictly by specification.
Composition specifications usually state that
aviation fuel must consist entirely of hydrocarbons
except for trace amounts of approved additives.
The two basic types of jet fuels in general use are based on
kerosene (kerosene-type jet fuel) and gasoline (naphtha) (gasolinetype jet fuel). Kerosene-type jet fuel is a modified development of
the illuminating kerosene originally used in gas turbine engines.
Gasoline-type jet fuel has a wider boiling range and includes some
gasoline fractions. In addition, a number of specialized fuel grades
are required for use in high-performance military aircraft
TEST METHODS
1. Acidity
Acidity is a property usually found in lubricating oil (ASTM D664,ASTM D-974, ASTM D-3339, ASTM D-5770, IP 139, IP 177, IP
431); acidic compounds can also be present in aviation turbine
fuels either because of the acid treatment.
In the test method for the determination of the acidity in an
aviation turbine fuel (ASTM D-3242, IP 354), a sample is dissolved
in a solvent mixture (toluene plus isopropyl alcohol and a small
amount of water) and under a stream of nitrogen is titrated with
standard alcoholic potassium hydroxide to the color change from
orange in acid to green in base via added indicator pnaphtholbenzein solution.
2. Additives
The various approved additives for jet fuels include oxidation
inhibitors to improve storage stability, copper deactivators to
neutralize the known adverse effect of copper on fuel stability, and
corrosion inhibitors intended for the protection of storage tanks and
pipelines.
Additives may be included for a variety of reasons, but in every
case the specifications define the requirements as follows:
1. Mandatory: must be present between minimum and maximum
limits.
2. Permitted: may be added up to a maximum limit.
3. Optional: may be added only within specified limits.
4. Not allowed: additives not listed in the specifications.
4. Composition
This method is applied to data related to the
volume percent saturates, olefins, and aromatics in
materials that boil below 315C (600F).Aviation
gasoline consists substantially of hydrocarbons; sulfurcontaining and oxygen-containing impurities are
strictly limited by specification, and only certain
additives are permitted.
6. Flash Point
The flash point test is a guide to the fire hazard associated with
the use of the fuel; the flash point can be determined by several
test methods, and the results are not always strictly comparable.
The minimum flash point is usually defined by the Abel method
(IP 170), except for high-flash kerosene, where the PenskyMartens
method (ASTM D-93, IP 34) is specified. The TAG method (ASTM D56) is used for both the minimum and maximum limits, whereas
certain military specifications also give minimum limits by the
PenskyMartens method (ASTM D-93, IP 34). The Abel method (IP
170) can give results up to 23C (35F) lower than the TAG
method (ASTM D-56).
7. Freezing Point
The freezing point of aviation fuel is an index of the
lowest temperature of its utility for the specified
applications. The freezing point specification is retained as a
specification property to predict and safeguard high-altitude
performance. Three test methods are available for
determination of the freezing point. All three methods have
been found to give equivalent results
The various fuel grades are classified by their antiknock quality characteristics as determined in single-cylinder laboratory engines.
The higher grades of fuel are thus classified by their specified antiknock
ratings under both sets of test conditions.
9. Pour Point
In the original (and still widely used) test for pour point (ASTM D-97, IP 15), a
sample is cooled at a specified rate and examined at intervals of 3C (5.4F)
for flow characteristics.
In any determination of the pour point, a petroleum product that con-tains wax
produces an irregular flow behavior when the wax begins to separate.
12. Viscosity
Viscosity can significantly affect the lubricating property
of the fuel and can h
The viscosity (ASTM D-445, IP 71) of fuels at low
temperature is limited to ensure that adequate fuel flow
and pressure are maintained under all operating
conditions and that fuel injection nozzles and system
controls will operate down to design temperature
conditions.ave an influence on fuel pump service life.
13. Volatility
Fuels must be easily convertible from storage in the liquid
form to the vapor phase in the engine to allow formation of
the combustible air-fuel vapor mixture.
If gasoline fuel volatility were too low, liquid fuel would enter
the cylinder and wash lubricating oil from the walls and
pistons and so lead to increased engine wear; a further
effect would be to cause dilution of the crankcase oil; poor
volatility can also give rise to poor distribution of mixture
strength between cylinders.
14. Water
Because of their higher density and viscosity, jet fuels tend
to retain fine particulate matter and water droplets in
suspension for a much longer time than aviation gasoline.
There is also a water reaction test that is used to estimate,
and prevent, the addition of high-octane, water-soluble
components such as ethyl alcohol to aviation gasoline. The
test method involves shaking 80 ml of fuel with 20 ml of
water under standard conditions and observing phase
volume changes and interface condition.