Content deleted Content added
yes they might, but why is this in here now, in the lead? |
m Fixing broken anchor: Reminder of an inactive anchor: 44.65 |
||
| (3 intermediate revisions by 3 users not shown) | |||
Line 13:
[[File:Mig-29 refueling.jpg|thumb|Ground fueling of a [[MIG-29|MiG-29]] from a [[Ural-4320|URAL tanker]] (2011)]]
'''Jet fuel''' is a clear to straw-colored fuel, based on either an [[unleaded]] [[kerosene]] (Jet A-1), or a [[naphtha]]-[[kerosene]] blend (Jet B). Similar to [[diesel fuel]], it can be used in either [[Diesel engine|compression ignition engine]]s or [[Gas turbine|turbine engine]]s.<ref name=chevron/>
Jet-A powers modern commercial airliners and is a mix of extremely refined kerosene and burns at temperatures at or above {{convert|49|C}}. Kerosene-based fuel has a much higher flash point than gasoline-based fuel, meaning that it requires significantly higher temperature to ignite. It is a high-quality fuel; if it fails the purity and other quality tests for use on jet aircraft, it is sold to ground-based users with less demanding requirements, such as railroads.<ref>{{cite web |last=U.S. Centennial of Flight Commission |title=Aviation Fuel |url=http://www.centennialofflight.gov/essay/Evolution_of_Technology/fuel/Tech21.htm |access-date=10 May 2012 |url-status=dead |archive-url=https://web.archive.org/web/20120420064213/http://www.centennialofflight.gov/essay/Evolution_of_Technology/fuel/Tech21.htm |archive-date=20 April 2012 }}</ref>
Line 30:
==== Compressed natural gas and liquified natural gas ====
{{Main|Natural_gas#Transportation}}
[[Compressed natural gas]] (CNG) and [[Liquefied natural gas#Transportation|liquified natural gas]] (LNG) are fuel feedstocks that aircraft may use in the future. Studies have been done on the feasibility of using natural gas<ref>{{cite web|url=http://lae.mit.edu/aircraft-design/|title=Aircraft Design - MIT Laboratory for Aviation and the Environment|access-date=27 December 2016|url-status=dead|archive-url=https://web.archive.org/web/20161230163921/http://lae.mit.edu/aircraft-design/|archive-date=2016-12-30}}</ref> and include the "SUGAR Freeze" aircraft under NASA's N+4 Advanced Concept Development program (made by Boeing's Subsonic Ultra Green Aircraft Research (SUGAR) team). The [[Tupolev Tu-155]] was an alternative fuel testbed which was fuelled on LNG.<ref>{{cite web|url=http://midwestenergynews.com/2013/08/26/could-natural-gas-fuel-commercial-flights-of-the-future/|title=Could natural gas fuel commercial flights of the future?|last=EnergyWire|access-date=2016-12-27|url-status=live|archive-url=https://web.archive.org/web/20161105204049/http://midwestenergynews.com/2013/08/26/could-natural-gas-fuel-commercial-flights-of-the-future/|archive-date=2016-11-05}}</ref> The low [[specific energy]] of natural gas even in liquid form compared to conventional fuels gives it a distinct disadvantage for flight applications.{{citation needed|date=March 2018}}
==== Liquid hydrogen ====
Line 55:
==Production of aviation fuel==
The production of aviation fuel falls into two categories: fuel suitable for [[Gas turbine|turbine engine]]s and fuel suitable for spark-ignition piston engines. There are international specifications for each.
[[Jet fuel]] is a gas turbine fuel used in propeller and jet aircraft and helicopters. It has a low [[viscosity]] at low temperature, has limited ranges of density and [[calorific value]], burns cleanly, and remains chemically stable when heated to high temperature.<ref>{{cite web|author=Air BP |title=Avgas vs Jet Fuel |url=http://www.bp.com/sectiongenericarticle.do?categoryId=4503818&contentId=57639 |access-date=10 May 2012 |url-status=dead |archive-url=https://web.archive.org/web/20120425054146/http://www.bp.com/sectiongenericarticle.do?categoryId=4503818&contentId=57639 |archive-date=25 April 2012 }}</ref>
Line 66:
The [[net energy content]] for aviation fuels depends on their composition. Some typical values are:<ref>[[Air BP]]. [http://www.bp.com/liveassets/bp_internet/aviation/air_bp/STAGING/local_assets/downloads_pdfs/a/air_bp_products_handbook_04004_1.pdf BP Products handbook] {{webarchive|url=https://web.archive.org/web/20110608075828/http://www.bp.com/liveassets/bp_internet/aviation/air_bp/STAGING/local_assets/downloads_pdfs/a/air_bp_products_handbook_04004_1.pdf |date=2011-06-08 }}. Retrieved 2008-09-13</ref>
*BP Avgas 80, [[Orders of magnitude (energy)#1E6|44.65]]{{Broken anchor|date=2024-05-26|bot=User:Cewbot/log/20201008/configuration|target_link=Orders of magnitude (energy)#1E6|reason= The anchor (1E6) [[Special:Diff/383867230|has been deleted]].}} [[Joule|MJ]]/kg, density at 15 °C is 690 kg/[[cubic metre|m<sup>3</sup>]] ({{Round|44.65*690/1000|2}} MJ/litre).
*Kerosene type BP Jet A-1, 43.15 MJ/kg, density at 15 °C is 804 kg/m<sup>3</sup> ({{Round|43.15*804/1000|2}} MJ/litre).
*Kerosene type BP Jet TS-1 (for lower temperatures), 43.2 MJ/kg, density at 15 °C is 787 kg/m<sup>3</sup> ({{Round|43.2*787/1000|2}} MJ/litre).
Line 168:
* [https://web.archive.org/web/20121018042938/http://www.bp.com/sectiongenericarticle.do?categoryId=4503664&contentId=57733 History of jet fuels] (by [[BP|AirBP]])
* [https://web.archive.org/web/20090704014521/http://www.chevron.com/products/ourfuels/prodserv/fuels/documents/aviation_fuels.pdf Aviation Fuels Technical Review] (by [[Chevron Corporation|Chevron Global Aviation]])
{{DEFAULTSORT:Aviation Fuel}}
| |||